California Highways

From Route 5 near San Juan Capistrano to Route 405 via the San Joaquin Hills.

In 1963, this route was defined as running “(a) Route 1 near Corona Del Mar to Route 405. (b) Route 405 to Route 5 in Santa Ana via Main Street.”

In 1965, Chapter 1372 deleted segment (b), thus terminating the route at I-405.

Until 1983, this route ran from Route 1 to MacArthur Blvd, and then along MacArthur Boulevard from Route 1 near Corona del Mar to San Diego Creek in Irvine.

In 1983, Chapter 849 changed the origin of the route and modified the routing to be "Route 5 near San Juan Capistrano to Route 405 via the San Joaquin Hills." It also noted that "MacArthur Boulevard from Route 1 near Corona del Mar to San Diego Creek in Irvine shall cease to be a state highway when the Route 73 freeway as described above is completed." This reflected the planned construction of the San Joaquin Hills Toll Road. A 1986 map does show the proposed tollway.

In 2003, Chapter 525 removed the text about the former portion of the route.

Much of the present routing was defined post-1964. The portion of the current routing from near UC Irvine to I-405 was LRN 184, defined in 1933 (as was the remainder of the since deleted 1963 routing)

Route 73 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 73 between 1934 and 1964.

In July 2005, the CTC considered relinquishment of right of way in the City of Newport Beach, along Bristol Street and North Bristol Street, from Jamboree Road to Irwin Avenue/Campus Drive, consisting of frontage roads. It also considered relinquishment of right of way in the County of Orange, along Bristol Street and North Bristol Street, consisting of frontage roads.

In August 2005, the CTC considered relinquishment of right of way in the City of Irvine, at University Drive South, consisting of reconstructed and relocated city streets.

In July 2007, the CTC relinquished right of way in the city of Costa Mesa, from the South City Limit to 0.4 mile North of Red Hill Avenue, consisting of reconstructed and relocated city streets. The City, by relinquishment cooperative agreement dated June 4, 2007, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

The portion of this freeway between MacArthur Blvd and Route 405 was named by the "Corona Del Mar" freeway by the local Caltrans District. The first freeway segment opened in 1977; the last segment in 1996. The named segment traverses the community of Corona Del Mar.

The pre-1983 routing (from Route 1 to Route 405 along MacArthur Blvd) was named the "Veterans Memorial Freeway". It was named by Senate Concurrent Resolution 2 in 1967. This segment is no longer in the state highway system.

The portion of this freeway between MacArthur Blvd and I-5 is named the "San Joaquin Hills Transportation Corridor". It is named because it traverse the San Jaoquin Hills. San Joaquin is the Spanish pronunciation of Saint Joachim - the Father of the Virgin Mary.

• Cal-NExUS Exit Numbering: Route 73 North
• Cal-NExUS Exit Numbering: Route 73 South
• Western Exit Guide: Route 73 (Jeff Stapleton)
• Toll Road Exit Guide

• California @ AARoads: California 73
• Orange County Transportation Corridor Agencies

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

This highway is freeway (no toll) between MacArthur Blvd and I-405.

This highway is a toll road between MacArthur Blvd and I-5. The first segment of the tollway, running from Greenfield Drive in Laguna Niguel to Laguna Canyon road, opened on 24 July 1996. The reminder of the tollway (between Jamboree Road and Laguna Canyon Road (Route 133) and between Greenfield Drive and I-5, opened on 21 November 1996. There are plans to merge the operation of this route with the Foothill Toll Roads such as Route 241.

Overall statistics for Route 73:

• Total Length (2000): 21 miles
• Average Daily Traffic (1992): 34,000 to 100,000
• Milage Classification: Urbanized: 21.
• Previous Federal Aid Milage: FAP: 18 mi, but this includes the original non-toll routing from Jamboree to Route 1. It is unknown how much of the toll road construction received federal aid, if any.
• Functional Classification: Prin. Arterial: 21 mi.
• Counties Traversed: Orange.

The route that would become LRN 72 was first defined in 1931 by Chapter 82 as the route from Alturas to Oregon State Line near New Pine Creek. In 1933, it was extended from [LRN 28] at Alturas to [LRN 29]. In 1935, it was codified into the highway code as the following route:

“[LRN 29] to the Oregon State Line near New Pine Creek via Alturas”

This definition remained unchanged until the 1963 renumbering. The route was (and is) signed as US 395.

1. From Route 5 near San Juan Capistrano to Route 15 near Lake Elsinore.

   
   

   	In 1963, this segment was defined as the route from “Route 5 near San Juan Capistrano to Route 71.” In 1976, Chapter 1354, changed "Route 71" to "Route 15", reflecting the establishment of the route of the real I-15, and the renumbering of the old I-15 as I-15E (Route 194) In 1986, Chapter 928 clarified the terminus of this segment to be “Route 15 near Lake Elsinore.” This segment was originally planned as freeway in 1965.
   	This has been signed as Route 74 since the initial signage of state routes in 1934. It was LRN 64, and was defined in 1933.
   	There are regional transportation improvement plans to widen the portion of Route 74 in Orange County. There are also rumors that a tunnel might be constructed to replace Route 74 (or supplement it) to improve transportation in the Orange-Riverside County corridor. Current discussions propose a triple tunnel, dug for 10 to 14 miles beneath the Santa Ana Mountains - and the Cleveland National Forest - north of Camp Pendleton. The estimated cost would be $3.6 Billion. See Route 91 for more information. In December 2005, the OCTA, using Measure M money, authorized widening the I-5/Route 74 interchange and widening at San Antonio Parkway. However, they elminated from consideration plans to widen Route 55, into which Route 91 feeds, and to widen Ortega Highway (Route 74) in South County. There are also plans to widen lower Ortega Hwy (Route 74). The existing alignment consists of four through lanes from I-5 to approximately 330 feet (ft.) east of Calle Entradero where it transitions to two through lanes. The proposed project would widen Route 74 from two lanes to four through lanes from Calle Entradero (PM 1.0) in the City of San Juan Capistrano to the City/County line at PM 1.9. Route 74 was constructed circa 1930/32 from plans prepared for Joint Highway District 15. The road was originally designed to be two lanes; each lane being 31 ft. (6.7 m) wide with a maximum grade of 6%, for vehicle speeds of 25 miles per hour (mph) to 40 mph. In 1959, this route was included within the State Freeway and Expressway System. The project would involve some alignment shifts, construction of retaining walls, and clear soundwalls. Detail can be found in the EIR. Construction for this project would be expected to start in mid-2009 and be completed in the winter of 2011. The basic widening would occur primarily on the north side of Route 74 to minimize removal of mature trees and the existing sidewalk on the south side. Currently, there are two 12-ft. lanes in each direction and no median throughout the project area. The construction would provide one additional 12-ft. wide lane in each direction, as well as a 12-ft. wide painted median. A 5-ft.-wide paved shoulder would be provided on each side of the roadway to accommodate striped on-road bicycle facilities, except from Avenida Siega to the City/County limits where it would transition to an 8-ft.-wide shoulder to merge with the County portion of the project. The edge of the pavement would have concrete curbs on each side of the roadway. In 2007, work was begun on the Caltrans Ortega Highway Safety Improvement Project, which involves a three-mile section from San Juan Hot Springs and the Orange County line. This stretch of road has a section of narrow lanes, limited turn-out areas and high accident rates. The project will add 4-foot shoulders to each side of the highway, add safety enhancements to reduce road closures due to rock slides, place rumble strips in the median, improve sight distances by removing protruding rock walls, widen the existing 10-foot lanes to standard 12-foot lanes, improve drainage facilities into San Juan Creek, and improve turnouts and add two new turnouts, one in each direction. In 2005, about 8,900 cars a day used the route, with traffic expected to swell to 28,700 cars a day by 2025, according to Caltrans.
   	Between Route 5 and the Riverside-Orange County Line. Authorized by Senate Bill 155, Chapter 169, on July 23, 1999.
   	This segment has been historically named the "Ortega Highway". The segment is also named the "California Wildland Firefighters Memorial Highway". On August 8, 1959, the Decker Canyon fire was ignited on when a car drove off a Route 74 embankment, crashing through brush to the canyon floor, some 200 feet below. The vehicle burst into flames, and winds whipped the flames into a firestorm racing uphill toward firefighters battling the blaze from above. Six firefighters made the ultimate sacrifice while protecting and serving the people of California by battling the Decker Canyon fire; twenty-seven other firefighters were injured in the fire. California experiences hundreds of wildland fires every year, and thousands of firefighters from local, state, and federal agencies fight these fires to protect lives and property. These men and women of the wildland firefighting services are dedicated in their efforts to save lives and property from destruction, and nearly every year wildland firefighters are injured and killed fighting wildland fires across the State of California. Named by Senate Concurrent Resolution 71, Chapter 22, Chaptered March 26, 2002.

