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California Highways

Routes 169 through 176

 
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.


Quickindex

169 · 170 · 171 · 172 · 173 · 174 · 175 · 176


State Shield

State Route 169



Routing

From Route 101 near Klamath to Route 96 near Weitchpec. Note that the legislative definition explicitly allows Caltrans to maintain a traversable highway located in portions of the area between the termini of and approximately on this route even though the highway is not continuous.

 

Post 1964 Signage History

This routing is unchanged from its 1963 definition.

 

Pre 1964 Signage History

This route was LRN 46, defined in 1919. It appears to have not been signed before 1963.

Route 169 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 169 between 1934 and 1964.

 

Named Structures

Bridge 01-045, at Terwer Creek in Del Norte county, is named the "Perry and Emma McBeth Memorial Bridge". It was built in 1949, and was named by Senate Resolution 138 the same year. Perry and Emma McBeth settled in Del Norte County in 1911 where they lived lives of generosity and selfless service to all the inhabitants of the lower Klamath.

 

Status

Unconstructed This route is explicitly allowed to be non-continuous. Unconstructed from Terwer Riffle Road near Klamath Glen to to Wauteck Village near Johnsons Road along the Klamath River, although there are some primative logging roads that are unsuitable for use as a state highway. Part of the reason for the non-continuity is the fact that the portion from Klamath Glen to Johnsons lies within the Yurok Indian Reservation. Another reason for the discontinuity was a series of devistating floods in 1964. In 2002, Caltrans indicated a feasibility study was in progress for this route.

 

Other WWW Links

 


Overall statistics for Route 169:

  • Total Length (1995): 24 miles traversable; 18 miles unconstructed. There is a feasability study for the unconstructed milage.
  • Average Daily Traffic (1992): 220 to 2,050
  • Milage Classification: Rural: 42; Sm. Urban: 0; Urbanized: 0.
  • Previous Federal Aid Milage: FAS: 8 mi.
  • Functional Classification: Collector: 7 mi; Rural Minor Collector/Local Road: 17 mi.
  • Counties Traversed: Del Norte, Humboldt.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the route from "Spring Street to Firestone Boulevard via Somerset Avenue" to the highway system. In 1935, this was added to the highway code as LRN 169 with the routing:

"Spring Street to [LRN 174] (Firestone Boulevard) via Somerset Avenue"

In 1945, Chapter 1269 deleted this routing. Somerset Avenue was later renamed Bellflower Blvd, and the Spring Street referenced was in Long Beach, so this routing ran roughly from Long Beach to Firestone, paralleling what later became I-605.

In 1959, Chapter 1860 added a new definition for LRN 169: "[LRN 56] to [LRN 117] via Canyon Del Rey." This is present-day Route 218.


State Shield

State Route 170



Routing
  1. From Los Angeles International Airport to Route 90.


    Post 1964 Signage History

    As defined in 1963, this segment was defined as "(a) Route 405 near Inglewood to Route 101 in Los Angeles."

    In 1965, Chapter 1372 changed the origin of this segment to "(a) Route 405 Los Angeles International Airport to Route 101 in Los Angeles."

    In 1968, Chapter 282 corrected the typo: "(a) Route 405 Los Angeles International Airport to Route 101 in Los Angeles."

    In 1971, Chapter 1398 split this segment: "(a) Los Angeles International Airport to Route 90. (b) Route 2 to Route 101 in Los Angeles." Note that this definition deleted the portion between Route 90 (Slauson Blvd) and Route 2 (Santa Monica Blvd).

     

    Pre 1964 Signage History

    This was part of LRN 160, defined in 1933 (the portion from LAX to I-405 is post-1964 routing).

    Originally, this segment continued N from Route 90 approximately along La Cienega and Crescent Heights to Santa Monica Blvd. This was LRN 160, defined in 1933.

     

    Status

    Unconstructed Unsigned; unconstructed. Caltrans has no plans to adopt the route. However, it does show up in the CalTrans Routelog in 2001. The traversable local routing was identified as La Tijera Blvd and La Cienega Blvd.

    It appears that a small segment of this may have been constructed to freeway standards--the segment of La Cienega Blvd between Centinela (Route 107) and Rodeo Road. In 1953, it was reported in CHPW that "Los Angeles County recently opened to traffic a section of expressway from roughly Stocker Street to Jefferson Boulevard, which now extends this expressway from the City of Inglewood to Jefferson Boulevard in the general route indicated on the map for the Crenshaw Freeway." That segment was designed, constructed, and financed by the Los Angeles Dept. of Public Works for $2 million.

