Routes 33 through 40
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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
33 · 34 · 35 · 36 · 37 · 38 · 39 · 40
From Route 101 near Ventura to Route 150.
This segment is unchanged from its 1963 definition.
A 1965 planning map shows this as freeway all the way to Ojai. Never upgraded, although a portion from Route 101 N is freeway.
This segment was signed as US 399 starting around 1935, and remained signed as US 399 until the 1964 route renumbering. It was was LRN 138. This portion of LRN 138 was defined in 1933. It was resigned as part of Route 33 in 1964.
This segment was adopted into the California Highway System in 1915. Within the county, this highway crosses terrain that transitions from mountainous in the southern portion to flat and rolling terrain in the northern portion. Route 33 has been designated as a State Highway Terminal Access Route for larger trucks under the Federal Surface Transportation Act of 1982. Route 33, from its junction with Route 101 to its junction with I-5, is a State Highway Extra Legal Load Route and is included in the National Highway System. Route 33 is also a High Emphasis Interregional Route. The route is designated for explosives, hazardous materials (including rocket fuel), and trucks up to 105 feet in length. On a year-around basis, Route 33 is a significant interregional route for agricultural products, and truck traffic accounts for 40 percent of the Average Annual Daily Traffic.
Tom Fearer has some excellent historical information on this segment in his Gribblenation Blog entry: California State Route 33; US 101 north to I–5 in Santa Nella.
In August 2011, the CTC approved $313,000 in SHOPP funding for repairs on Route 33 near Oak View, at San Antonio Creek (VEN 007.58), that will rebuild the slope, roadway and drainage system to correct pre-existing condition as required mitigation at one location.
Route 33 from Route 101 to Foster Park in Ventura County is named the "Ojai" Freeway (~ VEN 0.000 to VEN 5.995). It was named by its location. The first segment opened in 1956. It was named after the community of Ojai, which was a spelling for the rancheria Aujai is mentioned in mission records. A'hwai is Chumash for "moon."
This segment is also named the "Bakersfield, Maricopa and Ventura Highway" (~ VEN 0.000 to VEN 11.166). It was named by Resolution Chapter 610 in 1913.
[SHC 263.3] Entire portion.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.3] Entire portion; the portion from Route 101 to N of Ventura is constructed to freeway standards. Added to the Freeway and Expressway system in 1959. There were once plans to have a freeway through Ojai.
From Route 150 to Route 5 near Oilfields via the vicinity of Cuyama Valley and Maricopa, and via Coalinga.
This segment remains as defined in 1963.
Coming into Coalinga along S Lost Hills Road, Route 33 turns onto Jayne Ave which becomes Polk Street. It then angles off onto 5th Street. Upon reaching Elm Street, it continues Northbound cosigned with Route 198. Note that as of May 2015, Google Maps erroneously shows Route 33 continuing along Polk to Elm.
In 1934, Route 33 was signed along the route from Maricopa to Jct. US 50 near Tracy, via Coalinga1. In 1935, the portion between Route 150 and Taft was resigned as US 399. This particular segment was signed as follows:
Much of the push for the route came from the large "agribusinesses" that
dominate the west side of the San Joaquin Valley: oil, cotton, and cattle along
the southern reaches, and fruits/vegetables from Mendota north (Mendota to Los
Banos is the center of CA's melon-growing region). After WWII Route 33
multiplexed with Route 166 from Taft to US 99 near Wheeler Ridge (item 3
above); the rationale behind that was to position Route 33 as an alternate to
US 99, particularly when the latter route was socked in with "tule fog" in
(Source: Sparker on AAroads, 7/25/2018)
Tom Fearer has some excellent historical information on this segment in his Gribblenation Blog entry: California State Route 33; US 101 north to I–5 in Santa Nella.
1: Note that Sparker on AAroads appears to disagree with this, writing in one post: "Both of those were commissioned prior to WWII; the section between Coalinga and Mendota(using Derrick Ave.) remained a county road until about 1957, when it wasbrought into the system as an extension of LRN 138 and signed as Route 33."
In February 2019, it was reported that the CTC allocated $850,000 for a
bridge project on Route 33 in Ventura County: the overall $2.5 million bridge
project will paint the steel portion of the North Fork Matilija Creek Bridge (~
VEN 015.52) on Route 33 for preventative maintenance and to extend the life of
(Source: SCV News, 2/6/2019)
In April 2007, the CTC considered a routing change for this route where it intersects Route 46 (~ KER 61.02). The proposed route adoption for this segment of Route 33 would improve the safety and the operations at the Route 46 junction. Under the change, Route 33 will be realigned to provide a 90-degree approach to Route 46. The junction will be constructed with exclusive right and left turn lanes, and storage for left turn movements. In addition, Route 46 will be rehabilitated to meet current design standards from the San Luis Obispo County line to 0.8 mile west of Lost Hills Road. The current alignments intersects Route 46 at an angle.
In October 2013, the CTC considered for future approval of funding a project in Fresno County that will replace the existing Jacalitos Creek Bridge (Bridge 42-0441, FRE 011.00) on Route 33 near the city of Coalinga. The project is programmed in the 2012 State Highway Operation and Protection Program. The total estimated cost is $10,739,000 for capital and support. Construction is estimated to begin in Fiscal Year 2014-15. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2012 State Highway Operation and Protection Program.
