|
-
Route 5 near Seventh Street in Los Angeles to Route 1, Funston approach,
and the approach to the Golden Gate Bridge in the Presidio of San Francisco via
Santa Barbara, San Luis Obispo, and Salinas.
|
 In 1963, this segment was segment (a) and
(b), and was defined as the route "(a) The junction of Routes 105 and 110 in
Los Angeles to Route 80 in San Francisco, passing near Ford Road south of San
Jose. (b) Route 80 to Route 480." In this definition, "the junction of Routes
105 and 110 in Los Angeles" refers to the present-day I-10 east/US 101 junction
-- the plan in 1963 was for those to be short stub interstates I-105 and I-110.
In 1968, Chapter 282 changed the definition of both segments. This
reflected two major changes. On the southern end, the stub definitions of I-105
and I-110 were removed. What had been I-105, the portion of US 101 from the
I-10 E junction to I-5, was added to US 101 (I-110, which was the short stub
from (present) US 101 to I-5/I-10, was added to I-10). On the northern end, the
freeway revolt in San Francisco was in flower, and routes were changing
everywhere. Portions of routes were switched between I-480 and I-280 (and some
of I-480 was deleted); changes were made to I-80. As a result, both segments
changed, and the new definition was: "(a) The junction of Routes 105
and 110 Route 5 near Seventh Street in Los Angeles to Route 80
near Division Street in San Francisco, passing near Ford Road south of
San Jose. (b) Route 80 near Division Street in San Francisco to Route
480."
In 1991, Chapter 498 changed segment (b) to absorb former Route 480,
making it "(b) Route 80 near Division Street in San Francisco to the
junction of Route 1, Funston approach, and the approach to the Golden Gate
Bridge in the Presidio of San Francisco passing near the intersections of
Lombard Street and Van Ness Avenue."
In 1992, Chapter 1243 combined (a) and (b): "(a) Route 5 near Seventh
Street in Los Angeles to Route 1, Funston approach, and the approach to the
Golden Gate Bridge in the Presidio of San Francisco via Santa Barbara, San Luis
Obispo, and Salinas."
Section 72.1 explicitly abandons as a state highway the portion of
current Route 101 between Fell Street and Turk Street. The portion of current
Route 101 between Market Street and Turk Street ceases to be a state highway
unless the alternative to the Octavia Street Project is approved in November
1999. This reflects a portion that came to US 101 from Route 480.
There are some planned freeway routings in the city of San Francisco.
California Transportation Commission (CTC) Agenda Item June 2000 2.3a discusses
a route from PK (Post Kilometer) 7.6 at South Van Ness to PK R8.2 at Fell
Street. July 2000 Agenda Item 2.3a discusses a route from PM R5.0 at Eire
Street to PM 5.3 at Golden Gate Avenue.
There have been some small relinquishments, either of current routings
or past routings. CTC June 2000 Agenda Item 2.3c included relinquishment
resolutions for Marin County PM 16.3-18.3 in the City of Novato, and San
Francisco PM G4.7-5.3 in San Francisco.
The following freeway-to-freeway connections were never constructed:
An additional bit of history: The Los Angeles Times in December 2009
published
a
nice article on the Hollywood Freeway chickens. The flock started with the
1969 crash of a poultry truck on the Hollywood Freeway. As the driver, Joe
Silbert, told The Times in 2000, "I was taking anywhere from 500 to 1,000
chickens back from the Valley to a slaughterhouse in L.A." During the accident,
many of the birds spilled out and escaped into the brush near the Vineland
Avenue onramp in Studio City. Silbert gave chase but estimated that at least
200 chickens made their way to freedom. The fugitives took up residence along
US 101 and became known as the Freeway Chickens. The birds' existence was eased
by an elderly resident (Minnie Blumfield) who sprinkled seed through the
chain-link fence, left water for them and inevitably became known as the
Chicken Lady. By 1976, Blumfield was 90 and worried about who would care for
the flock after she was gone. She gave her blessing to the Great Chicken
Roundup. Animal services officers captured the fowl and shipped them to a farm
in Sylmar. Evidently a few survived, and there are sighting to this day.
|
|
San Diego County
US 101 was first signed in 1928. It began at the Mexican border, and ran
N through San Diego along National Avenue, Main St., Harbor Drive, Pacific
Drive, Midway Drive, Morena Blvd, and Pacific Coast Highway (all LRN 2, defined
in 1909). This was later bypassed by the present-day I-5 (Montgomery
Freeway). SignOnSanDiego has noted there is an oral-history project recording
memories of old US 101. There's a Historic US 101 sign on San Diego Ave. in the
Old Town section, near the Whaley House. Also, street names like "Old Hwy 101"
and "Coast Hwy 101" follow the old route in Solana Beach and Encinitas.
This alignment, along Torrey Pines and La Jolla Blvd., was once signed
as US 101W. The later I-5 alignment, the Rose Canyon Highway, was signed as US
101E.
 From San Diego, the route ran N along Pacific Coast Highway to San
Juan Capestrano. This route is now San Diego County Route S21. The old "El Camino Real"
is San Diego County Route S11. This has been bypassed by I-5, and was LRN 2. Other
portions that wree onced signed as US 101 include San Diego County Route S6, San Diego CR
S8. This is one of the older freeway segments in the San Diego area,
encompassing the former
Carlsbad
Freeway, and including a Business Routing for US 101 in Oceanside.
Between this point and Oceanside, I-5 buries the old road. Between San
Juan Capestrano and Oceanside, the following is a description of how to find
the old road (alias, it goes from N to S, while the rest of this paragraph goes
from S to N):
South of San Juan Capistrano, you can follow US 101 pretty closely on
Camino Capistrano then continuing south on the Old Coast Hwy which then turns
into El Camino Real through San Clemente. You will have to get back on the
freeway at Christantos. Then you can take Baslone Road and turn right, you will
be on the Old Pacific Hwy and if you can do it, when your making the sharp left
turn after the Fwy take a look right and you can see the old Expressway thats
now buried by I-5. Continue south on the old expressway, over the railroad
overpass and past San Onofree Nuclear Power Station until you get to the
entrance to the San Onofree State Beach. Pay the ranger and continue on. Now
eventually you will have to get on a bycycle to continue further south, when
the Expressway gets to area below the Vista Point this is point where I-5
buries the old road all the way to Oceanside.
With respect to the route through the Marine base, US 101 was open
through the base, all the way to San Diego. It was only four lanes divided
through the base, with a 60mph speed limit. The accident rate was high.
Portions of the original road still exist south of Camp Pendleton down to San
Diego, with historic US 101 markers. Within the base, the northern part of the
old road still exists, as a service road to San Onofre State Beach and the
nuclear power plant. Most of the rest was incorporated into, or obliterated by,
I-5, or still exists as a bike trail.
[Oscar
Voss]
Orange County
From San Juan Capestrano, US 101 ran N through El Toro and Irvine to
Santa Ana. It ran along 1st Street, Main Street (Santa Ana), Santa Ana Blvd,
Los Angeles Blvd (post 1970s: Anaheim Blvd), and Spadra (post-1967: Harbor
Blvd). From Spadra, it ran along Anaheim-Puente Road to Whittier, and W to
Mission. It ran N along Mission to Sunset. This portion of the routing has been
bypassed by I-5. It may have taken, at one time, a different route through
Norwalk, as there is an El Camino Real bell at the intersection of Orr and Day
and Imperial. In terms of LRNs, the freeway routing of US 101 S was LRN 2
(defined in 1909) from San Diego to a point S of Anaheim, LRN 174 (defined in
1933) from Anaheim to Route 35, and LRN 166 (defined in 1933) into downtown LA.
The surface street routing ("old US 101") was LRN 2 at this point, and was
likely signed is "Business US 101". It is present-day Route 72. For a short
time, there was also a Bypass US 101 ranning from the intersection of Firestone
Blvd / Manchester Ave. and Los Angeles St, northwest along Firestone (pre-1964
Route 10), N along Lakewood Blvd. ( Route 19), W at Anaheim Telegraph Rd (Route
26), N to Whitter Blvd at Calzona St.
Los Angeles County
At this point, the present-day routing of US 101 N began. Note that the
portion in the downtown area (between the Route 110 (former Route 11/US 66)
interchange and the Route 60 interchange) was signed, between 1947 and 1958, as
US 99/US 101/US 60/US 70. Before the construction of the freeway in Los
Angeles, US 101 ran W along Sunset to Cahuenga, N along Cahuenga to Ventura
Blvd, and ran out of Los Angeles on Ventura Blvd. Ventura Blvd is the oldest
continuously traveled route in the Valley. Originally part of the famed El
Camino Real, the dirt path between between California's Spanish missions, it
has been known as Camino de las Virgenes and Ventura Road.
The Cahuenga Pass Parkway concept was developed by City Engineer, Lloyd
Aldrich. Aldrich’s plan include four lanes in each direction, with
separation between opposing traffic flows with the Pacific Electric Railroad
tracks in the middle. Bridges connecting the service roads and spanning the
parkway were constructed at the Pilgrimage (now John Anson Ford) Theater,
Mulholland Drive and Barham Boulevard. At the southern end of the Pass,
southbound traffic destined to Highland Avenue would stay to the right, while
traffic destined to southbound Cahuenga Boulevard would stay in the left two
lanes and travel in a tunnel under the Pacific Electric Railroad tracks. The
first unit was opened on June 15, 1940 and extended northerly to the Barham
Boulevard ramps. By January 1, 1941, the roadway was extended to terminate in a
90° curve connecting with the older segment of Cahuenga Boulevard near
Bennett Drive. Cahuenga Boulevard Parkway, a freeway less than two miles long,
was opened just one day after the Arroyo Seco Parkway was dedicated. The next
phase of extending the parkway to the intersection of Ventura Boulevard and
Vineland Avenue was disrupted by World War II, and was completed by the State
in 1949. In 1954, Cahuenga Parkway was altered and incorporated into the
Hollywood Freeway. This route was LRN 2, started in 1909.
While the last phase of the Cahuenga Parkway was being completed, work
already was underway on building the Hollywood Freeway. The last segment of the
freeway, built in 1954, connected to the south end of the original Cahuenga
Parkway. The completion of the Hollywood Freeway necessitated the demolition of
the 1940 tunnel connection under the Pacific Electric Railroad tracks between
the Pilgrimage bridge and Odin Street. In addition, since the Pacific Electric
Railroad had ceased operation in 1944, the area that it had occupied in the
median was reconstructed to accommodate traffic from northbound Highland
Avenue. In 1957, when the Hollywood Freeway was extended northwesterly of
Lankershim Boulevard, the northbound on-ramp, northbound off-ramp and
southbound on-ramp at Barham Boulevard were abandoned. The abandoned ramps have
remained preserved since that time. Despite alterations, much of the original
Cahuenga Parkway remains intact. The original ornamental street lights on the
bridges still look charming. The Pacific Electric Railroad overhead cable hooks
can still be seen on the bridges over the area formerly occupied by the tracks.
And the ornamental design in the corners of Barham Boulevard bridge
remains.
[The historical information above on the Cahuenga
Pass Parkway was derived from "Transportation Topics and Tales: Milestones in
Transportation History in Southern California" by John E. Fisher, P.E. PTOE,
available at http://ladot.lacity.org/pdf/PDF100.pdf]
An August 1941 report issued by the Regional Planning Commission of Los
Angeles County entitled “A Report on the Feasibility of a Freeway Along
the Channel of the Los Angeles River” proposed a four-lane roadway on
each levee from Anaheim Street in Long Beach north to Sepulveda Boulevard in
the San Fernando Valley; excepting between Soto Street and Dayton Street in
downtown Los Angeles, where, due to a lack of right-of-way along the river, the
alignment matches the future alignment of the US 101 portion of the Santa Ana
Freeway. There is no mention in the report of a master plan of freeways like
that issued in 1947, although the maps showed connections to the
already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo
Parkways.
(Thanks to Daniel Thomas for hunting down this
information)
Ventura County
The three mile segment of the Ventura Freeway from Palm Street to Emma
Wood State Park began construction on February 28, 1961. This construction
included a one mile segment of the Ojai Freeway (Route 33), which replaced a
hazardous at-grade intersection that had originally existed. The project was
completed in May 1963.
Santa Barbara/ San Luis Obispo/San Benito Counties
The route remained signed as US 101, and legislatively as LRN 2, into
San Jose, running through Santa Barbara, San Luis Obsipo, Paso Robles, Salinas,
and Gilroy.
An interesting side note about San Luis Obispo: It was the location of
the first motel. To be more specific, in December 1925, architect Arthur S.
Heineman opened a group of cottages that permitted lodgers to drive to their
doors. It was originally named the Milestone Motel, but was later called the
"Mo-Tel Inn." It was located at 2223 Monterey Street, and accomodated 160
guests. It is next to the current Apple Farm restaurant and motel. For more
information, visit the History in San Luis
Obispo County site.
In Templeton, Main Street and possibly Old County Road is a former
routing of US 101. Near San Ardos, Cattleman Dr. is former US 101.
According to Tod Fitch, it appears as if San Juan Road and San Juan
Grade road may be early routing of US 101 through San Juan Bautista (since
bypassed). This is based on topological maps at
http://sunsite.berkeley.edu/histopo/.
Following the link to the Monterey Bay region, he was able to get two 15 minute
topographic quadrangle maps for San Juan Bautista. The first, from 1917
reissued in 1932, shows the San Juan Grade road as "state highway" and does NOT
show a road near the current alignment of US 101. The second, from 1939
reissued in 1958, shows US 101 near or on the current US 101 alignment. It may
very well be that San Juan Grade Road and San Juan Road were an early alignment
of US 101 from Salinas through San Juan Bautista; there is some logic in this
based on the US highway system approach of running through the small towns in
the area.
Santa Clara County
 The route between Gilroy and San Jose approximates the original
routing. The original routing still exists and is designated as Business Route 101, and is
"Monterey" Highway.
In San Jose, the routing followed the present El Camino route that is
present-day Route 82. This was signed as US 101 and was LRN 2. The present-day
freeway routing was signed as Bypass US 101, and was LRN 68, defined in 1923.
Construction began on LRN 68 in 1924, it was completed in 1929. The portion
from 10th St. N was LRN 2.
San Mateo/San Franciso Area
Here are some specifics on the routings:
-
Up to 1932, US 101 from San Jose to San Francisco was US 101W,
following El Camino Real, Mission St., Valencia St, Market St. (where it met US
101E coming from Oakland, via a Ferry), Van Ness Av, Bay St., and Hyde St., to
the Sausalito Ferry. In July 1932, the US 101W/US 101 E split
occurred.
-
In 1933, US 101W changed at Daly City to the route of San Jose Ave.,
Alemany Blvd., Bayshore Blvd., Potrero Ave., 10th St., Fell St., Van Ness Ave.,
Bay St. and Hyde St. to the Sausalito Ferry.
-
In 1936, US 101W became US 101.
-
In 1938, the Bayshore Blvd from San Francisco to San Jose became US
101, and Alemany Bl - San Jose Ave - El Camino Real becamse US 101A. From
Bayshore Blvd & Alemany, US 101 continued on Bayshore Blvd., Potrero Ave.,
10th St., Fell St., Van Ness Ave., Lombard St., and Richardson Blvd. to the
Golden Gate Bridge. There evidently was a lot of infighting as to whether the
El Camino or Bayshore would be US 101; some of this is illustrated by the
Trees for El Camino
Project
-
In 1940, Alemany Blvd., San Jose Ave., and El Camino Real became US
101, while Bayshore Blvd. became Bypass US 101. The old US 101 and Bypass 101
rejoined in southern San Francisco. The route was LRN 68 for a short time.
-
In 1962, the freeway was completed in 1962 (construction started in
1945).
-
In 1964, I-280 was routed on the 19th Avenue corridor (the north
extension of the Junipero Serra Freeway, including the current freeway stub
south of Font Boulevard); Route 1 was routed on the Southern Freeway between
the current Route 1/I-280 split and Route 82 was routed on the Southern Freeway
on the old US 101 portion (which includes Alemany Boulevard) as well as San
Jose Avenue, Mission Street (in Daly City and Colma) and El Camino Real (from
Colma south) and also on the Southern Freeway between Army Street (the planned
junction with Route 87) and the Alemany Maze (Southern/Bayshore junction). US
101 was moved from the El Camino/Southern routing to the Bayshore/Lick (former
Bypass US 101) routing from San Jose (the current Route 82/US 101 split) to the
Alemany Maze.
-
In 1968, Route 82 was cut back from the Southern Freeway to end at
the San Jose Avenue junction. Route 87 was cut back from I-80/Route 480
junction in downtown SF to the Army Street/Southern Freeway junction (and would
be further cut back to Route 237 in 1970). The I-280 designation was removed
from the 19th Avenue corridor and Route 1 was legislatively restored to the
entire route (and taken off the short connector of the Southern Freeway between
Daly City and San Jose Avenue). It is uncertain if the short Route 1 freeway
stub between Font and the I-280/Route 1 junction was ever signed as part of the
interstate. Interstate 280 was then rerouted to the entire Southern Freeway
between Daly City and the I-80/Route 480 junction. No changes were made to US
101; the move to the Bayshore/Lick routing had already taken place.
-
In 1991, the portion of US 101 that would've been part of Route 480
(between Van Ness/Lombard and the Route 1/US 101 interchange in the Presidio)
was legislatively given to US 101, although it has never been signed as
anything else since the first portions of freeway were built in the 1940s.
Thus, had Route 480 been constructed from the terminus at Broadway northwest to
near the current left turn of US 101 (Van Ness to Lombard), there would have
been a co-signage of Route 480 and US 101 on Doyle Drive. The rationale for the
Route 480 numbering would have been its terminus at I-280 in the Presidio (when
I-280 ran up the Route 1 corridor), very similar to the 280/680 numbering
change in San Jose)
A good history of the route in the San Francisco Bay Area may be found
in the article "History Traces
the Bayshore from Highway to Freeway", from the San Mateo Community
Journal.
The Hyde Park Ferry across San Francisco Bay has a large "Historic US
101" sign on it. At one point, ferries were considered part of the state
highway system.
In San Francisco, US 101 was routed on the Central Freeway, which starts
at I-80 and ended on the northbound (lower deck) side at Franklin and Golden
Gate. It then went via Golden Gate to its current routing on Van Ness. The
southbound upper deck started at Turk and Gough, using Turk from Van Ness.
After the Loma Priata earthquake, it was only open to Fell and Oak at Laguna,
and US 101 exited at Mission/Van Ness. In 1996, this was closed down to take
out the double deck portion.
The Central Freeway had four sets of "ghost ramp" stubs off it:
-
Stubs that could have been used to extend the freeway beyond its
original north end at Turk/Golden Gate.
-
A potential additional northbound off-ramp and southbound on-ramp
(or another path for extending the freeway) to the west near Fulton St.
-
A potential southbound off-ramp and northbound on-ramp at Fell/Oak,
if extension (1) had occurred. (Conversely, if the freeway had been extended
along Fell/Oak, these would have provided a connection >between the
extension and the Turk/Golden Gate spur.
-
On the surviving, single-deck section, what would have been a
southbound off-ramp and northbound on-ramp at Van Ness/Mission.
On US 101 near Moffet Blvd there are some bus cutouts. According to a
posting on misc.transport.road, these were there to allow people to pick up
soldiers, but their use is now discouraged, and they will be removed when the
interchange is reconstructed.
At the Rengstorff exit and around Mountain View, one can still see the
old white-on-green BYP US 101 signs (with BYP greened out).
The former terminus of the Bayshore Freeway (Blossom Hill Road (nee Ford
Road) junction with Route 82 (Monterey Road)) still shows some vestige of the
former Y interchange that fed the Bayshore into the older routing. Here one can
see where the freeway makes a sudden turn to the left at this point, even
though the Blossom Hill interchange is now a mere diamond. This old interchange
was removed in 1982, for the Caltrans bridge log shows the bridges for the
current CA 82/US 101 separation having been built then. (Thanks
to Chris Sampang for this information)
According to the
San Mateo
Daily Journal, the predecessor to the Bayshore Freeway in the San Mateo
area was the old Bayshore Highway. Parts of this highway (El Camino Real, once
called the County Road) had already been built by the 1920s. In 1926, this was
incorporated into the new US Highway system as part of US 101. As the Bayshore
Freeway began to be designated as US 101, El Camino Realtime became known as
the US 101 BYP. In 1931, the highway was completed to Redwood City. The
southern section to San Jose was finished in 1937. The route of the old
Bayshore began at 10th and Market in San Francisco. It extended past the
intersection at today’s Cesar Chavez and Potrero. It continued along what
is now Bayshore Boulevard, which parallels today’s freeway until it
intersects with Third Street. From Third Street, the Bayshore Highway proceeded
through “Boneyard Hill”, continuing around San Bruno Mountain south
of Brisbane, extending through South San Francisco along what is now Airport
Boulevard. Airport Boulevard crosses under the freeway at the north end of San
Francisco International Airport. Cutting through the rich dairy land which once
comprised much of Millbrae, the Bayshore Highway rolled through what is now a
runway at SFO, then past today’s hotel row in Burlingame, stopping at
Broadway in Burlingame. At that point, the highway followed essentially the
same route as today’s Bayshore Freeway, until it reached Redwood City.
There, today’s Veteran’s Boulevard served as the highway course,
extending south to Marsh Road in Menlo Park. Beyond Palo Alto, the old highway
followed much the same configuration as the present US 101. The first overpass
over the Bayshore emerged at Peninsula Avenue, with the interchanges at Ralston
Avenue, Holly Street and Whipple Avenue constructed later. By 1940, traffic
congestion on El Camino Real led to construction of a a 27-mile freeway from
San Francisco to Palo Alto. By 1948, most of initial construction of the
Bayshore Freeway from San Francisco to Broadway-Burlingame had been completed.
The second phase of construction extended the freeway into San Mateo. By July
11, 1957, the Candlestick causeway had been built over the water linking San
Francisco with San Mateo County. This section of the freeway was constructed
through the marshland from Candlestick Point and Oyster Point in South San
Francisco, including excavating a mountain and filling the marsh east of
Brisbane with landfill. In 1964, with the great renumbering, the Bayshore
Freeway gained the sole designation of US 101, while El Camino Real became
Route 82.
In Brisbane (up to the Bayshore district of Daly City), the Bayshore
Freeway takes a direct north-south path between the Cow Palace exit and the SF
county line; Bayshore Boulevard swings to the left here because until the early
1960s, that was the actual SF Bay shoreline in what is called the Brisbane
Lagoon. When the Bayshore Freeway was constructed here, part of the SF Bay was
filled in for the freeway lanes (and is now occupied by the freeway and by the
Sierra Point Parkway); the Brisbane Lagoon now is seperated from the rest of
the Bay. (Thanks to Chris Sampang for this
information)
According to the
Millbrae Spur
Project: In the 1920s, San Francisco and San Mateo Counties proposed a
faster through route between San Jose and San Francisco. The Junipero Serra
Highway went through the congested downtown area of southern San Francisco,
west to Daly City, and ended in Colma. In the late 1930s, the route (now US
101) was extended to Sneath Lane in San Bruno. It then connected to El Camino
Real via Sneath Lane. In the mid-1950s a section was added extending the route
to Crystal Springs Road, at which point one traveled east to El Camino or west
to Skyline Boulevard. The CHC intended to complete this road through Millbrae
to Millbrae Avenue, and create a connector to the Bayshore. However Millbrae
housing development conflicted with the proposed highway construction. In early
1955 the proposed route of the Junipero Serra Highway was reoriented in San
Bruno to go to Skyline Boulevard and south to Ralston Avenue in Belmont. This
was considerably west of the original route; it no longer divided the Peninsula
cities. In the 1960s the route was again modified, and the proposed highway was
absorbed into I-280.