    The "La Cienega Freeway" portion is now an expressway maintained by the county of Los Angeles. At least one map dating from the late 1950's show this as part of the future Route 170 freeway. For more history, see the information for LRN 160 and the information about the 1955 proposal for the La Cienega Freeway. It is also clear that the I-405 interchange with La Cienega was constructed to be a future Route 170 interchange: this is clear from the construction of the off-ramps and on-ramps.

     

    Naming

    This segment was to have been named the "Skyway Freeway". It was named by Assembly Concurrent Resolution 109, Chapter 26, in 1974. The name derives from the fact the route was meant to go to the Los Angeles Airport.

    It is also referred to as the La Cienega Freeway. La Cienega is actually a misspelling of the Spanish word "cienaga", meaning "marsh" or "swamp." The misspelling began with the name of the local ranch. The name might refer to the wetlands originally near the airport.

     

    Other WWW Links

     

    Freeway

    [SHC 253.7] Entire portion (unconstructed). Added to the Freeway and Expressway system in 1959. The portion from LAX to I-405 was added to the Freeway and Expressway system on 9/17/1965.


  2. From Route 101 near Riverside Drive to Route 101 in Los Angeles.

    (b) The relinquished former portion of Route 170 within the City of Los Angeles between Route 2 and Route 101 is not a state highway and is not eligible for adoption under Section 81. For that relinquished former portion of Route 170, the City of Los Angeles shall maintain signs directing motorists to the continuation of Route 170.


    Post 1964 Signage History

    This segment was part of the original definition of segment (a) in 1963.

    In 1964, the CHC adopted 0.4 mile of Vineland Avenue in Los Angeles between the Hollywood Freeway and Lankershim Boulevard as Route 170. In a related action, the CHC relinquished the portion of Lankershim Boulevard between the Hollywood Freeway and Vineland Avenue, formerly part of Route 170, to the city.

    In 1971, Chapter 1398 split (a), creating this segment: "(a) Los Angeles International Airport to Route 90. (b) Route 2 to Route 101 in Los Angeles."

    AB 3047, Chapter 650, 9/21/2004, permits the California Transportation Commission to relinquish to the City of Los Angeles this segment of Route 170 pursuant to the terms of a cooperative agreement between the city and the department, upon a determination by the commission that the relinquishment is in the best interests of the state. Such a relinquishment becomes effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. At that point, the portion of Route 170 relinquished under this subdivision shall cease to be a state highway, and cannot be considered for future adoption. This segment was up for relinquishment in November 2005.

    In May 2007, the LA Department of Public Works issued a press release that noted the Route 170 was under city jurisdiction, as well as acknowledging the receipt of $3.2 million from Caltrans for future street and traffic improvements on the formerly State-owned portion of Highland Avenue. The Department of Public Works Bureau of Engineering (BOE) will take the lead in the design and construction management of future street improvements to ease traffic along the relinquished portion of Highland Avenue, stretching northbound from Santa Monica Boulevard to US 101. This will permit the city to make needed improvements. These improvements include adjusting lane widths to City standards for optimized use of the street’s surface and synchronization of street signals to relieve traffic congestion along the Highland corridor. Transfer of jurisdiction over the thoroughfare to the city also gives way to the highly anticipated Highland-Franklin Intersection Improvement Project, which will widen streets and add right-turn pockets to the intersection of Highland and Franklin to mitigate traffic in the area for commuters and local residents. The project includes the installation of 45 new streetlights, 29 street trees, 30 decorative pedestrian lights and new traffic signals along Highland and Franklin avenues. Construction of the project is expected to begin in late May 2006, under a 6-month contract awarded to Excel Paving. In addition to Highland Avenue, the relinquished area includes Cahuenga Boulevard East, just north of Pilgrimage Bridge to Odin Street; Cahuenga Boulevard West, just north of Pilgrimage Bridge to Hollywood Bowl Road; and Odin Street from Cahuenga Boulevard eastbound to Highland Avenue. There exist a number of streets in the City of Los Angeles currently under State ownership due to their original purpose as direct connectors to State highways.