   
   

2. From Route 15 near Lake Elsinore to Route 215 near Perris.

   
   

   	In 1963, this segment was defined as “Route 71 to Route 395 near Perris” In 1969, Chapter 294 changed "Route 395" to "Route 15", reflecting the renumbering of US 395 as I-15. In 1976, Chapter 1354, changed "Route 71" to "Route 15", and "Route 15" to "Route 194", reflecting the establishment of the route of the real I-15, and the renumbering of the old I-15 as I-15E (Route 194) In 1982, Chapter 681 changed "Route 194" to "Route 215", reflecting the approval of former US 395 (a/k/a I-15E, Route 194) as non-chargable I-215. In 1986, Chapter 928 clarified the origin of the segment to be “Route 15 near Lake Elsinore”.
   	This has been signed as Route 74 since the initial signage of state routes in 1934. This segment was established in 1931 as LRN 78, and was renumbered as part of LRN 64 in 1951 by Chapter 1562. Until 1950, this was also signed as US 395.
   	Mid-County Parkway Plans are underway for a major rerouting of this segment (or perhaps a new segment) to improve regional transportation. Information can be found at http://www.rctc.org/, which is the agenda for the Riverside County Transportation Commission. More information can also be found at the Riverside County Improvement Project pages, www.rcip.org. In short, the State Route 74 Realignment project is a Measure "A" project from Dexter Avenue in the City of Lake Elsinore to 7th Street in the City of Perris. The project will be constructed in two segments. Segment 1 is from Dexter Avenue in Lake Elsinore to approximately 1640 feet east of Wasson Canyon Road. Segment 2 is from approximately 1640 feet east of Wasson Canyon Road to 7th Street in Perris. According to a recent article in the Los Angeles Times, this proposal may have been the subject of some rerouting. Although Route 74 was not mentioned by number, the article discussed how the push for a new thoroughfare between Corona and Hemet has created trouble in Lake Elsinore, where there was an earlier proposal (i.e., the Route 74 propsoal) which would make the Lake Elsinore the western terminus of the route. Evidently, the RTCT originally supported a route north of Lake Mathews, but that ran into pricy homes and strong opposition from residents. The alternative would send the 40-mile, $700-million road south of the lake, through an endangered-species reserve, which naturally creates problems for environmentalists. The route now favored would expand the existing two-lane Cajalco Road through the nature preserve south of the lake. However, in Lake Elsinore, they are upset because the originally plan was a 22-mile route that would connect I-15 near Lake Elsinore to Route 79 near Diamond Valley Lake. However, because of the possibility of someday linking the route near Lake Mathews to a new thoroughfare running into Orange County, support for the Lake Elsinore-Diamond Valley Lake roadway declined. One alternative is the Mid-County Parkway. An option favored by the city to build a stretch of the proposed Mid County Parkway next to Perris Dam is considered to be is unsafe because of seismic dangers. Officials hope the future freeway will help relieve east-west traffic congestion in the rapidly growing corridor between San Jacinto and Corona. The project is expected to cost $2 billion and would extend 32 miles from Corona to San Jacinto. The six- to eight-lane parkway would serve as an alternate east-west freeway to State Routes 60 and 91. Construction is scheduled to start in 2011. State officials say routing the parkway via the dam ("North Perris Option") is out of the question, because of the risk of earthquakes and liquefaction of soils beneath the dam's eastern foundation. The RCTC would like the City of Perris to instead pick one of three remaining parkway routing options: via Placentia Avenue, via Rider Street, or via the city's storm drain canal. The storm drain route, however, would be the most expensive of the four options, for the drain passes through an area of town prone to flooding and the parkway would thus have to be elevated there to protect motorists from rising waters. The problem with the Rider Street option is it could require the construction of a road connecting Rider to Cajalco Road or Placentia Avenue on the west side of I-215 -- depending on if the parkway goes up along Cajalco or Placentia. The fourth option of routing the parkway through Perris along Placentia Avenue east of I-215 would be the cheapest and straightest through the city, but would require moving a state-of-art fire station out of the way, which city officials only dedicated in early 2007. 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 #3209: Route 74/I-215 Interchange Project. $800,000.
   	Between Route 15 and 7th Street in Perris. Authorized by Senate Bill 1526, Chapter 446, September 14, 2000.
   	While in Perris, you really should visit the Orange Empire Railway Museum, on "A" Street. It is the west's largest operating railroad museum; you can see the trollycars that use to run in Los Angeles.

   
   

3. From Route 215 near Perris to Route 10 near Thousand Palms via Hemet and Palm Desert.

   The commission may relinquish to the City of Palm Desert the portion of Route 74 that is located within the city limits of that city, upon terms and conditions the commission finds to be in the best interests of the state, if the department and the city enter into an agreement providing for that relinquishment. A relinquishment under this subdivision shall become effective immediately following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. On and after the effective date of the relinquishment, the relinquished portion of Route 74 shall cease to be a state highway. The portion of Route 74 relinquished under this subdivision shall be ineligible for future adoption under Section 81. For the portion of Route 74 that is relinquished under this subdivision, the City of Palm Desert shall maintain within its jurisdiction signs directing motorists to the continuation of Route 74. [SB 186, 10/6/2005, Chapter 594]. The Palm Desert segment was relinquished in February 2008.

   
   

   	As defined in 1963, this segment ran from “Route 395 near Perris to Route 111.” In 1965, Chapter 1372 extended this segment to terminate at “Route 10 near Indio.” Note that the portion from Route 111 to Route 10 remains unconstructed. In 1969, Chapter 294 changed "Route 395" to "Route 15", reflecting the renumbering of US 395 as I-15. In 1976, Chapter 1354 changed "Route 15" to "Route 194", reflecting the establishment of the route of the real I-15, and the renumbering of the old I-15 as I-15E (Route 194) In 1982, Chapter 681 changed "Route 194" to "Route 215", reflecting the approval of former US 395 (a/k/a I-15E, Route 194) as non-chargable I-215. In 1986, Chapter 928 clarified the terminus of the segment to be “Route 10 near Thousand Palms via Hemet and Palm Desert”. Under this current routing, Monterey Avenue may be Route 74 between Route 111 and I-10. In 2005, Chapter 594 authorized relinquishment of the portion in Palm Desert. This segment was relinquished in February 2008.
   	This segment was originally signed as Route 740 in the initial state signage of routes in 1934. This was later changed (sometime between 1939 and 1956) to Route 74. It was LRN 64, and was defined in 1933.
   	In Hemet, this is "Florida" Avenue in Hemet, and is "Idyllwild National Forest" Highway between Hemet and Route 243. Historically, the entire segment (from Perris to Route 111) has been named the "Pines to Palms Highway".

There is currently work underway to explore some realignments of this route, in particular, the portion from Hemet to Corona/Lake Elsinore.

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

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

Overall statistics for Route 74:

• Total Length (1995): 112 miles traversable; 5 miles unconstructed
• Average Daily Traffic (1992): 2,300 to 30,000
• Milage Classification: Rural: 85; Sm. Urban 8; Urbanized: 24.
• Previous Federal Aid Milage: FAP: 112 mi.
• Functional Classification: Prin. Arterial: 33 mi; Minor Arterial: 79 mi.
• Counties Traversed: Orange, Riverside.

[SHC 263.1] Entire route.

[SHC 164.14] Entire route.

The route that was to become LRN 74 was first defined in 1931 by Chapter 82 as the route from Vallejo to [LRN 8]. In 1935, it was codified into the highway code as “Vallejo to [LRN 8]”, but was quickly amended by Chapter 274 to be the following:

“A point on [LRN 8] near the Napa Y to Cordelia via Vallejo and Benecia”

In 1947 during the 1st executive session, Chapter 13 added a branch to the ferry in Benicia: “including a connection from Vallejo to [LRN 7] near the Carquinez Bridge.”

In 1953, Chapter 1737 made the clause about the Benecia Ferry contingent on the acquisition by the Department of Public Works of the ferry system operated across the Carquinez Straights between the cities of Benecia and Martinez. This was done because the city of Martinez was about to close down the ferry system across the straights, and it was necessary to keep the ferry in operation to serve numerous refineries, chemical plants, steel companies, and other industries necessary for national defense, workers commuting both to and from such industries, and the extremely important Benecia Arsenal.

In 1959, Chapter 1062 extended the route to begin at [LRN 6] near Napa, and removed the contingency.

This route was signed as Route 29 between Vallejo and Napa, and was defined in 1931.

The segment between Benicia and Vallejo was originally signed as Route 29, and is present-day I-780.

From Route 5 to Route 5 via the Silver Strand and the San Diego-Coronado Toll Bridge.

As defined in 1963, this route was defined as two segments “(a) Route 125 east of Brown Field to Route 5 near the south end of San Diego Bay. (b) Route 5 to the San Diego-Coronado Ferry in Coronado via Silver Strand.” However, later that year Chapter 1698 changed the origin of segment (a) to “Route 125 near Brown Field”.