There are also quite a few old alignments of Bypass 101 still existing:
(Again, thank you Chris)
-
Bayshore Boulevard, Airport Boulevard, and South Airport Boulevard
from Alemany Boulevard in San Francisco (near the Alemany Maze interchange of
I-280/US 101, formerly Route 82/US 101 and before that, US 101/Bypass US 101)
to San Bruno Avenue in San Bruno near the San Francisco International Airport,
passing through the Bayshore district of Daly City, Brisbane, and South San
Francisco. (Bayshore Boulevard between Army Street and Alemany Boulevard was
mainline US 101, though it may have been US 101A when that existed on the
Peninsula.)
-
McDonnell Road between San Bruno Avenue and Millbrae Avenue passing
through the San Francisco International Airport, which was probably constructed
after the airport was built.
-
Old Bayshore Highway between Millbrae Avenue near the San Francisco
International Airport and Broadway/Airport Boulevard in Burlingame.
-
North Bayshore Boulevard between Coyote Point Drive in San Mateo and
East Third Avenue in San Mateo.
-
South Bayshore Boulevard between Beacon Avenue in San Mateo and
Newbridge Avenue in San Mateo.
-
Veterans Boulevard in Redwood City (from Holly Avenue exit to Route
84).
-
East Bayshore Road in Redwood City from Whipple Avenue to Bair
Island Road.
-
East Bayshore Road in Redwood City from Seaport Boulevard to
Secluded Avenue.
-
East Bayshore Road and Bayshore Parkway from Saratoga Avenue in East
Palo Alto to Salado Drive in Mountain View passing through Palo Alto.
-
West Bayshore Road in East Palo Alto from Donohoe Street to
Manhattan Avenue.
-
West Bayshore Road from Capitol Avenue in East Palo Alto to
Embarcadero Road in Palo Alto.
-
West Bayshore Road from Oregon Expressway in Palo Alto to Fabian Way
in Mountain View.
-
Old Bayshore Highway in San Jose from Airport Parkway to North 4th
Street.
-
Old Bayshore Highway in San Jose from Zanker Road to Commercial
Street.
There is also, according to Chris, the possibility that Mission Road
between Colma (originally known as Lawndale) and South San Francisco was once
part of US 101. Chris did an analysis of a
1933 and a
1942 map posted
by Mark Furqueron. In the 1933 map, US 101W takes a route that includes an
intersection with Grand Avenue; the current El Camino Real alignment does not
touch Grand Avenue. This is made clear in the 1942 map, suggesting that the
current alignment of current Route 82 in South San Francisco was constructed
between 1933 and 1942. As the Mission Road alignment first shown as bypassed a
1936 Gousha map, it's possible that this new routing around Colma Creek was
constructed between 1933 and 1936, but not before 1933 at least. In the 1942
map, Mission Road intersects El Camino Real in "Baden Station", near the
present junction of Westborough Boulevard/Chestnut Avenue with Route 82. This
would mean that Chestnut Avenue's bridge over Colma Creek may have once been
part of the US 101 routing, or a different bridge may have existed (Mission
Road now ends in a T intersection with Chestnut). According to the CalTrans
bridge log, the original Colma Creek bridge at the Mission/El Camino junction
in Colma was built in 1913, and revamped in 1927 (thus suggesting that Mission
Road may have only been a temporary routing before the Colma Creek bypass was
finished).
In 1942, southbound Bypass US 101 did not continue down Bayshore Highway
past Fourth Street (near the current I-880/US 101 junction) but went down
Fourth, Reed, and Second to rejoin US 101 (First Street, now Route 82) near the
current I-280/Route 82 junction. The Bayshore Highway continued only southeast
from Fourth Street to McKee Road, where it became 30th Street (but reconnected
to Monterey Highway). 30th Street has since been relegated to a non-continuous
frontage road next to the Bayshore Freeway.
|
|
Between the mid-1930s and 1964, there was also an Alternate US 101. This
ran along the 1934 state signed Route 3 between San Juan Capestrano and El Rio
(near Ventura), and is present-day Route 1. This was LRN 60, defined in 1919.
In Southern California, this ran along Pacific Coast Highway, Palisades Beach
Road (PCH in Santa Monica), Olympic Blvd (Route 26), Lincoln Blvd, Sepulveda
Blvd, and PCH.
A second Alternate US 101 (US 101E) existed in the San Franciso Bay
area. This alternate diverged from US 101 in downtown San Jose, at
approximately Alameda and Santa Clara. It ran along Santa Clara, and then along
13th St N to what is now Old Oakland Road. Later it followed the route of what
was then Route 17 (original Route 13; LRN 69 (defined in 1933); present-day
I-880) into Oakland. Briefly, the US 101 routing was signed as US 101W, and the
Alternate US 101 routing was signed as US 101E. The US101E routing may have
been the original 1926 US 101 routing. It appears the 101W and 101E
designations disappeared with the opening of the Golden Gate Bridge.
There is a report that a 1934 Gousha map shows US 101E following US 50
from Oakland to Hayward, then along the route that is now Route 238 southward,
not along the Route 17 alignment.
|
|
Los Angeles County
There's a plan afoot to build a park atop the Hollywood Freeway in
Hollywood. This would roughly be over the freeway between Western and Franklin.
Details are
on Curbed-LA. The plan is called
Hollywood
Freeway Central Park.
In 2006, NBC/Universal proposed a series of new plans for developments
and improvements at the Universal Studios property. These plans include an
extensive package of transportation proposals they say are designed to enhance
mobility throughout Universal City and the community. The improvements under
consideration include: a shuttle system from Universal Village and throughout
Universal City to the MTA station; construction of a North/South "Great Street"
through Universal Village connecting Forest Lawn Drive to Coral Drive; freeway
and access improvements including possible construction of a southbound
entrance to US 101 from Universal City. Also under consideration are a
single-purpose urban interchange (SPUI) near Campo de Cahuenga connecting to US
101, and other system improvements to the US 101 corridor and the Route 134
interchange. Barham corridor improvements including the modification of the
intersection at Forest Lawn Drive and Barham Boulevard and the possible
widening of the Barham Bridge at the L.A. River; the enhancement of the
pedestrian crossing at Lankershim Boulevard and Campo de Cahuenga, and various
traffic signal system upgrades and intersection enhancements.
In September 2000, the California Transportation Commission considered a
proposal (TCRP Project 51) to add an auxiliary lane and widen the ramp through
the I-405/US 101 freeway interchange in Sherman Oaks. For phases 1 and 2, the
request was for $4 million, with a total estimated cost of $34 million.
There is also work afoot to address another problem at that interchange
-- specifically, the connector between southbound I-405 and the northbound US
101. This might involve construction of an elevated two-lane connector. There
are five options currently under consideration, some of which could affect
nearby homes or take out part of the Sepulveda Basin wildlife refuge. The
connection between two freeways is now just one lane and often backs up on
I-405. The project would build a two-lane connector across the Sepulveda Dam
spillway, and could possibly include changes to southbound I-405 and the
southbound US-101 interchange, and the Burbank Boulevard on-and-off-ramps.
TCRP Project #48 is a study to improve the US 101 corridor between Route
170 and Route 23. Many of these ideas will never happen. There is also a
proposal for short term measures, such as adjusting city streets.
Note that in the San Fernando Valley, portions of the route are labelled
as east/west instead of (or sometimes, in addition to) being north/south.
Presumably, this is to simplify directions for local travellers, who don't see
the route as running North/South.
Ventura County
In May 2005, the CTC considered relinquishment of right of way in the
City of Camarillo, on Petit Street, 0.1 mile west of Calleguas Creek,
consisting of frontage roads.
In May 2009, using money from the ARRA (Stimulus Package), Ventura
County commissioners agreed to give $6.5 million to Thousand Oaks to begin the
design process for the widening of the interchange of US 101 and Route 23. The
Thousand Oaks City Council recently decided to loan the project money from the
city’s General Fund so the process could begin this year and to reimburse
the General Fund when (if?) the state funding comes through in 2010-11. In late
July 2009, the city reached a cooperative agreement with the California
Department of Transportation to take over the design. The proposed improvements
will add one lane on US 101 in each direction between the Los Angeles/Ventura
County line and Moorpark Road by widening the freeway, restriping,
reconstructing the median, and realigning a portion of the center line.
Soundwalls will be constructed between Hampshire Road and Conejo School Road on
the northbound side and between Manzanita Lane and Hampshire Road on the
southbound side. The city hopes that the design process will be completed by
May 2012 at the latest and that Caltrans will be able to take back the project
at that point to begin the construction process. However, the construction
phase is still unfunded at this point and additional federal funds will be
required to complete the work by 2016 as laid out in the preliminary
schedule.
![[Reyes Adobe]](maps/101-reyes.jpg) In August 2008, it was announced that
work would begin in October on the demolition of the narrow Reyes Adobe Road
bridge over Route 101, and its replacement with a new overpass. The final $8.4
million package of federal, state and regional transportation funds is being
secured, and officials expect the Agoura Hills City Council will approve going
out to bid on the project in September 2008. The project will replace a bridge
built in 1965 that has three lanes squeezed into space for two, no room for
bikes, and a sidewalk on only one side of the road. However, right of way
restrictions will prevent them from moving frontage roads a block away from the
freeway ramp intersections in a major circulation reconfiguration (as was done
at Kanan Road). As a result, the signal for Canwood Street on the north side of
the freeway will have to remain within a dozen yards of the northbound half of
the diamond interchange. The project will cost $11.3 million, with most of that
coming from impact fees paid by developers to the city. About $3.9 million is
coming from the federal treasury under two special congressional
appropriations, $2.1 million from a grant from the Los Angeles County
Metropolitan Transportation Authority, and the rest from the city of Agoura
Hills. (source)
There are plans to construct a new interchange at Springville Drive in
Camarillo, CA. According to the Ventura County Star in December 2009, the
Camarillo City Council finally agreed to move forward with a new US 101
interchange project near Springville Road. The council voted unanimously to
establish a “benefit area” to raise money for the $51 million
Springville Interchange project. About $23 million is needed for a new bridge,
on- and off-ramps and road extensions, said City Manager Jerry Bankston. The
rest is for additional improvements in the Springville and north Camarillo
Airport areas. Property owners in the benefit area will pay one-time road and
bridge improvement fees to the city, which will sell bonds to finance the
interchange up-front. The council also approved the formation of a Community
Facilities District within the benefit area. The district would include 47
acres owned by Robert D. Selleck of Selleck Properties. “Without the
district, we could not have raised the (bridge fee) money, especially under
these tough economic times,” Selleck said. Mayor Kevin Kildee said the
interchange is necessary to improve traffic flow throughout the city,
especially with the recent expansion of Camarillo Premium Outlets and future
growth at CSU Channel Islands. The project will include an interchange with a
six-lane bridge over the freeway, new on- and off-ramps and a connection to an
extended Verdulera Street. Ponderosa Drive will be widened to four lanes from
Las Posas Road to the new interchange. Ventura Boulevard will also be extended
east and west of Springville. The California Department of Transportation has
approved permits for the project, and the city plans to start construction at
the beginning of 2010.
In February 2009, the CTC approved for future consideration of funding a
project in Ventura County to reconstruct the interchange at Route 101 and Rice
Avenue and improve traffic operations, enhance safety and increase capacity.
The project is programmed in the Trade Corridor Improvement Fund (TCIF) and
includes local funds and federal demonstration funds. The total estimated
project cost is $86,899,000. It is estimated to begin construction in Fiscal
Year 2008-09. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project TCIF
baseline agreement. In May 2009, the Ventura County Transportation Commission
approved the allocation of $5 million for improvements to the Rice Road-US 101
interchange in Oxnard, using regional ARRA funds.
![[TCRP 47]](maps/101-tcrp-47.jpg) In Ventura, the
current 5-lane bridge (3 lanes EB, 2 lanes WB) over the Santa Clara River will
be replaced with a new 12 lane bridge. The current Route 1 flyover that
currently brings that traffic into the left-lane lane of US 101 will become a
right-lane entrance that is standard. This is TCRP Project #47. In October
2006, the city of Ventura requested additional funding for environmental
documentation. The goal of the Route 101, California Street Off-Ramp project is
to improve the traffic flow, sight distance, and increase ramp storage to
mitigate an existing problem of traffic backing up to the freeway. The project
also creates a connection between California Street and the downtown business
district. The project is projected to be completed in FY 2009/2010, although
according to the Los Angeles Times, the widening should be completed in mid
August 2007. Work began in 2002 and was to be completed in four years. Problems
and design revisions delayed the project and pushed construction costs from $72
million to $85 million. The project was constructed by Sacramento-based MCM
Construction Inc., a leading bridge builder in California who has erected spans
over Malibu Lagoon on Pacific Coast Highway, built the Riverside Freeway (Route
91) and I-5 interchange near Knott's Berry Farm and installed bridges across
I-210 between Fontana and San Dimas. The project was subject to numerous
restrictions. Between Dec. 15 and June 1, crews couldn't use heavy equipment in
the streambed. Wildlife authorities imposed the restriction to protect a rare
songbird that, despite the nearby traffic and development, nests in the willows
and alders along the river. The presence of the imperiled southern steelhead
trout, which migrates up the river in winter months, hampered progress on the
bridge. In 2004, the heaviest rainfall in Southern California in over 100 years
swept away the project's scaffolding and support equipment. Average daily
traffic flows are forecast to reach 214,000 trips daily while peak traffic
flows are expected to reach 18,000 vehicles per hour by 2025, according to
Caltrans and the county Transportation Commission.
![[Mussel Shoals]](maps/101-mussel.jpg) In 2007, the CTC
recommended funding (from the Corridor Mobility Improvement Account [CMIA]) to
construct HOV lanes from Mussel Shoals to Casitas Pass Rd ($151,470K requested;
$131,600K recommended). In March 2009, the CTC approved for future
consideration of funding a project spanning Ventura and Santa Barbara Counties
to construct HOV lanes in each direction and roadway improvements near the
community of Mussel Shoals in Ventura County to Casitas Pass Road in Santa
Barbara County. The project is programmed in the Corridor Mobility Improvement
Account (CMIA) and the 2008 State Transportation Improvement Program (STIP).
Total estimated cost is $151,470,000. Construction is estimated to begin in
Fiscal Year 2010-11. Specifically, six miles of car-pool lanes will be added,
and the project shuld begin in winter 2011. In November 2010, the
Ventura
County Star noted that the project will also include a bike path that is
separate from the highway lanes, a new walkway under the highway between La
Conchita and the beach, and the closing of the left turn lanes in and out of La
Conchita and Mussel Shoals. Caltrans officials say they would have preferred
the bike path to be on the mountain side, but the California Coastal Commission
asked them to move it because it wants to encourage development of a network of
coastal trails that stretch from Oregon to the Mexican border. Putting the bike
lanes on the southbound side means a smaller shoulder on that side of the road
— 10 feet, down from 19 feet now — which means there won’t be
room for surfers, fishermen and beachgoers to park their cars. The southbound
shoulder near La Conchita is designated now as emergency parking only, but the
rule is rarely enforced. Caltrans is also including sound walls at the request
of Mussel Shoals homeowners. The agency asked people living in all of the small
communities along US 101 whether they wanted sound walls, and Mussel Shoals was
the only community that voted for them. The walls will be from 8 to 14 feet
tall.
In February 2009, the CTC approved relinquishment of right of way in the
city of Camarillo along Route 101 from Route 34 (Lewis Road) to Arneill Road,
consisting of relocated or reconstructed city streets, frontage roads, and
parking facilities.
In his
2006
Strategic Growth Plan, Governor Schwartzenegger proposed widening US 101 in
Santa Barbara and Ventura County.
Santa Barbara/San Luis Obispo/San Benito Counties/Monterey
![[Carpinteria]](maps/101-carpinteria.jpg) In June 2008, the CTC received a
notice of preparation for roadway improvements on a portion of Route 101 near
Carpinteria in Santa Barbara County. The project is not fully funded. The
project is programmed in the 2008 State Transportation Improvement Program
(STIP) for project development, right of way and construction support for
$50,468,000. Total cost of the project is estimated to be $100,451,000.
Construction is estimated to begin in Fiscal Year (FY) 2013-14, depending on
the availability of funds. There are five alternatives being considered for the
project.
-
Alternative 1: This alternative would replace the Linden
Avenue Overcrossing with a five-lane structure, construct a northbound on-ramp
and a southbound off-ramp in a diamond configuration, replace the northbound
Franklin Creek Bridge, replace the Casitas Pass Road Overcrossing with a
five-lane structure, construct northbound hook ramps, construct southbound
diamond ramps, widen and replace the northbound and southbound Carpinteria
Creek Bridges, construct a new two-lane bridge for the Via Real extension over
Carpinteria Creek, and extend Via Real to provide connectivity between Bailard
Avenue and Linden Avenue.
-
Alternative 2: This alternative would replace the Linden
Avenue Overcrossing with a four-lane structure, construct a northbound hook
on-ramp, construct a southbound diamond off-ramp, replace the Casitas Pass Road
Overcrossing with a five-lane structure, construct northbound hook ramps,
construct southbound diamond ramps, widen and replace the northbound and
southbound Carpinteria Creek Bridges, construct a new two-lane bridge for the
Via Real extension over Carpinteria Creek, and extend Via Real to provide
connectivity between Bailard Avenue and Linden Avenue.
-
Alternative 3: This alternative would replace the Linden
Avenue Overcrossing with a four-lane structure, construct a roundabout with one
leg as a northbound on-ramp, construct a southbound diamond off-ramp, replace
the Casitas Pass Road Overcrossing with a five-lane structure, construct
northbound hook ramps, construct southbound diamond ramps, widen and replace
the northbound and southbound Carpinteria Creek Bridges, construct a new
two-lane bridge for the Via Real extension over Carpinteria Creek, and extend
Via Real to provide connectivity between Bailard Avenue and Linden Avenue.
-
Alternative 4: This alternative would replace the Linden
Avenue Overcrossing with a five-lane structure, construct a northbound on-ramp
and a southbound off-ramp in a diamond configuration, replace the northbound
Franklin Creek Bridge, replace the Casitas Pass Road Overcrossing with a
five-lane structure, construct northbound hook ramps, construct southbound
diamond ramps, widen and replace the northbound and southbound Carpinteria
Creek Bridges, construct a new two-lane bridge for the Via Real extension over
Carpinteria Creek, and extend Via Real to provide connectivity between Bailard
Avenue and Linden Avenue.
Alternative 5: No-build
In February 2009, the CTC received the Draft EIR on the above project
for review. The alternatives changed slightly:
-
Alternative 1 - No Build.
-
Alternative 2 - This alternative replaces the bridges on
Route 101 over Carpinteria Creek including reconstructing the Casitas Pass Road
overcrossing, reconfiguring the northbound on- and off-ramps, extending Via
Real to Linden Avenue, and reconstructing bicycle paths.
-
Alternative 3 - Same as Alternative 2 yet relocates the
northbound on-ramp with a direct connection to the north side of Linden Avenue,
requiring a five-lane overcrossing.
-
Alternative 4 - Same as Alternative 3 yet uses a roundabout
at the intersection of Via Real, Ogan Road and the northbound on-ramp.
In June 2009, the CTC recieved notice of the preparation of a draft EIR.
The project under consideration would construct a new HOV lane on Route 101
between Bailard Avenue in the city of Carpinteria and Milpas Street in the city
of Santa Barbara. The project is not fully funded. The project is programmed in
the 2008 State Transportation Improvement Program (STIP) for Plans,
Specifications, and Estimates in the amount of $12,585,000. Santa Barbara
County voters, through the passage of Measure A in November 2008, dedicated
$140,000,000 of regional sales tax funds toward the construction of this
project. The total cost of the project is estimated to be between $380 million
and $600 million. Assuming the availability of funding, construction is
estimated to begin in Fiscal Year 2013-14. In addition to the no build
alternatives, there are three alternatives under consideration. All build
alternatives propose to add one HOV lane in each direction, resulting in a
six-lane freeway within the project limits. Alternative 1 proposes to add the
HOV lane while balancing outside and inside (median) landscaping impacts.
Alternative 2 proposes to add the HOV lanes while maximizing the amount of
median planting within the project limits. Alternative 3 proposes to add the
HOV lanes within the existing median with minor incidental outside
widening.
In December 2009, the CTC approved for future consideration of funding
a project that will construct operational improvements to the existing
four-lane Route 101 including additional lanes, new and reconfigured ramps,
replacement/widening of Milpas Street Undercrossing and Sycamore Creek Bridge,
new Cacique Street Undercrossing, and bicycle/pedestrian facilities in the city
of Santa Barbara. The Department and the Federal Highway Administration
originally approved the FEIR/FONSI in 2004. In November 2007, the Commission
allocated $53,043,000 programmed in the 2006 State Transportation Improvement
Program (STIP). At that time, the landscape scope of work was split to form a
parent project (PPNO 0478) and a child project (PPNO 0478Y). The revalidation
of the document is needed for the landscaping project (PPNO 0478Y),
acknowledges the addition of scope that was added in 2005, and corrects
inaccuracies in the Notice of Determination that was filed in 2004. The
landscape project is programmed in the 2008 STIP for $3,065,000, capital and
support. Construction is estimated to begin in Fiscal Year 2009-10.
![[101 Work in Santa Barbara]](maps/101-santabarbara.jpg) In July 2008,
work began on a series of projects to improve the flow of US 101 in Santa
Barbara. This includes a $53 million project to widen the freeway between
Montecito and Santa Barbara. As of August, the extent of the work had included
the removal of trees and bushes along the roadway, restriping some of the lanes
and putting in concrete barriers. The speed limit has also been reduced along
the route to 55 mph. The two lanes will remain open during the day, but at
night, when construction is being done, the highway will be reduced to one lane
each way. The more significant work of widening US 101 all the way to the
Ventura County line depends on voters' in Santa Barbara County approving a
renewal of a transportation sales tax in November. Voters rejected the renewal
once before. Ventura County voters have twice rejected a similar measure, but
local officials are mulling over a third try in the coming years. In three
years there are plans to begin widening the highway from Mussel Shoals, past La
Conchita and north past the Rincon. But before that begins, there will likely
be several phases of construction in Santa Barbara County. The first phase
would add a lane in both directions between Milpas Street in Santa Barbara
south to Montecito's Hot Springs Road. Specific information on this project can
be found at http://www.sbroads.com/index.htm.(source)
In May 2005, the CTC considered relinquishment of right of way in the
City of Santa Barbara, between Lawrence Street to 0.6 mile westerly of State
Street, consisting of reconstructed and relocated city streets, frontage roads,
and cul-de-sacs.
 In March 2007, the CTC considered for future
consideration of funding Route 101 in Santa Barbara County – Roadway
improvements near Goleta. This project in Santa Barbara County will replace an
existing overcrossing and construct roadway improvements associated with the
new overcrossing. The project is fully funded in the 2006 State Highway
Operation and Protection Program (SHOPP). The total estimated project cost is
$6,880,000. It is estimated to begin construction in Fiscal Year 2008-09.
In his
2006
Strategic Growth Plan, Governor Schwartzenegger proposed widening US 101 in
Santa Barbara and Ventura County.
There are plans to widen US 101 to 6-lane freeway from 0.4 km south of
Santa Maria Way Undercrossing to Route 135/US 101 Separation in Santa Maria .
This was on the July 2005 CTC agenda. In February 2006, the CTC considered
adding funding. The proposal noted that the widening would be within the
existing 46 to 56-foot median area. The existing inside shoulders would be
removed and the entire median area paved to include two 12-foot traveled lanes,
two 10-foot inside shoulders and a type 60 concrete median barrier placed in
the area between the inside shoulders for the entire length of the project.
There are also five locations where soundwalls are to be constructed.