    In 2010, SB 1318, Chapter 421, 9/29/10, changed the start of this segment: "Route 2 Route 101 near Riverside Drive to..."

     

    Pre 1964 Signage History

    This was a constructed portion of LRN 160, defined in 1933. There was also an unconstructed portion that ran along Crescent Heights/Laurel Canyon Blvd between Santa Monica and US 101 (in the San Fernando Valley). This was never constructed, althought it remained proposed for a long time.

     

    Naming

    Had the freeway routing been constructed, it would have been named the "Laurel Canyon Freeway". Maps based on the 1956 freeway planning maps show this as continuing N from US 101 to I-5, joining at what would have been a hell-of-an-interchange: the Laurel Canyon freeway, the Sunland Freeway (see Route 64), the Hollywood Freeway (present-day Route 170), Golden State Freeway (I-5). Laurel Canyon refers to the canyon in Hollywood Hills; the portion in the flats was originally called Pacoima Avenue.

     

    Status

    The route runs along Cahuenga, and thence upon Highland to Santa Monica Blvd. Cahuenga is an Indian name, probably derived from the name of a local Indian village. The routing was originally planned as freeway in 1965 but never constructed, along a routing that followed Laurel Canyon. Some map books indicate the route as signed, but no one has reported signs. If you look closely at the bridge marker at Caheunga and US 101, you will see it is signed as the Route 170/Route 101 junction. There are also two reassurance signs: One is southbound just south of the Hollywood Bowl, while the other is northbound at either Hollywood or Sunset.


  3. From Route 101 near Riverside Drive to Route 5 near Tujunga Wash.


    Post 1964 Signage History

    In 1963, this was originally defined as "(b) Route 101 near Riverside Drive to Route 5 near Tajunga Wash.". Chapter 1698 later that year corrected the spelling.

    The following freeway-to-freeway connections were never constructed:

    • SB Route 170 to NB US 101. Rationale: Construction of this connector was put "on hold" pending completion of the interchange for the Laurel Canyon Freeway (Route 170), which ended up never being constructed.

    • NB Route 170 to SB I-5. Rationale: Illogical Reverse Move. The angle between the two freeways is too acute.

    Mike Ballard has seen some signs indicating this might have been designated (or more likely, planned to be designated) as US 6. However, this has not been confirmed.

     

    Pre 1964 Signage History

    This was LRN 159, defined in 1933. Before the construction of the freeway, the route ran along Lankershim Blvd. It was unsigned before construction of the freeway (although one map shows it as being signed Route 159, which may be an error). Lankershim Boulevard was named for the town of Lankershim (first called Toluca, now North Hollywood) and its founding family. Isaac B. Lankershim grew wheat in a wide swath of the Valley.

     

    Naming

    The segment of Route 170 from the US-101/Route 134/Route 170 junction to the Route 5 junction is named the "Hollywood Freeway".

    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.

     

    Status

    Although the route does not end at the US 101 junction, there is an "END Route 170" sign at that point.

     

    Commuter Lanes

    Commuter lanes exists between Route 101 and Route 5. These were opened in February 1996, require two or more occupants, and are always in operation.

     

    Freeway

    [SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 170 14.50 20.55

 

exitinfo.gif

The constructed portion of Route 170 begins at PM 9.2; hence, exit numbers will be approximately 9 less that the corresponding PMs.

 

Other WWW Links

 

Post 1964 Signage History

Until 1968, Route 170 was a continuous route from Route 405 to Route 101 (the Laurel Canyon Freeway; LRN 160), and from Route 101 to Route 5 (Hollywood Freeway route; LRN 159). In 1968, the portion from the Los Angeles International Airport to Route 405 was added. In 1971, the discontinuities between (1) and (2) were introduced.

 

Pre 1964 Signage History

Route 170 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 170 between 1934 and 1964.

 


Overall statistics for Route 170:

  • Total Length (1995): 8 miles traversable; 4 miles unconstructed.
  • Average Daily Traffic (1992): 48,000 to 171,000
  • Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 12.
  • Previous Federal Aid Milage: FAU: 8 mi.
  • Functional Classification: Prin. Arterial: 8 mi.
  • Counties Traversed: Los Angeles.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Long Beach-Santa Ana Road near Seal Beach via Santa Fe Springs to [LRN 26] near West Covina". In 1935, this was added to the highway code as LRN 170 with the routing:

"[LRN 179] near Seal Beach via Santa Fe Springs to [LRN 26] near West Covina"

LRN 179 was Route 22.