In 1967, Chapter 1483 split segment (b) and added the bridge, giving “(b) Route 5 to Fourth Street in Coronado via Silver Strand. (c) Orange Avenue in Coronado to Route 5 in San Diego via the San Diego-Coronado Toll Bridge. Subdivision (c) of this section shall not become operative until the San Diego-Coronado Toll Bridge and approaches are completed and open for traffic.” It also added segment (d) as a temporary measure until the bridge was completed: “(d) Fourth Street to the San Diego-Coronado Ferry via Orange Avenue in Coronado. The portion of this route described in subdivision (d) shall cease to be a state highway when the portion of this route described in subdivision (c) is completed and open for traffic.”

In 1968, Chapter 1139 combined segments (b) and (c) and removed (d): “(b) Route 5 to Route 5 via the Silver Strand and the San Diego-Coronado Toll Bridge.”

In 1976, Chapter 1354 deleted segment (a) and transferred it to Route 117, renumbered in 1985 to Route 905 (non-chargable interstate). This part of the route was LRN 281.

This route was not part of the original state signage of routes in 1934, although it was signed as Route 75 as least since the early 1940s. The route was LRN 199, and was defined in 1933. It ran along Orange, Silver Strand Blvd, and Palm Avenue.

Constructed as freeway from Route 282 to Route 5 in San Diego. The San Diego-Coronado Bridge was originally a toll bridge, but the toll was removed on June 27, 2002.

There have been reports that there is a study regarding constructing a double tunnel that would run for a mile beneath Coronado, connecting the western side of the Coronado Bridge to the North Island Naval Air Station. Currently, surface streets between the bridge and the Navy base carry as many as 96,000 vehicles a day - far above the capacity they were designed for and more traffic than any other arterial road in San Diego County.

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 #866: Planning, design, engineering and construction of the Naval Air Station, North Island access tunnel on the Route 75/Route 282 corridor, San Diego. Additional funding provided by HPP #3789. $4,000,000.

• High Priority Project #3789: Planning, design, engineering and construction of the Naval Air Station, North Island access tunnel on the Route 75/Route 282 corridor, San Diego. This seems to be additional funding for construction. $5,000,000.

Bridge 57-857, over the Coronado Bay in San Diego, is named the "San Diego-Coronado Bridge". It was built in 1969, and named by Assembly Concurrent Resolution 85, Chapter 150, in 1989.

• Cal-NExUS Exit Numbering: Route 75 North
• Cal-NExUS Exit Numbering: Route 75 South

• California @ AARoads: California 75

[SHC 263.1] Entire route.

Overall statistics for Route 75:

• Total Length (1995): 13 miles
• Average Daily Traffic (1993): 20,100 to 68,000
• Milage Classification: Urbanized: 13.
• Previous Federal Aid Milage: FAU: 13 mi.
• Functional Classification: Prin. Arterial: 13 mi.
• Counties Traversed: San Diego.

An HOV exclusive lane exists on the Toll Plaza at the Coronado Bridge. It requires two or more occupants, and is open 24 hours a day, 7 days a week.

The route that became LRN 75 was first defined in 1931 by Chapter 82 as the route from Walnut Creek to Oakland. It was extended in 1933 with two segments: one from [LRN 75] near Walnut Creek to [LRN 5] near Stockton via Antioch, and one from [LRN 4] near Stockton to [LRN 65] near Altaville. In 1935, the route was defined in the highway code as:

1. Oakland to [LRN 5] near Stockton via Walnut Creek and Antioch
2. [LRN 4] near Stockton via Copperopolis to [LRN 65] near Altaville

In 1949, Chapter 1467 added a branch to Martinez as segment (b): “Route (a) above, north of Walnut Creek to Martinez”

In 1951, Chapter 1562 changed “[LRN 5] near Stockton” to “[LRN 4] near Stockton”.

In 1953, Chapter 1737 reworded segment (b) [2] to be “Route (a) above, north of Walnut Creek to a connection with [LRN 74] in Benecia”. This change was contingent on the acquisition by the Department of Public Works of the ferry system operated across the Carquinez Straights between the cities of Benecia and Martinez. This was done because the city of Martinez was about to close down the ferry system across the straights, and it was necessary to keep the ferry in operation to serve numerous refineries, chemical plants, steel companies, and other industries necessary for national defense, workers commuting both to and from such industries, and the extremely important Benecia Arsenal. The chapter also mistakenly deleted (c), from [LRN 4] near Stockton to [LRN 65].

In 1954, Chapter 8 from the Extraordinary Session corrected the deletion of (c)

In 1957, Chapter 1911 changed "[LRN 74] at Benecia" to "near Benecia".

In 1959, Chapter 1698 would have changed the definition further, deleting the Benecia branch (segment (b)), and changing (c) to be "[LRN 4] near Stockton to [LRN 249] near Farmington", but that was overtaken by the 1963 renumbering.

Signage on this route was as follows:

1. From Oakland to LRN 4 near Stockton via Walnut Creek and Antioch.

   This was signed as Route 24, later Route 4 between US 50 (present-day I-580) in Oakland and Walnut Creek. A brief portion in Stockton appears to be a duplicate with LRN 5 (specifically, Route 4 between El Dorado St and Mariposa St.). From Stockton proper, it ran S along Mariposa St to LRN 4 (US 99).

   LRN 75 was cosigned as Route 21/Route 24 between Walnut Creek and the vicinity of Pleasant Hill; this is present-day I-680.

   LRN 75 was signed as Route 24 between the vicinity of Pleasant Hill and Concord. The stretch from I-680 N of Concord to Route 4 is signed Route 242, but was previously signed as Route 24.

   LRN 75 was cosigned as Route 4/Route 24 between Concord and 4 mi E of Antioch. It was signed as Route 4 from 4 mi E of Antioch to Stockton.

2. From segment 1 N of Walnut Creek to a connection with LRN 74 near Benicia.

   This segment was signed as Route 21 between Walnut Creek and Benicia.

3. LRN 4 (US 99) near Stockton via Copperopolis to LRN 65 (Route 49) near Altaville.

   This was signed as Route 4. This left US 99 along Farmington Road.

From Route 5 near Oceanside to Route 79 near Lake Henshaw.

This segment remains as defined in 1963.

Route 76 was not defined in the initial 1934 state signage of routes. Portions of this route (US 395 (now I-15) to Route 79) were signed as Route 76 in the mid 1950s. The entire route was signed as Route 76 by 1963. The route was LRN 195, defined in 1933.

There are plans to widen this route. This article provides some good information. The goal is to widen Route 76 from two to four lanes between Melrose Drive in Oceanside and I-15. The goal is to complete the 2½-mile stretch between Melrose and East Vista Way in 2007. This length of time is due to bridge work and a number of culverts that will be constructed for stormwater runoff and to serve as wildlife corridors between the river and nearby upland areas. The widening from East Vista Way to South Mission Road in Bonsall, which connects that community with Fallbrook, won't begin before 2008, due to the length of time it takes to determine the route and acquire property. As for the stretch between between South Mission and I-15—that 5 1/2-mile stretch could possibly see work started by 2009, with completion in 2011. There are four alternatives being considered: (1) widening the existing alignment from two lanes to six lanes utilizing the existing roadway; (2) the Southern Alignment, which would build a six-lane facility on a new alignment south of the San Luis Rey River; (3) the Split-Facility Alignment, which would build three westbound lanes along the existing alignment and three eastbound lanes on the proposed Southern Alignment; and (4) a No Build alternative.

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 #2719: Route 76 Road Widening, Melrose Drive to I-15. $4,000,000.

The portion of Route 76 between Route 5 and Route 15 is named the "San Luis Rey Mission Expressway". Mission San Luis Rey, founded in 1798, was the 18^th of 21 missions established in California. It is situated between the existing missions at San Diego and San Juan Capistrano. Named by Assembly Concurrent Resolution No. 6, Chapter 54, in 1995.

The portion of Route 76 between the North Coast Highway and Douglas Drive in the City of Oceanside is named the "Oceanside Police Officer Tony Zeppetella Memorial Highway". It was named in memory of Oceanside Police Officer Tony Zeppetella, who was shot and killed in the line of duty on June 13, 2003, during the course of a traffic stop. Tony Zeppetella was born on October 2, 1975, in Whittier, California. He was raised in Paso Robles, California where he attended and graduated from Paso Robles High School. Prior to beginning his career with the Oceanside Police Department, Tony Zeppetella served in the United States Navy for six years and attended Central Texas College and the University of Phoenix. He joined the Oceanside Police Department on May 13, 2002. After successfully completing his academy training in October, 2002, he reported to the Oceanside Police Department, where he made significant contributions to traffic safety and to the motoring public while assigned to the Oceanside Police Department. Named by Assembly Concurrent Resolution 133, August 11, 2004, Chapter 137

The former surface routing of Route 76 is a business routing. It has been relinquished or vacated by Caltrans. This could relate to the relinquishments on the February 2003 CTC agenda: Relinquishment of the segment at PM 37.5 in the City of Oceanside, and vacation of the segment PM 6.7/7.4 in the City of Oceanside.