![[Union Valley]](maps/101-unionvalley.jpg) In December 2008,
the CTC reviewed a draft EIR regarding construction of a new interchange for
Santa Maria and the community of Orcutt. The interchange would be constructed
between Clark Avenue overcrossing and Santa Maria Way undercrossing and extend
Route 58 (note: The CTC document said Route 58, but Route 58 isn't in that
area--it ends at Route 1 in Santa Margarita) approximately 1.6 miles in length
in the community of Orcutt. The project is not fully funded. The project is
programmed in the 2008 State Transportation Improvement Program (STIP) with
Regional Improvement Program and Regional Surface Transportation Program funds
for $12,782,000. The total cost of the project is estimated to be $36,100,000.
Construction is estimated to begin in Fiscal Year 2013-14. There are four
alternatives identified in the draft EIR:
-
No Build Alternative
-
Alternative 1 - The Union Valley Extension proposes to extend
Union Valley Parkway between Hummel Drive and Blosser Road and construct an
eight-foothigh masonry soundwall on the south side of the extension between
California Boulevard and Foxenwood Lane.
-
Alternative 2 - Curved Alignment proposes to extend Union
Valley Parkway between Hummel Drive and Blosser Road curving northward near
Blosser Road to avoid an existing area of eucalyptus woodland. Included is
construction of an eight-foot-high masonry soundwall on the south side of the
extension between California Boulevard and Foxenwood Lane.
-
Alternative 3 - Foster Road Alignment proposes to extend
Union Valley Parkway between Hummel Drive and Blosser Road east of Route 135,
but contains a realigned roadway that forks northeast toward Foster Road
between Foxenwood Drive and California Boulevard. Included is construction of
an eight-foot-high masonry soundwall on the south side of the extension between
California Boulevard and Foxenwood Lane.
-
Alternative 4 - Reduced Extension Alternative proposes only
improvements east of Route 135, and would not include any improvements west of
Route 135.
In January 2010, the CTC approved a new public road connection at Willow
Road to US 101, in the community of Nipomo, at Post Mile (PM) 6.4, in San Luis
Obispo County. The proposed project includes the extension of Willow Road
across US 101 to Thompson Road with the intention to provide a much needed
east-west arterial connection to Route 1 and the Callender area. The project
will also relieve future traffic demand at the adjacent Tefft Street and Los
Berros Road/Thompson Road interchanges. The Nipomo area is served by three
interchanges on US 101: Hutton Road (Route 166) on the south, Tefft Street in
the central area, and Los Berros Road/Thompson Road on the north. Recent
traffic forecasts for the Nipomo area predict that the existing Tefft Street
interchange and the existing Los Berros Road/Thompson Road interchanges will be
inadequate to serve projected development during peak traffic periods.
Motorists would be subjected to recurring congestion and delays due to
increasing traffic on US 101 and on the existing local street network. Of the
three interchanges, only the Tefft Street interchange is located centrally to
existing and planned developments. Los Berros Road/Thompson Road and Hutton
Road (Route 166) are located at the fringe of future development.
In October 2009, the CTC approved for future consideration of funding a
project that will construct the extension of Willow Road and connect it with US
101 in the community of Nipomo, south San Luis Obispo County. The proposed
project includes the extension of Willow Road east from its existing terminus
approximately 1,000 feet west of Pomeroy Road to Thompson Avenue; construction
of a frontage road between Willow Road and Sandydale Drive; and construction of
a new US 101/Willow Road interchange. In March 1999 a Tier I Final
Environmental Impact Report (FEIR) for the project was adopted by the County
Board of Supervisors and a preferred alignment and interchange were selected.
The FEIR specified that subsequent design refinements for the road extension,
interchange, and frontage road would be evaluated in a Tier 2 construction
level environmental document. The County prepared the FSEIR to satisfy the
requirements for evaluating the preferred alternative in a Tier 2 construction
level environmental document. The FSEIR was prepared for the entire US
101/Willow Road Interchange Project. However, for construction and financing
purposes, the County split the project into two phases as follows:
-
Phase I is programmed in the Proposition 1B State and Local
Partnership Program (SLPP) and consists of a new roadway extension on Willow
Road, from Misty Glen Place to Hetrick Road. This phase will construct a new
two lane roadway with 12’ travel lanes and 8’ shoulders; installation
of left turn lanes and right turn pockets at Willow/Pomeroy and Willow/Hetrick
intersections; drainage facilities, including underground storm drain
collection and two infiltration basins. The project is estimated to cost
$6,500,000 and is programmed with SLPP ($1,000,000) and Local ($5,500,000)
funds. Construction is estimated to begin in fiscal year 2009-10.
-
Phase II is programmed in the State Transportation Improvement
Program (STIP) and will continue the roadway extension on Willow Road, from
Hetrick Road to Thompson Road. This phase will construct frontage road
improvements between Willow Road and Sandydale Drive; a new interchange at US
Route 101, a cross street and drainage facilities. The project is estimated to
cost $32,000,000 and is programmed with STIP ($10,000,000), Federal ARRA
($500,000), and Local ($21,500,000). The County has applied for $1,000,000 in
SLPP Cycle 2 funding and if approved, the amount of Local funds will be
$20,500,000. Construction is estimated to begin in fiscal year
2010-11.
In August 2008, Caltrans released a bid to widen the highway and
construct retaining walls and drainage systems in San Luis Obispo County in and
near Pismo Beach at various locations from 0.2 KM North of Route 227 to 0.2 KM
South of the US 101/Route 1 separation.
The Cuesta Grade is a 7% grade around Cuesta Peak into San Luis Obispo.
It was the site of a major construction project on US 101. This project added
truck climbing lanes, improving drainage, stabilizing retaining walls, and
widening shoulders, and was the third major reconstruction of the grade. The
first one, in 1937, reduced the number of curves along the route from 71 to 12;
the second one, in 1990-91, focused on the northern approach to the Grade.
In December 2009, the CTC vacated right of way in the city of Pismo
Beach along Route 101 at 0.13 mile west of North 4th Street, consisting of
highway right of way no longer needed for State highway purposes.
In December 2004, the CTC considered a resolution to relinquish right of
way in the City of Atascadero, at San Ramon Road, consisting of reconstructed
and relocated city streets and frontage roads. The City, by cooperative
agreement dated July 27, 2004, waived the 90-day notice requirement and agreed
to accept title upon relinquishment by the State.
In September 2009, the CTC approved for future consideration of funding
a project to reconstruct the existing two-lane structure with a four-lane
overcrossing, add leftturn lanes, reconstruct all access ramps within the
project limits, and construct roadway improvements in and near Salinas from 0.6
mile south to 0.2 mile north of the Airport Boulevard Overcrossing on Route
101. The project is fully funded in the 2008 State Transportation Improvement
Program, and includes federal and local funds. The total estimated project cost
is $36,603,000, capital and support. Construction is estimated to begin in
Fiscal Year 2010-11.
There are currently plans for a "Prunedale Freeway" to provide an
alternative to the safety and capacity problems that exist on the current
route, which serves as the "Main Street" of the Prundale urbanized area north
of Salinas (see http://www.dot.ca.gov/dist05/prunedale/index.htm).
In November 2000, Caltrans narrowed the field of alternatives to the following
(construction planned for 2007):
-
No build. This would keep the existing roadway as it is
except for a couple of interchange improvements already planned (San Miguel and
the Route 101/Route 156 interchange improvement).
-
Improve existing alignment. This would upgrade existing
Route 101 to a six-lane freeway. New interchanges are proposed at the
Russell/Espinosa Roads, Blackie Road/Reese Circle, and at Crazy Horse
Canyon/Echo Valley Roads. Substantial improvements would be made to the
existing Route 156 / Route 101 interchange. Access onto Route 101 from existing
driveways and local roads would be redirected to the interchanges via new
access or frontage roads. More local trips would be possible without needing to
get onto Route 101.
-
The Alternative 4 East Bypass (4 lane freeway on new
alignment). This swings the widest eastward from the current alignment.
Caltrans and many local officials see this alternative as having the least
amount of impacts to the environment and causing the least number of
residential homes to be lost.
As of February 2004, it appears that Alternative 4 East (the new-terrain
routing from Espinosa Road/Russell Road in Salinas north to near Echo Valley
Road in Prunedale) has been chosen. As a result, it is likely that the US
101/Route 156 expressway between the south Route 156/US 101 interchange and
Echo Valley Road will become solely Route 156. There is no info as to what the
southern portion of the El Camino Real expressway from Espinosa Road to Route
156 will be.
![[New Road Connection]](maps/101-prunesala.jpg) In November 2007,
the CTC considered the addition of a public road connection to US 101 at Sala
Road. This new interchange will essentially replace an existing at grade
connection located to the south at Russell/Espinosa Roads and it is expected to
improve both safety and operations on US 101. The Russell Road/Espinosa Road
connection currently has a collision rate higher than the statewide average for
similar facilities. The project is expected to be open to traffic in the Fall
of 2012. Specifically, in the vicinity of Russell and Espinosa Roads, the plan
is to construct a new section of access controlled four-lane freeway from 0.2
miles north of the Boronda Road interchange to approximately Martines Road. The
alignment of US 101 would be elevated to accommodate modifications to the
existing at grade connection of Russell and Espinosa Roads. Undercrossing
structures would be constructed to facilitate the connection of Russell and
Espinosa Roads to enhance local circulation. Since no freeway access would be
allowed at this location, a new interchange at Sala Road will be needed. This
segment of mainline US 101 would be constructed primarily to standard freeway
geometrics except where it conforms to existing conditions at the northern end
of the segment. Design exceptions for all nonstandard features have been
approved. Median width would range from 21 to 70 feet and median barrier would
be constructed from the undercrossing structure at Russell and Espinosa Roads
to existing concrete median barrier at Martines Road. A new interchange and
local road, Sala Road, would be constructed approximately 0.62 miles north of
Russell/Espinosa Road. To facilitate merge/diverge traffic movements, auxiliary
lanes would be constructed along the new freeway segment between the northern
ramps at the Boronda Road interchange and this new interchange. The new
interchange at Sala Road would connect to Harrison Road to the east via Sala
Road. The interchange would consist of three directional ramps and a westbound
to southbound loop-ramp. No ramp would be constructed in the southwest
quadrant. Initially, the overcrossing structure would accommodate two lanes
with left-turn channelization. However, the structure would be constructed with
consideration for the future widening to four lanes with left turn
channelization.
There is also an unconstructed-adopted segment from Salinas to Route
156; 12 miles parallel to the traversable route. When completed, this portion
of US 101 will become Route 156.
In April 2006, the CTC received the notice of the preparation of an
Environmental Impact Report for construction of a new interchange near San Juan
Bautista in Monterey County (PM 100.0/101.3). The project is currently
programmed as “environmental only.” The following alternatives are
being considered: (·) Alternative 1A: Spread Diamond Interchange
– Located approximately midway between Dunbarton Road to the south and San
Juan Road to the north; (·) Alternative 1B: Compact Diamond
Interchange – Same location as Alternative 1A, with interchange ramps and
frontage road closer to alignment of highway; (·) Alternative 2:
Compact Diamond Interchange – Located near the San Juan Road/ Route 101
intersection, with frontage road on east side of Route 101; (·)
Alternatives 4, 5, 9A and 9B: Same general location as Alternative 2,
with variations on the interchange configuration and the frontage road
alignment; (·) No Build. The potential impacts include floodplain
encroachment, drainage, hazardous waste, and visual impacts. Proposed
mitigations include avoidance of service station acquisition, visual resource
mitigation, and new alternative north of the floodplain and Elkhorn Slough.
In 2007, the following requests for funding from the Corridor Mobility
Improvement Account (CMIA) were made, but not recommended for funding:
Operational improvements Phase 1b in San Luis Obispo county ($5,432K
requested); widening and adding Intelligent Traffic Systems from Milpas to
Cabrillo Hot Springs in Santa Barbara County ($28,613K requested); widening of
the Santa Maria River Bridge ($58,540K requested); and the addition of HOV
lanes from Casitas Pass Rd to Milpas St in Santa Barbara County ($12,600K
requested); Freeway conversion, San Juan Rd interchange in Monterey County
($50,800K requested).
Santa Clara County
In Spring 2003, widening was completed on a four-lane section of US 101
between Bernal Road in San Jose and Cochran Road in Morgan Hill, bringing it to
four lanes in each direction including one HOV lane. This added 7.5 miles more
of commute lane operating the usual 5-9 and 3-7 period from Morgan Hill all the
way to Redwood City.
In June 2006, the CTC considered relinquishment of right of way in the
city of San Jose, at Channing Avenue and Seaboard Avenue, consisting of
reconstructed and relocated city streets, frontage roads and cul-de-sacs.
In June 2001, the CTC had on its agenda addition of a northbound lane
through San Jose, Route 87 to Trimble Road in Santa Clara county. There are
also plans to widen the route to 3-lanes + HOV each direction from Burnett Road
to Route 85. In June 2002, plans were unveiled to widen the route from Marsh
Road to Ralston Avenue in Belmont. The widening between Bernel Road to Burnett
Road (four to eight lanes) is TCRP Project #3, requested by the Santa Clara
Valley Transportation Authority. The addition of the northbound lane from Route
87 to Trimble Road is TCRP Project #5, again requested by the Santa Clara
Valley Transportation Authority. According to a poster on m.t.r, in May 2003
new southbound lanes between Route 85 and Cochrane Road were completed making
US 101 8 lanes (with variations of 10 lanes in certain spots) between San
Francisco, all the way down to Morgan Hill for nearly 70 consecutive miles.
 In
October 2009, the CTC approved for future consideration of fuinding a project
in Santa Clara County that will construct one additional lane in the southbound
direction from south of the Story Road Interchange to south of the Capitol
Expressway Interchange, modify the Route 101/Tully Road Interchange to a
partial cloverleaf interchange, and rebuild the existing Tully Road
Overcrossing. The project is programmed in the Corridor Mobility Improvement
Account and the 2008 State Highway Operation and Protection Program, and
includes Federal Demonstration funds and local funds. Total estimated project
cost is $62,975,000, capital and support. Construction is estimated to begin in
Fiscal Year 2009-10. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project baseline
agreement.
In September 2009, amended a project located on Route 101 in San Mateo
and Santa Clara Counties. The current project will: a) Widen Route 101 to add
auxiliary lanes in each direction from the Marsh Road Interchange in San Mateo
County to the Embarcadero Road Interchange in Santa Clara County. b)
Widen/modify various on/off-ramps at four interchanges within the project
limits. c) Re-construct Ringwood Pedestrian Overcrossing and Henderson
Underpass to accommodate the auxiliary lanes. d) Install Intelligent
Transportation System (ITS) equipment within the project limits. The amendment
eliminate the Henderson Underpass structure (which would have to be rebuilt
anyway as part of an upcoming rail project), updated the funding plan, and
split the project into three segments: Segment 1 (PPNO 0658B) – US 101
Auxiliary Lanes: Embarcadero Road to University Avenue; Segment 2 (PPNO 0658C)
– US 101 Auxiliary Lanes: University Avenue to Marsh Road; and Segment 3
(PPNO 0658D) – US 101 Replacement Landscaping: Embarcadero Road
Interchange to Marsh Road Interchange.
In October 2009, the CTC approved for future consideration of funding a
project in San Mateo and Santa Clara Counties will construct auxiliary lanes in
each direction on Route 101 from the Embarcadero Road Interchange in the city
of Palo Alto (Santa Clara County) to the Marsh Road Interchange in the city of
Menlo Park (San Mateo County). The project is programmed in the Corridor
Mobility Improvement Account and the 2008 State Transportation Improvement
Program and includes local funds. Total estimated project cost is $111,389,000,
capital and support. Construction is estimated to begin in Fiscal Year 2010-11.
The scope as described for the preferred alternative is consistent with the
project scope set forth in the approved baseline agreement. (what's odd about
this is that it seems to be the project they amended the previous month)
In June 2009, the CTC approved relinquishment of right of way in the
city of San Jose along Route 101 on N 31st Street, consisting of a relocated or
reconstructed city street and an adjoining nonmotorized transportation
facility, namely a pedestrian walkway.
In 2007, the CTC considered a number of requests for funding from the
Corridor Mobility Improvement Account (CMIA). one request was funded:
construction of auxiliary lanes from Route 85 to Embarcadero in Santa Clara
County ($84.93M). Requests to widen the route from Yerba Buena to I-280/I-680
in Santa Clara County, and to widen the route from Route 25 to Monterey Rd in
Santa Clara County were not recommended for funding.
In his
2006
Strategic Growth Plan, Governor Schwartzenegger proposed constructing
additional lanes both directions from San Benito County line north to Cochran
Road.
San Mateo/San Francisco Counties
Note: With the closure and removal of a portion of the Central Freeway
in San Francisco between Fell Street to Turk in 1996 as part of the 1989
earthquake damage, Route 101 is now signed on Van Ness Ave. from the Central
Freeway. In early 1997, the Central Freeway was reopened in the northbound
direction, but is not presently signed as Route 101.
The portion of this route defined as "the approach to the Golden Gate
Bridge" in the legislative definition depends on Section 72.1 of the State and
Highways Code. This section (defined by Senate Bill 798, Chapter 559, 9/29/99)
defines the Central Freeway Replacement Project. This involves demolition of
the existing Central Freeway, construction of a new freeway between Mission
Street and Market Street, construction of appropriate ramps to the new freeway,
and an improvement of Octavia Street from Market Street north. According to
Robert Cruckishank, as of Summer 2004, the new Central Freeway in San Francisco
is taking shape, with piers constructed and steel beams being lowered into
place for what will be the viaduct itself. The freeway will end at Market
Street and what had been a freeway north of Market will become Octavia
Boulevard, a "Parisian-style" landscaped road.
(By the way, Octavia Street is named after Miss Octavia Gough, the
sister of Charles Gough, who was on the commission to lay out the streets west
of Larkin Street known as the Western Addition. This comes from an obituary of
Gough, published in the San Francisco Call, dated July 27, 1895. It eliminated
the former supposition that Octavia meant the eighth street back from
Divisadero. It documents the relationship of Charles Gough to Octavia Street
and; almost surely, to Steiner Street, named for Gough’s good friend.
Steiner was delivering water in the pioneer days when Gough was delivering
milk.)
According to reports, demolition of the existing freeway west of Mission
Street (the remains of the double-deck section built in 1957-9) began in
January, 2003 and continued for 180 days, with penalties of $9600/day for each
day it runs over (a closure party—the end of the freeway revolt—was
held in March 2003). Construction of the new Octavia Blvd on the land
previously occupied by the freeway from Market Street to Fell Street east of
Octavia Street began in October, 2003 and was originally scheduled to be
completed in September, 2004. During demolition, Mission, Market, and Oak
Streets under the freeway will be closed on some weekends. Other streets are
apparently subject to longer closures. A new section of elevated freeway, with
two lanes in each direction (plus a right-turn lane at the very end) will be
built from Mission Street to Market Street, replacing the current
northbound-only structure. Construction began in February 2004 and is to be
completed in February, 2006. Because the new structure will meet Market Street
at grade, McCoppin Street between Market Street and Valencia Street will be
closed. Caltrans is not allowing anything to be built under the freeway
structure because they may need access to it from underneath, so some of the
space underneath may continue to be used for parking lots. [Thanks to a posting by Eric Fisher on m.t.r for this
information.]
In early September 2005 (about a year late), the long-awaited
replacement for San Francisco's Central Freeway was opened. Where the freeway
structure was, drivers heading north or west descend from the freeway at Market
Street and are greeted by a boulevard with poplar trees in the middle and
Chinese elms on each side of the four-lane thoroughfare between faux historic
lampposts. The central roadway with its lines of trees is framed by a one-way
path on each side reserved for local traffic—the east side is for drivers
heading north and west side is for those heading south. Even with parking lanes
and a sidewalk, the result is a passage that measures just 133 feet from side
to side. There are a number of awkard features to the design, but
most
reports seem to feel it is an improvement.
Routing in San Francisco. There's
lots of confusion about the current routing of US 101, because of problems with
signage in the city of San Francisco. After the 1989 Loma Prieta earthquake, US
101 N was rerouted to exit the Central Skyway at Mission St., then NE to Van
Ness Ave. US 101 S was rerouted along Van Ness Ave and South Van Ness Ave to
the Central Skyway on-ramp. However, there are signs labeled "To US 101" on
Central Freeway N at 7th Street, making people believe that US 101 exits there.
Similarly, the "To US 101" signs southbound make people think US 101 exits at
5th Street. This is wrong. According to Caltrans, US 101 officially is routed
on the Central Freeway. It is neither 7th or 5th St. Hence, to follow US 101,
take the Central Freeway. Note that the signs at 5th St. and 7th St. were
specifically requested by the City of San Francisco; subsequent surface street
signing to direct people to US 101 is the city's responsibility. The city has
placed such signs; according to a missing piece of the Photolog uncovered by
Joe Rouse, the path is 7th to McAllister to Leavenworth to Turk to Van Ness,
with the route to US 101 being signed at each junction (in addition to several
reassurance trailblazers on 7th Street).
According to Joe Rouse, the Central Freeway is officially still part of
US 101, even after the post-Loma Prieta modifications. Prior to the quake, the
Central Freeway ended at Golden Gate and Turk; Turk and Golden Gate were part
of US 101 between the Central Freeway and Van Ness Avenue. After the Central
Freeway was lopped off at Fell Street, Golden Gate and Turk were decommissioned
as state highways and a break in the official routing was created on US 101 at
Fell Street, with the route resuming at Van Ness and Golden Gate. Van Ness
Avenue south of Golden Gate Avenue (and Mission Street for that matter) have
never been officially adopted as state highway.
After the Central Freeway was lopped off at Fell Street, signage for US
101 was extended on Van Ness south of Golden Gate and on Mission Street, but
this is signage only—not route adoption. While the Central Freeway's
future was being debated, the City of San Francisco requested that Caltrans
direct traffic bound for NB 101 so that those coming from the Bay Bridge were
directed to exit at 5th Street (and then continue down Harrison to 7th), and NB
101 traffic was directed to continue to 7th Street via I-80. From there, to get
to US 101 motorists were directed to use 7th to McAllister to Leavenworth to
Turk to Van Ness. But this is signage only—these streets were never
adopted as part of US 101. The purpose was to get motorists to bypass the
confusing mess at the Market/Van Ness/Mission intersections. The state did
leave a sign for 101 North at the turnoff to the Central Freeway from WB I-80,
again most likely for motorists's benefit, since there are two onramps to WB
I-80 downstream of the 5th Street exit. It was also useful if you were coming
from the Bay Bridge and you somehow missed the exit to 5th Street, as you could
still get to US 101 North via the Central Freeway.
Although the signage for the Central Freeway from the south indicated
that it was for Mission and Fell Streets, signage for US 101 North was also
left on that connector to the Central Freeway (where the offramp for 9th Street
splits off). Once on the Central Freeway itself, 101 North traffic was directed
to exit at Mission. So if you were coming from the south and didn't see the
signs directing you to 7th Street, you were okay too.
With the completion of Octavia Blvd, it appears that traffic from the
south and from the east are once again directed to use the Central Freeway to
continue on NB US 101, rather than use the 7th or 5th Street exits. The exit
number listing for WB I-80 will have to be corrected to show that Exit 1B is
now for US-101 North. It currently does not show this. So what is the planned
alignment for US 101 in this area? It appears that the plan was to continue to
sign the Mission Street exit as the exit to continue north on US 101, with the
mainline touchdown to Octavia Street being treated as an exit. This makes it
look like US 101 is exiting itself. But nothing is finalized. Although the
signage may show route continuity via Mission and Van Ness, officially, there
is a gap in Route 101 from where the freeway ended at Fell Street to the
intersection of Van Ness and Golden Gate Avenues. The southern end of this gap
might be moved to the new end of the freeway at Market Street.
In December 2000, the CTC had on its agenda adoption of a traversable
highway a segment of Route 101 in San Francisco from PM R5.0 (PK R8.0) at Erie
Street to PM 5.3 (PK 8.5) at Golden Gave Avenue.
There appear to be some plans to make a portion of this route in San
Francisco 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.