In March 2012, the CTC authorized relinquishement of right of way in the county of Kern on Route 33 from 0.4 mile southeasterly of Route 46 to Route 46 (~KER 60.62 to KER 61.02), consisting of superseded highway right of way and collateral facilities. They also authorized vacation of right of way in the county of Kern along Route 33 between 0.5 mile southeasterly (~ KER 60.52 to KER 61.52) and 0.5 mile northwesterly of Route 46, consisting of superseded highway right of way no longer needed for State highway purposes.
The portion of Route 33 in the County of Ventura from West Ojai Avenue at
VEN 11.21 to Fairview Road at VEN 12.8 is named the "Ventura County Deputy
Sheriff Peter Aguirre, Jr. Memorial Highway". Deputy Sheriff Peter
Aguirre, Jr. studied for six years in college and planned to become a
schoolteacher, but shortly before his death, switched to law enforcement
studies. He served with the Ventura County Sheriff’s Department for two
years and ten months. On July 17, 1996, when Deputy Sheriff Peter Aguirre, Jr.
was 26 years old, he responded to a domestic violence call at a home in the
Ojai Valley community of Meiners Oaks in Ventura County. As Peter was
approaching the home, he was ambushed and shot, and died as a result of the
injury. Named by Assembly Concurrent Resolution (ACR) 142, Res. Chapter 83,
Statutes of 2016 on July 11, 2016.
The portion of Route 33 in Kern County between Route 166 and Route 46 (~KER 11.898 to KER 61.02) is named the Petroleum Highway. It was named in recognition of the petroleum industry, which has made an important economic contribution to Kern County and other parts of the state. The heart of oil country in Kern County is in the western part of the county adjacent to Route 33, where oil has been produced for more than 100 years. In fact, this region of Kern County produces 50 percent of California's oil production; and the largest gas field in the west, Elk Hills, is within sight of Route 33. Travelers on Route 33 can visit the only oil boomtowns in California and the West Kern Oil Museum in Taft. Named by Assembly Concurrent Resolution 185, July 16, 2004, Chapter 128.
The portion of this route N of Route 166 (~KER 11.898) has historically been called El Camino Viejo. More information on El Camino Viejo, which was an interior route used to avoid the more patrolled coast El Camino Real, may be found on the Wikipedia page (although it doesn't give a detailed map). It looks like this historical reference relates to the proximity to the former Bitter Creek and Lake Buena Vista, which used to run near Maricopa.
Tunnels 52-068, 52-070, and 52-072 in Ventura county, built in 1931, are unofficially named the "Matilija Tunnels" (~ VEN 015.52 to VEN 18.84).
From Route 5 to Route 152 via the vicinity of Mendota.
This segment remains as defined in 1963.
In 1934, Route 33 was signed along the route from Maricopa to Jct. US 50 near Tracy, via Coalinga. This particular segment was signed as follows:
Prior to the 1955 extension, it appears that S Derrick Ave and
Coalinga-Mendota Road were county roads, but were still signed as Route 33. The
old Division of Highways was a bit more flexible about signage than the current
Caltrans; a few county roads, including Derrick Avenue, got signage
pre-state-adoption or maintenance; they tended to be receptive to state and/or
local power brokers regarding this practice. According to a number of accounts,
Getty Oil, which had several small fields in and around Coalinga but was not
satisfied with the frequency of service Southern Pacific was supplying to that
area to move loaded tank cars out from the loading areas outside of town along
Route 198 and wanted to supplement it with tanker trucks, somewhere around 1945
pressed the state senator representing much of western Kings and Fresno
Counties to ask the Division of Highways to deploy a state highway north from
Coalinga to Merced, where there was an oil loading facility along competing
Santa Fe; they wanted a facility on which to "convoy" several tank trucks at a
time to make it worthwhile for Santa Fe to handle the loads. The Division
already had much of the pathway covered by LRN 41/Route 33 from Mendota to Dos
Palos Wye, LRN 32/Route 152 east for several miles from there, and LRN 123 the
rest of the way into Merced (it wasn't signed as Route 59 until at least 1960).
But the Division was reluctant to take on the most direct route from Coalinga
to Mendota, Derrick Road (named as such because it passed through Getty
oilfields in the hills north of Coalinga, featuring numerous oil derricks),
primarily because the oiled-earth facility was a county maintenance nightmare
due to consistent rutting by the small but stout oilfield trucks with
exceptionally heavy per-axle loading. But politics prevailed, and the Division
worked out deals with Fresno County to split the maintenance costs -- and the
road was signed as Route 33 by mid-1946. Eventually an asphalt overlay was done
on the road, and the state assumed maintenance and ownership in 1957 [Ed -
perhaps authorized by the 1955 extension].
(Source: Sparker on AAroads, 7/25/2018; Sparker on AAroads, 7/25/2018;
Tom Fearer has some excellent historical information on this segment in his Gribblenation Blog entry: California State Route 33; US 101 north to I–5 in Santa Nella.
This segment has historically been called El Camino Viejo.