• California @ AARoads: California 76
• Caltrans Fact Sheets: Route 76

[SHC 253.4] From Route 5 near Oceanside to Route 15. Added to the Freeway and Expressway system in 1959.

In November 1957, the designation I-76 was proposed for what is now I-80, in order to not conflict with US 80. This was rejected by AASHTO.

[SHC 263.1] Entire route.

Overall statistics for Route 76:

• Total Length (1995): 53 miles
• Average Daily Traffic (1992): 1,500 to 48,000
• Milage Classification: Rural: 41; Urbanized: 12.
• Previous Federal Aid Milage: FAP: 35 mi; FAU: 13 mi; FAS: 5 mi.
• Functional Classification: Prin. Arterial: 12 mi; Minor Arterial: 40 mi; Rural Minor Collector/Local Road: 0.5 mi.
• Counties Traversed: San Diego.

The route that would become LRN 76 was first defined in 1931 by Chapter 82 as the route from Bishop to California-Nevada State line (Montgomery Pass). In 1933, the route was extended with two segments: Fresno-Yosemite Road at Shaw Avenue to Huntington Lake, and [LRN 23] to Camp Sabrina. In 1935, the route was codified in the highway code as follows:

1. [LRN 23] near Bishop to Nevada State Line near Montgomery Pass
2. [LRN 23] to Camp Sabrina
3. [LRN 125] at Shaw Avenue to Huntington Lake

In 1959, Chapter 1841 changed segment (c) [3] to be “[LRN 125] near Fresno”.

In 1961, Chapter 1146 amended the definition, but didn't appear to make any changes.

The route was signed as follows:

1. From LRN 23 near Bishop to the Nevada state line near Montgomery Pass.

   This was/is present-day US 6. Before the signage as US 6, this segment was signed as part of Route 168.

2. From LRN 23 (US 395) to Camp Sabrina.

   This segment was signed as Route 168.

3. From LRN 125 (Route 41) near Fresno to Huntington Lake.

   This segment was signed as Route 168.

1. From Route 880 near 42nd Avenue to a connection with Route 580 near High Street in Oakland.

   
   

   	As defined in 1963, this segment was defined to be “Route 17 near 42nd Avenue to a connection with Route 580 near High Street in Oakland.” In 1984, Chapter 409 changed “Route 17” to “Route 880”.
   	Route 77 was not allocated as part of the original signage of state highways in 1934. This segment was a proposed route in 1963, and was LRN 235, defined in 1953.
   	Between I-880 and post mile 0.45, this is signed as Route 185. The route is unconstructed between Route 185 and Route 580. This is signed as Route 185 from Route 185 to I-880 via 42nd Avenue in Oakland. follows the High Street corridor (including the portion that is Route 185) between I-880 and I-580. The constructed portion may be to freeway standards. Note: 25th Ave does not go far enough north to meet I-580. 35th Ave, however, is the next exit up on I-580 from High St (segment 1) and turns into Redwood Rd (segment 2) at Jordan Rd. So there might be a typo in the route definition.

   
   

2. From Route 580 in Oakland to Route 24 near Lafayette.

   
   

   	In 1963, this segment was defined to be “Route 580 in Oakland to Route 242 near Concord passing near Lafayette.” In 1973, Chapter 447 changed the terminus of the segment to be “Route 24 near Lafayette.” Until 1973, segment (2) ended at Route 242. In 1973, the portion from Route 24 to Route 242 was deleted. At Taylor Boulevard and Pleasant Hill Road in Walnut Creek, there is a Y interchange. As Taylor Boulevard corresponds to the (pre-1973) extension of Route 77 to Route 242, this interchange might have been built in anticipation of the never-built extension. The deleted portion includes Taylor Boulevard (and its interchange with Pleasant Hill Road), Sunvalley Boulevard (between former Route 21 and I-680 at the Sun Valley Mall), and Willow Pass Road to Route 242. According to The Highway That Never Was (Mark Roberts), the route would have run through Shepherd Canyon. Originally, the Sacramento Northern Railroad ran an electrified route through the hills, with a tunnel at Gunn Drive. After the tunnel was sealed off in 1957, Caltrans then proposed a route through the area. Caltrans projected a daily traffic count of 100,000 vehicles per day by 1990. After extensive opposition, the plan was withdrawn in 1972.
   	Route 77 was not allocated as part of the original signage of state highways in 1934. This segment was a proposed route in 1963, and was LRN 235, defined in 1953.
   	This routing is unconstructed from Route 580 to Route 24. The route is approximately 25th Avenue, Redwood Road, Pinehurst Road, and Canyon Road to Moraga; St. Mary's Road north to Lafayette.

[SHC 253.4] From Route 93 westerly of Moraga to Route 24 near Lafayette. Part (1) is unconstructed from Route 185 to Route 580, and all of part (2) is unconstructed. Added to the Freeway and Expressway system in 1959. Note that the portion deleted in 1973 is explicitly not part of the freeway and expressway system.

Overall statistics for Route 77:

• Total Length (1995): 0.4 miles traversable; 13.4 miles unconstructed.
• Average Daily Traffic (1992): 15,000 to 17,100
• Milage Classification: Rural: 3; Sm. Urban 0; Urbanized: 11.
• Functional Classification: Prin. Arterial: 0.4 mi.
• Counties Traversed: Alameda, Contra Costa.

The route that would become LRN 77 was first defined in 1931 by Chapter 82. It was part of segment (i) of that act (“[LRN 26] near Colton via Pomona to Los Angeles”), as well as being part of segment (l) (“Riverside to San Diego (Inland Route)”) and segment (m) (“Pomona to Temecula”). In 1935, it was codified into the state highway code as:

“Pomona to San Diego via Temecula”

Note that at this time LRN 77 appears to have run into Vista, not Escondido, by some unknown routing. This is made clear by the definition of [LRN 196] as being "to [LRN 77] near Vista". LRN 197 started at "[LRN 77] near Escondido", so it appears that as of 1933, the route between Vista and Escondido appears to have been part of LRN 77.

That same year (1935), Chapter 626 added the following as Section 603 with no route number:

“603. There is hereby added to the state highway system a new route or portion of route from the east city limits of Los Angeles on Valley Boulevard to [LRN 26] near El Monte via Valley Boulevard and Pomona Boulevard”

In 1937, Chapter 841 repealed Section 603, and added the segment to [LRN 77] as segment (a) instead, numbering the 1935 segment as (b).

In 1951, Chapter 1562 extended LRN 196 to terminate at [LRN 77] near Escondido. This implied that by 1951, the portion from Vista to Escondido was no longer LRN 77, and LRN 77 had been rerouted (presumably to the US 395 routing). However, in 1947 Chapter 1233 changed LRN 196 to terminate at Vista, so the rerouting could have been as early as 1947.

In 1953, Chapter 237 changed the definition of (a) to drop the specific routings on Valley Boulevard and Pomona Boulevard.

This route was signed as follows:

1. From the E city limit of Los Angeles to LRN 26 near El Monte.

   This route began at the proposed LRN 167 (eventual I-710) intersection with Valley Blvd (the present I-710 terminus). It ran E along Valley Blvd (old surface US 60/US 70, so it was likely signed as Business US 60/US 70) to cosigned US 60/US 70/US 99 near El Monte.

2. From Pomona to San Diego via Temecula.

   Between Pomona and Corona, this was and is signed as Route 71.

   Between Corona and Temecula, it was originally signed as Route 71; after 1964, it was signed as I-15.

   Between Temecula and San Diego, it was originally signed as Route 71, then as US 395, and is present-day I-15.