In March 2001, the CTC had on its agenda relinquishment of a segment of
the original routing from PM 22.1 and PM 23.9 in the City of South San
Francisco.
![[Doyle Drive]](maps/001-doyle.jpg) Doyle Drive. There are also plans to reconstruct
the Doyle Drive portion from Lombard St/Richardson Ave to the Route 1
Interchange in San Francisco. The environmental studies for this are part of
TCRP Project #22, requested by the San Francisco County Transportation
Authority. More information can be found at
http://www.doyledrive.org/. It appears
that there may be an extra toll on the Golden Gate Bridge to help pay for
repair of the dangerous Doyle Drive approach, which handles 91,000 vehicles a
day. The toll, which has not yet been set, probably would fluctuate, rising
during times of heavy traffic to a high of around $2. Doyle Drive is
particularly dangerous because lanes are too narrow by 2 to 3 feet, there's no
barrier separating opposing traffic, there are no shoulders and the structure
is seismically fragile. According to San Francisco transit officials, Doyle
Drive has almost three times the typical number of accidents for a facility of
its type. Toll revenues would be used to help pay for the $810 million project
to replace the 70-year-old Doyle Drive with a wider, safer, sturdier roadway.
The federal government would pay an additional $35 million. San Francisco
officials have collected the bulk of the money from state and local sources and
hope to begin construction by 2009.
In 2007, the CTC considered a number of requests for funding from the
Corridor Mobility Improvement Account (CMIA). One request were funded:
construction of aux lanes from Embarcadero to Marsh Rd in San Mateo County
($60M). The Doyle Drive replacement in San Francisco County was not recommended
for funding. However, in August 2007 the CTC amended the project (TCRP #22),
which is an environmental study for reconstruction of Doyle Drive, from Lombard
St./Richardson Avenue to Route 1 Interchange in City and County of San
Francisco to update the project schedule and funding plan. TCRP Project #22 is
to replace Doyle Drive (US 101) in order to improve the seismic, structural,
and traffic safety of the roadway. The redesign of Doyle Drive will have
qualities that keep within the setting of the Presidio of San Francisco as a
National Park, will incorporate increased intermodal access to the Presidio,
and will improve access from local roadways. The project has attracted intense
scrutiny from the National Park Service, the Presidio Trust, and the public, as
it affects an area of the Presidio where the Presidio Trust is planning the
restoration of a river habitat along Tennessee Hollow, as well as the planned
expansion of Crissy Marsh. The project is now scheduled to start Phase 1 in
FY07/08, with completion estimated for FY12/13. Note that this is just for the
environmental study!
Part of the problem with the Doyle Drive reconstruction is a provision
included in the $58 million federal offer: the new Doyle Drive must become a
toll road that would help pay back the construction costs. This has resulted in
a lot of opposition from the North Bay that would pour south - particularly
from Marin County. This opposition may endanger the effort to replace the road,
threatening to entangle it in the same kind of political morass that stalled
construction of the new eastern span of the Bay Bridge and caused its cost to
soar. Marin officials have called the proposal to charge a $1 to $2 toll on the
road unfair to North Bay commuters, who account for 75 percent of the morning
southbound traffic on Doyle Drive, and labeled the proposal "a Marin commuter
tax." Regional transportation officials, on the other hand, believe the federal
money may be the only chance to fix the dangerous structure. The issue needed
to be resolved quickly: to qualify for the federal money, San Francisco needs
the legal authority to charge tolls on Doyle Drive by March 31, 2008. San
Francisco needed the state Legislature to pass a law allowing the city to
collect tolls, yet the political dispute seems to have cowed Bay Area
legislators who planned to introduce that legislation. Election year politics
are part of the argument; the other part is that since Doyle Drive is a state
highway, Caltrans should pay to replace the narrow, seismically fragile
viaduct. But Caltrans didn't build the road originally: The Golden Gate Bridge
district built the road with no shoulders, no median and narrow lanes in 1933
as part of the bridge project. In 1945, it was turned over to the state
Division of Highways, predecessor to Caltrans, according to a history compiled
by the San Francisco County Transportation Authority. But the bridge district
didn't give up its interest in Doyle Drive. In 1955, it asked the state to
rebuild Doyle Drive and make it wider. When the state came up with a plan for
an eight-lane highway with a median, San Franciscans objected, and the state
Legislature passed a bill requiring San Francisco's approval to widen the
highway. Numerous attempts to come up with a plan - and money - to replace
Doyle Drive without adding more lanes of traffic have fallen victim to
community opposition and a lack of funding. The current plan, with an estimated
cost of $1.1 billion, is the result of about 15 years of planning, studies and
negotiations. The so-called "Presidio Parkway" design was selected in 2006
after planners, engineers and community groups winnowed down 16 options to one
that features a combination of a high viaduct, two short tunnels, and an open
sunken roadway, all with a landscaped median. The existing Doyle Drive, which
carries 120,000 vehicles a day, is near the top of the state's list for bridges
in need of replacement. Its six lanes are narrow, its road has no shoulders and
opposing lanes of traffic are separated only by a line of plastic stakes.
According to Caltrans, Doyle Drive is rated a 2 out of 100 on the Federal
Highway Administration's structural safety index. The current funding plan for
replacement, according to the Metropolitan Transportation Commission and the
San Francisco County Transportation Authority, has the state contributing about
$475 million from a variety of accounts, San Francisco chipping in $68 million
from sales tax revenues, and the federal government adding $58 million from the
Urban Partnership program. That federal program requires congestion tolling -
tolls that rise and fall with congestion in an effort to dissuade drivers from
traveling when traffic is heaviest. There's still a gap of about $460 million.
[Source:
San
Francisco Chronicle, February 19, 2008]
In May 2008, the Golden Gate district considered a congestion toll plan.
The district already plans to increase by a dollar its current toll of $5 for
those who pay with cash and $4 for those who use FasTrak. The congestion-based
toll would add a dollar more during the periods of 7 to 9 a.m. and 4 to 6 p.m.
on weekdays and 3 to 7 p.m. on weekends and holidays. This would be part of a
federal program that would bring $158 million in federal funds to the Bay Area
for transportation projects, including Doyle Drive. North Bay drivers and
politicians - particularly those from Marin County - objected to the Doyle
Drive toll idea, and bridge directors from the north side of the span pledged
to fight what they called "a Marin commuter tax." As part of a regional
compromise, the bridge board agreed to collect a congestion-based toll on the
bridge but only if it could use the revenue to fund improvements to Golden Gate
buses and ferries. The board also voted to ban use of any of the money to pay
for Doyle Drive improvements.
[Source:
San
Francisco Chronicle, May 9, 2008]
In Mid-December 2008, the San Francisco Board of Supervisors, acting as
the San Francisco Transportation Authority board, certified the environmental
impact report for the Doyle Drive replacement project and officially selected
the $1 billion Presidio Parkway design for construction. This clears the way
for the federal government to approve the project, which is expected by the end
of 2008. The authority hopes to complete engineering and design, and begin
construction, by 2010. The new Doyle Drive is expected to open in 2014. The
design chosen includes stretches of elevated and at-grade roadway and two
tunnels, with six lanes of traffic, three in each direction, shoulders, and a
median. The parkway design was favored by community committees in 2006. Some
relatively minor changes have been made the past two years to satisfy officials
at the Presidio National Park and neighbors concerned about pedestrian
safety.
[Source:
San
Francisco Chronicle, December 17, 2008]
In March 2009,
it
was reported that Doyle Drive was among 57 transportation projects in
California chosen to receive the first wave of 2009 federal stimulus funds. The
Doyle Drive replacement is expected to create about 500 jobs. The commission
plans to disburse the money in April 2009 for the 1.2-mile Doyle Drive project,
pending a commission environmental approval. The rebuilding of Doyle Drive will
cost about $1 billion. Before the commission's decision Wednesday, sources for
all but about $100 million of the funding had been identified. Both U.S. Sen.
Dianne Feinstein and House Speaker Nancy Pelosi, Democrats from San Francisco,
have said that securing full funding to replace Doyle Drive is a top priority.
They're looking to the economic stimulus windfall from Washington to cover the
remaining tab. If the money comes through, construction could begin by the end
summer 2009, instead of in 2010, with completion anticipated in 2014, state and
regional transportation officials said. The roadway is used by more than
100,000 vehicles a day.
In April 2009, the CTC accepted the EIR on the Doyle Drive project. The
purpose of the project is to improve the seismic, structural, and traffic
safety of the roadway that is approaching the end of its useful life. Doyle
Drive, the southern approach of US 101 to the Golden Gate Bridge, is 1.5 miles
long with six traffic lanes. The proposed project will replace the existing
facility with a new six lane facility and southbound auxiliary lane, between
the Park Presidio Interchange and the new Presidio access at Girard Road. In
April the CTC also allocated $50,000,000 in funding from the Federal American
Recovery and Reinvestment Act of 2009 (ARRA).
In January 2010, construction started with the closure of a sharp
hook-shaped curve that veered off of Doyle Drive before the toll plaza and
passeed beneath the highway to Park Presidio. The southbound Doyle Drive
off-ramp to southbound Route 1 will be periodically closed, and starting in
February 2010, the northbound Route 1 to southbound Doyle Drive connection will
be closed for a year and a half for construction. The official detour uses
Lombard Street, Van Ness Avenue and Geary Boulevard. Drivers approaching Doyle
Drive will be warned of the closures with electronic signs. Those missing the
warnings will be able to use a "last chance" detour at Lincoln Boulevard or
Merchant Road via the visitors parking area at the south end of the bridge.
Golden Gate Bridge. Lastly, note
that the Golden Gate Bridge is not part of US 101. The Golden Gate is
maintained by the Golden Gate Bridge,
Highway, and Transportation District. However, the Golden Gate Bridge is
part of a Safety Enforcement-Double Fine Zone, per Senate Bill 155, Chapter
169, on July 23, 1999 and a Safety Awareness Zone per SB 988, Chapter 593,
September 29, 2006. The Golden Gate Bridge will also be undergoing a seismic
retrofit under TCRP Project #143. The Golden Gate Bridge opened in 1937.
In January 2010, it was reported that the Golden Gate Bridge District
was working on plans to raise money for the bridge. Ideas include elevator
rides to the very top of the Golden Gate Bridge's international orange towers,
or a chance to tour the famed structure's catwalks beneath the busy roadway.
Some of the ideas are in
this article from the LA Times.
General
The following portions of this are currently constructed to freeway
standards: (1) from Route 5 to 4 miles west of Ventura, ending at Sea Cliff
(approx 80 miles); (2) from Punta to the western city limits of Goleta (approx
17 miles); (3) near Rufgio St Beach (approx 5 miles); (4) from Gaviota to
Solvang (approx 20 miles); (5) from Route 176 to Nipomo (approx 19 miles); (6)
from Arroyo Grande to 1 mile north of San Luis Obispo (approx 17 miles); (7)
from Santa Margita to Paso Robles (approx 19 miles); (8) from San Miguel to 2
miles north of King City (approx 22 miles); (9) through Salinas (10 miles);
(10) from Gilroy to San Jose (33 miles); (11) the Bayshore Freeway in San Jose
to San Francisco.
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 #246: Operations and management
improvements, including Intelligent Transportation System (ITS) technologies on
US 101 in Santa Barbara County. $800,000.
-
High Priority Project #429: Seismic retrofit of the Golden
Gate Bridge. Note that the Golden Gate Bridge is not part of US 101. This
appears to be supplemental funding for TCRP Project #143, and might even be a
kickstart for that project, as it hasn't been discussed at the CTC level. The
funding is likely insufficient, being cut down from the requested $11M.
$8,800,000.
-
High Priority Project #525: Construct US 101 Auxiliary Lanes
from 3rd Ave in the City of San Mateo to Millbrae Ave in Millbrae.
$3,000,000.
-
High Priority Project #943: US 101 Operational Improvements
in San Jose. $4,000,000.
-
High Priority Project #961: Construction of US 101 Auxiliary
Lanes, Marsh Rd. to Santa Clara County Line. $1,800,000.
-
High Priority Project #1092: Widen the Santa Maria River
Bridge on US 101 between Santa Barbara County and San Luis Obispo County.
$2,720,000.
-
High Priority Project #1335: Construct new interchange and
related road improvements on US 101 near Airport Blvd, Salinas. $1,936,000.
-
High Priority Project #1565: Interchange improvements at Rice
Avenue and US 101 in the City of Oxnard. $2,640,000.
-
High Priority Project #1955: Improvements to US 101 ramps
between Winnetka Ave. and Van Nuys Blvd. $320,000.
-
High Priority Project #2245: US 101 Corridor Improvements
— I-280 to the Capitol-Yerba Buena Interchange. $4,000,000.
-
High Priority Project #2606: Replace South Access to the
Golden Gate Bridge—Doyle Drive. Supplemental fundings ppears to be in HPP
#3808. $8,000,000.
-
High Priority Project #2701: Construct US 101
bicycle/pedestrian overpass at Millbrae Ave for the San Francisco Bay Trail.
$1,000,000.
-
High Priority Project #3062: Conduct environmental review of
proposed improvements related to the connection of Dumbarton Bridge to US 101.
$400,000.
-
High Priority Project #3099: Modify and reconfigure Kanan
Road interchange along US 101 in Agoura Hills. $4,000,000.
-
High Priority Project #3808: Replace South Access to the
Golden Gate Bridge—Doyle Drive. This appears to be additional funding in
HPP #2606. $6,000,000.
|
|
Between the intersection with Boronda Road and the intersection with the
San Benito-Monterey County line. Authorized by Senate Bill 155, Chapter 169, on
July 23, 1999.
The Golden Gate Bridge, per Senate Bill 988, Chapter 593, September 29,
2006.
Route 101 between Golden Gate Avenue and Lyon Street in the City and
County of San Francisco, per Senate Bill 1491, Chapter 121, July 10, 2008.
|
|
Historically, this route is close to the original "El Camino
Real" (The Kings Road). This route (from Route 5 to Route 82) has
officially been designated as "El Camino Real by Assembly Bill 1769,
Chapter 1569, in 1959. Note that there are other roads that are likely the
original El Camino Real, in particular, portions of Monterey Road from S
of Gilroy to downtown San Jose.
The I-5/I-10/Route 60/US 101 interchange, commonly referred to as the
East Los Angeles Interchange, is named the “Medal of Honor Recipient ,
Eugene A. Obregon, USMC, Memorial Interchange” (it was originally
named the “Marine Private First Class Eugene A. Obregon
Interchange”). This interchange was named in memory of Medal of Honor
Recipient Eugene A. Obregon, USMC. While serving as an ammunition carrier with
Golf Company, Third Battalion, Fifth Marine Regiment, First Marine Division
(Reinforced), during the Korean War, PFC Obregon was killed in action on
September 26, 1950. The machine-gun squad of Private Obregon was temporarily
pinned down by hostile fire; and during this time, he observed a fellow marine
fall wounded in the line of fire. Armed only with a pistol, Private Obregon
unhesitantly dashed from his cover position to the side of the fallen marine.
Firing his pistol with one hand as he ran, Private Obregon grasped his comrade
by the arm, and despite the great peril to himself, dragged the marine to the
side of the road. Still under enemy fire, Private Obregon was bandaging the
marine's wounds when hostile troops began approaching their position. Quickly
seizing the wounded marine's rifle, Private Obregon placed his own body as a
shield in front of the wounded marine and lay there firing accurately and
effectively into the approaching enemy troops until he, himself, was fatally
wounded by enemy machine-gun fire. By his courageous fighting spirit, and loyal
devotion to duty, Private Obregon enabled his fellow marines to rescue the
wounded marine. By fate and courage, Private Obregon is one of the valiant
Mexican Americans to receive the Congressional Medal of Honor, the nation's
highest military honor for bravery. Named by Senate Concurrent Resolution (SCR)
109, Resolution Chapter 66, on 6/26/2008.
The segment of US 101 from the Route 5/Route 10/Route 60/US 101 to the
"four-level" interchange (i.e., the Route 110/US 101 interchange) is named the
"Santa Ana Freeway". It was named by its location.
The interchange of the US 101, Route 134, and Route 170 freeways is
named the "Bruce T. Hinman Memorial Interchange." Officer Bruce T.
Hinman was on routine motorcycle patrol on Route 170 at US 101 when he stopped
to assist a disabled motorist. A drunk driver traveling at 60 m.p.h. along US
101 attempted to change routes by driving over a raised berm, then across the
freeway and onto the dirt shoulder where he crashed into the disabled vehicle.
The impact spun the disabled vehicle around, striking the motorist, who was
using the freeway call box, and knocking Officer Hinman to the ground. The car
came to rest with its rear wheels on top of the officer's chest, suffocating
him. Officer Hinman, 34, was placed on life support but died a week later. He
was a nine-year member of the CHP and was assigned to the West Valley Area
office directly after graduating from the Academy. CHP Officer Bruce Hinman, an
eight-year CHP veteran, was said to be the first officer in the 26-year history
of the patrol's West Valley station to die in the line of duty.
Officially, the segment of US-101 from Route 110 to Route 134 is named
the "Hollywood Freeway". The first segment of the Hollywood Freeway
opened in 1940 (as the Hollywood Expressway); the last segment opened in 1948.
As for the origin of the name Hollywood, many different stories can be found. A
popular explanation is that it was the name given by the wife of founder Horace
H. Wilcox who named it after the "Mass of the Holy Wood of the Cross" said by
Father Junipero Serra near the site. It may have also been a name borrowed from
one of the Hollywoods of the east.
The segment of US 101 from Route 110 to Route 2 is part of "Historic
Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter
52, in 1991.
The segment of US 101 from Route 134 to the northern end of the Ventura
County line is named the "Ventura Freeway". It was named a Senate
Concurrent Resolution in 1973. The first segment of the Ventura Freeway opened
in 1955; the last segment in 1974.
The portion of Route 101 from the top of the Conejo Grade to Lewis Road
in the City of Camarillo is named the "Adolfo Camarillo Memorial
Highway." Named in honor of Adolfo Camarillo, born in 1864 in what would
become Ventura County. In 1880, at 16 years of age, took over operations of the
10,000 acre Rancho Calleguas upon the death of his father Juan. Adolfo
Camarillo married Isabella Menchaca in 1888 and they moved into an adobe on the
ranch and subsequently raised five children. In 1890, Adolfo Camarillo planted
two rows of eucalyptus trees, with the help of two Chumash Indians, which
arched over what became Route 101 for many years. These trees were designated
as Ventura County Historical Landmark Number 3 on August 5, 1968, and were
identified as the Adolfo Camarillo Heritage Grove in the Negative Declaration
for the widening of Route 101 through Camarillo in 1980. In 1892, Adolfo
Camarillo constructed the Queen Anne Victorian Camarillo Ranch House, which is
visible to the north from Route 101 and was recommended for designation as a
California Point of Historical Interest by the State Office of Historical
Preservation on August 5, 2005, and was approved for that designation by the
State Director of Parks and Recreation on September 29, 2005. Adolfo Camarillo
graduated from the International Business College in Los Angeles in 1895 and
was a pioneer in raising lima beans, which became the major crop in Ventura
County during that time. He served as a member of the Board of Supervisors of
Ventura County from 1907 to 1915. He was a member of the Pleasant Valley School
District Board of Trustees for 56 years, serving as presiding officer for a
total of 23 years. Adolfo Camarillo donated property for the Southern Pacific
Railroad to be constructed through Camarillo in 1898 and this resulted in a
station being built that became known as "Camarillo," and the town site for
Camarillo was laid out that same year. He gave to the community by donating 50
acres of land for the first high school in Camarillo, which is named for him,
and granted land for the new Conejo Grade Route 101 project in 1937, enabling
the highway to be constructed across the entire width of the original Rancho
Calleguas from the Conejo Grade to the Union Pacific Railroad, formerly the
Southern Pacific Railroad, tracks adjacent to downtown Camarillo, He was a
leader in a number of organizations in Camarillo and California, including the
Ventura County Fair Board, the Camarillo Chamber of Commerce, Los Rancheros
Visitadores, and the California Lima Bean Growers Association. He was a
director of the California State Fair Board and of the Bank of A. Levy. He also
bred and raised a stable of Morgan-Arabian horses, now famously known as the
"Camarillo White Horses," which represented the community at many events,
including the Pasadena Rose Parades and the opening of the Oakland Bay Bridge
in 1936, and were ridden by him at many Los Rancheros Visitadores trail rides.
Adolfo Camarillo was known affectionately as "The Last Spanish Don" because he
cherished and preserved the Spanish traditions of early California. Named by
Assembly Concurrent Resolution (ACR) 116, Resolution Chapter 74, on
7/3/2008.
The portion of US 101 in the County of Ventura is named the
"Screaming Eagles Highway". Named in honor of the 101st Airborne
Division ("Screaming Eagles"). The 101st Airborne Division traces its lineage
to World War I with the formation of the 101st Division on July 23, 1918, and
subsequently has been involved in every major war that the United States has
participated in since then. It was instrumental in the success of the D-Day
Invasion, in the Operation Market Garden in Holland, in Bastogne for the Battle
of the Bulge, in Vietnam for Operation Nevada Eagle, and in many other
courageous missions worldwide. Named by Assembly Concurrent Resolution 54,
Chaptered 7/2/2003, Chapter 85.
Throughout Santa Barbara Country, this freeway is called the "El
Camino Real 101" Freeway.
Between Santa Barbara County and the San Jose area, it is simply named
"El Camino Real".
US 101 from mile marker 9.67 in Monterey County to mile marker 36.16 in
Santa Barbara has been formally submitted for inclusion in the
“National Purple Heart Trail”. The National Purple Heart Trail
was established in 1992 for the purpose of commemorating and honoring men and
women who have been wounded or killed in combat while serving in the United
States Armed Forces. It courses its way across the vast majority of the United
States. In 2001, pursuant to SCR 14, the Legislature designated portions of I-5
and I-80 as California's selections for inclusion in the National Purple Heart
Trail. In 2009, the state legislature found it was appropriate to designate
additional portions of the state highway system for inclusion in the National
Purple Heart Trail in order to honor the men and women who have been wounded or
killed in combat while serving in the United States Armed Forces. Named by
Assembly Concurrent Resolution (ACR) 12, Resolution Chapter 84, on
8/24/2009.
The portion of US 101 from the south edge of the Santa Maria River
Bridge to Santa Maria Way in Santa Barbara County is designated the
“Officer Loren D. Scruggs Memorial Highway.” This segment was
named in memory of CHP Officer Loren D. Scruggs. Officer Scruggs attended high
school and college in Santa Maria in Santa Barbara County, and, after joining
the CHP, served his entire career in that community. On April 23, 1971, Officer
Scruggs, at the age of 35 years, was killed in the line of duty near the
Betteravia Avenue offramp on US 101. He had stopped a vehicle for a
registration violation, but was approached by another driver who asked for
directions, and who subsequently pulled out a gun and shot Officer Scruggs, and
the killer fled but his body was later found with self-inflicted wounds. Named
by Senate Concurrent Resolution (SCR) 57, Resolution Chapter 38, on May 14,
2008.
The portion of US 101 from the Madonna Road exit in San Luis Obispo to
the Santa Barbara Road exit in South Atascadero is named the "Alex Madonna
Memorial Highway". This segment was named in honor of Alex Madonna. Alex
Madonna was a San Luis Obispo native, born in 1918 in a house that was on
property that is now a part of Camp San Luis Obispo. He lived with his mother
and older sister near the Mission San Luis Obispo, and graduated from San Luis
Obispo High School in 1937. While still in high school, Madonna started a
construction company with a Model T Ford truck and a pick and shovel. This
construction company built the San Luis County Regional Airport; completed work
on many projects involving the construction of US 101 within the County of San
Luis Obispo (included grading and plant mixed surfacing of Route 101 from one
mile south of Templeton to Paso Robles, construction of five bridges and
pedestrian undercrossings on Route 101 from 1.5 miles west of Santa Margarita
to Atascadero, resurfacing and installing pavement markers on Route 101 from
the Vineyard Drive Overcrossing to the South Paso Robles Overhead, and ramp
repair on Route 101 at Atascadero Creek); building a good portion of Route 101
from Salinas to Buellton; repaving portions of Route 1, Route 41, and Route 46;
consutruction of the final stretch of I-5; and construciton of a bridge on
Route 58 and Route 166. Alex Madonna also was responsible for opening the world
famous Madonna Inn in San Luis Obispo in 1958. Named by Assembly Concurrent
Resolution (ACR) 97, Resolution Chapter 83, on 07/11/2006.
