California Highways

From Route 5 south of San Clemente to Route 91 in the City of Anaheim.

In 1963, Route 241 was defined as the route “Route 11 near Adams Street to Route 11 near Elysian Park in Los Angeles.” Route 11 is present-day Route 110. This was to be the "East Bypass".

In 1965, Chapter 1372 repealed this routing.

In 1968, Chapter 282 redefined Route 241 as “…in San Francisco from Route 1 to Route 101 near Fell and Oak Streets.” This routing was the result of a transfer from Route 80.

In 1972, Chapter 1216 deleted this definition of Route 241.

In 1988, Chapter 1363 redefined Route 241 as “Route 231 near the Cities of Tustin and Irvine to Route 5 south of San Clemente.”

In 1996, Chapter 1154 extended the route by transfer from former Route 231: “Route 5 south of San Clemente to Route 91 in the City of Anaheim Route 231 near the Cities of Tustin and Irvine”This is part of the Orange County Transportation Corridor System

Route 241 consists of three transporation corridors: Eastern, Foothill North, and Foothill South:

• The Eastern Transportation Corridor will parallel the Costa Mesa (Route 55) Freeway east of existing developments in Anaheim Hills, Orange, and Tustin. The Corridor begins at the Riverside (Route 91) Freeway, west of Gypsum Canyon Road, extends from Gypsum Canyon toward Irvine, splitting into two legs (Route 261 and Route 133) at Santiago Canyon Road.

• The Foothill-North corridor connects the Eastern Transportation Corridor in North Irvine (Route 261 and Route 133) to Interstate 5 just south of San Clemente. The 12-mile Foothill-North corridor begins at the Eastern Corridor and ends at Oso Parkway, near Mission Viejo. Currently, 7.5 miles of the Foothill Transportation Corridor are open to traffic between Portola Parkway North (near Irvine) and Antonio Parkway in Rancho Santa Margarita. A 3.2 mile section opened on October 16, 1993 and a 4.3 mile extension opened April 7, 1995.

• The Foothill-South corridor will connect the Eastern Transportation Corridor in North Irvine (Route 261 and Route 133) to Interstate 5 just south of San Clemente. The 16-mile Foothill South Corridor begins at Oso Parkway and takes a southerly alignment through undeveloped and agricultural lands.

The 1964-1965 incarnation of Route 241 (from 1964 Route 11 near Adams Street to 1964 Route 11 near Elysian Park) was a proposed LRN 222 that would have sliced through the heart of downtown Los Angeles running E of Main Street. It was never constructed, and is no longer part of the state highway system.

The 1968-1972 incarnation of Route 241 (from Route 1 to Route 101 near Oak and Fell Streets in San Francisco) was LRN 223, defined in 1947.

The post-1988 routing of Route 241 was not defined in 1963.

In the early 2000s, the Foothill South alignment had two possibilities under consideration: a locally preferred alignment east of the City of San Clemente and traversing the undeveloped San Onofre State Beach Park portion of the Camp Pendleton Marine Corps Base, or an alternative alignment generally 2½ miles westerly of the locally preferred alignment (near La Pata and Avendia Pico). Future interchanges include Oso Parkway, Crown Valley Parkway, Ortega Highway, Avenida Pico and Christianitos Road. It terminates at Interstate 5 in San Diego County just south of Basilone Road.

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 #1988: The Foothill South Project, construct 16 miles of a six-lane limited access highway system. $8,000,000.

In December 2005, the Foothill/Eastern Transportation Corridor Agency released its final environmental impact report on the alignments. They chose a wilderness route for the Foothill South, which could be completed as early as 2010. The agency's chosen route, one of six possibilities outlined in May, traverse the habitat for at least 10 threatened or endangered species and cut a state park in half. The roadway would be raised on pillars near the coast and would be visible from the coastal side of San Onofre State Beach. Although toll-road officials say it would have no direct effect on surfing, species or habitat near the beach, activists say it would spoil coastal views and ruin the ambience of the state park's campground. A state parks commission recently called on state officials to fight the toll road. The toll-road board votes on the proposal Jan. 12, 2006. Then, the agency must gain permits from a variety of agencies, including the U.S. Fish and Wildlife Service, the U.S. Army Corps of Engineers, and the state Department of Fish and Game, as well as the state Coastal Commission.