1. From Route 5 near Oceanside to Route 15 near Escondido.

   
   

   	In 1963, this segment was defined as the route from “Route 5 near Oceanside to Route 395 near Escondido.” In 1969, Chapter 294 changed “Route 395” to “Route 15”.
   	This was once routed along Vista Way, Santa Fe, and Mission Road to Escondido. It was signed as Route 78 in the initial state signage of routes in 1934. It was LRN 196, which was originally defined to run from LRN 2 (US 101) to LRN 77 in Vista. LRN 197 was defined to run from LRN 77 in Escondido, so it appears as if the portion between Vista and Escondido was part of the LRN 77 routing. However, in 1947 the definition of LRN 196 was changed to terminate simply at Vista, and in 1951 it was changed to terminate at LRN 77 near Escondido (US 395), making it likely that in 1951, the route between Vista and Escondido was transferred (with no change to LRN 77) from LRN 77 to LRN 196.
   	There are plans to construct an eastbound auxiliary lane in Oceanside from the El Camino Real Overcross to east of El Camino Real Overcross. July 2005 CTC Agenda. In January 2007, the CTC considered relinquishment of right of way in the City of Vista, at Melrose Drive, consisting of reconstructed and relocated city streets. The City, by freeway agreement dated February 13, 1996, agreed to accept title upon relinquishment by the State. 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 #3206: I-5 and Route 78 Interchange Improvements. $4,000,000.
   	This segment has often been called the "Anza" Freeway. It is officially named the "Ronald Packard Parkway". Ronald C. Packard was congressman from the 48th Congressional District beginning in 1982, serving as the chairperson of the North County Transit District in San Diego County. Ronald Packard was instrumental in obtaining funding for the San Diego Trolley and Coaster Rail systems and receiving needed supplemental funding for numerous highway interchanges throughout San Diego County. He was the primary person responsible for the improvements made to the State Highway Routes 76 and 78. Named by Assembly Concurrent Resolution 165, Chapter 124, September 5, 2000.
   	The Twin Oaks Valley Road Bridge in the City of San Marcos, San Diego County is officially named the "Vicente "Vince" Andrade Memorial Bridge". Vicente "Vince" Andrade, originally from Winslow, Arizona was a powerful force both in the City of San Marcos and as a voice for North San Diego County's Latino community. In May 1998, he received the Making A Difference Award, lauding Mr. Andrade's leadership in founding El Grupo Sin Nombre, an umbrella organization aimed at giving 37 Latino groups a unified voice on political and social issues in North San Diego County. He served as Chairperson of the Board of Directors for North County Health Services, President of the Hispanic Advisory Council at California State University, San Marcos, and Chairperson of the Latino Coalition for Education. In 1996, after a three-year term on the planning commission, Vince Andrade was elected to the San Marcos City Council where he served with distinction and represented the city as a SANDAG board member and was instrumental in securing additional funds for construction of the Twin Oaks Valley Road interchange improvements. This outstanding community leader died on January 23, 1999 after a five year courageous battle against recurring cancer. Named by Senate Concurrent Resolution 9, Chaptered April 30, 2001, Resolution Chapter 46.

   
   

2. From Route 15 near Escondido to Route 86 passing near Ramona, Santa Ysabel, and Julian.

   
   

   	As defined in 1963, this segment was the route from “Route 395 near Escondido to Route 86 near Kane Springs passing near Romona and Santa Ysabel and via Julian.” In 1963, Chapter 1698 appears to have corrected a spelling error, changing "Romona" to "Ramona" In 1969, Chapter 294 changed “Route 395” to “Route 15”. In 1972, Chapter 1216 simplified the routing to be “Route 15 near Escondido to Route 86 near Kane Springs passing near Ramona, and Santa Ysabel, and via Julian.”
   	This was signed as Route 78 as part of the initial state signage of routes in 1934. It was LRN 197 between Escondido and Ramona (junction Route 67). It was LRN 198 between Ramona and near Kane Springs and the junction with US 99 (LRN 26; now Route 86). Both LRN 197 and LRN 198 were defined in 1933.
   	The segment between Third Street and Route 67 is officially named the "Ramon Ojeda Memorial Highway". It was named in memory of Army Specialist Ramon Ojeda, who was killed in action in Baghdad, Iraq on May 1, 2004, at the age of 22, when his convoy was attacked by terrorists. Specialist Ojeda attended school in Ramona, California, and was survived by his wife, Lesliee, who was serving in the United States Army in Iraq, and by his 14-month-old son, Angel. He wrestled at Ramona High School and had a "can do" spirit, and a remarkable ability to disarm and cheer up others with his levity. Specialist Ojeda joined the United States Army and was assigned to the Army's 25th Infantry Division, and was the first Ramona resident killed in action in Iraq. Named by Assembly Concurrent Resolution (ACR) 47, Resolution Chapter 100, on 8/16/2006.
   	[SHC 263.5] From Route 79 near Santa Ysabel to Route 86 passing near Julian.

   
   

3. From Route 86 near Brawley to Route 10 near Blythe.

   
   

   	As defined in 1963, this segment was: Route 86 near Brawley to Route 10 near Blythe. Notwithstanding the provisions of Section 89 of Chapter 1062, Statutes of 1959, the department shall proceed with the construction of the unconstructed portion of said route described in subdivision (c) between the easterly junction of Route 115 and the Imperial-Riverside county line with the lowest practical cost for a hard surfaced road and as an interim project pending the later construction of the route to proper limited access standards; provided, that prior thereto the County of Imperial enters into a co-operative agreement with the department wherein the county agrees to maintain the road between the easterly junction of Route 115 and the Imperial-Riverside county line until a limited access highway is constructed by the department between said points. Upon the completion of construction of said interim road, and pursuant to said agreement, the county shall assume jurisdiction and all responsibilities of maintenance for the period above provided. The road shall be known and designated as the "Ben Hulse Highway." In 1965, Chapter 1371 seems to have just changed "co-operative" to "cooperative". In 1968, Chapter 281 removed the following text about county maintenance: "; provided, that prior thereto the County of Imperial enters into a co-operative agreement with the department wherein the county agrees to maintain the road between the easterly junction of Route 115 and the Imperial-Riverside county line until a limited access highway is constructed by the department between said points. Upon the completion of construction of said interim road, and pursuant to said agreement, the county shall assume jurisdiction and all responsibilities of maintenance for the period above provided." In 1976, Chapter 1354 removed all conditions.
   	The small portion of this route within Brawley (from Route 86 to Route 115) was part of LRN 187, defined in 1933. The remainder of this segment was not part of the 1934 definition of signed Route 78. It was LRN 146, and was a proposed route between Brawley and Palo Verde, and constructed between Palo Verde and Blythe. It was unsigned until Palo Verde. From Palo Verde to Blythe, it was signed as Route 195 until the signage of Route 195 N from Blythe as US 95. It was defined from the Riverside County line to I-10 in 1933; the remainder was defined in 1959. A 1967 map shows the routing between Midway Well and Route 115 as County Route S78, with Route 78 signed with Route 115 between the Brawley area and US 80.
   	It appears there are plans to convert at least part of this to freeway. The April 2003 CTC had on its agenda the route adoption of a Freeway location for Route 78, northwest of the City of Brawley, to Route 111, southwest of the City of Brawley, in Imperial County. [11-Imp-78 KP R14.6/R24.8 (PM R09.1/R15.4) and 11-Imp-111 KP R33.0/R39.7 (PM R20.5/R24.7)]. There was also an item related to a negative environment impact for the project. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed completing stages 2 and 3 of the Brawley Bypass. In November 2007, bids went out for construction of a 4-lane divided expressway and interchange on Route 78 near Brawley from 0.6 Km East of Hovley Road to 0.4 Km North of the Route 78/Route 111 Junction 2007 CMIA. The Brawley Bypass on Route 78 was submitted to the Corridor Mobility Improvement Account for funding ($46.1 million). It was not 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 #926: Construct highway connecting Route 78/Route 86 and Route 111, Brawley. This is likely the route being explored by the CTC back in April 2003. $7,600,000.
   	The portion of this part of the route between the junction of Route 78 and Route 111 (formerly Route 86, changed by Senate Concurrent Resolution 70, July 16, 2004, Chapter 121) upon its construction near Brawley and Route 10 near Blythe is officially designated the "Ben Hulse Highway." It was named by Assembly Bill 2499, Chapter 1387 in 1961 (for LRN 146); the name was transferred to Route 78 in 1963. California State Senator Ben Hulse served the people of Imperial County from 1933 to 1958. The portion of Route 78 "Brawley Bypass" from Route 86 near Brawley to the Highline Canal east of Brawley, in the County of Imperial is named the Victor V. Veysey Expressway. It was named in honor of Victor Vincent Veysey, who was born in Los Angeles in 1915, and earned degrees at the California Institute of Technology and Harvard University. After 11 years of teaching at the California Institute of Technology and Stanford University, he moved to the County of Imperial to begin a career in farming. In 1955 he was elected to the Brawley School District Board of Directors, and later in 1960 was elected to the Imperial Valley College Board where he served until 1962. From 1963 to 1971 he served in the California Assembly, as the last resident of the County of Imperial to serve in the Legislature. He was a Congressman in the United States House of Representatives from 1971 to 1975, representing the 38th and 43rd Districts of California. He then went on to serve in President Ford's administration as the Assistant Secretary of the Army for Civil Works until 1977, where he played a major role in the negotiations that eventually led to the agreement on the Panama Canal. Governor Deukmejian appointed Mr. Veysey to serve as the California Secretary for Industrial Relations in 1983; and he went on to serve as Director of the Industrial Relations Center and Lecturer in Business Economics, at the California Institute of Technology. He passed away on February 13, 2001, in Hemet, California. Named by Senate Concurrent Resolution 70, July 16, 2004, Chapter 121.

• Cal-NExUS Exit Numbering: Route 78
• Western Exit Guide: Route 78 (Jeff Stapleton)
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)

• California @ AARoads: California 78
• Caltrans Fact Sheets: Route 78 Upgrade and Route 78/Route 111 Expressway

[SHC 253.1] Entire route. Part (1) and the portion of part (2) from Route 15 to Escondido are constructed to freeway standards. Added to the Freeway and Expressway system in 1959.