The portion of Route 33 between Bullard Avenue and Douglas Avenue in the City of Firebaugh (~ FRE R67.31 to FRE 72.813) in Fresno County is named the “Officer Sixto Maldonado, Jr., Memorial Highway”. Named in memory of Sixto Maldonado, Jr., born on April 9, 1952, in Fresno. He attended Arthur E. Mills Elementary School and Riverview Junior High School in Firebaugh, followed by Dos Palos High School. Mr. Maldonado was a member of the newly-formed Firebaugh Youth Group, served as its president for a number of years while in high school, and was a role model student who was highly respected in his community. He worked in the fields as a farm laborer at a very young age to help his parents provide for their family. Mr. Maldonado worked in a variety of different jobs to help offset costs of his extended education, and in 1972, enrolled and attended 4 C's Business College with a major in business administration. He started his law enforcement career as a Firebaugh Police Department Reserve/Dispatcher in 1973, and was also an emergency medical technician for the City of Firebaugh where he drove and assisted on ambulance runs. Officer Maldonado was tragically slain in the line of duty as a Firebaugh police officer on August 19, 1975, at the tender age of 23, leaving behind his wife and son; and a legacy of his distinguished service to law enforcement, with three brothers and a nephew following in his footsteps by becoming peace officers for the County of Fresno. Named by Assembly Concurrent Resolution (ACR) 128, Resolution Chapter 75, on 7/3/2008.
From Route 152 west of Los Banos to Route 5 near Santa Nella.
As defined in 1963, Route 33 included a segment running from "Route 152 to Route 140." The starting point on Route 152, however, was 10 mi west of where the original Route 33 branched off of Route 152 (Ingomar Grade and Henry Miller Road). A portion of that routing became Route 207 in the 1963 renumbering.
In 1972, the former routing of Route 207 was transferred back to Route 33, creating this segment.
In 1934, Route 33 was signed along the route from Maricopa to Jct. US 50 near Tracy, via Coalinga. The 1963 routing was signed as Route 33 (but was LRN 121) from approximately 10 mi W of Los Banos to the junction with LRN 41, approximetly where I-5 is today. The original routing, which was LRN 41, ran from Los Banos for 6 mi NW to Volta, and then 5 mi W to the junction with LRN 121, near the present I-5 (which was LRN 238). According to someone familiar with the area, this routing approximates with Henry Miller Avenue (the EW portion between Santa Nella and Volta) and the Ingomar Grade to Los Banos. That routing became Route 207, which later went back to being Route 33.
This segment has historically been called El Camino Viejo.
Note: The break between segments is cosigned Route 152/Route 33.
[SHC 253.3] Portion (4); not constructed to freeway standards. This was added to the Freeway and Expressway system in 1965.
From Route 5 near Santa Nella to Route 140.
As defined in 1963, Route 33 included a segment (Henry Miller Road from Route 152 to Route 33) running from "Route 152 to Route 140." The starting point on Route 152, however, was 10 mi west of where the original Route 33 branched off of Route 152 (Ingomar Grade and Henry Miller Road). That original routing became Route 207 in the 1963 renumbering.
In 1970, the segment was shortened to "Route 5 near Santa Nella to Route 140", deleting the post-1963 routing of Route 33 between Route 152 and I-5 from the highway system. That is the source of the current segment (e).
In 1934, Route 33 was signed along the route from Maricopa to Jct. US 50 near Tracy, via Coalinga. This segment was signed as Route 33 between LRN 121 (near the present-day I-5) and Route 140, but was LRN 41, defined in 1933.
Although technically the route between (5) and (6) is legislatively Route 140, it is signed and named as Route 33. This segment is LRN 122, and was defined in 1959.
This segment has historically been called El Camino Viejo.
From Route 140 to Route 5 near Vernalis.
This segment was defined in 1963 as "(e) Route 140 to Route 205 near Tracy." In 1970, it was split into two segments: "(e) Route 140 to Route 5 near Vernalis. (f) Route 5 near Vernalis to Route 205 near Tracy." The act also stated that "the portion of this route described in subdivision (f) shall cease to be a state highway when Route 5 Freeway is constructed from Route 33 near Vernalis to Route 205."
In 1976, segment (f) was deleted by Chapter 1354.
This segment has historically been called El Camino Viejo.
In 1976, an additional segment that ran from Route 5 to Route 205 near Tracy was deleted [see above] (that deleted segment was also part of "El Camino Viejo". This segment was the remainder of 1933 LRN 41, and had been signed as Route 33. It appears to have been Ahern Road and Bird Road.
In 1934, Route 33 was signed along the route from Maricopa to Jct. US 50 near Tracy, via Coalinga.
Overall statistics for Route 33:
The routing that become LRN 33 was first defined in the 1916 Second Bond Issue as "an extension connecting the San Joaquin valley trunk line at or near Bakersfield with the coast trunk line in San Luis Obispo county, through Cholame pass, by the most direct and practical route;". In 1933, the routing was extended "[LRN 56] near Cambria to [LRN 2] near Paso Robles" (i.e., to the coast route). It was codified in the highway code in 1935 as:
This routing remained unchanged until the 1963 renumbering. It was signed as follows:
LRN 4 (US 99; now Route 99) near Bakersfield to LRN 2 (US 101) in San Luis Obispo County via Cholame Pass. This was signed as US 466 E of Shandon; it is present-day Route 46 between Paso Robles and Shandon; signed Route 41 (but post-1964 legislative Route 46) between Shandon and Cholame; and Route 46 between Cholame and Route 99. It appears the portion between Paso Robles and Shandon was signed as part of US 466 between the late 1950s and 1964.
From Rice Avenue in the City of Oxnard to Route 118 near Somis.
The relinquished former portions of Route 34 within the City of Oxnard are not state highways and are not eligible for adoption under Section 81. For those relinquished former portions of Route 34, the City of Oxnard shall maintain within its jurisdiction signs directing motorists to the continuation of Route 34.