In 1957, Chapter 36 extended the route to originate at [LRN 60]: "[LRN 179] [LRN 60] near Seal Beach to …"

In 1959, Chapter 1062 the route from US 70 to US 66, terminating at "[LRN 9] near Duarte."

This route ran from Route 1 near Seal Beach to I-210 near Duarte. This is former Route 35; it is present-day I-605. The portion between Route 1 and I-405 was Route 240 between 1964 and 1968.


Post-1964 Legistlative Route Graphic

Former State Route 171



Routing

No current routing.

 

Post 1964 Signage History

Post-1964 Legistlative Route Graphic In 1963, Route 171 was defined as "Route 5 near San Diego to Route 805 via Switzer Canyon."

In 1994, the previous routing for Route 171, from Route 5 near San Diego to Route 805 via Switzer Canyon, was deleted per AB 3132, Chapter 1220. This was part of a road system first proposed in 1926. It would have started at I-5 near downtown San Diego, run northeast to connect with I-805 near the I-8 junction, crossing several canyons, residential areas, and the Balboa Park Municipal Golf Course. A remnant of what was to be a freeway-to-freeway connection exists at the I-5 and Pershing Drive/B Street interchange.

 

Pre 1964 Signage History

The 1964-1994 routing of Route 171 was LRN 284, defined in 1959. It was never signed.

Route 171 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 171 between 1934 and 1964.

 

Naming

This would have been the Switzer Canyon Freeway.

 

Freeway

Originally to have been freeway; later deleted from SHC 253.1.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "[LRN 60] near Huntington Beach to Whittier" as part of the state highway system. In 1935, this was added to the highway code as LRN 171, with the routing:

"[LRN 60] near Huntington Beach to [LRN 2] near Whittier"

In 1951, Chapter 1562 changed the terminus: "… to [LRN 2] near Whittier [LRN 62] at or near Buena Park"

This route ran from Route 1 near Huntington Beach to Route 39 near Buena Park. Between Route 1 and the US 101 junction, this was Route 39. Between Lincoln Ave and US 101, this was US 91; it ran along Huntington Beach Blvd; Stanton Ave; and Grand Ave.


State Shield

State Route 172



Routing

From Route 36 at Mineral to Route 36 near Morgan Summit.

 

Post 1964 Signage History

In 1963, this route was defined as "Route 36 at Mineral to Route 36 near Morgan."

In 1984, Chapter 409 corrected the terminus: “… to Route 36 near Morgan Summit.

 

Pre 1964 Signage History

This loop was originally part of Route 36 (a 1934 original state route). It was part of LRN 29, defined in 1909. In 1964, Route 36 was assigned a direct routing between Mineral and Morgan Springs (LRN 86), and the old routing was resigned as Route 172.

Route 172 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 172 between 1934 and 1964.

 

Other WWW Links

 

Status

In April 2005, the CTC considered a resolution to vacate right of way in the County of Tehama, between Engineers Stations 299+00 and 341+00, consisting of highway right of way easement no longer needed for State highway purposes.

 


Overall statistics for Route 172:

  • Total Length (1995): 9 miles
  • Average Daily Traffic (1992): 110 to 270
  • Milage Classification: Rural: 9; Sm. Urban: 0; Urbanized: 0.
  • Previous Federal Aid Milage: FAS: 9 mi.
  • Functional Classification: Collector: 9 mi.
  • Counties Traversed: Tehama.

 

Pre-1964 Legislative Route

In 1933, the route from "Los Angeles, Boyle Avenue, and 4th Street to [LRN 19] near Walnut Station" was added to the state highway system. In 1935, this route was added to the highway code as LRN 172 with the routing:

"Los Angeles, at the intersection of Boyle Avenue and Fourth Street to [LRN 19] near Walnut Station"

In 1947, Chapter 1233 changed the origin to be "[LRN 2] in Los Angeles".

In 1957, Chapter 1911 simplified the terminus to "…to [LRN 19] near Walnut Station".