In late February 2006, the TCA selected the routing that traverses San Onofre State Beach. This created even more controversy, with bills being introduced in the state legislature to prohibit construction of toll roads in state parks. Specifically, in April 2007, AB 1457 (Huffman), which would ban a proposed toll road through San Onofre, was scheduled for a hearing before the Assembly Water, Parks and Wildlife Committee, was put on a two-year track in order to provide time to grow support to get it through the Legislature. Supporters of the road include such groups as the Associated General Contractors of California, the Orange County Business Council, the Los Angeles-Orange County Building and Construction Trades Council and local elected officials.

There is some controversy on this routing. a coalition of environmental groups opposed to the project has released a pair of studies that question the accuracy of study. Several environmental groups have rallied to support the California Department of Parks in its opposition to the proposed route through two federally-owned parklands . Each possible route was judged by the number of homes and businesses to be seized by eminent domain. The also compared construction of the route to widening I-5.

In November 2006, the LA Times reported that new traffic studies contradict optimistic predictions that a proposed tollway through San Onofre State Beach would eliminate much of the congestion on I-5 in South Orange County. Most of I-5 in South Orange County will be "consistently congested" at rush hour by 2030 even if the controversial Foothill South toll road extension is built, according to the Orange County Transportation Authority's long-range transportation plan for 2006. The forecasts assume construction of the tollway, a carpool lane each way on the I-5 and some interchange improvements. If only the tollway is built, the study suggests, the situation will be even worse, with motorists on the interstate seeing "severely congested" conditions.

In May 2007, efforts to extend the route were dealt a setback when a congressional committee voted to eliminate legislation designed to expedite the highway’s construction--specifically, approved a defense bill amendment related to Route 241 that would overrule a 1999 decision by Congress that gave the Navy the power to grant tollway operators a 40-acre easement inside San Onofre (as the park is on leased land within USMC Pendleton). The amendment would also dismantle other federal legislation freeing Route 241 from regulations in the federal Transportation Act requiring road builders to exhaust all "feasible and prudent" alternatives before parkland can be used for a highway. During the summer this amendment stalled, but as of December 2007, it had passed all procedural challenges and made it into the defense authorization bill. Note that the project can't be built unless the state Coastal Commission grants a permit for its construction, and a commission staff report issued in September 2007 already has recommended that the permit be denied.

In February 2008, the California Coastal Commission denied the construction permit, and the OCTA began consideration of a new route.

In December 2008, the U.S. Commerce Department announced it would uphold the state Coastal Commission's rejection of the plan. Federal officials could only override the state's decision if the project had no alternatives or was necessary to national security, and the announcement said neither of those criteria was met. The California Coastal Commission rejected plans for the road earlier in 2008, saying that the six-lane road -- which would run from Rancho Santa Margarita to Basilone Road at Camp Pendleton -- violated the state's coastal management program. The toll road agency backing the plan "may pursue another route" consistent with coastal zone protections, according to the Commerce Department announcement.

In June 2009, it was reported that the toll road agency still wants to complete the connection to I-5, and is considering other routes. The agency has budgeted $11.9 million for "241 completion" in its fiscal year that begins July 1. The rejected route would have extended Route 241 by 16.9 miles, from its current terminus in the Rancho Santa Margarita area through San Onofre State Beach park to join I-5. Since the U.S. Commerce Department rejected the proposed route in December, the toll road agency's staff has reached out to supporters and opponents in dozens of meetings to see if agreement can be reached on an alternate route. While opponents say planners should look at options besides extending the toll road, the toll road agency feels a failure to extend Route 241 would force a "massive widening" of I-5 from the San Diego County line north to Laguna Hills.

In December 2009, San Clemente city council members said they expect to vote in January on a resolution opposing a toll road into San Clemente. This came about due to discussions that TCA had with federal officials about alternative routes that would cut through San Clemente. There are two potential routes of concern to the city: the Commerce Department's option, which would end at Avenida La Pata and Avenida Vista Hermosa, dumping traffic there, and a longer route that would connect with I-5 beside Avenida Pico. The TCA has declared the Commerce Department's option unfeasible, and with respect to alternative routes within Camp Pendleton, the Marines are on record as far back as 1990 stating that the route through the state park was the only one acceptable to the Marine Corps.