The portion of US 101 between Spring Street in Paso Robles and Santa
Barbara Road in Atascadero in San Luis Obispo County is named the "Vernon L.
Sturgeon Memorial Highway" It was named in honor of Vernon L. Sturgeon.
Although born in Chandler, Arizona, he attended schools in Paso Robles and
followed in his father's footsteps as a milk distributor in San Luis Obispo
County for 20 years. Sturgeon served on the Paso Robles City Council for eight
years and as the Mayor of the City of Paso Robles for three years. He was
elected to the State Senate for Senate District 29 in 1961, and served in the
Legislature until 1966, when that district was reapportioned. At that time, he
became a key advisor to Governor Ronald Reagan, serving as the Governor's
Legislative Liaison Officer, starting in 1967, and also serving as Chief Deputy
Director of the Department of Public Works. He was appointed by Governor Reagan
to the Public Utilities Commission in 1969, and was later reappointed by
Governor Jerry Brown, making him one of the few people to be appointed to the
same position by both governors. He served on the commission until 1979, which
included a three year term as president of the commission. In has various
capacities, he played a significant role in securing the temporary site for the
original Cuesta College, and was instrumental in securing funds for a number of
projects and California Polytechnic University, San Luis Obispo. Also, through
his efforts, the library at Hearst Castle was made available to University of
California students for research. He also carried the appropriations bill in
the Senate for funding the construction of Route 46 from Paso Robles to the
coast in San Luis Obispo County. Named by Senate Concurrent Resolution (SCR)
72, Resolution Chapter 96, on 8/15/2006.
The section of US 101 in Salinas is the "Veterans Memorial
Highway". Named by Assembly Concurrent Resolution No. 133, Chapter 103, in
1994.
The portion of Route 101 north of Chualar between Payson Street and
Esperanza Road in Monterey County is named the Caltrans Highway Maintenance
Lead Worker Michael (Flea) Feliciano Memorial Highway. This segment was
named in memory of Michael (Flea) Feliciano, who was born on January 25, 1949,
in Monterey, California. He graduated from Pacific Grove High School and
Monterey Peninsula College where he majored in Police Science. He played
varsity baseball all four years in high school, was the first athlete at
Pacific Grove High School to receive All Mission Trail Athletic League three
years in a row as a varsity pitcher, and played as a semi-pro baseball pitcher
from 1967 to 1976. He worked for 14 years for the City of Seaside Parks
Department and was responsible for all irrigation of parks, islands, and
medians; and also worked for the Fort Ord Golf Course and the Garnerville
Ranchos District. In 2004, Michael (Flea) Feliciano was the District 5
Maintenance Lead Worker of, and an eleven year employee with, the Department of
Transportation (Caltrans). He was a state-certified water auditor, a member of
the Northern California Turf Council, and a member of the National Crisis
Prevention Institute. On February 25, 2004, Michael (Flea) Feliciano's crew was
returning to the maintenance yard in Salinas after closing a lane due to storm
flooding on Route 101 when an errant driver crossed the highway median and
slammed into the truck Michael (Flea) Feliciano was driving, killing Michael
(Flea) Feliciano. Michael (Flea) Feliciano was the 159th Caltrans worker to be
killed in the line of duty since 1924. Named by Senate Concurrent Resolution
(SCR) 120, Resolution Chapter 141, on 9/8/2006.
The section from Route 82 in San Jose to I-80 in San Francisco is named
the "Bayshore" Freeway. It was named by its location. One map shows it
as the "South Valley" Freeway in Santa Clara County (between Route 82
and Monterey Street), but that seems not to be a name recognized by Caltrans.
Route 101 between Ralston Avenue in Belmont and Route 92 is named the
"Civilian Women Volunteers All Wars Memorial Freeway". It was named in
honor of the civilian women volunteers that have run recreation centers and
libraries on military institutions, taught in hospitals and schools, provided
health care, and run orphanages. in a large number of wars. Named by Assembly
Concurrent Resolution No. 83, Chapter 36, approved March 15, 2000.
The section between US 101 near Brisbane and US 101 in San Francisco was
at one time called the "Hunters Point Freeway". This route was adopted
in late 1963. It was named by location.
The hill on Route 101 between Greenbrae and San Rafael is called
"California Park Hill". California Park was housing development begun
about 1910 in this area.
The curve on Route 101 in San Francisco just north of Army Street to
just south of Vermont Street is named "Hospital Curve", because the
highway runs behind San Francisco General Hospital.
Route 101 through Morgan Hill is also named the "Sig Sanchez
Highway". Sig Sanchez was a San Jose Councilman. During his tenure as mayor
and as a county supervisor, the passion and perseverance of Sig Sanchez
overcame several obstacles so as to allow the building of the Morgan Hill
Bypass on Route 101 in the County of Santa Clara. Named by Senate Concurrent
Resolution 46, Chapt. 1994 in 1994.
Route 101 in San Mateo County between the Santa Clara County line and
the Ralston Avenue exit is named the Military Servicewomen's Memorial
Highway. It was named in recognition of the contribution made by our
country's women in the defense of the United States. Named by Assembly
Concurrent Resolution 171, Chapt. 154, September 1, 1998.
Route 101 between the San Franciso International Airport and the
Broadway-Burlingam Exit is named the "Officer Dave Chetcuti Memorial
Highway". Millbrae Police Officer Dave Chetcuti, 43, became the first
officer from that city's police department to be killed in the line of duty,
April 25, 1998. It was named by Senate Concurrent Resolution 97, Chapter 158 in
1998.
Route 101 in San Francisco from the San Mateo County line and the
junction of I-80 is named the "James Lick Freeway". It was named by
Assembly Concurrent Resolution 37, Chapter 122 in 1951. 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.
From Route 80 in San Francisco until the freeway portion ends, it is
named the "Central Skyway" or "Central Freeway".
The segment from Route 1 to Waldo Point is named the "Golden Gate
Bridge Freeway". It was named by Senate Concurrent Resolution 11, Chapter
39 in 1954. The name comes from the fact that the route crosses the Golden Gate
Bridge. The bridge, in turn, was named after the straight, which was named by
Frémont in 1846 in analogy to the Golden Horn in Europe. He chose the
name because he foresaw the day when riches of the Orient would flow through
the gate, but he could not forsee that the discovery of gold in a few years
would give the name new significance.
Historically, this entire route was called the "Coast Highway".
|
|
Colloquially, the intersection of US 101 and Route 110 is called the
"Four Level Interchange". Plans for it were unveiled in 1947 and it was
constructed and open to traffic by 1949 or 1953-54, depending on who you
believe. (SCAQMD and Library of Congress say 1949; Caltrans' own website says
1953; a historian at USC has material on the Web that says 1954). According to
the Automobile
Club, by the early 1950s the uppermost roadway was open for traffic on the
Hollywood Freeway. The connections to the Harbor/Pasadena Freeway were
completed a year later. This was the world's first four-level interchange. The
Four Level itself has been recognized as a historic resource in its own right
for some time. This has resulted in ill-advised cosmetic modifications, such as
a cast-concrete bridge rail installed because it was considered to look
"historic" (in fact the Four Level opened with very modern-looking steel bridge
rails), as shown in the famous 1954 photo Caltrans Public Affairs has put
online.
At the South Ventu Park Road exit in Newbury Park is the "Stagecoach
Inn Historial Plaque". This marks the original location of the historic
Stagecoach Inn.
Bridge 52-241 over the Ventura River in Ventura county is named the
"Senator James J. McBride Memorial Bridge". It was built in 1962, and
named by Senate Concurrent Resolution 9, Chapter 18, in the same year. State
Senator James F. McBride served the people of Ventura County in the California
Assembly and Senate from 1933 to 1961.
Tunnel 51-172R in Santa Barbara county is named the "Gaviota Gorge
Tunnel". It was built in 1953.
Bridge 44-053, the Lime Creek Bridge in Monterey County, is named
the "Harvey Robert Huss Memorial Bridge". It was built in 1975, and
named by Assembly Concurrent Resolution 59. Harvey Robert Huss, Caltrans
maintenance worker, lost his life on February 11, 1973 while attempting to
rescue to occupants of a car threatened by a mudslide on Route 1 near Big Sur.
Mr. Huss was posthumously awarded the Medal of Valor, California's highest
civilian award for heroism.
Bridge 44-177, over the Salinas River in Monterey county, is named the
"Skinner-Serrano Memorial Bridge". It was built in 1971, and named by
Assembly Concurrent Resolution 105, Chapter 37, in 1992. United States Army
Cpl. Rodolfo Carillo "Rudy" Serrano, 21, was killed in action in Dinh Tuong
Province, South Vietnam, on April 1, 1968. United States Marine Corp PFC Walter
Francis Skinner, 19, was killed in action in Quang Tri Province, South Vietnam,
on February 25, 1968.
The intersection of Route 85 and US 101 in San Jose is named the
Michael Evanhoe Interchange. It was named in honor of Michael Evanhoe,
who served between 1995 and 2004 as the chief development officer responsible
for the planning, programming, project development, marketing, and congestion
management functions for the Santa Clara Valley Transportation Authority (VTA)
in the County of Santa Clara. In that position, Mr. Evanhoe managed the $700
million VTA highway program, and was responsible for long-range transportation
planning and programming for VTA, working to address and set the VTA's
priorities for discretionary state and federal transportation funds. Mr.
Evanhoe worked in the field of transportation since 1965, initially with the
Caltrans in its Sacramento, Marysville, and San Francisco offices from 1965 to
1974, and later serving as Assistant Secretary for Transportation in the
Business, Transportation and Housing Agency from 1975 to 1978 and Executive
Director of the California Transportation Commission from 1978 to 1984. He
joined the Sunset Development Company in San Ramon in 1984 and served as Vice
President of Operations until 1988, was later appointed as Executive Director
of the Golden Triangle Task Force in Santa Clara County from 1988 to 1990, and
was subsequently appointed as the Executive Director of the Congestion
Management Agency of Santa Clara County in 1990, serving in the latter position
until the agency merged with the Santa Clara County Transit District in 1994 to
form the VTA. Over the years, Mr. Evanhoe has gained the respect and admiration
of elected officials, staff, and business leaders by getting the job done,
maintaining a positive work environment, taking on new challenges, and working
collaboratively with others. He had substantial responsibilities for
construction of the Route 85/US 101 interchange and the widening of US 101.
Named by Assembly Concurrent Resolution 152, chaptered September 1, 2004.
Resolution Chapter 175.
Bridge 35-252 on US 101, the Route 92/Route 101 Interchange in San
Mateo, is named the "Harold "Bizz" Johnson" Interchange. Congressman
Harold T. "Bizz" Johnson, state Senator from 1949 to 1958, who served in the
House of Representatives from 1958-1980, was instrumental in helping establish
the Rails-to-Trails program. He also promoted water development projects and
sided with consumer-owned electric utilities against the economic and political
clout of big investor-owned systems like Pacific Gas and Electric Co. He also
successfully broadened language in the Surface Transportation Assistance Act to
allow bridges over highways, railroads and other physical features to qualify
for funding under the Act's bridge replacement provisions. It was built in
1971, and was named by Senate Concurrent Resolution 42, Chapt. 155 in 1985.
Bridge 35-232 is also named the "Leslie Charlene Curtis Memorial
Bridge". This name was assigned by Assembly Concurrent Resolution 84,
Chapter 129, in 1985. Leslie Charlene Curtis, 19, was killed in 1985 by a drunk
driver at the then notoriously unsafe intersection of South Norfolk and Route
92.
This route also has the following Safety Roadside Rest Areas:
- Gaviota, in Santa Barbara County, at the S end of the Gaviota
Tunnel.
- Camp Roberts, in Monterey County, 8.5 mi N of San Miguel.
|
|
 This route is part of the De Anza
National Historic Trail.
 This portion of this route from Route 110/Figueroa Blvd to
Route 2 (Santa Monica Blvd) was part of the "Arrowhead Trail (Ocean to Ocean
Trail)". It was named by Resolution Chapter 369 in 1925.
 This portion of this route from Route 110/Figueroa Blvd to
Route 2 (Santa Monica Blvd) was part of the "National Old Trails Road".
This portion of this route from Route 110/Figueroa Blvd to
Route 2 (Santa Monica Blvd) was part of the "New Santa Fe Trail".
  This portion of this route from Route
110/Figueroa Blvd to Route 2 (Santa Monica Blvd) appears to have been part of
the "National Park to Park Highway", and the "Pikes Peak Ocean to
Ocean Highway".
  This route appears to have been part of the
"Pacific Highway". It also appears parts of the original route were part
of the "Lone Star Trail".
|
|
- Los Angeles: Ventura Blvd (formerly signed, now deprecated as a
business route)
- Ventura: Main Street
- Salinas: Boronda Road east to Main Street; Main Street south to
Salinas Street; Salinas Street south into John Street (Route 68) east; John
Street (Route 68) east to Abbott Street; Abbott Street south near Spreckels and
to the half-interchange/half at-grade with the US 101 expressway near the Gould
Road at-grade
- Gonzales: Alta Street
- Soledad: Front Street
- Greenfield: El Camino Real
- King City: First Street, Broadway
- Atascadero: Traffic Way, El Camino Real.
- Santa Maria: Route 135 south to Santa Maria Way, and Santa Maria Way
east back to US 101
- San Luis Obispo: Marsh Street. This shares signage with Route 1.
Portions may be on Monterey Street.
- Paso Robles: Spring Street
- Pismo Beach/Grover Beach: Price Street
- Arroyo Grande: Traffic Way. This is wrong-way multiplexed with Route
227 at its end.
- Gilroy to Morgan Hill: Monterey Highway (some of this is former
business route).
|
|
Christopher G. Williams, Southbound US 101 @ Blackie Road in
Prunedale, CA. The accident was 6/10/98 and the sign actually went up the
first year the assembly bill was adopted (2001). Chris was killed on his Harley
Davidson motorcycle by a hit and run drunk driver on the evening of Salinas'
Big Hat Barbeque (kickoff to the California Rodeo in Salinas, CA) and the
driver was later apprehended in Santa Cruz County. The driver was eventually
sentenced to 11 years, 8 months in prison and has since been released after
serving 5 years. Chris was the father of 3 children. Chris was a generous, fun,
caring, loving father, brother and friend. He was 36 years old and worked for
Pacific Bell in San Jose and commuted to and from Salinas daily and would not
hesitate to stop and help a driver on the side of the road. He worked hard for
his family and loved life. His three young children were the most important
things in his life and after the accident the kids were split up and their
lives have been a challenge without their father.
(Information provided by Laurie R. Moreno, Chris's sister)
|
|
[SHC 263.6] From Route 27 (Topanga Canyon Boulevard) to Route 46 near
Paso Robles; and from Route 156 near Prunedale northeasterly to Route 156.
|
|
[SHC 253.5] From Route 5 near Seventh Street in Los Angeles to near Fell
Street in San Francisco; signed as US Highway. Added to the Freeway and
Expressway system in 1959.
|
|
The portion from Route 5 to the Route 10 interchange was to have been
designated I-105; this was deleted as chargeable interstate in August 1965. The
entire length of this portion of US101 was submitted for inclusion in the
interstate system in 1945; it was not accepted.
|
|
In San Mateo County, a HOV lane runs (in both directions) from Whipple
Avenue to the Santa Clara county line, for a length of 6.6 mi. This was opened
in July 1991. It requires two or more occupants, and operates on weekdays
during the following hours: 5:00-9:00AM, 3:00-7:00PM.
In Santa Clara County, a HOV lane runs (both directions) from the San
Mateo county line to the vicinity of Bernal Road, for a length of approximately
25 miles. The portion between the San Mateo County Line and Guadalupe Parkway
was opened in November 1986 and extended twice in 1988; the portion between
Guadalupe Parkway and Route 280 was opened in April 1993; and the portion
between Route 280 and Bernal Road was opened in June 1990. All require two or
more occupants, and operate on weekdays during the following hours:
5:00-9:00AM, 3:00-7:00PM.
With respect to usage: A 2001 Caltrans survey showed that use of the HOV
lane in the San Francisco Bay Area fell from 14,110 vehicles in 1996 to 9,093
in 2001. During the busiest hour of the morning, more than 1,500 cars used the
HOV lane, which is about the same number of cars as in each non-carpool lane.
Note that the 2001 survey showed that US 101 has the distinction of the slowest
speed for carpoolers at 28 mph during the afternoon.
There are plans to add a reversible HOV lane through San Rafael from Sir
Francis Drake Blvd to N San Pedro Road in Marin County. This is TCRP Project
#17, requested by the Marin Congestion Management Agency together with
Caltrans. In August 2005, this was amended to be two HOV lanes, instead of a
single reversable lane.
There also appear to be plans to address the HOV gap between south of
the Coleman School Pedestrian Overcrossing to North San Pedro Road
Undercrossing.
|
|
|
-
From a point in Marin County opposite San Francisco to the Oregon state
line via Crescent City.
|
The definition of this segment remains unchanged from 1963, other than
it changing from (c) to (b).
Portions of this route are now Route 254, as surface routings have been
replaced by freeway. Another "old US 101" segment is present-day Route 271. It
also appears that State Street in the Ukiah, Calpella, and Redwood Valley areas
is a former segment of US 101, in particular, the segment from Route 253 to
downtown Calpella.
|
|
N of San Francisco, US 101 (which was signed since the mid-1930s) was
LRN 1, defined in 1909, N to 5 mi NE of Crescent City. It was LRN 71, defined
in 1919, from this point (the junction with US 199) to the Oregon border.
Chris Sampang observes that there are quite a few surface streets that
are likely old US 101 routings, having been bypassed when the freeway N of
Willits was completed. He identifies these as:
- Garberville and Redway: Redwood Drive
- Sylvandale to Pepperwood: Avenue of the Giants/Route 254
- Scotia: Main Street
- Rio Dell: Wildwood Avenue. At one time, US 101 was on Pacific
Avenue.
- Alton: Old State Highway (found near the Route 36 junction)
- Fortuna: Fortuna Blvd and Main Street
- Worswick to Beatrice: Route 211 from Worswick to Fernbridge,
Eel River Drive from Fernbridge to Beatrice, Old State Highway south of Loleta.
Eel River Drive. Tompkins Hill Road north of Beatrice may also be old US 101,
US 101 here follows the railroad and that makes more sense.
- Spruce Point: Broadway Street, now known as South
Broadway.
- Eureka: Broadway, 5th (NB) and 4th (SB)
Streets.
- Arcata: G Street
- McKinleyville to Clam Beach: Central Avenue
- Clam Beach: Clam Beach Drive
- Moonstone to Trinidad: Scenic Drive.
- Trindad to Patricks Point: Patricks Point Drive, maybe Old
Stagecoach Road
- Big Lagoon: Roundhouse Creek Road, Oceanview Drive, A Street,
Redwood Highway, later seemingly rerouted to Roundhouse Creek Road and Lynda
Lane (it is unclear if the Redwood Highway here was actually connected to US
101)
- North of Big Lagoon: There's a routing (unnamed) that appears
to go through some state park
- Dry Lagoon: Old State Highway, which takes a routing to the
east of Dry Lagoon.
- Exit 753 north to Exit 765: Old Highway 101, paralleling
Prarie Creek on a straighter alignment than the current freeway; part of it (at
the junction with Red Park Road in the Prarie Creek Redwoods near the
Humboldt/Del Norte county line) is named Redwood Highway.
- Klamath: Klamath Mill Road and Klamath Avenue
- Crescent City: If US199 actually ended in the city itself,
then Parkway Drive would be an old routing of US 199 at first, and then
possibly a pre-freeway version of US 101 after US 199 was made to end north of
Crescent City. One possible pre-freeway (but post-US 199 move out of Crescent
City itself, if US 199 had ever been there) route is Railroad Avenue and
Wonderstump Avenue; another longer one is the route from Crescent City to Smith
River via Northcrest Drive, Lake Earl Drive to Tryon Corner, and then Fred D.
Haight Drive from Tryon Corner to Smith River. West First Street and Oceanview
Drive north to near the Oregon stateline might also be a part of a
pre-expressway route. (A second Oceanview Drive begins across the Oregon state
line 3/4 mile north of the border eventually meeting up with 101 in Brookings;
this name might've been one continous route pre-expressway.)
Note also that in Cloverdale, part of Cloverdale Blvd was likely part of
US 101, and was cosigned with Route 128.
|
|
In September 2009, the CTC approved for future consideration of funding
a project in Marin and Sonoma Counties that will construct a northbound high
occupancy vehicle lane from Route 37 to Atherton Avenue and a southbound HOV
lane from Route 37 to Rowland Boulevard; construct a southerly interchange at
San Antonio Road and Route 101, including frontage roads with
pedestrian/bicycle facility; replace the bridge over San Antonio Creek and
realign the roadway curve; construct an interchange at Petaluma Boulevard
including frontage roads with pedestrian/bicycle facility; and construct
roadway improvements in the cities of Novato and Petaluma. The project is fully
funded using Corridor Mobility Improvement Account, Traffic Congestion Relief
Program, State Transportation Improvement Program, federal and local funds for
$274,000,000, capital and support. The scope as described for the preferred
alternative is consistent with the project scope set forth in the approved
project baseline agreement. Construction is estimated to begin in Fiscal Year
2010-11.
For Marin/Sonoma Counties, in 2007, the CTC considered a number of
requests for funding from the Corridor Mobility Improvement Account (CMIA). Two
requests were funded: Marin-Sonoma Narrows Seg. A (Novato) ($82.4M), and
construction of aux. lane from WB I-580 to NB US 101 ($20M) in Marin County.
Requests to add HOV lanes from Wilfred Av to Santa Rosa Av in Sonoma County,
adding HOV lanes from Railroad Av to Rohnert Park Expwy in Sonoma County,
adding HOV lanes from Steele to Windsor River (North Ph A) in Sonoma County,
the Marin-Sonoma Narrows Seg. B (Novato-Petaluma) in Marin/Sonoma County, and
adding HOV lanes near Airport and operational improvements (North Ph B) in
Sonoma County were not recommended for funding. The funding plan was updated in
December 2007. The funding plan was modified again in February 2009.
![[Rohnert Park]](maps/101-rohnertpk.jpg) In June 2008, the CTC approved
amending the scope of the Sonoma 101 Central – Phase A CMIA project by
adding an additional 1.3 miles of High Occupancy Vehicle (HOV) lanes using
$8,000,000 in local funds. The proposed amended project would be a combination
of the CMIA approved Central - Phase A project with the Central - Cotati Grade
project (a portion of the original Central – Phase B project). The
proposed amended project would complete 5.0 miles (of 6.4 miles planned) of the
Central HOV project from Pepper Road in Petaluma to Rohnert Park Expressway in
Rohnert Park. The remainder of the Central- Phase B project would be
constructed at a future date when funding becomes available. The full Central
HOV lane project proposes widening Route 101 from four to six lanes in Sonoma
County. The project is 6.4 miles long extending from Old Redwood Highway in
Petaluma to Rohnert Park Expressway in Rohnert Park. The new lanes are part of
the Highway 101 Corridor Management Plan that will provide for continuous HOV
lanes from just north of the Golden Gate Bridge in Marin County to Windsor
River Road north of the city of Windsor in Sonoma County. The Central HOV
project also upgrades the highway to current standards, adds auxiliary lanes,
and provides Intelligent Transportation System elements, such as changeable
message signs, vehicle detection systems, ramp metering systems and stations,
advisory variable speed signs, and communication network links. To reflect
funding constraints and potential delivery challenges associated with a slide
area on southern end of the Cotati Grade, the Central HOV project was segmented
into Phase A and Phase B prior to the time of CMIA program adoption. Central
– Phase A was included in the adopted CMIA program, Central - Phase B was
not. The Central – Phase A project proposes to complete the northern 3.7
miles of the full Central HOV project from Railroad Avenue in Cotati to Rohnert
Park Expressway in Rohnert Park and is fully funded and on schedule to begin
construction in July 2009. The median section of the Cotati Grade is wide
enough to provide for the two additional lanes, standard outside shoulders, and
six foot inside shoulders.