In 1965, the portion from Port Hueneme to Route 1 was legislatively
deleted, changing the definition to "from
Port Hueneme to Route 118 near Somis.". For
the existing signed route, this technically removed the portion of the
route on Hueneme Road and Saviers Road, truncating the route to start at Route
1 at 5th Street and Oxnard Boulevard1. However, that deleted portion
remained on the state highway maps until at least 1970, disappearing by the
1975 map. Quite likely, what happened is that it took until the early 1970s to
relinquish the route to the local entities, and so it remained as signed Route
34, and was state maintained, even though it was no longer part of the official
definition (think something along the lines of Route 34U). But the state
highway maps since 1965 also show a new alignment (likely a freeway alignment)
running from the curve in 5th Street near Pleasant Valley Road diagonally
parallel to Lewis Road, Las Posas, and Hueneme Road to Point Mugu. That
alignment (unbuilt) remained on the books until the the late 2000
relinquishments, and was officially deleted in the 2014 change in the
(1 Source: Gribblenation "California State Route 34" (Tom Fearer), 8/11/2019; 2 DPF research triggered by Gribblenation)
In 2008, SB 1366, Chapter 717, September 30, 2008, authorized the relinquishment of the portion of the route within the city limits of Oxnard:
The commission may relinquish to the City of Oxnard the portion of Route 34 that is located within the city limits of that city and is between Oxnard Boulevard and Rice Avenue, upon terms and conditions the commission finds to be in the best interests of the state, if the commission and the city enter into an agreement providing for that relinquishment. (1) A relinquishment under this subdivision shall become effective immediately after the county recorder records the relinquishment resolution that contains the commission's approval of the terms and conditions of the relinquishment. (2) On and after the effective date of the relinquishment, that portion of Route 34 relinquished shall cease to be a state highway and may not be considered for future adoption under Section 81. (3) For portions of Route 34 relinquished under this subdivision, the City of Oxnard shall maintain within its jurisdiction signs directing motorists to the continuation of Route 34.
In March 2013, the CTC relinquished right of way in the city of Oxnard on Route 34 from Oxnard Boulevard (Route 1) to Rice Avenue, under terms and conditions as stated in the relinquishment agreement, determined to be in the best interest of the State. Authorized by Chapter 717, Statutes of 2008, which amended Section 334 of the Streets and Highways Code.
In 2014, AB 2752 (Chapter 345, 9/15/2014) changed the starting point of the
route to Rice Avenue [From
Route 1 between Point Mugu and the City of Oxnard to Route 118 near Somis], reflecting the
relinquishment in the city of Oxnard. As a result, much of item (b) was
deleted, leaving only:
(b) The relinquished former portions of Route 34 within the City of Oxnard are not state highways and are not eligible for adoption under Section 81. For those relinquished former portions of Route 34, the City of Oxnard shall maintain within its jurisdiction signs directing motorists to the continuation of Route 34.
This route was LRN 153, defined in 1933, running from Hueneme to LRN 9 (Route 118) near Somis. Route 34 was not including in the original set of signed state routes in 1934. It is unclear when this routing was first signed as Route 34.
The original definition of LRN 153 (Route 34) began at Port Hueneme on
Hueneme Road and swung north into Oxnard via Saviers Road. LRN 153 multiplexed
LRN 60 (future Route 3 and US 101A) on Oxnard Boulevard to 5th Street. From 5th
Street the route of LRN 153 is almost identical eastward to Somis as modern
Route 34. The original alignment of LRN 153 can be seen on the 1935 Division of
Highways Map of Ventura County.
(Source: Gribblenation "California State Route 34" (Tom Fearer), 8/11/2019)
There are plans to widen this route in the city of Camarillo (August 2002 CTC Agenda).
Rice Avenue Grade Separation (VEN 6.27/6.77)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
In May 2018, it was reported that the CTC approved
SB1 funding for a bridge on Rice Avenue over Route 34 and railroad tracks.
(Source: Caltrans District 7 Tweet, 5/23/2018)
In June 2018, the CTC approved for future
consideration of funding: 07-Ven-34, PM 6.27/6.77 On Route 34: Rice Avenue
Grade Separation Project: Construct a grade separation structure at an existing
intersection of Rice Avenue and Fifth Street in Ventura County. (FEIR) (PPNO
4961) (TCEP). This project is located at the Rice Avenue Grade Separation in
the city of Oxnard in Ventura County. The project proposes to construct a grade
separation at the existing Rice Avenue and Fifth Street intersection. The
project proposes to eliminate an existing at-grade railroad crossing. The
purpose and need of the proposed project is to eliminate the conflict between
vehicles and trains at the railhighway crossing and to address future traffic
and circulation issues forecasted for the project area. The proposed project is
estimated to cost $79.2 million. The project is currently programmed for $81.2
million in the Senate Bill Trade Corridor Enhancement Program (TCEP), Regional
Surface Transportation Program, Federal and Local programs. This project is
determined to be a Delegated Project under the Federal Highway Administration
(FHWA) and to be administered per the Project Responsibilities List in the
Joint Stewardship and Oversight Agreement between FHWA and the California State
Department of Transportation. The project is estimated to begin construction in
2020. The scope, as described for the preferred alternative, is consistent with
the project scope programmed by the Commission in the TCEP.