In May 2011, it was reported that TCA was attempting again to rally public opinion for construction of the route. The TCA is trying to re-establish a Route 241 proposal three years after the California Coastal Commission rejected a previous plan and the U.S. secretary of commerce rejected the TCA's appeal. TCA has run advertisements appealing for public support. The specifics of their alternate route have not been released.

In October 2011, the TCA voted to conduct a $3.9-million feasibility study for an addition that would run from Oso Parkway in Rancho Santa Margarita to the vicinity of Ortega Highway. If approved, construction could begin in early 2013. The study is expected to take a year, and will consider environmental effects, finances and engineering.

In November 2012, it was reported that the OCTA had approved more work on the extension of Route 241. Although there is still no movement regarding completing the extension to I-5, TCA is planning an addition that would bring the road's southern end to just north of Ortega Highway. The Tesoro extension is estimated to cost around $195 million, and TCA is working on attaining right-of-ways with Rancho Mission Viejo, which owns the land and is developing homes on the property. The project will go to a regional water board hearing in February 2013 and a community forum in March before a TCA board vote.

The following segments are designated as Classified Landscaped Freeway:

There are plans for Route 241 to have HOV lanes.

• Cal-NExUS Exit Numbering: Route 241 North
• Cal-NExUS Exit Numbering: Route 241 South
• Toll Road Exit Guide

• California @ AARoads: California 241
• Freeways of San Francisco. Chris Sampang's site gives a lot of information about proposals for this route in the San Francisco area, including exit lists with hypothetical connections. This includes subpages on the 1968 routing of Route 241, the Western freeway.
• Orange County Transportation Corridor Agencies

Portions of the route are under construction, but most of the route is now open.

There are regional transportation improvement plans to do further widening of this route between I-5 and Oso Parkway.

This is the "Foothill Transportation Corridor" and the "Eastern Transportation Corridor".

[SHC 253.1] Entire route.

Overall statistics for Route 241:

• Counties Traversed: Orange, San Diego.

In 1959, Chapter 32 defined LRN 241 as “[LRN 2] near San Ysidro to [LRN 2] near the northwest boundary of the City of San Diego, easterly of existing [LRN 2]”. The urgency language noted that this was "north-south" belt-line route around the heavily populated portions of San Diego County, particularly the City of San Diego.

This is present-day I-805.

From Route 680 to Route 4 north of Concord.

This route remains as defined in 1963.

This was LRN 75 (defined in 1931). It was originally part of Route 24, but became Route 242 after a bypass route between Walnut Creek at Pittsburg was defined. Until some point in the late 1980s, it was signed as Route 24; there are varying dates for the start of the Route 242 signage from 1989 to 1991. The bypass is LRN 256, defined in 1959.

By 1955, this segment (as Route 24) was shown as complete between the Ohmer Hill¹ area of Concord (near Port Chicago) south to Concord Avenue, and "proposed" between there and the current I-680 junction in Pleasant Hill. Between Route 21 and the ending of the now-Route 242 freeway, Route 24 took Monument Boulevard, Galindo Street, and Concord Avenue.

¹: Locality Naming Note: Ohmer Hill is a current site of a BART station, and used to be a stop on the Sacramento Northern RR. The namesake of the hill, Ohmer Fare Register Company, was a Ohio company that had incorporated back in the 19th century and was in the business of making taxi fare meters as well as those on the Sacramento Northern. The company was merged into NCR.

• Cal-NExUS Exit Numbering: Route 242 North
• Cal-NExUS Exit Numbering: Route 242 South

• California @ AARoads: California 242

The following segments are designated as Classified Landscaped Freeway:

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

Overall statistics for Route 242:

• Total Length (1995): 3 miles
• Average Daily Traffic (1992): 54,000 to 88,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 3.
• Previous Federal Aid Milage: FAU: 3 mi.
• Functional Classification: Prin. Arterial: 3 mi.
• Counties Traversed: Contra Costa.

In 1959, Chapter 1382 defined LRN 242 as “[LRN 6] between Harbor Boulevard and the Yolo Causeway west of Sacramento to [LRN 3] near Watt Avenue”. This route ran from US 40 (present-day I-80) between Harbor Blvd. and the Yolo Causeway W of Sacramento to US 40 (present-day I-80) near Watt Avenue. This is the present-day freeway routing of I-80 N of the city of Sacramento.

From Route 74 near Mountain Center to Route 10 near Banning.

In 1963, Route 243 was defined as “Route 10 to Route 210 near Duarte.”