In March 2009, the CTC again amended the STIP regarding the widening of
Route 101 from a four to a six-lane highway with the addition of High Occupancy
Vehicle (HOV) lanes between north of Pepper Road to the Rohnert Park
Expressway. Caltarns and the SCTA proposed to transfer $2,947,000 in RIP shares
from R/W capital to construction ($1,747,000) and construction support
($1,200,000). A corresponding amount of local Measure M funds will be
transferred from construction and construction support to R/W capital. The
amount of $3,000 RIP will remain in R/W capital to cover previous expenditures.
There is no change to the total project cost and the project scope remains
consistent with the amended baseline approved in June 2008. The purpose of this
amendment was to consolidate R/W capital to one funding source. Existing R/W
capital has both STIP and Measure M, and this amendment will result in R/W
capital being fully funded by Measure M (with the exception of $3,000 in prior
expenditures). Given the State's fiscal environment, this amendment will
provide fund flexibility and will simplify the accounting of only one funding
source for R/W capital.
In August 2009, the CTC adjusted funding and schedule for the Sonoma
Narrows project.
In February 2009, the CTC approved a project on US 101 involving the
construction roadway improvements including reconstructing and widening the
East Washington Street/US 101 interchange in Petaluma.
In January 2009, the CTC approved for future consideration of funding
roadway improvements that include the construction of an additional high
occupancy vehicle (HOV) lane in each direction between Old Redwood Highway and
the Rohnert Park Expressway in the cities of Petaluma, Cotati and Rohnert Park.
The project will construct roadway improvements to a 6.4 mile long section of
Route 101 in Sonoma County. The improvements will include the construction of
an additional HOV lane in each direction. The additional lanes will be
constructed in the existing median. The project is programmed with corridor
mobility improvement account funds, state transportation improvement program
funds, and local funds. The total estimated project cost, capital and support,
is $118,250,000. Construction is estimated to begin in Fiscal Year 2009-10. The
scope, as described for the preferred alternative, is consistent with the
project scope set forth in the approved project baseline agreement.
![[Santa Rosa]](maps/101-santarosa.jpg) In December 2008, the CTC
approved for future consideration of funding a project in Sonoma County that
would widen the existing four-lane route to six lanes between the Steele Lane
interchange and the Windsor River Road interchange in the unincorporated
community of Windsor. The project is fully funded in the 2008 State
Transportation Improvement Program (STIP). The project is programmed with
Corridor Mobility Improvement Account, local, and federal funds. The cost of
the project is $120,260,000. The scope, as described for the preferred
alternative, is consistent with the project scope set forth in the approved
project baseline agreement. Construction of the project impacts aquatic habitat
of steelhead, coho, and shinook salmon, which are federally-listed species; and
western pond turtle, northwestern pond turtle, northern red-legged frog, and
foothill yellow-legged frog, which are state species of concern. Additionally
loss of mature vegetation and redwood trees, permanent impacts to waters of the
U.S., and the public controversy regarding the project resulted in an
environmental impact report being completed for this project. Due to mitigation
such as revegetation, tree replacement, aesthetic design treatments, riparian
and aquatic habitat restoration, and relocation of identified turtle and frog
species encountered during surveys, impacts were determined to be less than
significant.
In March 2007, the CTC considered relinquishment of right of way on US
101 in the city of Rohnert Park, at Rohnert Park Expressway, consisting of
reconstructed city street. The City of Rohnert Park, by cooperative agreement
dated March 9, 1999, waived the 90-day notice requirement and agreed to accept
title upon relinquishment by the State.
 In June 2007, the CTC considered
a resolution to authorized roadway improvements in Rohnert Park. This project
is fully funded in the 2006 State Transportation Improvement Program and
Corridor Mobility Improvement Account Program. The total estimated project cost
is $86,300,000. Construction is estimated to begin in FY 2007-08. AThe project
will involve construction activities in the environmentally sensitive habitat
of the California tiger salamander. In addition, the project will also remove
150 mature redwood trees.
There are a number of projects under consideration for this route:
-
![[Willits Map]](maps/willits2.jpg) Willits Bypass (US
101/Route 20). There are several alternatives under consideration here, most of
them bypassing the city on the east, one on the west. This would be a new
four-lane freeway on a new alignment near Willits; the EIR is currently in
circulation. [July 2002 CTC Agenda; 2.2b.(1)]. Additional details on this
bypass can be found on the
Caltrans Willits
Bypass Page. The recommended route is LT, which will leave current US 101
at the Upper Haehl Creek interchange, and rejoin current US 101 at the Quail
Meadows Interchange.
As part of the Corridor Mobility Improvement Account (CMIA) program,
the Willits Bypass was submitted for $177M in funding, but this funding request
was not funded.
A negative environmental impact declaration was received in July
2007
 In February 2008,
a route was adopted for the Willits Bypass. As part of this, a portion of
former Route 101 will be designated as Route 20 (and may require legislation to
make the route contiguous). As shown in the map to the right, the open dashed
line is the freeway alignment adopted in 1968 that is being rescinded. The
solid heavy line is the new alignment. The heavy solid dashed line is the 1968
freeway alignment being retained. The project proposes to construct a four-lane
freeway bypass with full access control, two interchanges, and three grade
separations east of Willits. The freeway will depart from existing Route 101
approximately 0.3 miles south of the Haehl Overhead and will end approximately
1.8 miles south of Reynolds Highway along the existing Route 101 alignment just
south of the at-grade rail crossing of the Northwestern Pacific Railway. The
bypass will provide access to Willits and Fort Bragg at interchanges toward the
north and south ends of the project. Frontage roads and driveways to local
roads will be constructed as needed to provide access to landlocked parcels. A
portion of the January 11, 1963 freeway route adoption will be rescinded as
part of this proposed freeway route adoption as shown on the route location
map. The proposed freeway route adoption will link the portions of the January
11, 1963 route adoption remaining in effect. The Department recommended
redesignating a portion of existing Route 101 to Route 20 from 0.3 miles south
of Haehl Overhead to existing Route 101/ Route 20 junction, in town as Route 20
in order to provide a link from Route 20 to Route 101 on its new alignment.
Relinquishment of the existing Route 101 from Route 20, in town, to near the
north end of the bypass would occur after project construction. Relinquishment
would transfer the State’s right of way, title, and interest of a section
of Route 101 to the City of Willits and to Mendocino County.
The Willits Bypass dates back to 1962. A project report recommending
construction of a four-lane freeway facility on Route 101, to bypass the City
of Willits, was approved in 1962. As a result of this Report, a bypass route
was adopted by the California Highway Commission on January 11, 1963. In 1969,
improvements to Route 101 were made. A segment of freeway south of Willits was
constructed and right of way was acquired. Due to funding shortfalls and a
shift in transportation philosophies, further development of the bypass project
stopped. In 1987, the Commission directed the Department to re-evaluate the
adopted route and to consider other alternatives to satisfy the “new”
required environmental process. In 1988, a Project Study Report (PSR)
investigating the feasibility of constructing a four-lane freeway bypass around
Willits was approved. This approved PSR authorized environmental studies to be
completed. During the course of the studies, the Department investigated a wide
range of alternatives. In the 1992 State Transportation Improvement Program
(STIP), the Commission partially funded the Willits Bypass project, programming
$60.5 million for construction and $9 million for right of way. Engineering and
environmental studies continued on the many alternatives under consideration
through 1994, but due to funding shortages and resource redirection, by 1995,
progress halted. With a new route adoption, construction should proceed. It is
interesting to note that there are five signalized intersections on the
existing alignment within the project limits, the only signalized intersections
on Route 101 between San Francisco and Eureka.
-
Laytonville Bypass (US 101).
-
Hopland Bypass (US 101).
-
Marin-Sonoma Narrows Project. This project proposes freeway,
High Occupancy Vehicle (HOV) improvements, and pedestrian/bicycle improvements
to the US 101 corridor. Running 17-miles in length, it begins south of the
Route 37 interchange in the City of Novato (Marin County), continues through
the narrower non-freeway portion of US 101 between Novato and Petaluma known
locally as the "Novato Narrows", and ends south of the Old Redwood Highway in
the City of Petaluma (Sonoma County). For more information, see
http://www.dot.ca.gov/dist4/projects.htm.
![[Map]](maps/101-tcrp-18.jpg) In April 2006, the
CTC considered approval of the a TCRP project application amendment for
$15,400,000 in new TCRP funding for Project #18 – Route 101, which will
widen eight miles of freeway to six lanes from Novato to Petaluma (Novato
Narrows) in Marin and Sonoma Counties. The goal of the application was to
program $600,000 in TCRP funds for Plans, Specifications, and Estimates
(PS&E); program $1,000,000 in TCRP funds for Right of Way (R/W); program
$13,800,000 in TCRP funds for Construction; and update the project schedule and
funding plan. The overall project is to construct an HOV lane in both the
northbound and southbound directions of Route 101 from Route 37 in Novato to
the Old Redwood Highway in Petaluma. The project will convert the section from
north of Atherton Avenue to Route 116 from a fourlane expressway to a six-lane
freeway. In addition, the project includes provisions for interchanges,
extension of frontage roads, and bicycle and pedestrian facilities. East
Washington Street Interchange improvements on Route 101 are part of the overall
project. The existing northbound off-ramp does not have enough storage capacity
to handle the traffic. Therefore, traffic is stored on the mainline causing
congestion in the northbound direction. The existing southbound on-ramp does
not have standard geometrics and enough tapering to allow for traffic to merge
into the mainline, creating congestion in the southbound direction. The goal is
to have the improvements to the off- and on-ramps be compatible with the future
HOV lane project. However, as of 2007, environmental studies and preliminary
engineering have been delayed due to the inability to hire consultants to
complete the technical studies. Complicating this is the requirement of the
United States Fish and Wildlife Services (USFWS) for additional surveys to
determine the impacts on the Red Legged Frog within the project limits. As of
April 2007, the estimated completion dates are: Phase 1: FY 2008/2009; Phase 2:
FY 2007/2008; Phase 3: FY 2007/2008.
This was updated in September 2007, with a approved resolution to
redistribute $10,900,000 from Construction to PS&E, and designate two
sub-projects: TCRP Project #18.1 – Route 101, East Washington Interchange
and receive transfer $1,600,000 in TCRP funds from Project #18; and TCRP
Project #18.2 – Route 101, San Antonio Curve Correction and to receive
transfer of $2,900,000 in TCRP funds from TCRP Project #18.
In January 2008, this project was updated to be consistent with CMIA
funding.
In May 2008, increased construction costs led to reduction in scope
and division of the project. The CMIA element (PPNO A0360F) constitutes only a
portion of the overall Marin-Sonoma Narrows (“Narrows”) project. The
scope of the overall Narrows project (mostly unfunded) extends 16 miles from
Route 37 in Marin County to north of the Corona Overcrossing in Petaluma
(Sonoma County). It includes the addition of HOV lanes, and the construction of
interchanges, frontage roads and other pedestrian facilities. It also includes
the installation of traffic operation system (TOS) elements such as monitoring
stations and ramp metering on the mainline and ramps. The May 2008 reduced the
HOV lane limits in the southbound direction by one mile in order to fully fund
the construction of the San Antonio Road Interchange. Constructing the San
Antonio Interchange now will significantly reduce the number of left and right
turn access points in the corridor, allowing effective management of the
freeway traffic. This will provide significant benefits in the form of reduced
recurrent and non-recurrent congestion. In addition, the construction of this
new interchange positions the corridor for the future addition of an HOV lane
in each direction. The amendment also divides the project into three
portions:
-
 PPNO 0360F - $77.3 Million -
Highway 101 Marin-Sonoma Narrows (MSN) – HOV lane (Contract A1) This
contract constructs a NB HOV lane from Route 37 to Atherton Avenue and a SB HOV
lane from Route 37 to Rowland Boulevard. Completion of this project would
extend the existing HOV lane system north of Route 37. The other project
improvements include constructing soundwalls and installing TOS elements, such
as monitoring stations and ramp metering on mainline and ramps.
-
 PPNO 0360J - $67.4 million - US
101 Marin-Sonoma Narrows (MSN) – Southerly Interchange (Contract B1) This
contract constructs a new interchange and frontage roads to serve the San
Antonio Road. These improvements implement access control and will become the
first step in converting the facility from expressway to freeway. New frontage
roads will eliminate existing direct driveways access to and from US 101,
eliminate a left turn movement across travel lanes on US 101 and provide new
pedestrian and bicycle facilities. The right of way acquisitions will
accommodate some future phases of the overall “Narrows” project. The
intent is to affect each property owner only once and also to acquire as much
right-of-way for the overall MSN project as the current funding and favorable
real estate market conditions will allow for.
-
 PPNO 0360H- $58.1 million - US
101 Marin-Sonoma Narrows (MSN) – Petaluma Blvd. South Interchange
(Contract B2) This contract constructs a new interchange, frontage roads, and
equipment for ramp metering. These improvements implement access control and
will become the first step in converting the facility from expressway to
freeway. New frontage roads will eliminate existing direct driveways access to
and from US 101, eliminate a left turn movement across travel lanes on US 101
and provide new pedestrian and bicycle facilities. The right-of-way
acquisitions will accommodate some future phases of the overall
“Narrows” project. The intent is to affect each property owner only
once and also to acquire as much right-of-way for the overall MSN project as
the current funding and favorable real estate market conditions will allow
for.
Note that not all of these projects may actually be funded and
constructed. The long term plan is to make US 101 four-lane all the way up to
the Eureka area. It is being done as funds become available.
In December 2009, the CTC approved for future funding a project that
will repair, upgrade, or replace 36 existing drainage facilities on Route 101
from 0.4 miles north of Baechtel Creek Bridge in Willits to 0.2 miles south of
Cummings Road Undercrossing near Leggett. The project is fully funded in the
State Highway Operation and Protection Program. Total estimated project cost is
$5,979,000, capital and support. It is estimated to begin construction in
Fiscal Year 2011-12.
In December 2008, the CTC reallocated the funding on TCRP Project #18,
effectively moving funds from Plans, Specifications, and Estimates (PS&E)
to Project Approval and Environmental Documentation (PA&ED).
In April 2006, the CTC considered relinquishment of two segments of US
101 near Sonoma: 04-Son-101-PM 15.4 in the County of Sonoma, and 04-Son-101-PM
53.9/56.2 in the County of Sonoma. The first is right of way in the County of
Sonoma, at Santa Rosa Avenue and Roberts Lake Road, consisting of superseded
highway right of way. The second is right of way in the County of Sonoma,
between the Preston Overhead and the Mendocino County Line, consisting of
superseded highway right of way.
In January 2007, the CTC considered relinquishment of right of way on US
101 near Sonoma between the Preston Overhead and the Mendocino County line,
consisting of superseded highway right of way.
In October 2006, the CTC considered relinquishment of right of way in
the county of Mendocino, about 300 feet northerly of the Pieta Creek Bridge,
consisting of superseded highway right of way.
In his
2006
Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV
lanes between Santa Rosa and Windsor. He also proposed completing the Willits
and Hopeland Byasses.
TCRP Project #159 will redesign and reconstruct the Steele Lane
Interchange.
Additionally, a number of segments have recently been upgraded to
freeway status. These include:
- A 3.5 mile section from US 199 to Crescent City City Limits
- A 17 mile section from Klamath River Bridge to Newton B. Druary
Scenic Highway (1.2 miles of it is 2 lanes)
- A 24 mile section from Big Lagoon Road to Arcata
- A 15 mile section south of Eureka to South of Fortuna
- A 2.5 mile section through Rio Dell
- A 46 mile section from Shively Road to Richardson Grove State Park
- A 8 mile section from Mendocino County Line to south of Piercy
- A 11 mile section from Jct 1 at Leggett to Cummings
- A 16 mile section from Ukiah Street to south of Ukiah
- A 45 mile section from Cloverdale to Petaluma
- A 25 mile section from Novato to Golden Gate Bridge.
The following portions are constructed to freeway standards: (1) from
the Golden Gate Bridge to 2 miles north of Novato (approx 30 miles); (2) from
Petaluma to 3 miles north of Cloverdale; (3) through Ukiah (approx 12 miles).
From this point north, there are a couple sections of 2 mile signed freeways.
Route 101 is also freeway from Garberville to Eureka (approx 70 miles); from N
of Eureka to Trinidad State Beach (approx 16 miles); near Klamath (approx 5
miles); and from Crescent City to US-199.
In March 2009, the CTC received for review a draft EIR concerning a
project in Humboldt County to widen, realign and construct roadway improvements
on Route 101 from just north of the Mendocino/Humboldt County line to just
south of Garberville. The project is not programmed. The project is included in
the 2008 State Highway Operation and Protection Program (SHOPP) Long Lead
Projects list consistent with Commission Resolution G-13. This resolution
requires the Department to notify the Commission when project development work
is begun on SHOPP projects that are not currently programmed. The total cost of
the project is estimated to be $5,500,000. Construction is estimated to begin
in Fiscal Year 2013-14.
![[Rtes 101/36 near Alton]](maps/101-alton.jpg) In August 2008,
Caltrans released for bid a project to construct and interchange and frontage
road in Humboldt County near Alton on Route 101 from Van Duzen River Overflow
Bridge to 0.6 Km North of Drake Hill Road and on Route 36 from 0.5 Km West of
Main Street to Main Street. Known as the Alton Interchange, this will upgrade a
section of US 101 to full freeway, at the Route 36 Junction.
In November 2002, the CTC considered vacation of the portion of the
original routing in the city of Arcata, from PM 86.63 to PM 87.18 in Humboldt
County.
In November 2007, the CTC reviewed a draft EIR that proposed
constructing roadway improvements that included closing median crossings along
a portion of Route 101 near Arcata. Total estimated project cost is
$38,985,000. Construction is estimated to begin in Fiscal Year (FY) 2009-10.
The STIP project involves upgrading Route 101 to a four-lane facility and is
not fully funded. The project may also include construction of a diamond
interchange at Indianola Cutoff and/or signalization of the Airport Road/Route
101 intersection. The project is currently programmed for $5,719,000 in the
STIP (RIP) and Federal Demonstration funds. Total estimated project cost is
$42,090,000, capital and support. This project should be ready for construction
in FY 2009-10, depending on the availability of funds.
 In July 2006, the
CTC received a notice of preparation for an EIR for a corridor project
consisting of a 2006 State Highway Operation and Protection Program (SHOPP)
project and a 2006 State Transportation Improvement Program (STIP) project. The
roadway rehabilitation work programmed in the SHOPP is fully funded.
Construction is estimated to begin in Fiscal Year 2009-2010. The STIP project
to upgrade Route 101 to a four-lane facility is not fully funded. The project
is currently programmed for $5,719,000 in Regional Improvement Program funds
and Federal Demonstration Funds. Total estimated project cost is $42,090,000,
capital and support. This project is estimated to begin construction in Fiscal
Year 2011-2012. There are a number of alternatives being considered.
According to Compass's Redwood Coast map, a freeway alignment is planned
for US 101 between Leggett (where Route 271's south segment and Route 1 have
their terminus) and the Red Mountain Creek (where another freeway segment
begins) north of Riverdale; this explains why Route 271 is defined as a
single-segment route (as presumably it will be extended to the existing
non-freeway US 101 through Standish-Hickey State Recreation Area). There
are plans to realign the highway near Leggett to avoid a rockslide. In
addition to a no-build alternative, there are three build alternatives on
slightly different alignments. All three of the build alternatives would
realign the highway to the west and construct two bridges to span the South
Fork of the Eel River. In February 2006, the FEIR was transmitted to California
Transportation Commission staff; it was prepared due to the potentially
unmitigable visual impacts associated with the placement of new bridges over a
designated Wild and Scenic River. Based on this, in February 2006, the CTC
considered a route adoption of a bypass around Confusion Hill as a traversable
highway from 1.1 kilometer (0.7 mile) south of Red Mountain Creek to 0.5
kilometer (0.3 mile) south of Red Mountain Creek, in the county of Mendocino.
The current adopted alignment from 0.4 kilometer (0.6 mile) north of Tan Oak
Park to 1.1 kilometer (0.7 mile) south of Red Mountain Creek will not be
altered from the north side of the South Fork Eel River, based on the approved
2002 Route Concept Report (RCR).
As background, this segment is functionally classified as a rural
principal arterial, is part of the California Freeway and Expressway System and
is included in the National Highway System (NHS). It is also designated as part
of the “SHELL” system (Sub-system of Highway for the movement of
Extra-Legal permit Loads). The route is also a high emphasis and focus route on
the Interregional Road System (IRRS). Hence, the maintenance of US 101 between
the San Francisco Bay Area and Oregon is critical to the economic well being of
this area, as it carries high volumes of commercial trucking year round and
recreational traffic during the summer months. Developing improvements to
assure all weather dependability is essential to this route. A portion of SR
101, from 0.6 mile north of Tan Oak Park to the Humboldt County line was
adopted as a freeway in 1967 along an alignment on the north side of the Eel
River. The existing alignment was later denominated to a controlled access
highway. A Project Study Report (PSR) was initiated in spring of 1999 to
propose a solution to the unreliability of Route 101 through the Confusion Hill
slide area. Frequent road closures due to debris fall and slope movement have
been a continual maintenance problem for this portion of Route 101. In 2001,
the cost to stabilize the roadway was $3.2 million, and estimated costs of
vehicle delays were $665,000. Costs to keep the route open continue to
increase, and in 2002/2003, construction costs exceeded $9 million and vehicle
delay costs were estimated near $2 million. The PSR approved June 25, 2001
recommended proceeding with project approval and development of an
environmental document for realignment of the roadway outside the slide area at
Confusion Hill. The project was determined to be consistent with State and
Regional transportation planning and would facilitate goods movement. In August
of 2003, the Department acquired $72 million in emergency relief funds for
emergency repairs and the permanent relocation and restoration of slide-damaged
Route 101 at Confusion Hill in Mendocino County. The Federal Highway
Administration (FHWA) allocated $65 million for the permanent relocation of the
highway and another $7 million for the emergency re-opening work that has
occurred since Winter 2002. FHWA placed several conditions upon funding the
project. One condition was that emergency funding be contingent upon
construction completion by 2008. Another condition placed upon funding was that
the Department must further investigate an alternative for maintaining the
existing alignment while investigating relocation alternatives that meet the
purpose and need of the project. In 2004, it was discovered that construction
of two bridges required an increase in project construction duration from two
years to three and an increase in capital cost from $65 million to an estimated
$68 to $71 million. The current construction completion date is in 2009.
According to Caltrans, there were plenty of challenges in building the
two bridges that now cross the Eel River in two places, to bypass the
slide-prone Confusion Hill area of US 101. Construction crews had to mine
60-foot shafts into the hillside to support the legs of the massive new south
span of the bridge, haul more than 400,000 yards of excavated rock and dirt
from the construction site and erect a cast-in-place segment bridge, the likes
of which are few and far between. The quarter-mile south span of the bypass
consists of 68 segments, each of which had to be cast and poured in place, some
255 feet above the river bed. The two bridges were named after and dedicated in
memory of a pair of local pioneers, Elizabeth Jane Rosewarne and Mignon
“Minnie” Stoddard Lilley. The bypass is scheduled to be opened to
southbound traffic in early July 2009, and to northbound traffic by October
2009.