(Source: CTC Agenda, June 2018 Agenda Item 2.2c(23))
In December 2019, the CTC had on its agenda a request to amend the TCEP Project Scope for the Rice Avenue & Fifth Street Grade Separation project, in Ventura County, to update the baseline agreement, benefits, project delivery schedule, preconstruction and construction costs. The Rice Avenue & Fifth Street Grade Separation project will construct a grade separation at the intersection of Route 34/Fifth Street and Rice Avenue in the city of Oxnard. Union Pacific Railroad tracks run parallel to Route 34/Fifth Street, and the grade separation will elevate Rice Avenue over both Route 34/Fifth Street and the railroad crossing. The project will eliminate conflict between vehicles and trains at the rail-highway crossing, improve the flow of truck traffic to the Port of Hueneme, and increase safety by eliminating the at-grade crossing. This intersection ranks second on the California Public Utilities Commission (CPUC) Priority List which establishes priority projects for eliminating or altering hazardous railroad crossings.
The current approved scope for the grade separation, alternative 2A, includes the construction of two connector roads, one in the southeast quadrant and another in the southwest quadrant of the Rice Avenue grade separation, to provide access between Rice Avenue and Route 34/Fifth Street. It also includes traffic signals for both connectors, new sidewalk, and bicycle lanes. During the design phase of alternative 2A, additional information from utility companies became available which modified the original utility assumptions performed in 2017. Utility relocation cost assumptions made during the original estimates were assumed to be lower and relocation costs covered by utility companies. In January 2019, six months into the PS&E phase for alternative 2A, utility companies provided prior rights easement documents, cost estimates for relocations, and preliminary plans, which were higher than original utility relocation cost estimates. Utility companies provided more complete data on costs to prepare relocation plans, administer, inspect, and have their facilities relocated. Cost estimates provided by each utility company were not available at the time of TCEP application. As a result, the cost estimate for the utility relocations have been adjusted accordingly. In addition, estimates for property acquired through condemnation also have undergone revised fair market value analysis. The cost estimate provided in the Project Report for RW acquisition was based on price for prior sale per square footage. Although the possibility of condemnation was known at the time of the TCEP application, there was still a strong possibility it would not be required in which case the acquisition could have been done by the County of Ventura, and that is what the original cost and schedule was based upon. When the likelihood of condemnation became more apparent, it became necessary to transfer the lead for RW to the Department. Property acquisition requires a complete eminent domain process. Additional time is required to obtain permits to enter from the property owners through writ of assistance (3-4 months); the time it takes (3-4 months) for collecting soil samples including, testing, analyzing and completing the hazardous waste investigation report; and a longer timeline for the property owners to respond to written offers. The original schedule did not foresee this longer timeline.
To partially mitigate these cost increases, it is
proposed to change the preferred design from alternative 2A to alternative 3B;
shifting the alignment of Rice Avenue 250 feet to the east and eliminating one
connector ramp. This new design, alternative 3B, was considered during the
environmental phase, but Alternative 2A was preferred before the additional
costs were known. Under alternative 3B, the southwest connector road is
eliminated, and traffic signals are relocated. Both alternative 2A and 3B
include two traffic signals. New sidewalk outputs will change from 10,600 feet
to 8,700 feet under the new alternative 3B, due to the elimination of the
southwest connector ramp. Bicycle lane outputs will remain unchanged under the
new alternative 3B, remaining at 7,400 feet. The project will be programmed in
(Source: December 2019 CTC Agenda, Agenda Item 2.1s.(1))
Also in December 2019, the CTC had this project its
agenda for future consideration of funding: 07-Ven-34, PM 6.27/6.77 Route 34 in
Ventura County. Construct a grade separation on Route 34 at Rice Avenue in the
city of Oxnard in Ventura County. (PPNO 4961). This project is located at the
Rice Avenue/Fifth Street (Route 34)/Union Pacific Railroad (UPRR) track
intersection in Ventura County. The project proposes to construct a grade
separation on Rice Avenue where it crosses over Route 34 and the UPRR. The
proposed project addresses the need to reduce conflict between vehicles and
trains as well as future traffic and circulation issues forecasted for the
project area. The project also proposes to construct two connector roads. This
project is fully funded and is currently programmed in the 2018 STIP for $79.2
million with plans to increase programmed funding. Construction is estimated to
begin in 2022.
(Source: December 2019 CTC Agenda, Agenda Item 2.2c.(8))
Somis Reconstruction (VEN 17.637)
In February 2009, the CTC received notice of preparation of an EIR for reconstruction of the Route 118/Route 34 interchange in Somis. The proposed project would construct roadway improvements that include relocating and realigning Route 118 at Donlan Road, and adding a westbound left-turn lane in the westbound direction of Route 118, an eastbound auxillary lane, and interchange ramp improvements along portions of Route 118 and Route 34 intersection in the community of Somis in Ventura County. The project is included in the State Highway Operation and Protection Program Long Lead Project List. Future funding for project design, right of way, and construction will be programmed later pending completion of the environmental clearance. The alternatives being considered are:
Moorpark officials reviewed the draft EIR, and believe that it fails to take into account a plan by Ventura County to realign Donlon Road so that it joins to make a four-way intersection where the two state highways meet. They also believe that it does not provide mitigation of an expected increase in truck traffic and related air quality, noise and safety impacts on Route 118 as a result of projects planned by Caltrans.