In 1968, Chapter 282 deleted this routing and transferred it to I-605. According to the September 1965 CalTrans planning map, Route 243 was to be freeway between I-10 and I-210 along what is now I-605.

In 1970, Chapter 1473 redefined Route 243 as “Route 74 near Mountain Center to Route 10 near Banning.”

The 1964-1968 incarnation of Route 243 was LRN 170.

The post-1970 incarnation of Route 243 existed in 1963, but was not part of the state highway system. It was Banning-Idyllwild Road.

Route 243 is named the "Esperanza Firefighters Memorial Highway". It was named in memory of the five heroic firefighters of Engine Company #57, Mark Loutzenhiser, Daniel Hoover-Najera, Jason McKay, Jess McLean, and Pablo Cerda, who fought valorously to contain the fire while protecting lives and property fighting the wildfire known as the Esperanza Fire, which began at the Esperanza and San Gorgonio Wash in Riverside County on October 21, 2006, at 1:12 a.m., eventually consumed 40,200 acres. While unselfishly serving their community with great honor and dedication on October 26, 2006, these five firefighters were overrun by the flames of the Esperanza Fire. Named by Assembly Concurrent Resolution (ACR) 4, Resolution Chapter 99, on 7/12/2007.

[SHC 263.1] Entire route.

[SHC 164.19] Entire route.

• California @ AARoads: California 243

Overall statistics for Route 243:

• Total Length (1995): 30 miles
• Average Daily Traffic (1992): 1,800 to 6,500
• Milage Classification: Rural: 29; Sm. Urban: 1; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 30 mi.
• Functional Classification: Prin. Arterial: 1 mi; Minor Arterial: 29 mi.
• Counties Traversed: Riverside.

In 1959, Chapter 1062 defined LRN 243 as “[LRN 89] south of Kelseyville to [LRN 49] near Lower Lake”. This route runs from Route 29 S of Kelseyville to Route 53 near Lower Lake. This is part of present-day Route 29.

From Route 80 to Auburn Boulevard in Carmichael.

In 1963, Route 244 was defined as “Route 80 to Route 65 near Fair Oaks.”

In 1965, Chapter 1371 extended the route from Route 65 to Route 50: “Route 80 to Route 65 Route 50 near Fair Oaks.”

In 1975, Chapter 244 deleted the portion from Fair Oaks Boulevard near San Juan Avenue to Route 50, leaving “Route 80 near Watt Avenue to Route 50 near Fair Oaks Boulevard near San Juan Avenue.”

The 1975 act also noted:

“The department and State Transportation Board shall cooperate with the County of Sacramento and the Sacramento Regional Area Planning Commission in the transportation corridor study conducted by the county and the commission on the adopted route for Route 244. Such cooperation by the state shall be limited to furnishing existing data.

The department shall not, prior to July 1, 1976, or such later date as adopted by the California Highway Commission, dispose of any real property acquired for the construction of Route 244 as a freeway from Auburn Boulevard to Fair Oaks Boulevard, except for such real property which, as mutually agreed by the department and the county, is not required for any transportation purpose. If, at such a date, the transportation corridor study indicates the other real property is required for any transportation purpose, the department shall not dispose of the real property prior to January 1, 1977.”

In 1984, Chapter 409 relaxed the definition: “Route 80 near Wall Avenue to Fair Oaks Boulevard near San Juan Avenue.”

In 1990, Chapter 1187 clarified the definition: “Route 80 to Fair Oaks Boulevard near San Juan Avenue in Carmichael.”

In 1994, Chapter 1220 deleted the portion from Auburn Boulevard to Fair Oaks Boulevard, giving: “Route 80 to Fair Oaks Boulevard near San Juan Avenue Auburn Boulevard in Carmichael.” This left the terminus as Auburn Blvd (the route is constructed as freeway for 0.6 mi from I-80 to Auburn Blvd). This left the meaning of Route 143 unclear, as it originally split off of Route 244 about 3/4 mi NE of the present Route 244 terminus. However, Caltrans maps show that the segment from Auburn Blvd to Route 143 is now part of Route 143.

Note that Route 244 could have formed the eastern half of a loop around Sacramento with present-day I-80 (former I-880).

This was all originally part of LRN 288, defined in 1959.