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

[SHC 164.14] Entire route.

Overall statistics for Route 78:

• Total Length (1995): 194 miles
• Average Daily Traffic (1992): 680 to 115,000
• Milage Classification: Rural: 166; Sm. Urban 5; Urbanized: 23.
• Previous Federal Aid Milage: FAP: 194 mi.
• Functional Classification: Prin. Arterial: 29 mi; Minor Arterial: 165 mi.
• Counties Traversed: San Diego, Imperial, Riverside.

The route that was to become LRN 78 was first defined in 1931 by Chapter 82 as part of “(l) Riverside to San Diego (Inland Route)”. In 1933, it was extended with a segment from [LRN 12] near Descanso to [LRN 77] near Temecula. In 1935, it was codified into the highway code as:

1. Riverside to [LRN 77] near Temecula
2. [LRN 12] near Descanso to [LRN 77] near Temecula

This definition remained until the 1963 renumbering. It was signed as follows:

1. From Riverside to LRN 77 near Temecula.

   This was originally signed as US 395, and is present-day I-215 (for a short while, this was I-15E).

2. From LRN 12 (US 80; present-day I-8) near Descanso to LRN 77 (US 395; present-day I-215 and I-15) near Temecula.

   This was/is signed as Route 79 between Descanso (US 80; present-day I-8) and Aguanga (present-day Route 79/Route 371 junction). Between Aguanga and Temecula, it was originally signed as Route 79, then resigned as Route 71 until 1974; it is present-day Route 79.

1. From Route 8 near Descanso to Route 78 near Julian.

   
   

   	As defined in 1963, this segment ran from (a) Route 8 near Descanso to Route 78. In 1981, Chapter 292 changed the terminus of this segment to be "Route 78 near Julian".
   	This route was signed as Route 79 as part of the initial state signage of routes in 1934. It was LRN 78, defined in 1933.
   	The portion of Route 79 from the intersection with Route 78 in Santa Ysabel to the intersection with Engineers Road in Cuyamaca in San Diego County is named the Firefighter Steven Rucker Memorial Highway. It was named in memory of Firefighter Steven Rucker of Novato, California. In late October 2003, Southern California experienced several devastating wildfires that exceeded the devastation of any fires in the past century. In San Diego County alone 400,000 acres burned, 2,600 homes where destroyed, and 17 lives were lost. Dedicated firefighters from across California and nationwide responded to the urgent call for assistance and put their lives and personal safety at risk to save the lives and property of the residents of San Diego County. Additionally, members of the Armed Forces courageously met their country's call to duty, providing valuable firefighting assets and assistance to California's emergency response efforts in keeping with the finest traditions of United States military service. Firefighters displayed courage and uncommon bravery in working the fire lines for long hours and with little rest, often while their own homes and families were in jeopardy elsewhere, and many of these firefighters lost their own homes to the fires while defending the lives and property of others. Through the tireless and heroic efforts of California's firefighters, volunteers, and members of the community, the historic town of Julian was ultimately saved from destruction by the wildfires. One of these firefighters, Steven Rucker of Novato, California gave the ultimate sacrifice and lost his life in San Diego County on October 29th, 2003 fighting the advancing fire line as it threatened the town of Julian and neighboring mountain communities. The dedication was written up here. Named by Senate Concurrent Resolution 53, July 8, 2004, Chapter 114.
   	[SHC 263.5] Entire portion.
   	[SHC 253.5] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

2. Route 78 near Santa Ysabel to the Temecula city limits east of Butterfield Stage Road

   
   

   	In 1963, this segment was defined as the route from "Route 78 to Route 71." Note: in 1965, Chapter 1372 changed (c) to start at "Route 395" instead of "Route 71", but did not change (b) to end at Route 395. This is an odd change, perhaps an error. In 1969, Chapter 294 changed (c) again to start at "Route 15" instead of "Route 395"... again, failing to change (b) to terminate at Route 15. Again, possibly an error. In 1974, Chapter 537 changed "Route 71" to "Route 15 near Temecula." This reflected the transfer of the portion of Route 71 from I-15 to Aguanga (present-day Route 79/Route 371 junction) from Route 71. In 1981, Chapter 292 changed the origin of this segment to be "Route 78 near Santa Ysabel" In 2004, SB 87, Chapter 386, September 8, 2004, relinquished the portion surrounding I-15 within the Temecula City Limits. The actual segment was up for relinquishment in January 2005. This changed the terminus to "the Temecula city limits east of Butterfield Stage Road".
   	The portion of this route between Route 78 to Aguanga has always (since 1934) been signed as Route 79. The portion between Aguanga and Route 15 has a much more colorful signage history. Originally, this portion was also signed as Route 79. In 1939, US 395 was signed, and this portion became part of a longer Route 71 that ran to Route 74 E of Anza. At that time, Route 79 was rerouted up to US 60 near Beaumont using present-day Riverside County Route R3 and present-day Route 79 between Hemet and Beaumont, creating a short segment (between Aguanga and County Route R3) that was cosigned as Route 71/Route 79, and as Route 71 between County Route R3 and Temecula. In 1964, the segment between County Route R3 and Temecula was cosigned Route 79 (although the route was officially Route 71), and County Route R3 was signed. That segement was resigned as Route 79 in 1974 when Route 71 was renumbered. This was part of LRN 78, defined in 1933.
   	The intersection of Route 371 and Route 79 has demonstrated itself to be a high source of accidents, with four deaths occuring in the period from July 2001 to July 2002. As a result, the intersection is being redesigned. Two-lane Route 79 is the main link between Temecula and the Warner Springs and Santa Ysabel areas of San Diego County. Two-lane Route 371 is a well-traveled back road between Southwest County and Palm Springs. Currently, the two roads converge in Aguanga where an oddly configured intersection contributes greatly to the accident count. Westbound traffic on Route 79 must stop at the intersection, while eastbound traffic on Route 79 and traffic coming down a steep curvy grade from Anza on Route 371 proceed without stopping. Beginning in Summer 2003, the intersection will be reconfigured to force drivers heading toward Temecula to stop and turn either left of right at a "T" intersection with Route 371. Turning left would take them quickly back to Route 79. Long-term improvements will include a merger lane from Route 371 to Route 79. Note: Although SB 87 (9/8/2004) changed the legislative definition to eliminate the portion in the City of Temecula, the bill also noted that the portion within Temecula may (not is, so they wrote the bill wrong) be relinquished. The relinquishment agreement must require that the operations and maintenance of the highways will be administered consistent with professional traffic engineering standards, that appropriate traffic studies or analysis will be performed to substantiate decisions affecting the highways, and that there be allowances for public notice and the consideration of public input on the proximate effects of any proposed decision on traffic flow, residences, or businesses, other than a decision on routine maintenance. 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 #1590: I-15 and Route 79 South Freeway Interchange and Ramp Improvement Project. $1,600,000.
   	[SHC 263.5] Entire portion.
   	[SHC 253.5] From Route 371 near Aguanga to Route 15 near Temecula. Added to the Freeway and Expressway system in 1959.

   
   

3. Temecula city limits south of Murrieta Hot Springs Road to Route 74 near Hemet

   (b) (1) Notwithstanding subdivision (a), the commission may relinquish to the City of Temecula the portion of Route 79 located within Temecula's city limits, upon terms and conditions the commission finds to be in the best interest of the state. (2) Any relinquishment agreement shall require that the City of Temecula administer the operation and maintenance of the highways in a manner consistent with professional traffic engineering standards. (3) Any relinquishment agreement shall require the City of Temecula to ensure that appropriate traffic studies or analysis will be performed to substantiate any decisions affecting the highways. (4) Any relinquishment agreement shall also require the City of Temecula to provide for public notice and the consideration of public input on the proximate effects of any proposed decision on traffic flow, residences, or businesses, other than a decision on routine maintenance. (5) Notwithstanding any of its other terms, any relinquishment agreement shall require the City of Temecula to indemnify and hold the department harmless from any liability for any claims made or damages suffered by any person, including a public entity, as a result of any decision made or damages suffered by any person, including a public entity, as a result of any decision made or action taken by the City of Temecula, its officers, employees, contractors, or agent, with respect to the design, maintenance, construction, or operation of that portion of Route 79 that is to be relinquished to the city. (6) Any relinquishment shall become effective immediately after the county recorder records the relinquishment resolution that contains the commission's approval of the terms and conditions of the relinquishment. (7) On and after the effective date of the relinquishment, both of the following shall occur: (A) The portion of Route 79 relinquished shall cease to be a state highway. (B) The portion of Route 79 relinquished may not be considered for future adoption under Section 81. (8) The City of Temecula shall ensure the continuity of traffic flow on the relinquished portion of Route 79, including any traffic signal progression. (9) For relinquished portions of Route 79, the City of Temecula shall maintain signs directing motorists to the continuation of Route 79.
   (Added by SB 87, September 8, 2004)

   
   