In October 2012, it was reported that Caltrans has dropped plans to revamp the Somis interchange. Caltrans will include its decision in the project's environmental impact report that will be issued by the end of November 2012. The county now wants to realign Donlon to make a four-way intersection at Route 118 and Somis Road. According to the county, Caltrans can make "easy, quick and cheap fixes" in conjunction with the county project, such as lengthening a left-turn lane from westbound Route 118 to Somis Road.
Evidentally, Route 34 (while still just LRN 153) was planned to be the "Calleguas Freeway", according to a 1962 California F&E map for Ventura County.
[SHC 253.1] Entire route (never upgraded). This was added to the Freeway and Expressway system in 1959.
Overall statistics for Route 34:
The route that was to become LRN 34 was first defined in the 1909 First Bond Issue as running from [LRN 4] near Arno to Jackson. In 1911, the definition of the Alpine State Highway extended LRN 34 with the segments from Route 99 to Route 88 SE of Ione and from Route 104 to Route 89:
"The certain road commencing at the Calaveras big tree grove located in Calaveras County thence running to Dorrington in said county, thence E-ly following what is known as the Big Tree and Carson Valley Turnpike to Mt. Bullion in Alpine Cty, thence along county road to Markleeville in Alpine Cty, thence along that certain road via Kirkwood, Silver Lake, Pine Grove and Irishtown to Jackson in Amador Cty, including therewith the road from Picketts in Hope Valley connecting with the Lake Tahoe Wagon Road, a state highway, at Osgood's Place in El Dorado Cty, and the road from Mt Bullion via Loupe in Alpine Cty to Junction in Mono County connecting with the Sonora and Mono State Highway is hereby declared and established a state highway and shall be designated and known as "Alpine State Highway""
This led to its 1935 definition as:
This was primary state highway from Arno to Jackson.
This definition remained intact until the 1963 renumbering. It was signed as Route 104 between cosigned US 50/US 99 (present-day Route 99) to 2 mi SE of Ione, and as Route 88 (originally Route 8, until around 1948) between 2 mi SE of Ione and Route 89 (LRN 23) near Pickett's.
From Route 17 at Summit Road to Route 92 via Skyline Boulevard.
Pre-1963 Route 35
In 1934, Route 35 was signed along the route from Jct. Route 22 near Seal Beach to Jct. US 99 near West Covina via Santa Fe Springs. It ran from US60/US70/US99 (LRN 26; now I-10) along Puente Ave, Workman Mill Blvd, Norwalk Blvd, Pioneer Blvd, Norwalk Rd, and Los Alamitos Road to Route 22 (LRN 179) near Westminster. It was LRN 170, present-day I-605, defined in 1933, extended in 1957 and 1959.
Portions of this route were named "Skyline Blvd" by Resolution Chapter 46 in 1919.
Route 35 General Notes
According to Scott Rux in 2004, between Route 17 to Route 9, there are regular reassurance markers and postmiles. There are several Caltrans callboxes, all of which list the name of the highway in their identification. At the intersection of Bear Creek Rd and Skyline Blvd, there are directional signs indicating the continuation of Route 35, with the usual green miner's spade designations. At Summit Rd south and Mountain Charlie Rd (about 0.1 mile north of Route 17), the highway is only signed as "To Route 17". There are no Route 35 shields at the interchange with Route 17.
Supposedly, some sections are one-lane wide, and appear to have been paved some time ago. A portion of Route 35 south of Route 9 is called the Goat Trail by CalTrans workers. Some portions of this route are maintained by the owners of the property near the road, and some portions are maintained by the County of Santa Clara or Santa Cruz County.
In fact, Route 35 (Skyline Blvd.) follows the north
boundary of Santa Cruz county (with both San Mateo and Santa Clara counties)
for 20-30 miles, except that the boundary (defined by a mountain ridge) is so
irregular that the road can't exactly follow it. The road wanders in and out of
each county so frequently that most of the crossings are unmarked, and even
Caltrans' county based "postmiles" aren't very accurate. At one point you're
told that you're entering Santa Cruz county, and then about 0.4 mile later,
you're told you're entering the city limits of Palo Alto. (Palo Alto is in
Santa Clara county, and cities can't extend across county lines in California.)
The southern portion of Route 35 between Route 9 and Route 17 is also almost
totally unmarked, apparently because local residents tear down the signs.
[Based on a posting by John David Galt]
In February and March 2017, it was reported that major rains have caused
significant damage to the highway. Specifically, Route 35 has been closed
indefinitely after a portion of the roadway washed away W of Las Cumbres Road,
near PM 035-SCl-10.47, according to the California Highway Patrol. A 200-foot
section of the roadway in that section slid downhill more than 50 feet and is
completely gone. It almost looks like someone scooped out a huge chunk of not
only the road, but tons of earth that support the road bed. A permanent rebuild
of the highway and stabilization of the hillside is estimated to cost more than
$29.5 million. It has been reported that the road was eventually repaired.
(Source: Mercury News, 2/11/2017; KCBS, 2/10/2017; Los Angeles Times, 4/3/2017)
In October 2018, the CTC amended the following project into the 2018 SHOPP:
04-SCl-35 14.1/17.1. PPNO 1462H. Project 0417000450. EA 0P480. Route 35 Near
Saratoga, from Route 9 Junction to San Mateo County line. Install centerline
rumble strips, curve signs, and high visibility striping. Est. cost:
$3,266,000. Begin const. 2/1/2022.