 In 1962, the
California Highway Commission adopted 20 miles of US 101 in Mendocino County as
a freeway from 0.6 mile north of Tan Oak Park to the Humboldt County line. In
1967, a portion of this adopted route, from 0.9 mile south of Red Mountain
Creek to 0.8 mile north of Red Mountain Creek (about 7 miles south of Humboldt
County line), was realigned and adopted as a freeway by the California Highway
Commission. On February 2, 2006, the Commission approved a resolution adopting
as a State highway a 0.4 mile segment of US 101 connecting the existing US 101
and the adopted 1967 freeway alignment across the South Fork Eel River in the
Confusion Hill area. This route adoption was necessary to provide connectivity
on the State Highway System and bypass an existing ancient landslide. At the
time, the plan for the bypassed portion of the existing highway was to be
relinquished to the County of Mendocino. Since then, new negotiations between
the Department and the County have modified the areas to be relinquished,
obliterated and retained by the Department as shown in the route adoption map.
The area retained by the Department will become a much needed debris material
storage area and will provide public access to Red Mountain Road. This proposed
route adoption replaces the route adopted as a State highway in 2006 and
realigns a portion of the freeway route adopted in 1967. The proposed route
adoption and subsequent freeway construction on a new alignment will improve
the reliability, safety and operations of the highway at this location. The
relocated route will also bypass the only Surface Transportation Assistance Act
truck restriction location on US 101 in Mendocino County.
In July 2009,
the CTC approved relinquishment of right of way in the city of Crescent City
along Route 101 at Elk Creek, consisting of nonmotorized transportation
facilities, namely the Harbor Trail Bridge and trailhead.
SAFETEA-LU 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 #278: Widening US 101 and
reconstructing the off ramps on between Steele Lane and Windsor, CA to reduce
traffic and promote carpools. This ties in with a number of already existing
projects for US 101 under the TCRP, including TCRP #159 to repair the Steele
Lane interchange, and some HOV projects. $5,600,000. -
High Priority
Project #1767: Construct US 101 bicycle-pedestrian project in Marin and
Sonoma Counties from north of Athenton Ave to south of Petaluma River bridge.
$400,000. -
High Priority
Project #2444: Widen US 101 in Marin and Sonoma Counties from Route 37 in
Novato to Old Redwood Highway in Petaluma. HPP #3762 seems to be providing
additional funds for this. $12,000,000. -
High Priority
Project #2749: Construct bypass along US 101 around Willits, CA to reduce
congestion, improve air quality and enhance the economic lifeline of North
Coast. $5,600,000. -
High
Priority Project #3762: Widen US 101 in Marin and Sonoma Counties from
Route 37 in Novato to Old Redwood Highway in Petaluma. Note that this seems to
be the same project as #2444, so perhaps this is just adding extra
money.$15,000,000.
%BUSINESS - Ukiah
- Rio Dell. This is
Route 283.
- Petaluma (Business routing approved by AASHTO in 1997, 4.8
miles)
- Novato
- Santa Rosa: Santa Rosa Avenue, Mendocino
Avenue
- Cloverdale
- Redway via Garberville.
|
|
Francisco to Waldo Point (Jct 1/101, north end of Sausalito) across the Golden
Gate Bridge is named the "Golden Gate Bridge Freeway". Named by the
State Legislature in 1954. Route 101 from the Waldo Tunnel in
Sausalito to I-580 in San Rafael is named the "William T. Bagley"
Freeway . William Bagley was a State legislator and a member of the California
Transportation Commission. Named by Senate Concurrent Resolution 46, Chapter
111 in 1987. Route 101 from Lucas Valley Road N for two miles in San
Rafael is named the "Marin County Veterans Memorial Freeway". It was
named as a token of gratitude to those veterans who have done so much to
preserve the American way of life by the citizens of Marin County. Named by
Assembly Concurrent Resolution 5, Chapter 49, filed 23 June 1999. Also named by
Assembly Concurrent Resolution 182 in 1998. Route 101 from the Golden
Gate Bridge to the Oregon State line is named the "Redwood Highway". The
road travels through the redwood forests of northern California. Named by
Assembly Concurrent Resolution 174, Chapter 269 in 1957. Note that US 199 is
also shown on some maps as the "Redwood" Highway. Widening of the
highway to limited access, four-lane expressway started in 1947; it was mostly
completed by 1975. Route 101, from south of Healdsburg to the
Sonoma/Mendocino County line, is named the "Colonel William R. "Bill" Lucius
Highway". Col. William B. "Bill" Lucius, USMC, Ret., served as the Mayor of
Healdsburg, a member of the Metropolitan Transportation Board (1971-1991) and
Chairman of the California Transportation Commission. Named by Senate
Concurrent Resolution 73, Chapter 15 in 1990. The portion of Route 101
in Mendocino County, from post mile 32.1 to post mile 33.1, inclusive, is named
the "Daniel Broeske Memorial Highway". This segment was named in memory
of Daniel Broeske, born on September 30, 1948, in Russell, Kansas. He served in
the United States Air Force from 1967 to 1971, inclusive; and graduated from
Sonoma State University with a bachelor of arts degree in 1975. He began his
career with the Department of Transportation (Caltrans) in May 1979 in
maintenance and in 1999, he moved to construction as a Transportation
Engineering Technician. He had always loved engineering and felt this was the
profession that he had always wanted to do. His primary concern on the worksite
was safety for the public as well as the highway workers and he was proud to be
a Caltrans worker. In 2004, Daniel Broeske received a certificate in
recognition of his 25 years of faithful public service with the State of
California from Governor Schwarzenegger. He also received a certificate in
recognition of his 25 years of service to the citizens of California for his
service with Caltrans from Senator Wesley Chesbro and a certificate in
recognition and in honor of his 25 years of service and dedication to improving
the safety of California's roadways from Assembly Member Patty Berg. He
dedicated 26 years of service to the State of California and he spent his life
making the roads safer for the traveler and on July 11, 2005, just 10 days
after his son, Ian, received his commercial pilot's license, he gave his life
in that commitment. Named by Senate Concurrent Resolution (SCR) 90, Resolution
Chapter 65, on 6/26/2008. The portion of Route 101 beween Mill Valley
and Corte Madera, specifically from the old Alto Wye where Blithedale met Route
101 is called the "Alto Hill Rise". The portion of Route 101
from Englewood to Sylvandale is named the "Frank P. Belotti Freeway".
Additionally, the portion of Route 101 in the area known as the Redwood
Freeway, from the Bridge numbered 04-241, over the South Fork of the Eel River
at Smith Point, to Myers Flat, a distance of approximately 22 miles, which
includes the Frank P. Belotti Bridge, is officially designated as the "Frank
P. Belotti Memorial Freeway". Frank P. Belotti, a Eureka mink rancher who
served as a Member of the Assembly from 1950 to 1972, was an effective advocate
of preserving the unique scenic beauty of the redwood groves and was
instrumental in securing the legislation that made possible the freeway bypass
of the groves and the preservation of the existing state highway designated as
the "Avenue of the Giants". He also organized efforts to repopulate the Capitol
Park with gray squirrels. The segment from Englewood to Sylvandale was named by
House Resolution 461 in 1961; the other segment was named by Assembly
Concurrent Resolution No. 54, Chapter 114, in 1994. The portion of
Route 101 in the area known as the Redwood Freeway, from Myers Flat to
Stafford, a distance of approximately 20 miles, is officially designated the
"Sam Helwer Memorial Freeway". Sam Helwer, a Caltrans engineer from 1936
until his retirement in 1976, was an acknowledged expert in freeway interchange
design. Named by Assembly Concurrent Resolution No. 54, Chapter 114, in 1994.
The portion of Route 101 from 0.5 mi S of the Haehl Overhead to 0.5 mi
N of Reynolds Highway is named the "Leo Stanley Hulett Highway". It was
named by Senate Concurrent Resolution 61, Chapter 21, in 1990. Leo Stanley
Hulett, elected Mayor of Willits in 1956, worked tirelessly for the creation of
the US 101 Bypass that bears his memorial. The portion of US 101 from
Patrick's Point Undercrossing to four miles north of that undercrossing in
Humboldt County as the Everett and Louella Thomas Memorial Highway. It
was named in memory of Evertt and Louelle Thomas. Everett Thomas, a native son
of Humboldt County, was born in Shively in 1911 and began his career with the
Department of Public Works, the predecessor of the Department of Transportation
(Caltrans) in 1930 as a survey crew member in the Kings River Canyon near
Fresno. He rose through the ranks at the Fresno office of the department in
District 6, working in construction, materials, and right-of-way. In 1952, Mr.
Thomas was promoted and transferred to the Stockton office of the department in
District 10, where he served as District Materials Engineer and District
Maintenance Engineer. In 1963, Mr. Thomas returned to the county of his birth,
accepting a promotion and transfer to the Eureka office of the department in
District 1, where he served as a supervising highway engineer in the position
of Assistant District Engineer. Shortly after Mr. Thomas' return to Humboldt
County, the state faced the massive floods of December, 1964, during which Mr.
Thomas became the emergency spokesman for the district and was featured in
countless media reports concerning highway conditions, detours, and road
restoration. His wife, Louella Thomas, was born in Fresno in 1911 and served as
an elementary school teacher both in Fresno and in Humboldt County until her
retirement in 1973. Everett and Louella Thomas contributed to many civic
activities, including the campaign to build a new Humboldt County Library, the
purchase of land for the Azalea State Reserve now operated by the Department of
Parks and Recreation, and various activities related to the arts. Named by
Senate Concurrent Resolution 69, July 16, 2004, Chapter 120. The portion
of US 101 in Humboldt County from milepost 68.40 to milepost 71.10 is named the
"Veterans' Memorial Highway". This segment was named in honor of all
veterans who have served in this country's Armed Forces from the country's
birth, both in war and in peacetime, and to pay tribute to the tremendous
sacrifices veterans have made to maintain the strength, freedom, and
independence of our country. The naming was spurred by Humboldt County veterans
groups, assisted by the Board of Supervisors of Humboldt County. Named by
Assembly Concurrent Resolution (ACR) 57, Resolution Chapter 113, on
9/10/2007. In Humboldt County, Route 101 from Eureka to Arcata is
officially named the "Burns Freeway". It was named by House Resolution
230 in 1949. It was named after State Senator Michael J. Burns of Eureka who
was a long-time supporter of State highways and State parks. Senator Burns died
in office on May 1, 1949. The district he represented is the location of the
Burns Freeway. The Redwood National Park Bypass on Route 101 is
officially designated the "Don Clausen Highway". Donald H. Clausen was a
representative to the United States Congress for the 1st District, from 1963 to
1983. In this role, he was the senior ranking member of the House Public Works
and Transportation Committee, where he authored legislation and enlisted the
support from his congressional colleagues and the president for a federal
appropriation to provide for the construction of the Redwood National Park
Bypass project as a way to enhance travel on Route 101 and reduce the conflicts
between through traffic and park users. In 1992, the State of California
completed the 12-mile bypass of Prairie Creek Redwoods State Park and the
Redwood National Park on Route 101 in northern Humboldt and southern Del Norte
Counties. Named by Assembly Concurrent Resolution No. 92, Chapter 62, in 1996.
The portion of this route from Little River near Trinidad to Patrick's
Point Undercrossing is named the "William Z. Hegy Memorial Highway". It
was named by Senate Concurrent Resolution 53, Chapter 39, in 1988. William Z.
Hegy began working for the State of California in 1936 as an Engineering Aid
and retired in 1976 as Caltrans District 1 Director. The portion of this
route from Bridge No. 4-16 to Bridge No. 4-221 near Rio Dell is dedicated to
the memory of Dave Ghilarducci. Fire Chief David Ghilarducci was born
and raised in Rio Dell and served the community as a volunteer fireperson for
52 years, including 32 years as fire chief. He was the past President of the
Humboldt County Fire Chiefs Association, and served as a State of California
Deputy Fire Marshal. He organized and led the construction of the Rio Dell
Community Park and community hall. In 1992, the City of Rio Dell recognized
Dave Ghilarducci for his years of volunteer service; and in 1998 this community
leader was recognized by the Rio Dell School District as outstanding alumnus
due to his outstanding accomplishments in life and his support of high
standards in education. He died on 22 March 2000. Dedicated by Senate
Concurrent Resolution 12, Chapter 92, July 26, 2001. The section of
Former US 101 to the west of Prarie Creek Redwoods State Park, which was
bypassed in 1993, is named the "Newton B. Drury Scenic Parkway". Newton
Drury was the first executive secretary of the
Save the Redwoods League, who
later served as director of the
National
Park Service. The portion of US 101 from Crescent City to the Oregon
state line is called the "Oregon Coast Highway". The portion of
US 101 in Del Norte County between the E. M. Fine Memorial Bridge and the
Oregon state line is named the "CHP Officer Ernest R. Felio Memorial
Highway". This segment was named in memory of CHP Officer Ernest R. Felio.
Ernest R. Felio was a Navy veteran and courageously served his country during
the Korean War. He joined the California Highway Patrol (CHP) and became an
officer in 1962. Officer Felio was the recipient of the State of California's
highest award, the Medal of Valor. Officer Felio was personally credited with
saving the life of a man who was the victim of electrocution as a result of a
traffic collision involving high voltage electrical transmission lines. Officer
Felio disregarded his own personal safety and rescued the badly injured
motorist by removing the motorist from his electrically charged motor vehicle.
Officer Felio's compassion for his fellow man was again demonstrated one
evening while working his beat. Officer Felio observed a woman with three girls
standing next to a road in an isolated portion of Del Norte Canyon. Out of
compassion and fear for the family's safety, after learning the family had been
victims of abuse and abandonment, Officer Felio transported the family out of
the elements and to his home until relatives could be summoned. On the evening
of September 7, 1980, Officer Felio's life tragically ended in horrific
violence on the side of a cold dark highway in Del Norte County. Officer Felio
was shot and killed during the course of a routine traffic stop after making
contact with the motorist on Westbrook Lane west of US 101. Officer Felio
fulfilled the CHP's Code of Honor in that he laid down his life rather than
swerve from the path of duty. Officer Felio's conduct was, at all times, above
reproach and projected an exemplary image of one of the finest CHP officers
this state has to offer. Named by Assembly Concurrent Resolution (ACR) 31,
Resolution Chapter 70, on 7/3/2007. %STRUCTURES The vista point
on Route 101 at the north end of the Golden Gate Bridge is named the "H.
Dana Bowers Memorial Vista Point". Dana Bowers served as the Chief of
Landscaping for Caltrans. Tunnel 27-040, N of the Golden Gate Bridge in
Sausalito (Marin county) is named the "Waldo Tunnel". It was named for
Waldo Point along Richardson Bay between Sausalito and Mill Valley. The tunnels
were built in 1937 and 1954. William Waldo ran for Governor of California in
1853's as a Whig. He lost and moved to Oregon to establish the town of Waldo.
He had attempted to develop the area now known as Waldo Point. Bridge
10-273, 0.4 mi N of the Sonoma county line on the Russian River in Mendocino
county, is named the "F. Walter Sandclin Memorial Bridge" . It was built
in 1988, and was named by Assembly Concurrent Resolution 76, Chapter 144, in
1989. F. Walter Sandelin was a member of the California Highway Commission from
1943 to 1956 and was instrumental in achieving the widening of SR 101 to four
lanes. The new South Fork Eel Bridge (Bridge number 10-0299, Kilometer
Post 160.03), located on Route 101 in the County of Mendocino, is named the
Mignon "Minnie" Stoddard Lilley Memorial Bridge. This bridge was named
in memory of Mignon "Minnie" Stoddard Lilley, a woman of many facets and
dimensions: courageous, intelligent, creative, kind, stern, hard working,
musically inclined, honest, religious, impetuous, practical, and also, by all
accounts, quite an attractive woman. She was a teacher, environmentalist,
homesteader, entrepreneur, healer, visionary, and a true pioneer in every sense
of the word. Minnie lived in a time when a person was required to deal with the
harsh realities of living on the "frontier." As a teacher, Minnie offered the
community something that was important to them and as a person she set a
positive example for all by her unselfish concern for all those around her.
From 1904 to 1936, Minnie taught in the one room schoolhouses of the
Andersonia/Piercy area. Minnie spent her entire teaching career in the County
of Mendocino teaching at Usal, Moody, Bear Harbor, Alder Glen, Franklin, and
Buck Mountain before settling down and staying in the Andersonia/Piercy area.
Minnie can also lay claim to being the first school bus driver in the area
because around 1919, having acquired a horse-drawn buggie, she would pick up
some of her students and give them a ride to school. Minnie met William G.
Lilley while she was teaching at Andersonia and they were married January 25,
1905, at the Grand Hotel in San Francisco. In the spring of 1904, Minnie set
out to homestead a claim up the Eel River in the redwoods. For many years
Minnie had walked over 5 miles to the schoolhouse so a solitary hike up the
South Fork of the Eel River through some "darn tough country" was no big deal
to her. A quote from a 1950 Humboldt Times article reads "as soon as the spring
rains had subsided enough so that the Eel River could be crossed safely, she
went into the depths of the redwood forest, fording on a homemade raft the
turbulent waters, and set up her location markers". Minnie then hired a man to
build her a simple one room cabin on the property. Minnie loved telling people
about her first night in the cabin, all alone way out there in the forest which
she spent "with prayer on my lips and a pistol in my hand". Around 1925, Minnie
and William bought a 55 acre parcel adjoining the homestead and that property
included a particular tree Minnie lovingly called "The Fraternal Monarch." This
amazing redwood tree stands over 250 feet tall, is 101 feet in circumference,
and has had the center burned out by a fire some 300 years ago. Today this tree
is known as "The World Famous Tree House". In 1919, construction of the Redwood
Highway through the canyon of the South Fork of the Eel River began; and in
1929, Minnie and William started building a few small cabins near The World
Famous Tree House. On May 14, 1931, for the sum of $10, the Lilley's deeded
enough land to the State of California to make improvements to the new road
that ran through their property. During construction of the highway, the tree
house was a camp for the convict labor that was used to work on the road. These
men actually used the old burned out tree as a shelter to sleep in. Now that
tourists were visiting the redwoods, William and Minnie were in a great
position to benefit from this new situation, and one day, Minnie decided to put
a gift shop inside The World Famous Tree House and she had a floor, windows,
and a door fitted to the measurements of the burned out hole in the redwood.
This was one of the very first gift shops on the Redwood Highway. On March 8,
1947, Minnie, a remarkable pioneering woman, passed away and according to her
wishes to be with her beloved trees through eternity she was interred in her
mausoleum right near The Fraternal Monarch. Named by Senate Concurrent
Resolution (SCR) 114, Resolution Chapter 140, on 9/8/2006. The northern
span of the Eel River Bridge, located on US 101 in the County of Mendocino is
named the "Elizabeth Jane Rosewarne Memorial Bridge". This structure was
named in memory of Elizabeth Jane Rosewarne. Elizabeth Jane Rosewarne was born
to William and Elizabeth Sandow on July 12, 1866, in Eagle River, Michigan.
Elizabeth met Nicholas Rosewarne, who was born in England, in Nevada City, and
they married in 1884. Elizabeth and Nicholas moved to San Francisco, where
Nicholas was a cable car conductor, and Elizabeth was a professional
seamstress. Elizabeth and Nicholas had three children, Edna, Ray, and Myrtle.
Due to Elizabeth's poor health, the doctor recommended she move from the foggy
air of San Francisco to a warmer climate. Nicholas traveled by boat to Usal and
set out in search of land, selecting a 160-acre parcel bordering on the South
Fork of the Eel River, across from Confusion Hill, which he purchased in May of
1896. The following May, Elizabeth and the children boarded one of the vessels
of the (Robert) Dollar Steamship Company, sailed to Usal, and from there,
traveled by mule over a 10-mile backwoods trail to the homestead carrying
essential belongings, including a child-size rocking chair that is still in the
family today, strapped between two mules. Elizabeth thrived in the new climate,
taking the chores of a pioneer woman in stride and, while a petite woman, could
work with a cross cut saw, fish the Eel River for salmon and trout, smoke
salmon in the smokehouse, and pack a mule and haul wood on the family horse
named Queen. With Nicholas working on the Henry Neff Anderson's railroad
between Andersonia (Piercy) and Usal during the week, Elizabeth traveled by
horseback with both children strapped on the horse on the mountain trail to
Usal, to pick up mail and supplies. On one unforgettable trip to Usal,
Elizabeth, carrying a sack of fresh meat, was followed closely by a shrieking
panther, and although her horse spooked and jumped over a gate, she and the
children managed to hold on tight and make it back safely to the homestead.
Elizabeth was an expert at baking her own bread, making her own butter and
cream, and growing prized heirloom tomatoes that she traded to her neighbors,
and in addition she canned over 400 jars of fruit during the summer from the
Rosewarne homestead orchard. She was also an expert seamstress and made all the
clothes for her family and also loved to quilt, spending many evenings working
on her latest quilt. She loved to fish and kept a daily count of her impressive
catch, and her favorite fishing hole was in the eddy of the Eel River, which is
the proposed bridge site for the northern span of the Eel River Bridge. After a
long day of chores, Elizabeth would hitch up the horse and take her daughter,
Myrtle, to visit the neighbors, and in the evenings, the family would use a
Parcheesi Board circle Elizabeth made on the back of her round oil cloth to
play the game. After Nicholas lost his vision in one eye from a logging
accident and then in the other eye from glaucoma, Elizabeth cared for him until
his death on May 3, 1922, at age 69. After Nicholas' death, Elizabeth moved
across the Eel River to the north end of the Rosewarne Homestead, operating a
Texaco Star gas station and a country store to support herself and her youngest
daughter, Myrtle. Elizabeth Jane Rosewarne died on January 7, 1949, and is
buried in the family plot in Piercy Cemetery in Mendocino County, beside her
son, Ray. Elizabeth and Nicholas Rosewarne's homestead is the location for both
the southern and northern spans of the Eel River Bridge. The southern span of
the Eel River Bridge will be named the Minney Lilley Memorial Bridge, and
Minney Lilley and Elizabeth Rosewarne were friends, with Minney being mentioned
in Elizabeth's diary and the teacher for Elizabeth's daughter, Myrtle, as well
as several of Elizabeth's grandchildren and a greatgrandson. These bridge spans
are named after two pioneer women, inspiring women and young girls growing up,
or traveling to and from the area, to know that pioneer women played a key role
in the history of Mendocino County. Named by Assembly Concurrent Resolution
(ACR) 30, Resolution Chapter 69, on 7/3/2007. Bridge 20-061, in Sonoma
County at Arata Lane is named the "Richard F. Cavness Memorial Bridge".
It was built in 1962, and was named by Assembly Concurrent Resolution 141,
Chapter 105 in 1994. Richard F. Cavness, a native of Healdsburg, was killed on
November 5, 1993, on the Arata Bridge on US Highway 101 while unselfishly
rendering aid to a stranded motorist. Tunnel 20-112, the 4th Street
viaduct through Santa Rosa, is named the "Robert L. Bishop Viaduct".