   	As defined in 1963, this segment ran from "Route 71 east of Temecula to Route 74 near Hemet." This routing began 4 mi NW of Aguanga on Route 71 (at that time, Route 71 ran from Temecula to 5 mi E of Anza along present-day Route 79 and Route 371), and ran into Hemet via Sage. In 1965, Chapter 1372 changed this segment to start at "Route 395 near Temecula" instead of "Route 71 E of Temecula" In 1969, Chapter 294 changed (c) again to start at "Route 15" instead of "Route 395". In 2004, SB 87, Chapter 386, September 8, 2004, relinquished the portion surrounding I-15 within the Temecula City Limits. The actual segment was up for relinquishment in January 2005. This changed the origin to "Temecula city limits south of Murrieta Hot Springs Road"
   	The original routing of Route 79 in this area (from Aguanga to Hemet via Sage) was LRN 194, defined in 1933. This route is now Riverside County Route R3. Route 79 was later changed to a more direct route from I-15 to Route 74 in Hemet; this route never had an LRN. Only the portion between Aguanga and Route 15 was signed as Route 79 in 1934; this was later Route 71.
   	According to Don Hagstron in May 2003, there are discussions about a future southward extension of the Route 79 expressway that will bypass Downtown Hemet and San Jacinto and run towards Temecula. The project is delayed, perhaps due to the fact that Riverside County wants to run the expressway all the way up to the existing 6-lane highway portion of Winchester Road (Route 79) that takes you into Temecula and I-15. Don notes that any future Route 79 Freeway that would completely run east of I-215 and south of Hemet appears to be dead due to the protests of Menifee Valley residents who do not want a north-south freeway running through their unincorporated area. Andy Field has a diagram on his Route 125 page that show this proposal, it would be a new north-south freeway corridor that would lead from the current planned northern terminus of Route 125 in Poway north to I-10 in Riverside County, roughly paralleling Interstates 15 and 215 past Escondido, Temecula, and Perris.
   	Riverside County Improvement Project: Winchester to Temecula Corridor Planning
   	[SHC 253.5] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

4. From Route 74 near Hemet to Route 10 near Beaumont.

   (c) (1) Notwithstanding subdivision (a), the commission may relinquish to the City of San Jacinto any portion of Route 79 that is located within the city limits of that city, upon terms and conditions the commission finds to be in the best interests of the state, if the department and the city enter into an agreement providing for that relinquishment. (2) A relinquishment under this subdivision shall become effective immediately following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (3) On and after the effective date of the relinquishment, the relinquished portion of Route 79 shall cease to be a state highway. (4) The portion of Route 79 relinquished under this subdivision shall be ineligible for future adoption under Section 81. (5) For the portion of Route 79 that is relinquished under this subdivision, the City of San Jacinto shall maintain within its jurisdiction signs directing motorists to the continuation of Route 79. Added by AB 1938, Chaptered September 18, 2006. Chapter 318.

   In July 2007, the CTC relinquished right of way in the city of San Jacinto, under terms and conditions as stated in the cooperative agreement, dated June 4, 2007, determined to be in the best interest of the State. Authorized by Chapter 318, Statutes of 2006, which amended Section 379 of the Streets and Highways Code.

   (d) (1) Notwithstanding subdivision (a), the commission may relinquish to the City of Hemet the portion of Route 79 that is located within the city limits of that city, upon terms and conditions the commission finds to be in the best interests of the state, if the department and the city enter into an agreement providing for that relinquishment. (2) A relinquishment under this subdivision shall become effective immediately following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (3) On and after the effective date of the relinquishment, the relinquished portion of Route 79 shall cease to be a state highway. (4) The portion of Route 79 relinquished under this subdivision shall be ineligible for future adoption under Section 81. (5) For the portion of Route 79 that is relinquished under this subdivision, the City of Hemet shall maintain within its jurisdiction signs directing motorists to the continuation of Route 79. Added by Senate Bill 224, Chaptered October 14, 2007, Chapter 718.

   
   

   	This segment remains unchanged from its 1963 definition.
   	This segment was not part of the original definition of Route 79 in 1934. It originally was a surface route between Route 74 and US 60, and was LRN 186. Later, a direct route between Hemet and Beaumont was constructed, and was assigned LRN 194. Until the construction of the route betwen San Jacinto and Beaumont, however, the original LRN 186 was LRN 194. Once LRN 194 was defined, the definition of LRN 186 was truncated to begin at the LRN 194/LRN 186 junction. LRN 186 was defined in 1933. It is likely the rerouting of LRN 194 to I-10 near Beaumont occured in 1959.
   	Between the Ramona Expressway and Gilman Springs Road, the routing for Route 79 was changed in July 2002. The original routing ran along Gilman Spring Road and State Street between Ramona Expressway and the Gilman Spring Road/Sanderson Road junction. This was an aging conventional highway with predominantly non-standard shoulders, non-standard horizontal and vertical curves, and an accident rate more than double similar state freeways. In 2002, this routing was relinquished in lieu of a new routing along Ramona Expressway and Sanderson Avenue. This new highway portion has a grade separated interchange and has recently been widened. The claim is that the new routing, in addition to being a better road, allows the property owners on the original routing to preseve the rural character of their area, while reducing vehicle speeds. The background and proposal do not note the rumor that the original routing was a problem for the Church of Scientology, as the Gilman Springs routing runs through the Golden Era Studio operated by the Church. This rerouting was addressed by the CTC in July 2002, when it defined a new routing that ran from 08-Riv-79 PM 29.9/R33.9 in the City of San Jacinto, and PM 29.9 to PM 13.2 in the County of Riverside, and relinquished the segments from from PM 29.9 to 30.9, and from PM 30.5 to 33.4 It appears the routing ran longer along Gilman Springs Road than that. One 1955 map shows Route 79 as continuing along Gilman Springs Road from Sanderson/Lamb Canyon to Route 60 in Moreno. In 1964, that routing was transferred to Route 177, and deleted in 1965. Note that Gilman Springs Road used to be called Foothill Road. At some point, it was rerouted along Lamb Canyon Road to Route 10 near Beaumont. 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 #1421: Development and construction of improvements to Route 79 in the San Jacinto Valley. $2,400,000.
   	[SHC 253.5] Entire portion. Added to the Freeway and Expressway system in 1959.

• California @ AARoads: California 79

Overall statistics for Route 79:

• Total Length (1995): 107 miles
• Average Daily Traffic (1992): 1,500 to 23,300
• Milage Classification: Rural: 95; Sm. Urban 7; Urbanized: 5.
• Previous Federal Aid Milage: FAP: 90 mi; FAU: 17 mi.
• Functional Classification: Prin. Arterial: 35 mi; Minor Arterial: 72 mi.
• Counties Traversed: San Diego, Riverside.

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

[SHC 164.14] Between Route 8 and Route 10.

The route that would become LRN 79 was first defined in 1931 by Chapter 82 as part of “(r) [LRN 2] near Ventura to [LRN 4] at Castaic Junction”. In 1935, this was codified into the highway code as:

“[LRN 2] near Ventura to [LRN 4] at Castaic Junction”

In 1939, Chapter 473 extended the routing east along the former [LRN 4] routing to terminate at "[LRN 23] via Castaic Junction and Saugus".

In 1957, Chapter 1911 changed the definition to eliminate the specific routing, terminating it at "[LRN 23] near Solamint".

This was the route between US 101 near Ventura and Route 14 near Solamint. It was signed as Route 126.

1. From Route 101 near Division Street in San Francisco to Route 280 near First Street in San Francisco.

   
   