(Source: October 2018 CTC Agenda Item 2.1a.(1) Item 18)
This segment was added to the freeway and expressway system in 1959, but was deleted in 1965.
From Route 92 to Route 280 at Bunker Hill Drive.
Part (2) was added in 1984 by Chapter 409.
Before 1964, Route 35 was originally signed as Route 5. Before Route 280 was constructed, Route 5 began at the intersection of Route 9 (LRN 42) and Skyline, proceeded up to the junction of Route 92 (LRN 105), and then went over Crystal Springs Reservoir, and then turned north following the existing portion of Route 280 from the Route 92/I-280 interchange north to until where Skyline Blvd exits to the left. It was LRN 55. Route 5 was signed as part of the 1934 initial signage of routes. This was superseded in 1959 by LRN 237.
According to Chris Sampang, after I-280 was built through the area in the 1970s, the Skyline Boulevard state highway (Route 35) was rerouted to I-280 between Route 92 and the current Route 35 semi-directional Y in San Bruno. However, a few portions of the old Skyline Boulevard still remain:
In Millbrae, Skyline Boulevard between Larkspur Drive and Millbrae Avenue; the ramps leading into Skyline Boulevard from I-280/Route 35 may also be part of this.
In Burlingame and Hillsborough, Skyline Boulevard from Trousdale Drive to Golf Course Drive
In Hillsborough and San Mateo, including part of Golf Course Drive (which was named Skyline Boulevard as late as 1998, according to a CSAA Daly City/South San Francisco map) and Skyline Boulevard from Golf Course Drive south to Bunker Hill Drive. The portion of Skyline Boulevard from Bunker Hill Drive south to Route 92 was added back to the route in 1984 as the current Segment Two of the route—but is only signed as Route 35 going southbound; Route 35 northbound follows Route 92 east of the Skyline/Route 92 split and then I-280 north from Route 92 to past the Bunker Hill Drive interchange. North of Bunker Hill Drive, Route 35 is part of I-280 both northbound and southbound until the current Route 35/I-280 split.
Also, according to Chris, around when I-280 was built, a couple of portions of Skyline Boulevard were bypassed in the San Bruno area. One starts at the junction of Glenview Drive and Ridgeway Avenue and goes south for about 600 feet and is essentially a cul-de-sac. Some old dirt right-of-way is visible south of the cul-de-sac itself between the end of the segment and Cambridge Lane. At Cambridge Lane, another segment of Skyline Boulevard begins. This lasts for about 900 feet southbound and then feeds into a short residential street; some more dirt right-of-way is visible through what are some residential backyards and into the current Route 35/I-280 merge. In Daly City, there is a "Skyline Drive" which begins at Westline Drive (possible former Route 1) in Pacifica and continues north to near Thornton State Beach. Although the part that parallels the Route 1 freeway routing to Westline Drive is most likely a newer construction, the rest of Skyline Drive parallels the current Skyline Boulevard completely. The north dead end seems to be pointing in a straight line to the old Route 1 stub in Thornton State Beach; thus Skyline and Route 1 may have merged here previous to the construction of the current 4 lane expressway and John Daly/Skyline junction. For more information, see Route 1. As of October 2006, the old intersection with Route 1 is no longer fenced off. In 2005, Daly City reopened this portion as Thornton Beach Vista. It's a small parking lot with a short trail leading to the bluff, with a few informational signs along the trail. One sign shows the alignment of old Route 1 pre-1957, and the old pavement can clearly be seen across a small gully that was formed by the storms of 1982 (that part is fenced off). There is no access to the actual State Park; for that you still need to take the freeway portion of Route 1 to the Manor Drive exit and go north on the frontage road.
Portions of this route were named "Skyline Blvd" by Resolution Chapter 46 in 1919.
From Route 280 via Skyline Boulevard to Route 1 in San Francisco.
In 1963, this segment was defined as "Route 280 via Skyline Boulevard to Route 280 in San Francisco." In 1968, as part of the freeway reworking in San Francisco, the terminus was changed to "Route 1 in San Francisco", although this had no effect on the actual route, other than dropping a cosigning.
In December 2017, the Caltrans Mile Marker noted that on Sloat Boulevard (Route 35 in San Francisco) they funded more of the Complete Streets Project: Caltrans in 2017 added more beacons and curb extensions, and extended bike lanes at this multi-phased project. Caltrans put a portion of Sloat Boulevard on a “road diet,” starting in 2012, shrinking the number of lanes from three to two, and adding bike lanes and improving crosswalks. In 2013, the city installed new crosswalk beacons at Forest View Drive.
Portions of this route were named "Skyline Blvd" by Resolution Chapter 46 in 1919.
In 2014, the legislature authorized (ACR 117, Resolution Chapter 93,
7/15/14) an appropriate memorial plaque, funded by nonstate sources, to be
placed within the right-of-way of Route 35 within the vicinity of the
pedestrian beacon between Vale Avenue and Forest View Drive (~ SF 2.661) in San
Francisco in memory of Hanren Chang. Hanren Chang was born in 1996 in Daly
City, and grew up in the City and County of San Francisco. Hanren Chang
attended Lowell High School in San Francisco and was an avid runner on the
track and cross-country teams. Hanren Chang was loved and respected by her
family and friends and was known as a selfless and loving person. On the
evening of her birthday in 2013, Hanren Chang was the victim of a car accident
that occurred under tragic circumstances involving a drunk driver on Route 35,
also known as Sloat Boulevard, near Forest View Drive in San Francisco. Hanren
Chang’s death has affected and touched the lives of many people,
increased the call for pedestrian safety improvements along Route 35 in San
Francisco, and heightened public awareness of the number of pedestrian
fatalities in San Francisco.