Bishop was Mayor of Santa Rosa and and a Highway Commission member from 1956 to
1960. It was built in 1968, and was named by Senate Concurrent Resolution 39,
Chapt. 51 in 1971. Bridge 20-235, an overcrossing of Route 101 in
Rohnert Park in Sonoma county, is named the "Congressman Don Clausen
Overpass". It was built in 1973, and was named by Assembly Concurrent
Resolution 24, Chapter 57 in 1983. Donald H. Clausen was a representative to
the United States Congress for the 1st District, from 1963 to 1983. In this
role, he was the senior ranking member of the House Public Works and
Transportation Committee, where he authored legislation and enlisted the
support from his congressional colleagues and the president for a federal
appropriation to provide for the construction of the Redwood National Park
Bypass project as a way to enhance travel on Route 101 and reduce the conflicts
between through traffic and park users. In 1992, the State of California
completed the 12-mile bypass of Prairie Creek Redwoods State Park and the
Redwood National Park on Route 101 in northern Humboldt and southern Del Norte
Counties. Bridge 20-252R over First Street in Cloverdale is named the
"Gambetta Memorial Bridge". It was built in 1984, and was named by
Assembly Concurrent Resolution 117, Chapter 101 in 1994. Mr. and Mrs. Albert
Gambetta, Sr. were long-time residents of the City of Cloverdale. Mrs. Dena
Gambetta served the City of Cloverdale as the unofficial "hostess" of the
community. Mr. Albert Gambetta, Sr. served the City of Cloverdale as Planning
Commissioner, volunteer firefighter, Councilmember, and Mayor, and thus helped
to guide the City of Cloverdale through the midtwentieth century.
Bridge 04-006, at Dean Creek in Humboldt county, is named the "Elmer
Hurlbut Memorial Bridge". It was bult in 1967, and named by Assembly
Concurrent Resolution 38, Chapter 115. Humboldt County pioneer and rancher
Elmer Hurlbutt, (1882-1967), helped to develop the Garberville Water
Company. Bridge 04-014, S of Scotia at the Eel River in Humboldt
county, is named the "Richard Fleisher Memorial Bridge". It was built in
1965, and named by Senate Concurrent Resolution 7, Chapter 42, in 1962. Richard
Fleisher (d. 1962), realtor and civic leader, was the organizer of the Humboldt
County Crab Feed held annually in Sacramento for the California Highway
Commission and the State Department of Public Works. Bridge 04-016, the
Robinson Ferry Bridge over the Eel River in Humboldt county, is named the
"Paul E. Mudgett Memorial Bridge". It was built in 1941, and was named
by Senate Concurrent Resolution 6, Chapter 47, in 1963. Paul E. Mudgett, a
member of the Humboldt County Board of Trade for 35 years, died in an
automobile accident on US 101 on August 16, 1962. Bridge 04-016L, the
Rio Dell Bridge over the Eel River in Humboldt county, is named the "Nello
J. Barsanti Memorial Bridge". Nello J. Barsanti (1916-1976) was a lifetime
resident of the Scotia-Rio Dell area, community leader, education advocate and
member of the Fortuna Unified High School Board of Trustees. It was built in
1974, and named by Assembly Concurrent Resolution 231, Chapter 91, in 1977.
Bridge 04-017, the northbound bridge over the Van Duzen River in
Humboldt county, is named the "Harold W. Comfort Memorial Bridge".
Harold W. Comfort, M.D., cared for the people of southern Humboldt County for a
third of a century until his death in 1954 at the age of 60 years. It was built
in 1995, and named by Assembly Concurrent Resolution No. 22, Chapter 55, in
1995. Bridge 04-017, the southbound Route 101 bridge over the Van
Duzen River in Humboldt County, is named the "James Van Duzen Memorial
Bridge". The Van Duzen River is named for one of the county's first
settlers, James Van Duzen, formerly of Schyler, New York, who arrived in the
area with the Gregg-Wood party in 1849. He established a farm on land at the
mouth of the Van Duzen river in 1850. It was built in 1952, and named by
Assembly Concurrent Resolution No. 22, Chapter 55 the same year. The
Salmon Creek Bridge on US 101 in Humboldt County is named the “James F.
McManus Memorial Bridge”. This bridge was named in memory of James F.
McManus, who had an exemplary career with the Department of Transportation
(Caltrans) for nearly 40 years, McManus was born on May 29, 1929, in Oakland,
California. His love for engineering and flying was stimulated by his father's
work with the Univac Supercomputer, which was used to schedule the B-19 Bomber
project during World War II. McManus attended City College of San Francisco,
until he joined the United States Marine Corps during the Korean War. He later
returned to college at San Jose State University. In 1954, McManus began his
career at Caltrans as a junior civil engineer and immediately impressed his
supervisors with his engineering abilities. During his 18-year tenure in
District 1 of Caltrans, McManus moved from construction to the laboratory,
where he tested materials for roadways, and ultimately into design, planning,
and project management, where he worked on the design of numerous highway and
freeway projects. After the 1964 flood incident in northern California, McManus
worked on the US 101 freeway project and designed a five-mile stretch of the
Redwood Freeway south of Myers Flat. He was particularly proud of this project
because, in addition to bypassing Myers Flat and avoiding impact to the old
growth redwoods and parks south of the Eel River, he successfully convinced the
district leadership to change the original alignment of the highway to create
his vision of a panoramic view of the magnificent Eel River. The Myers Flat
Bypass included five bridges across the Eel River and its tributaries,
including the Salmon Creek Bridge. As a leader of the district computer
section, McManus developed a revolutionary computer program called MANSCAN,
which scheduled the manpower across the many professional disciplines required
to design and construct each major project and thereby allowed projects to be
more efficiently tracked and planned. This program was renamed PYPSCAN and was
used for purposes of program management for many decades. Following his many
achievements in District 1, McManus was promoted in 1972 to work in the
department's headquarters in Sacramento, California, as a senior transportation
engineer. He became a principal engineer in 1982, and was promoted to Deputy
Director of District 7 in Los Angeles in 1984, where he oversaw the planning,
design, and construction of the monumental Century Freeway project and won
Engineer of the Year for Caltrans as a result. In 1986, McManus moved back to
Sacramento, California, and was promoted to Career Executive, Level 3. He
finished his career as Deputy Chief Engineer and managed programs for the
entire state from 1988 until his retirement in 1992 after 38 years of service.
James F. McManus died on December 2, 2006. Named by Senate Concurrent
Resolution (SCR) 9, Resolution Chapter 71, on 7/14/2009. Bridge
04-028, over Redwood Creek in Humboldt county, is named the "Ralph A. Miller
Bridge". It was built in 1982, and named by Senate Concurrent Resolution
99, Chapter 162, in 1986. Ralph A. Miller (b. 1904) was employed as a civil
engineer by the Division of Highways for 41 years. Bridge 04-065 over
the south fork of the Eel River, S of Phillipsville, is named the "Charles
R. Barnum Memorial Bridge". Charles R. Barnum pioneered the use of fir
trees to produce lumber in California. It was built in 1964, and was named by
Senate Concurrent Resolution 94, Chapter 229, in 1965. Bridge 04-072,
at the Eagle Point Viaduct in Humboldt county, is named the "Hod Benedict
Bridge". Harold "Hod" Wilson Benedict served as the resident engineer for
over 40 projects in Humboldt and Mendocino Counties from 1952 to 1975 and was
responsible for the completion of the Redwood Highway. It was built in 1963,
and was named by Assembly Concurrent Resolution 137, Chapter 127, in 1984.
Bridge 04-076, at the Eel River in Humboldt county, is named the "George
M. Leatherwood Memorial Bridge". It was built in 1958, and was named by
Assembly Concurrent Resolution 66, Chapter 197 in 1957. George Leatherwood
(1904-1956) was a career Caltrans engineer and pioneer aerial surveyor.
Bridge 04-123, over the south fork of the Eel River, is named the "George
J. Cole Memorial Bridge". It was built in 1962, and was named by Senate
Concurrent Resolution 5, Chapter 41, in 1963. George J. Cole served as a member
of the Humboldt County Commission, as Mayor of Eureka, and as President of the
County Supervisor's Association of California. Bridge 04-155, over the
south fork of the Eel River, is named the "Malcom G. Coomes Memorial
Bridge". It was built in 1969, and named by Assembly Concurrent Resolution
86, Chapter 92. Malcolm G. Coombs, who settled in Humboldt County in 1946, was
a benefactor to the county and a member of the California State Water
Commission. Bridge 04-212, over the south fork of the Eel River near
Garberville in Humboldt county, is named the "Frank P. Belotti Memorial
Bridge" . Frank P. Belotti, a Eureka mink rancher who served as a Member of
the Assembly from 1950 to 1972, was an effective advocate of preserving the
unique scenic beauty of the redwood groves and was instrumental in securing the
legislation that made possible the freeway bypass of the groves and the
preservation of the existing state highway designated as the "Avenue of the
Giants". He also organized efforts to repopulate the Capitol Park with gray
squirrels. It was built in 1969, and was named by Senate Concurrent Resolution
41, in Chapter 101 in 1972. The Rio Dell/Eel River Bridge (Bridge
04-221R) is named the "Stanwood A. Murphy Memorial Bridge". It was named
by Assembly Concurrent Resolution 23, Chapter 91 in 1977. Stanwood A. Murphy
(d. 1972), son of Albert Stanwood Murphy, served as the President of the
California Redwoods Association and was the fourth generation of his family to
head Pacific Lumber Company, founded in Scotia, Humboldt County, in 1869.
Bridge 04-241, at Smith Point on the Eel River in Humboldt county, is named
the "Charles Edward Wagner Memorial Bridge". It was built in 1980, and
named by Assembly Concurrent Resolution 132 the same year. Charles Edward
Wagner established the first tanbark extraction plant in Humboldt County in
1900 and was a leader in the building of the town of Garberville. Bridge
01-005, at Wilson Creek in Del Norte county, is named the "Louis De Martin
Sr. Memorial Bridge". It was built in 1957, and named by Senate Concurrent
Resolution 521, Chapter 181 in the same year. Louis De Martin, Sr., settled in
Del Norte County in 1875 where he fathered 17 children and built the first
bridge over Wilson Creek on what is now Route 1. Bridge 01-020, at the
Smith River in Del Norte county, is named the "Dr. Ernest Fine Memorial
Bridge". It was built in 1940, and was named by Senate Concurrent
Resolution 19, Chapter 40, in 1941. Dr. Ernest M. Fine (1873-1939) was a Del
Norte County country doctor who never sent a bill to a patient. Bridge
01-028, at the Klamath River in Del Norte county, is named the "G H. Douglas
Memorial Bridge". It is a replacement bridge built in 1965, and was named
by Resolution Chapter 223 in 1923. Dr. G.H. Douglas, Crescent City physician
and State Assembly Member, worked diligently for the construction of the bridge
that bears his memorial, but died in 1923, before its completion. The Klamath
River Bridge is well known for its two golden bears. According to the
Klamath Chamber of
Commerce , the Golden Bears on the Klamath River Bridge weren't always
golden. The gold first appeared sometime in the late 50's or early 60's. The
bears were originally pained by a group of local businessmen (Herb Fehley ,
John Menary , Ray Thompson , Pat Murphy, Ward Berg, Johnny Rycraft and Bud
Harper to name a few) who decided to give Klamath a face lift. Whenever the
Highway Department would restore the bears to their natural state, "The Golden
Bear Club" would meet again to restore their trademark "Golden Bears" on the
Klamath Bridge. It didn't take too long before the Highway Department realized
Klamath liked those Bears golden, and the new Memorial Bridge completed in 1965
greets visitors from around the world with its landmark California Golden
Bears. The Boyes Creek Viaduct on the Redwood National Park Bypass in
Del Norte County is named the Delbert A. Brown Memorial Bridge. It was
named by Senate Concurrent Resolution 72, Chapter 95 in 1998. Delbert A. Brown
(b. 1931) was a Deputy District Director of the California Department of
Transportation and a tireless worker for the creation of the Redwood National
Park Bypass. This route also has the following Safety Roadside Rest
Areas: - In Marin County at the N end of the Golden Gate Bridge.
- Moss Cove, in Mendocino County, 10.5 mi S of Laytonville.
-
Irvine Lodge, in Mendocino County, 7.9 mi S of Laytonville.
- Empire
Camp, in Mendocino County, 2.5 mi S of Cummings.
- Trinidad, in
Humboldt County, 0.5 mi S of Seawood Drive.
%HOV In
Marin County, HOV lanes run southbound from N of the Greenbrae pedestrian
overcrossing to S of the Strawberry pedestrian overcrossing, for a length of
3.7 mi. Northbound, the HOV lanes run from S of the Richardson Bay Bridge to N
of the Corte Madera overcrossing, for a length of 3.5 mi. These were opened in
February 1974 (opened to carpools in June 1976). HOV lanes also run from Route
37/S Novato Blvd to N of the San Pedro undercrossing, in both directions. These
opened in July 1987, and were extended in February 1991. All require two or
more occupants, and operate weekdays during the following hours: 6:30-8:30am
(SB), 4:30-7:00pm (NB). HOV lanes are also planned as follows:
- From Lucky Drive to N San Pedro Road. Planning stages. Marin County.
CTC Agenda June 2001: Reversable HOV lane, Sir Francis Drake Blvd to N San
Pedro Road.
- N San Pedro Road to Mission Avenue. Construction starts
in March 1998. Marin County.
- Mission Avenue to I-580. Planning
stages. Marin County.
- In Santa Rosa, from Santa Rosa Avenue to
Wilfred Avenue. Sonoma County. Environmental Impact Report prepared.
-
In Santa Rosa, from Wilfred Avenue to Route 12. Sonoma County. Environmental
Impact Report prepared.
- From Route 12 to Steele Lane. This project
includes widening the freeway from four to six lanes. The project will also
increase capacity of the College Avenue and Steele Lane interchanges. Other
features of the project include: (a) Construction of a collector-distributor
road on northbound Route 101, between Route 12 and 3rd Street; (b) Construction
of auxiliary lanes between College Avenue and Steele Lane; (c) Extending an
existing southbound auxiliary lane between College Avenue and downtown Santa
Rosa to Route 12; (d) Replacing the Santa Rosa Creek Bridge; (e) Replacing an
existing pedestrian overcrossing with a new pedestrian undercrossing at Santa
Rosa Creek Bridge; (f) Constructing a new undercrossing at 6th Street; (g)
Constructing soundwalls at various locations; (h) Replacing College Avenue
Undercrossing; and (i) Constructing retaining walls at various locations. The
project has not yet been awarded.
There are also studies for
adding an HOV lane between Santa Rosa and Windsor, and between Rohnert Park and
Petaluma, in Sonoma County. %DBLFINE The five-mile segment
between the Eureka Slough Bridge No. 4-22 to the Gannon Slough Bridge No. 4-24
in Arcata. Authorized by SB 1349, Chapter 378, 9/5/2002. %SCENIC
[SHC 263.6] From a point in Marin County opposite San Francisco to Route 1
near Marin City; and from Route 37 near Ignacio to Route 37 near Novato; and
from Route 20 near Calpella to Route 20 near Willits; and from Route 1 near
Leggett to Route 199 near Crescent City; and from Route 197 near Fort Dick to
the Oregon state line. %FREEWAY [SHC 253.5] Entire portion.
Added to the Freeway and Expressway system in 1959. %INTERSTATE
The portion from San Francisco to Route 37 was submitted for inclusion in
the interstate system in 1947 and 1956; it was not accepted both times.
|
|
HREF="http://www.mtc.ca.gov/library/101_pricing.htm">US 101 Variable Pricing
Study: State Route 37 to the Petaluma River Bridge
|
between the northern California border and Los Angeles appears to have been
part of the "California-Banff "B" Line". This route
appears to have been part of the "Pacific" highway. %EXITS
%LINKS %HIST1934 US 101 is one of the earliest state
routes. It was originally recommended for the state highways map in 1896, and
was adopted into the highway system in 1909. Construction began in 1912.
|
This was part of the Pacific Highway and the
California-Banff "B" Route. ![[Volcanic Byways]](logos/volcanic.jpg){kind=small}
This route is part of the
There are still times when
Caltrans still missigns the route as US 99. An example from October 2009
involves a sign replacement project on eastbound US 
TCRP Project #103 will improve
the interchange at Seventh Standard Road, north of Bakersfield. The goal of
TCRP Project #103 is to alleviate congestion and eliminate safety hazards
associated with existing geometrics and an at-grade railroad crossing by
providing operational improvements and constructing interchange modifications.
The scope of work includes improvements to the existing interchange on Route
99, an additional bridge over Route 99, ramp modifications, widening to four
lanes, realignment of the 7th Street Road, signalization of ramp intersections,
as well as an adjacent grade separation over the Union Pacific Railroad. The
project schedule was updated due to the temporary suspension of the project
until additional funding was identified for right of way acquisition. With the
Public Utilities Commission and the Union Pacific Railroad providing alternate
funding for both Right of Way and Construction phases, right of way acquisition
is now nearing completion and construction is underway. In August 2007, the CTC
amended the project schedule to indicate completion in FY08/09.
In December 2009, the
CTC approved for future consideration of funding a project that will widen
Avenue 12 Interchange on Route 99 from two to four lanes, add an onramp to
Route 99, and construct roadway improvements in the city of Madera. The project
is programmed in the State Route 99 Bond Program and the 2008 State
Transportation Improvement Program, and includes local funds. Total estimated
project cost is $68,000,000, capital and support. Construction is estimated to
begin in Fiscal Year 2011-12. The scope as described for the preferred
alternative is consistent with the project scope set forth in the approved
project baseline agreement.
In May 2009, the CTC accepted the mitigated
negative declaration for the Ellis Street Overcrossing Project. The project
includes construction of an overcrossing on Route 99 between Avenue 17 and
Cleveland Avenue in the City of Madera and a new roadway connecting Ellis
Street on the east side of Route 99 with Avenue 16 on the west side of Route
99. The project will include a crossing over the freeway and railroad tracks to
provide vehicular and pedestrian access to the residential and commercial areas
east of the freeway and reduce the congestion at the Cleveland Avenue/Gateway
Drive/County Club Drive intersection and at the Route 99/Cleveland Avenue
Interchange. The project is estimated to cost $16,596,000 and is funded with
STIP ($8,534,000), Proposition 1B Local Streets and Roads ($1,746,000) and
Local ($6,316,000) funds. Construction is estimated to begin in fiscal year
2009/10.
In October 2008, the CTC received notice of
a negative environmental impact declaration for construction of two
interchanges near Madera. The project proposes to reconstruct the existing
Route 99/Route ![[TCRP 104-105]](maps/099-tcrp-104-105.jpg)
An Environmental
Impact Report is in preparation for widening this route from 4 to 6 lanes, and
to replace all existing bridges, in San Joaquin County [April 2002 CTC Agenda
Item 2.2a.(1)]. This is likely TCRP Project #104, which will build 7 miles of
new six-lane freeway from Buchanan Hollow Road to Healey Road in Merced
Country. There is also TCRP Project #105, which will build 2 miles of new
six-lane freeway from the Madera County line to Buchanan Hollow Road in Merced
County. However, these projects had their TCRP funds deallocated in September
2005 due to inactivity. In April 2007, the CTC considered amendments to
projects #104 and #105. These amendments would build seven miles of new
six-lane freeway south of Merced, Buchanan Hollow Road to Healey Road in Merced
County (#104) and build 4.5 miles of new six-lane freeway, Madera County line
to Buchanan Hollow Road in Merced County (#105). Specifically, TCRP Project
#104 will upgrade a four-lane expressway to a six-lane freeway with an
interchange at Arboleda Road. The project will close at-grade median crossings
and improve capacity on Route 99 and is programmed with $5,000,000 of TCRP
funds for Plans, Specifications and Estimates (PS&E) and Right of Way (R/W)
support and capital. Project Approval and Environmental Document (PA&ED)
and Construction are programmed in the State Transportation Improvement Program
for $144,900,000. TCRP Project #105 will upgrade Route 99 from a four-lane
expressway to a six-lane freeway. This project is also funded with $5,000,000
from the TCRP for PS&E and R/W support. The project schedule and funding
changed due to environmental issues that delayed the project. This delay
escalated construction costs and delayed project delivery. These projects are
now estimated for completion in FY 2012/2013.
In May 2009, the CTC approved a public road
connection to Route 99 at Dr. Martin Luther King Jr. Boulevard, in the county
of San Joaquin. The San Joaquin Council of Governments (SJCOG), in conjunction
with the City of Stockton, San Joaquin County, and the Department, are
proposing to construct a new interchange at Route 99 and Dr. Martin Luther King
Jr. Boulevard in San Joaquin County, near the junction with Route ![[TCRP 106]](maps/099-tcrp-106.jpg)
TCRP
Project #106 will develop a new four-lane, limited access expressway from
Mission Avenue to Yosemite Avenue on the east side of the city of Merced, to
support the new University of California, Merced. In June 2006, the CTC
considered TCRP Application Amendment to redistribute $4,486,000 from
Construction to R/W for this project, as well as updating the project schedule
and funding plan. The project is currently scheduled for completion in FY
2014.![[Stockton]](maps/099-stockton.jpg)
In
March 2009, the CTC approved for future consideration of funding a project in
San Joaquin County will widen the highway from four to six lanes in each
direction and construct roadway improvements between Arch Road and Route ![[TCRP 135 - From City of Elk Grove Website]](maps/099-tcrp-135.jpg)
This portion of this segment from Route ![[Tudor Bypass]](maps/099-tudor.jpg)
There are plans to
widen this route to four lanes near Yuba City. There are also plans to bypass
the city of Tudor. As of Mid-May 2009, it was reported that visible progress is
being made on the Tudor Bypass, a $54.8 million project to reroute Route 99
past the sweeping, accident-prone S-curve at Route ![[Riego]](maps/099-riego.jpg)
There are plans to construct a new
interchange to connect Riego Road to Route 99 at the Sacramento/Sutter County
line. The project is programmed in the Route 99 Corridor bond program and will
be combined with local funds. The estimated cost of the project is $30,840,000
and is estimated to begin construction in Fiscal Year 2010-11. The scope, as
described for the preferred alternative, is consistent with the project scope
set forth in the approved project baseline agreement.![[Feather River Project]](maps/099-feather.jpg)
In June 2008, the
CTC approved reallocating some funding related to the Feather River Bridge
reconstruction. The Sutter 99 Segment 2, Feather River Bridge Project PPNO
(8361B) is part of the Route 99 Bond Program. The project proposes to widen
Route 99 in Sutter County from two to four lanes with a continuous left turn
lane from just south of Nicholaus Road to Sacramento Avenue. The project mainly
consists of a new 3,045 foot two-lane bridge east of the existing Feather River
Bridge (#18-26). The project also realigns the ramps to Nicholaus Road. The
existing two-lane Feather River Bridge will remain in service. As the design
work started, and detailed design information became available, the design and
construction strategies considered during the environmental phase were
reevaluated. Foundation drilling revealed different foundation conditions than
what was originally considered. Preliminary consultations with the regulatory
agencies for permitting began with the updated information. It was determined
that environmental permit requirements had become more stringent and the
agencies were requiring a reduced impact on the river. In addition, a more
restrictive construction window for work being done in the channel is required.
These factors led to a change in design and construction strategy. To address
these new requirements and information, the current design reduces the number
of bridge spans and foundations in the water, in order to minimize impacts to
the main river channel. The longer spans require longer and larger diameter
piles and an increased super structure and deck thickness, which in turn
increases structure costs. Other options available will not render any
financial savings; in fact, they could potentially be more costly in time and
money. The proposed construction method minimizes the work area in the channel
and reduces the noise levels from pile driving.
In June 2007, the CTC considered
rescinding a portion of the freeway adoption for Route 99 in the County of
Sutter, Post Mile T36.0/42.2 and the County of Butte, Post Mile 0.0/13.1. This
was up for a vote again in December 2007. Due to funding constraints, Caltarns
is unable to construct a freeway on a new alignment (bypassing the cities of
Live Oak and Gridley) to replace the existing Route 99 facility in Sutter and
Butte Counties. The specific portion to be rescinded is along Route 99 from
Encinal Road at PM T36.0 to PM 42.2 in Sutter County and from the Sutter/Butte
county line PM 0.0 to SR 162, at PM 13.1, in Butte County. Numerous studies
were conducted on the Route 99/Route ![[99 aux lane near Chico]](maps/099-chico.jpg)
In
February 2009, the CTC approved for future consideration of funding a project
to construct an auxiliary lane near Chico. The project is located in the City
of Chico on Route 99 between the Route 
The portion of former US 99 that was cosigned with US 