   	Approved as chargeable Interstate on 7/7/1947; deleted as chargeable interstate in August 1965.
   	As defined in 1963, Route 80 was defined to run from "Route 280 in San Francisco to the Nevada state line near Verdi, Nevada, passing near Division Street in San Francisco, passing near Oakland, via Albany, via Sacramento, passing near North Sacramento, passing near Roseville, via Auburn, via Emigrant Gap, via Truckee and via the Truckee River Canyon." Note that I-280 is present-day Route 1. In 1968, Chapter 282 transferred the portion from I-280 (present-day Route 1) to US 101 (LRN 223) to Route 241. This was originally part of a much longer route, and would have formed the handle of the "Panhandle" Freeway. Additional history on the planned freeways for the San Francisco Bay area can be found here. This ended up splitting the definition of Route 80, giving the current segment. Note that, technically, this segment is not part of the interstate system; it is unclear how it is signed. According to Sean Tongson, there is further evidence of the planned I-80 extension onto the Central Freeway into Golden Gate Park. The mileposts at the termination of I-80 at US-101 read '4.05'. This indicates that further extension definetely was in mind, with the additional 4 miles accounting for the unconstructed segment going into Golden Gate Park. The mileposts at the junction with former Route 480/I-280 read '5.09'. Before 1968, maps indicate that I-80 was routed on the Central Freeway, and was cosigned with US 101 up to Fell Street.
   	This segment was originally cosigned as US 40/US 50, dating back to the signage of US highways. It was LRN 68, defined in 1923. This segment was part of the Lincoln Highway, which originally terminated in Lincoln Park, six miles west of the ferry landing at the foot of Market Street. The Lincoln Highway ended opposite the Palace of the Legion of Honor at a small monument marking the spot. The last few miles (of the highway) were California Street.
   	Signage for I-80 starts as one heads northbound on US-101 just past Vermont St. where the road splits. There's a "Jct 80" sign on the right shoulder and just north/east of there is an I-80 reassurance shield in the center divider. This is about at the 9th St. exit. There appear to be some plans to make a portion of the originally planned freeway routing in San Francisco (which is mostly unbuilt) into an underground tollway. The San Francisco Chronicle published an article on 2/18/2001 where it indicated that transportation planners "said the city should look into building ``supercorridor'' roads under Van Ness Avenue, 19th Avenue, and Fell and Oak streets." The suggested 19th Avenue tunnel would run five miles, from Junipero Serra Boulevard through Golden Gate Park and up to Lake Street, with exits at Brotherhood Way, Ocean Avenue, Quintara Street, Lincoln Way and Geary Boulevard. The Van Ness tunnel would run almost two miles, from about Fell to Lombard Street, with exits at Broadway and Geary Boulevard. Along Oak and Fell, the planners suggest an underground road running more than half a mile from Laguna to Divisadero streets. However, the roads would would violate the long-standing general plan for San Francisco, which calls for no new highway capacity.
   	This segment of I-80 is named the "James Lick Skyway". James Lick (1796-1876) worked in his youth as an expert organ and piano maker, following this trade some twenty years in Argentina, Chile and Peru. He arrived in San Francisco just before the gold rush with about $30,000 and made investments in what was then outlying real estate. He built the famous hotel known as the Lick House and continued to purchase real estate which kept being absorbed by the city as it grew. He also built a large flour mill in San Jose. As a result of investments he was very wealthy at the time of his death and left several million dollars for scientific, charitable and educational purposes. He financed the observatory atop Mt. Hamilton. Named by Assembly Concurrent Resolution 37, Chapt. 122 in 1951. The entire route in California has been submitted to be part of the National Purple Heart Trail. The Military Order of the Purple Heart is working to establish a national commemorative trail for recipients of the Purple Heart medal, which honors veterans who were wounded in combat. All states in the union will designate highways for inclusion in the commemorative trail, and all of the designated highways will be interconnected to form the National Purple Heart Trail. Named by Senate Concurrent Resolution 14, Resolution Chapter 79, July 10, 2001.
   	Freeways of San Francisco. Chris Sampang's site gives a lot of information about proposals for this route in the San Francisco area, including exit lists with hypothetical connections. This includes subpages on the James Lick, San Francisco Skyway, and Western freeways.

   
   

2. From Route 280 near First Street in San Francisco to the Nevada state line near Verdi, Nevada, passing near Oakland, via Albany, via Sacramento, passing near Roseville, via Auburn, via Emigrant Gap, via Truckee and via the Truckee River Canyon.

   
   

   As defined in 1963, Route 80 was defined to run from "Route 280 in San Francisco to the Nevada state line near Verdi, Nevada, passing near Division Street in San Francisco, passing near Oakland, via Albany, via Sacramento, passing near North Sacramento, passing near Roseville, via Auburn, via Emigrant Gap, via Truckee and via the Truckee River Canyon." Note that I-280 is present-day Route 1. Within Sacramento, the route ran along what had been LRN 6 and LRN 11, and also included all of LRN 98. In 1968, Chapter 282 transferred the portion from I-280 (present-day Route 1) to US 101 (LRN 223) to Route 241. This ended up splitting the definition of Route 80, giving the current segment. In Sacramento, this route (at times) was to have been Route 880. Here is the history related to that numbering. Note that none of this changed the actual legislative definition of Route 80, only the routing: 1964. I-80 first appears in Sacramento, using the old US 40/US 99E joint section of freeway and a portion of the US 99E freeway (this latter portion is the former Elvas Freeway, a brief history of which is found under Route 51). 1965. A plan is put forth to bypass the existing I-80 with a new alignment that would run in the median of I-880 in a dual freeway design from the I-80/I-880 split northeast of Sacarmento. The alignment would then separate onto the new alignment parallel to the Southern Pacific Railroad mainline to just south of the American River, where it would rejoin the existing I-80. A dual freeway design would have then been used to the north end of Downtown Sacramento. The realignment was needed because the existing I-80 alignment did not meet Interstate standards. A 1969 map shows this as under construction for I-880, with a portion parallel to I-80 (present Business Route 50) along Roseville Road, Auburn Blvd, and continuing across the American River. It appears a portion of this was constructed between Del Paso Park and near Catskill Way; it is unclear what this is today. 1972. I-880 (present-day I-80) was completed; I-80 in the median was completed but was not opened to traffic, ending at a long viaduct to nowhere just south of where it left then I-880. Note: The I-880 numbering actually makes sense, and the route would have connected with Route 244 (never constructed) and then with Route 143, forming a loop back to US 50. It would have continued as Route 244, and continued to Route 65. 1979. The Sacramento City Council voted to delete the new I-80 alignment and use the funding and right-of-way for rail transit. The portion of ROW that was constructed between Roseville Road at Catskill Way and the Split (244/51/80) is now used for three SacRT rail stations: the Roseville Road, Watt/I-80 West and Watt/I-80 stations. (Watt/I-80 is the easternmost SacRT light rail station, placed directly in the median of I-80 over Watt Avenue in what would've been the new I-80 lanes.) 1980. The new alignment was withdrawn from the Interstate system. The need for route continuity for I-80 means that I-880 was redesignated I-80. The portion of I-80 from the end of the new alignment south of the American River to Highway 99 was classified as FAP (Federal Aid Primary) 51 (present-day Route 51). The portion of I-80 west of Route 99 to the former I-80/I-880 junction in West Sacramento is kept in the interstate system and classified as FAI (Federal-aid Interstate) 305 (briefly I-305, part of present-day US 50). No signage changes take place because the changes have not been made in the state highway system. 1981. The 1980 FHWA action made no change to FAU (Federal-aid Urban) 6380 (the old I-80 alignment) other than reclassifying it as part of FAP 51. State Senate Bill 191 makes changes in the state highway system refelcting the FHWA actions. I-880 is deleted and I-80 is rerouted over it. The FAP 51 segment of the old I-80 alignment is officially numbered as Route 51. The FAI 305 segment was designated as an extension of US 50. All of the old I-80 alignment was signed as Business Loop 80. FAI 305 was never signed as I-305, but its interstate designation remains today. 1982. Signage changes are completed. 1983. Caltrans asks FHWA to renumber Route 17 from San Jose to Oakland as I-880. FHWA classifies the route as FAP 880. Other changes made include signing the freeway portion of Route 238 as I-238 and extending I-580 over I-880. No signage change takes place because the changes have not been made in the state highway system. 1984. State Assembly Bill 2741 renumbers Route 17 from San Jose to Oakland as I-880, as well as extending I-580. 1985. The new signage of the routes affected by AB 2471 is completed. 1987. RT Metro light rail opens in Sacramento, using the completed portions of the attempted I-80 realignment, as well as much of its right-of-way. 1996. Business Route 80 in Sacramento is officially named Capitol City Freeway, though no changes are made to state route numbers, federal classifications, or the Business Loop designation. The new name is posted at several locations. Nathan Edgars looked at traffic counts, and came up with the following: 1964: Route 16: I Street Bridge, down 3rd-5th and over Broadway to Route 160, then a break until the split from US 50 Route 80: Tower Bridge, over Capitol/N to 29th-30th, then a break to Broadway at 29th-30th and up 29th-30th Route 99: from the south to Broadway, then west on Broadway, then a break to the east end of the I Street Bridge and up Jibboom Street By 1966: Another piece of Route 99 added along P and Q Streets between Route 160 and Route 16. The changes to Route 80 are unclear. By 1968: Route 80 moved to the new route, with the west part becoming Route 275 Route 16 cut back to I-5 at the east end of the I Street Bridge Route 99 removed from P and Q Streets and instead routed back west on Broadway, replacing Route 16, but only to Route 275, where it broke until Jibboom Street By 1970: Route 99 removed from Jibboom Street etc. In Roseville, it appears that I-80 had an exit that no longer exists. According to an article in the Sacramento Bee, back in the 1960s, EB I-80 had an exit to NB Riverside Boulevard, that was a left exit that went through a tunnel under the westbound lanes and up to Riverside.

   This segment of the route was originally signed as follows: As cosigned US 40/US 50 between San Franciso and Emeryville (current I-80/I-880 junction). This was LRN 68. This was mostly defined in 1923; the Bay Bridge was added in 1929. As US 40/Route 17 between Oakland (I-80/I-880 junction) and Richmond (former Route 17/US 40 junction, near the present I-580/I-80 junction). This was LRN