In August 2008, Caltrans listed for sale three acres of commercial property in the Foothill Farms area with prime freeway access, a location seen by thousands of motorists a day and a history that includes one of Sacramento County's most contentious times. The 3.27 acres were a portion of Route 244, which was supposed to connect I-80 and US 50 and which would have cut a swath through the heart of Carmichael. It was one of three freeways long planned to relieve congestion for tens of thousands of motorists at the expense of thousands of American River nature lovers and homeowners in the county's northern and eastern suburbs. After the state spent $10.6 million to acquire right of way for the routes, a series of volatile public hearings began in early 1972. The forums ended after fierce debate in mid-1976, when a split county Board of Supervisors abandoned plans for the 45.4 miles of freeways. The property is adjacent to what is today the Auburn Boulevard access to the Capital City Freeway and I-80. The section that's for sale is 1,100 feet long by 350 feet wide. It is a vacant lot generally level at street grade. Since it is next to four freeway access points, the only entrance allowed is along a 65-foot strip facing Auburn Boulevard. Minimum bid is nearly $1.18 million.

In August 2011, the CTC approved $7,000,000 in SHOPP funding for repairs near Sacramento, from Madison Avenue Overcrossing to Placer County Line; also on Route 244 from Route 80 to Auburn Boulevard, that will rehabilitate 61.2 lane miles of roadway to improve the ride quality, prevent further deterioration of the traveling surface, minimize costly roadway repairs and extend the pavement service life.

This is usally referred to as the "Auburn Boulevard Connector". Note that, according to Calnexus, it would be signed as Route 244.

The following segments are designated as Classified Landscaped Freeway:

[SHC 253.8] From Route 80 to Auburn Boulevard. Added to the Freeway and Expressway system in 1959. In 1975, the freeway portion from Auburn to Fair Oaks was deleted.

• Cal-NExUS Exit Numbering: Route 244

• California @ AARoads: California 244

Overall statistics for Route 244:

• Total Length (1995): 1 mile
• Average Daily Traffic (1992): 8,500 to 28,500
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 1.
• Previous Federal Aid Milage: FAU: 1 mi.
• Functional Classification: Prin. Arterial: 1 mi.
• Counties Traversed: Sacramento.

In 1959, Chapter 1062 defined LRN 244 as “[LRN 7] near Vacaville to [LRN 6] near Berryessa Reservoir”. This is present-day proposed Route 179.

From Route 198 to Route 180 near the General Grant Grove section of Kings Canyon National Park.

In 1963, Route 245 was defined as the route from "Route 5 near Los Angeles to Route 60 at the intersection of Downey Road." This may have been a temporary routing related to construction of the downtown interchanges.

In 1965, Chapter 1372 deleted that routing.

In 1972, Chapter 1216 redefined Route 245 as “Route 198 to Route 180 near the General Grant Grove section of Kings Canyon National Park.” This route was created as a renumbering of former Route 69.

The 1964-1965 incarnation of Route 245 was part of LRN 166.

The post-1972 incarnation of Route 245 was originally part of Route 65, and was renumbered as Route 69 when a new alignment was proposed for Route 65 in 1964. In 1972, it was renumbered again as Route 245. This was part of LRN 129, defined in 1933.

In December 2012, the CTC reviewed a draft EIR regarding improvements on Route 65 and Route 245 in Tulare County to create the Tulare Expressway. The project will realign Route 65 and construct a two-lane expressway on a four-lane right of way for 9.3 miles from Hermosa Street in Lindsay to Avenue 300 on Route 245 northeast of Exeter. There would also be about 0.5 miles of improvements on Route 245 starting at Route 198. The project is not fully funded. The project is programmed in the 2012 State Transportation Improvement Program. The total estimated cost for capital and support is $102,711,000. Construction is estimated to begin in Fiscal Year 2018-19. In addition to the no-build alternatives, there are two alternatives being considered: Build Alternative 1 would parallel the east and west side of existing Spruce Avenue depending on location; Build Alternative 2 would project the west side of existing Spruce Avenue. The project is needed to provide a continuous expressway through the corridor. Existing Route 65 does not provide direct access to Route 245 for traffic wishing to continue NB. Currently NB traffic on Route 65 must turn E at the Route 65/Route 198 intersection, enter a left turn lane, and wait for a signal. Route 65 also passes through Exeter, resulting in traffic flow interruptions with local traffic and the use of Spruce Road (Road 204) as an alternative. This has increased the accident rate.