This was the route from US 101 in Los Angeles to US 60 near Walnut. This was part of the freeway routing of present-day Route 60. Pre-freeway, it run from US 101 and 4th Street, E to 3rd Street, and along Pomona Blvd. Shortly after the Pomono Blvd/Potrero Grande split, it went onto the proposed freeway routing. At one time, it was suggested that it continue E on a new alignment from LRN 19 to the SBD County Line, but this was never accepted.

It was also proposed that the freeway be extended to meet up with the Beverly Hills Freeway (i.e., from the Harbor Freeway to the Hollywood Freeway). This was never accepted.


State Shield

State Route 173



Routing

From Route 138 to Route 18 via Lake Arrowhead.

 

Post 1964 Signage History

This route is as defined in 1963.

 

Pre 1964 Signage History

This was part of LRN 59, defined in 1933. The route was originally signed as part of Route 2, one of the original 1934 state routes. It has also been signed as part of Route 138. Route 173 was not defined as part of the 1934 initial set of state signed routes.

 

Naming

Arrowhead Lake Road; "Rock Springs" Road; "Kiowa" Road

 

Status

Unsigned Unsigned between Route 138 and Route 189.

This route is unpaved between Deep Creek and near Rock Camp Station (San Bernardino County PM5.8 to PM12.7). However, postmiles exist along dirt portion and signage exists at Route 138, Route 18, and Route 189. According to a recent report in January 2004, the dirt portion has been reduced to only 4 miles, from PM 11.5 (where the Burnt Flats rubbish disposal is) to PM 7.5

In March 2011, it was reported that Caltrans had closed the unpaved portion. In the past 10 years, at least one person has died "falling down the steep, unguarded mountainside," and to maintain the narrow road Caltrans has spent between $20,000 and $40,000 annually. The road was built in the late 1800s, the road has withstood storms and fires and served as an access route for hauling materials from the High Desert to build Lake Arrowhead and its dam. There will be two steel gates -- one at the top of the mountain near Willow Creek Jeep Trail and the other at the bottom of the mountain where the road ends just below Lake Arrowhead Road

 

Scenic Highway

[SHC 263.1] Entire route.

 

Other WWW Links

 


Overall statistics for Route 173:

  • Total Length (1995): 25 miles
  • Average Daily Traffic (1992): 50 to 6,700
  • Milage Classification: Rural: 16; Sm. Urban: 9; Urbanized: 0.
  • Previous Federal Aid Milage: FAU: 9 mi; FAS: 7 mi.
  • Functional Classification: Minor Arterial: 9 mi; Collector: 7 mi; Rural Minor Collector/Local Road: 9 mi.
  • Counties Traversed: San Bernardino.

 

Pre-1964 Legislative Route

In 1933, the route from "[LRN 60] in Santa Monica to the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street" was defined as part of the highway system. In 1935, this route was added to the highway code as LRN 173 with that definition. Tenth Street was later renamed Olympic Blvd; note that Indiana Street was also a state highway for a time.

Olympic Blvd was formerly Pennsylvania Ave. in Santa Monica, connecting with the extension of Louisiana Avenue and Tenth Street in Los Angeles, with an angling connection with Ninth Street east of San Pedro Street in Los Angeles, and thence following the old Ninth Street route to the east city limits of Los Angeles at Indiana Street. At this point, it joined LRN 166, generally known as the Anaheim-Telegraph Road. It is interesting to note that the route through the 20th Century Fox film studio land was donated by the studio. Olympic Boulevard was made a State highway route by the State Legislature in 1933. Since this time the State Division of Highways has been cooperating with the city, working to eliminate the jogs and poor alignment that tended to prevent the use of the route by the public.

In 1943, Chapter 964 changed the terminus: "… to the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street [LRN 166] near Downey Road". This terminus was former Route 245.

In 1957, Chapter 36 changed the terminus: "… to [LRN 166] near Downey Road [LRN 2] near Soto Street"

This route ran from Route 1 in Santa Monica to US 101 near Soto Street. This was pre-1963 Route 26, and is the present-day "Santa Monica" Freeway, I-10. It originally extended to the E as far as Route 15 (present-day I-710). It ran along Olympic Blvd to Soto, and then up Soto to LRN 2 (US 101). It also corresponded to the later I-10 routing to I-5. One map shows it continuing along Olympic. At one point, it ran along Pico between Lincoln and Beverly Drive.


State Shield

State Route 174



Routing

From Route 80 near Colfax to Route 20 near Grass Valley.