Caltrans is exploring creating a roundabout on this route at the intersection of Route 216/Route 245 in Woodlake. Other potential/planned roundabout locations in the San Joaquin Valley include Route 145/Jensen near Kerman, Route 168/Auberry Road in Prather, Route 43/Route 137 in Corcoran, Route 190/Road 152 east of Tipton, Route 190/Road 284 east of Porterville, and Route 155/Browning Road in Delano. A 2007 study of 55 roundabouts in the U.S. found a 35% reduction in accidents and a 90% reduction in fatal accidents when intersections with stop signs or signals were converted to roundabouts. It costs about the same to build a roundabout as to put up traffic signals, and they need significantly less maintenance than traffic signal intersections -- about 60% to 90% less, depending on how much landscaping work is required.

• California @ AARoads: California 245

Overall statistics for Route 245:

• Total Length (1995): 42 miles
• Average Daily Traffic (1992): 410 to 7,500
• Milage Classification: Rural: 40; Sm. Urban: 2; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 42 mi.
• Functional Classification: Prin. Arterial: 2 mi; Minor Arterial: 40 mi.
• Counties Traversed: Tulare, Fresno.

In 1959, Chapter 1062 defined LRN 245 as “[LRN 232] near Catlett to [LRN 87] near Tudor”. This route runs from Route 24 (present-day Route 70) near Catlett to Alternate US 40 (present-day Route 99) near Tudor. This is part of present-day Route 99.

1. From current west city limits of the City of Lompoc to Route 1.

   
   

   	In 1963, this segment was defined as “(a) Surf to Route 1.” In 1984, Chapter 1258 deleted the portion from Surf to Lompoc, giving: “(a) Surf Current west city limits of the City of Lompoc to Route 1.”
   	This was all LRN 149, defined in 1933. This was originally signed as Route 150; by 1963, it was signed as part of Route 154. It is present-day Route 246 between Surf (10 mi W of Lompoc) and Route 154 near Santa Ynez.

   
   

2. From Route 1 to Route 154 near Santa Ynez.

   
   

   	This route remains as defined in 1963.
   	This was all LRN 149, defined in 1933. This was originally signed as Route 150; by 1963, it was signed as part of Route 154. It is present-day Route 246 between Surf (10 mi W of Lompoc) and Route 154 near Santa Ynez.
   	In December 2009, the CTC relinquished right of way in the city of Solvang along Route 246 at Skytt Mesa Drive, consisting of a collateral facility. In February 2012, it was reported that the Alisal Bridge, which runs over the Santa Ynez River, was determined by Caltrans after a recent inspection to be “structurally deficient,” with cracks and poor structural integrity, according to Solvang Public Works Director Matt van der Linden. The report estimated that the bridge, built in 1972, has about 10 years of viability remaining and recommended a seismic retrofit to reinforce the current structure before replacement. The concerns about the bridge led the Solvang City Council to shift its focus to replacing the Alisal Bridge and delay the improvement and widening project scheduled for the span on Route 246 near Alamo Pintado Road. The cost for replacing the 850-foot Alisal Bridge would be about $19.5 million, according to van der Linden, but it must have the seismic retrofit – a process that reinforces concrete and cabling – before it can receive federal funds. Van der Linden said that grant funding, if authorized by Caltrans, would be available to cover “approximately 88.5% of design and environmental processing costs, and 100% of the construction costs” of the estimated $650,000 retrofit, leaving Solvang on the hook for around $30,000. In August 2011, an editorial indicated that Caltrans is exploring a roundabout at the intersection of Route 246 and Route 154.
   	The intersection of Route 154 and Route 246 in Santa Barbara County is named the "Senior Investigator Laura Jean Cleaves Memorial Junction". It was named in memory of Laura Jean Cleaves, born on April 19, 1955, in Long Beach, California. In 1976, Ms. Cleaves joined the Los Angeles County Sheriff's Department, where she met her future husband, Deputy Stephen M. Cleaves, and they were married in 1978 and moved to northern California two years later, where she distinguished herself as the first female police officer for the City of Arcata. Relocating to Santa Barbara County in 1981, Ms. Cleaves accepted a position with the Santa Barbara Police Department and, in 1984, became an investigator with the Santa Barbara County District Attorney's Office where she excelled as a criminal investigator and was later promoted to senior investigator. She continually demonstrated honesty, integrity, professionalism, and leadership in all her varied assignments. An avid and accomplished horsewoman, Ms. Cleaves wrote articles on horse care, safety, and riding and provided riding instruction for those with a love of horses and, in 1988, she began sharing her expertise as a reserve deputy sheriff and instructor for the Sheriff's Mounted Unit. Ms. Cleaves had a passion for protecting others, and while on duty April 30, 2008, her vehicle was struck by a drunken driver and she suffered a fatal injury. Named by Assembly Concurrent Resolution (ACR) 147, Resolution Chapter 161, on 9/19/2008. The portion of Route 246 from mile marker 9.56, the East Junction of Route 1/Route 246, in the City of Lompoc, to mile marker R13.65, La Purisima (Golf Course), east of the City of Lompoc is officially named the "Mayor Dick DeWees Memorial Highway" This segment was named in honor of Dick DeWees, who was elected Mayor of the City of Lompoc on November 3, 1998, and served six consecutive terms until he passed away on July 30, 2009. DeWees was born in 1948 in Mount Clemens, Michigan. DeWees conducted his undergraduate and postgraduate studies at Eastern Michigan University, majoring in dramatic arts. DeWees worked as an actor and director in over 60 plays and musicals, appeared on local television and radio programs, and was a voiceover artist in hundreds of commercials. DeWees served as master of ceremonies of, and performed with, the Lompoc Pops Orchestra for over a decade. DeWees served in a variety of positions in marketing, sales, and administration during 20 years in the broadcasting industry. DeWees started his own advertising consulting firm and received the Sam Walton Business Leader Award. DeWees taught public speaking at the Lompoc Valley Center of Allan Hancock College. Mayor DeWees served on a variety of boards and committees and represented the City of Lompoc on the Santa Barbara County Association of Governments and the Local Agency Formation Commission. Dick DeWees loved being Mayor of Lompoc, which he often said was the perfect job for him. Mayor DeWees led the City of Lompoc through many complex and significant achievements, including a settlement agreement with Cachuma contractors that brings more water releases to the Lompoc Valley, improving water and wastewater systems, stabilizing electric rates, extending the life of the city's landfill, increasing the police force, expanding parks, annexing the Wye area and entering into a cooperative agreement with Mission Hills to provide water and sewer services in the Wye area, building an award-winning aquatic center, opening a new community center, building a skateboard park, and successfully managing the potential computer risks referred to as Y2K. Mayor DeWees worked together with the Lompoc City Council to deal with illegal dumping, graffiti, congregate living, medicinal marijuana, truck parking, beach closures, fencing, budgets, labor contracts, reorganizations, low-income housing and housing in-lieu fees, development impact fees, utility rates, Community Development Block Grants, facilitating urban county status for Santa Barbara County, economic development, bus service, airport improvements, library funding, cable television franchises and public television, historic preservation, state and local ballot initiatives, WiFi, sidewalks, wineries, bikeways, energy conservation, water conservation, animal control, police dogs, and detox centers. Named by Assembly Concurrant Resolution (ACR) 165, 9/14/2010, Resolution Chapter 153.
   	This route is part of the De Anza National Historic Trail.

• California @ AARoads: California 246

Overall statistics for Route 246:

• Total Length (1995): 26 miles
• Average Daily Traffic (1992): 5,100 to 15,300
• Milage Classification: Rural: 25; Sm. Urban: 0; Urbanized: 1.
• Previous Federal Aid Milage: FAP: 24 mi; FAU: 2 mi.
• Functional Classification: Prin. Arterial: 1.5 mi; Minor Arterial: 24.4 mi.
• Counties Traversed: Santa Barbara.

In 1959, Chapter 1062 defined LRN 246 as “[LRN 238] near Elkhorn to [LRN 17] near Auburn”. This is present-day Route 102. It ran along Elkhorn Blvd and Greenback Lane to Folsom, and then N along Folsom Road into Auburn.