 

Post 1964 Signage History

In 1963, this route was defined as "Route 80 near Colfax to Route 49 near Grass Valley."

In 1972, Chapter 1216 changed "Route 49" to "Route 20".

 

Pre 1964 Signage History

This was LRN 25, defined in 1933. It was not signed before 1963.

Route 174 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 174 between 1934 and 1964.

 

Naming

This route is named the "Officer Bill C. Bean Jr. Memorial Highway". Officer Bean was a Sacramento Police officer who died on February 9, 1999 in the line of duty during a traffic stop in the Del Paso Heights of North Sacramento. Named by Assembly Concurrent Resolution 68, Chapter 110, on September 14, 1999.

 

Named Structures

Bridge 17-50 on Route 20, at the Route 20/Route 174 separation in Nevada county, is named the "David E. Freestone and Harry Lee Theurkauf Memorial Bridge". It was built in 1970, and was named by Assembly Concurrent Resolution 43, Chapter 220, in 1971. Private First Class David Edward Freestone was a casualty of the Vietnam War. As a member of the Army, PFC Freestone served our country until August 27th, 1969 in Binh Duong, South Vietnam. He was 20 years old and was not married. David died from small arms fire. Specialist Five Harry Lee Theurkauf was also a casualty of the Vietnam War. As a member of the Army, SP5 Theurkauf served our country until June 5th, 1968 in Binh Duong, South Vietnam. He was 22 years old and was not married. Harry died from artillery fire.

 

Business Routes

There is a business routing through the town of Colfax. It uses Auburn St., Grass Valley St., and Main St. The routing separates from Route 174 just north of the I-80 junction and rejoins the highway north of town.

 

Scenic Highway

[SHC 263.7] From the Bear River to the Grass Valley city limits.

 

Other WWW Links

 


Overall statistics for Route 174:

  • Total Length (1995): 13 miles
  • Average Daily Traffic (1992): 4,300 to 11,600
  • Milage Classification: Rural: 12; Sm. Urban: 1; Urbanized: 0.
  • Previous Federal Aid Milage: FAP: 13 mi.
  • Functional Classification: Prin. Arterial: 1 mi; Minor Arterial: 12 mi.
  • Counties Traversed: Nevada.

 

Pre-1964 Legislative Route

In 1933, the routes from "[LRN 60] via Manchester Avenue to [LRN 2] near Miraflores" and "[LRN 2] near Orange County Hospital to Main Street, Santa Ana via Santa Ana Boulevard" were added to the state highway system. In 1935, these routes were added to the highway code as LRN 2:

  1. [LRN 60] via Manchester Avenue to [LRN 2] near Miraflores
  2. [LRN 2] near Orange County Hospital to Main Street, Santa Ana via Santa Ana Boulevard

In 1957, Chapter 36 deleted segment (b), and changed the origin of (a) to "[LRN 60] west of Inglewood via Manchester Avenue to [LRN 2] near Miraflores". Segment (b) ran from what is now the Western Medical Center, Santa Ana to Santa Ana and Main, and appears to have been obviated by other routes in the area.

Later in 1957, Chapter 1911 clarified the terminus: "… to [LRN 2] near Santa Ana".

The routing, as of 1963, ran from Route 1 W of Inglewood to US 101 near Santa Ana. This is (former) Route 42 (which itself is former Route 10), and corresponds to the present-day I-105. It ran along Manchester Avenue and Firestone Avenue. LRN 174 also included portions of US 101 between the junction with Route 42 and the junction with surface US 101 (LRN 2).

This was actually a significant route in its day, prompting numerous articles in California Highways and Public Works.


State Shield

State Route 175



Routing
  1. From Route 101 at Hopland to Route 29 near Lakeport.


    Post 1964 Signage History

    As defined in 1963, this segment was “(a) Route 101 to Route 29 near Lakeport.”

    In 1994, Chapter 1220 clarified the routing of this segment: “(a) Route 101 at Hopland to Route 29 near Lakeport.”

     

    Pre 1964 Signage History

    This segment (19 mi) was LRN 16, defined in 1909, and appears not to have been signed before 1964.

     

    Status

    In July 2009, the CTC approved relinquishment of right of way in the county of Mendocino along Route 175 in Old Hopland at East Side Road, consisting of a reconstructed and relocated county road.


  2. From Route 29 near Kelseyville to Route 29 at Middletown.


    Post 1964 Signage History

    In 1963, this segment was defined as “(b) Route 29 to Route 29 near Middletown.”

    In 1992, Chapter 1243 clarified the definition of (b): “(b) Route 29 near Kelseyville to Route 29 near Middletown.”

    In 1994, Chapter 1220 further clarified the routing of this segment: “(b) Route 29 near Kelseyville to Route 29 near at Middletown.”

     

    Pre 1964 Signage History

    This segment was originally signed as part of the original 1934 definition of Route 29. It was LRN 89, defined in 1933. Route 29 presently takes a direct route over LRN 243, defined in 1959 between Lower Lake and Kelseyville.

Status

Between Lakeport and Kelseyville, the route is multiplexed with Route 29.

In March 2011, the CTC approved funding a number of projects on this route. Near Hopland from the Junction of Route 101 to 0.6 mile east of Mendocino/Lake County Line, Route 175 will have 21.0 lane miles of roadway rehabilitated by overlaying with asphalt concrete to improve the ride quality, prevent further deterioration of the traveling surface, minimize costly roadway repairs, and extend the pavement service life. In Lake County, near Lakeport, from 4.9 miles east of Mendocino/Lake County Line to Route 175/Route 29 Junction; also near Kelseyville from Route 175/Route 29 Junction to Route 175/Route 29 Junction in Middletown there will be a project to rehabilitate 46.2 lane miles of roadway by overlaying with asphalt concrete to improve the ride quality, prevent further deterioration of the traveling surface, minimize costly roadway repairs, and extend the pavement service life.

 

Pre 1964 Signage History

Route 175 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 175 between 1934 and 1964.

 

Other WWW Links

 


Overall statistics for Route 175:

  • Total Length (1995): 38 miles
  • Average Daily Traffic (1992): 840 to 2,650
  • Milage Classification: Rural: 38; Sm. Urban: 0; Urbanized: 0.
  • Previous Federal Aid Milage: FAP: 18 mi; FAS: 20 mi.
  • Functional Classification: Minor Arterial: 26 mi; Collector: 12 mi.
  • Counties Traversed: Mendocino, Lake.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route “[LRN 60] near Hermosa Beach to [LRN 43] in Santa Ana Canyon via Artesia Ave” as part of the state highway system. In 1935, this route was added to the highway code as LRN 175 with that definition.

In 1957, Chapter 36 relaxed the routing: “[LRN 60] near Hermosa Beach to [LRN 43] in Santa Ana Canyon via Artesia Ave

This route ran from Route 1 near Hermosa Beach to CA 91 in Santa Ana Canyon. This is former Route 14, also known as US 91; it is present-day Route 91.


Post-1964 Legistlative Route Graphic

Former State Route 176



Routing

No current routing.

 

Post 1964 Signage History

Post-1964 Legistlative Route Graphic In 1963, Route 176 was defined as the route from “Route 101 in Santa Maria to Sisquoc.”

In 1968, Chapter 282 relaxed the definition: “Route 101 in near Santa Maria to Sisquoc.”

In 1984, Chapter 1258 deleted Route 176.

Betteravia Road and Foxen Canyon Road are the former routings of this highway. At one point, Route 176 westbound made a right turn on Philbric Road to the town of Rex, and then continued on what was now Main Street to the current south Route 166/US 101 junction.

 

Pre 1964 Signage History

This route was LRN 148, defined in 1933. It appears not to have been signed before 1963.

Route 176 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 176 between 1934 and 1964.

 

Other WWW Links

 

Pre-1964 Legislative Route

In 1933, the route from “Buena Park-Azuza Road near La Habra to [LRN 43] in Santa Ana Canyon via Brea” was added to the state highway system. In 1935, this route was added to the highway code as LRN 176 with the routing:

“[LRN 62] near La Habra to [LRN 43] in Santa Ana Canyon via Brea”

In 1959, Chapter 1062 changed the origin and relaxed the routing: “[LRN 62] near La Habra [LRN 174] near Norwalk to [LRN 43] in Santa Ana Canyon via Brea

This route ran from former Route 42 near Norwalk (before 1959, I-605) to LRN 43 (US 91) in Santa Ana Canyon. This is the eastern portion of Route 90, which was formerly part of Route 42. It is freeway near Yorba Linda.



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