1. From Route 62 near Yucca Valley to Route 18 near Lucerne Valley.

   
   

   	As defined in 1963, this segment was the entirety of Route 247. It was originally planned to be a freeway between Route 62 and Route 18 ("Old Woman Springs Freeway").
   	This routing was an extension to LRN 187 that was defined in 1959. It appears to not have been constructed before 1963.
   	In May 2010, the CTC approved for future consideration of funding a project in San Bernardino County that will construct 8-foot wide shoulders in each direction on a 7.8 mile portion of Route 247 near the town of Yucca Valley. In addition to the shoulder widening, shoulder backing will also be installed. The project is fully funded in the 2010 State Highway Operation and Protection Program. Total estimated project cost is $19,504,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The project will involve construction activities in the habitat of the Pallid San Diego pocket mouse, the Desert tortoise, and the Northern red-diamond rattlesnake. All three species are State listed species of special concern.
   	"Old Woman Springs" Road The segment between Route 62 and the town limit of Yucca Valley, in the County of San Bernardino is named the "Deputy Greg A. Gariepy Memorial Highway." This segment was named in memory of Deputy Greg A. Gariepy. Born July 2, 1965, Gariepy was a man of high integrity and devotion, whose life of dedication and sacrifice began at a young age. In 1983, he joined the Marine Corps, embarking on a 20-year career that included such assignments as drill instructor, sniper, and antiterrorism expert, and during which he attained the rank of E7, Gunnery Sergeant, and was awarded 24 medals, commendations, and ribbons. Upon his retirement from the Marine Corps on September 30, 2003, he chose to serve his community by joining the San Bernardino County Sheriff's Department, and he graduated from the academy with class No. 153 in December 2003. During his career with the San Bernardino County Sheriff's Department, he worked at the West Valley Detention Center, the Morongo Basin Station, and, finally, the Twentynine Palms station. On June 22, 2005, while on patrol and en route to assist a fellow deputy, he was involved in a fatal traffic accident in the town of Yucca Valley. Deputy Gariepy is remembered by his colleagues in the San Bernardino County Sheriff's Department as a "warrior" who led by example, who was not afraid to volunteer for the most difficult of duties, and who was a humble leader who understood that true leadership is characterized by action, not position. Named by Assembly Concurrent Resolution (ACR) 20, Resolution Chapter 65, on 7/3/2007.

   
   

2. From Route 18 near Lucerne Valley to Route 15 in Barstow.

   
   

   	In 1970, Chapter 1473 split the route and added (b): “(b) Route 18 near Lucerne Valley to Route 15 near Barstow.” In 1994, Chapter 1220 clarified the routing: “(b) Route 18 near Lucerne Valley to Route 15 near in Barstow.”
   	This routing was not in the state highway system before 1963, although it appears to have been constructed.
   	"Barstow" Road between I-15 and Route 18. Barstow refers to the city of Barstow, which was named in 1886 by the Santa Fe Railroad for its president, William Barstow Strong.

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

[SHC 263.1] Entire route.

• California @ AARoads: California 247

Overall statistics for Route 247:

• Total Length (1995): 78 miles
• Average Daily Traffic (1993): 1,300 to 15,000
• Milage Classification: Rural: 72; Sm. Urban: 6; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 78 mi.
• Functional Classification: Prin. Arterial: 2 mi; Minor Arterial: 76 mi.
• Counties Traversed: San Bernardino.

In 1959, Chapter 1062 defined LRN 247 as “[LRN 4] near Elk Grove to [LRN 246] near Antelope.” This is Route 143, originally planned to run along Elk Grove Florin Road and Watt Avenue.

No current routing.

In 1963, Route 248 was defined as “Route 134 near Pasadena to Route 210 near Monrovia.”

In 1965, Chapter 1372 added a condition: “This route will cease to be a state highway when Interstate Route 210 freeway is completed and the commission relinquishes that portion of present Route 210 in the County of Los Angeles and the Cities of Pasadena, Arcadia, and Monrovia.”

In 1986, Chapter 928 truncated the route: “Route 134 near the east limit of the City of Pasadena to Route 210 near Monrovia.”

In 1992, the remainder of Route 248 was deleted by AB 3090, Chapter 1243.

This appears to have been the surface street routing of Colorado Blvd. It corresponded to LRN 161, defined in 1933.

The Caltrans bridge log indicates that this route was signed in its entirety as Route 66.

Former route 248 is signed as part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

Former route 248 (Colorado Blvd) was part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925.

Former route 248 (Colorado Blvd) was part of the "National Old Trails Road".

Former route 248 (Colorado Blvd) appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

In 1959, Chapter 1062 defined LRN 248 as “[LRN 238] near Sacramento to [LRN 247] south of [LRN 54]”. This route ran from present-day I-5 near Sacramento to Elk Grove Florin Road south of Route 16. This is present-day Route 148 between I-5 and Route 143.