Overall statistics for Route 35:
[SHC 263.1] Entire route.
The route that would become LRN 35 was initially defined in 1907 by Chapter 117, by an act that authorized "...locating, surveying, and constructing a state highway connecting the present county road systems of any one or all of the counties of Trinity, Tehama, and Shasta with the road system of Humboldt County..." This provided the segment of the route between Peanut and Kuntz. In 1933, it was extended on both ends: "[LRN 1] near Alton to [LRN 35] near Kuntz" and "[LRN 35] near Peanut to [LRN 20] near Douglas City". Thus, by 1935, it was codified into the highway code as:
In 1957, a paragraph was added that gave priority to the funding of improving this route for any funding received. This language was adjusted further in 1959.
This routing was signed as Route 36 between Alton (US 101; LRN 1) and 4 mi SW of Peanut, where it met signed Route 3. At that point, it continued along the present-day Route 3 to Douglas City, where it terminated at US 299 (LRN 20).
In 1963, Route 36 was defined as "(a) Route 101 near Alton to Route 5 near Red Bluff passing near Kuntz and Peanut. (b) Route 5 at Red Bluff to Route 395 via Mineral, via the vicinity of Morgan, and via Susanville. (c) Route 139 north of Susanville to Route 395 near Ravendale." Later that year, Chapter 1698 changed Kuntz to Mad River and Ravendale to Termo. In 1968, Chapter 282 changed the wording again, this time adjusting "Mad River" to "Forest Glen". Then, in 1984, Chapter 409 changed "Morgan" to "Morgan Summit".
Note: See Route 172 for some history of the former routings of Route 36.
Sparker on AAroads provided some additional information on the proposed
segment (c), Route 139 N of Susanville to Route 395:
(Source: Sparker on AAroads, "Re: CA-36: Proposed ending in Ravendale?", 3/26-28/2019)
The various iterations of the California Freeway & Expressway System, starting back in 1959, proposed a new-terrain Route 36 extension from Route 139 near Eagle Lake ENE to US 395 near Ravendale. US 395 was part of the system north of the future Route 36 junction (all the way to the OR state line) -- but not south of there to present Route 36 near Johnstonville. Also, Route 139 was part of the system between its southern terminus at Route 36 in Susanville and where the Route 36 extension diverged at Eagle Lake; all of the original Route 36 plus US 395 south of Route 36 all the way to the NV state line was also included in the system. This leads one to surmise that the ultimate plans were to reroute US 395 into Susanville, subsuming the eastern end of Route 36 and the southern end of Route 139, and returning to its original alignment via the new Route 36 extension. Whether the portion of US 395 between the old and new CA 36 alignments would have been retained in the state highway system or simply designated with a new number isn't determined [ -- and the segment was later deleted from the system.] The portion of US 395 between the two iterations of Route 36 (Johnstonville, Ravendale) would have been, absent any legislative action, part of the state highway system. That segment, however, was never included in the state "freeway & expressway" network; the local N-S through route on that network included US 395 north to Johnstonville, where the designated expressway continued west on Route 36 to Susanville, north on Route 139 to near Eagle Lake, and then over the new-terrain Route 36 extension back to US 395 at Ravendale. [It is possible that] the Route 36 number as applied to the extension was a "placeholder" so US 395 could continue on its then (and current) alignment pending the completion of the new extension. If and when that extension was completed, it's more than likely US 395 itself would have been rerouted over the expressway-designated section as described above. The Johnstonville-Ravendale original US 395 segment could receive a new designation. At that point Route 139 would terminate (south) at US 395 near Eagle Lake, Route 36 would terminate at US 395 in Susanville, and the bypassed US 395 section would receive a new numerical designation (unless Caltrans extended Route 36 over it, which would produce a pretty awkward alignment!).
In 1988, the first two segments were combined into a new segment (a): "Route 101 near Alton to Route 395 near Johnsonville passing near Forest Glen and Peanut via Red Bluff and Mineral, via the vicinity of Morgan Summit, and via Susanville." In 1990, the reference to "Peanut" was deleted.
Lastly, in 1998, the remaining segment (b) "from Route 139 north of Susanville to Route 395 near Termo" was deleted by AB 2132, Chapter 877, signed September 26, 1998. That segment was LRN 20 to US 395 (LRN 73), and was defined in 1959. That section was never constructed; the traversable local roads included S. Grasshopper Road, Westside Road, and Fillman Road. Those roads were not on a proper alignment for construction as a state highways, and there were no plans for a freeway or expressway.
The route between Route 36 near Deer Creek Pass and Route 36 near Morgan Summit is cosigned as Route 36/Route 89, although it is legislatively Route 36.
In March 2019, the CTC approved the California Department of
Transportation’s (Department) request for an additional $451,000 for the
State Highway Operation Protection Program (SHOPP) Collision Severity Reduction
project (PPNO 2379) on Route 36, in Humboldt County, near Fortuna, from Route
101 to River Bar Road (~ HUM 0.00 to HUM 2.374). to supplement the
pre-construction component support cost (COS) for Project Approval and
Environmental Document (PA&ED). The project will construct two 12-foot wide
lanes, two 5-foot wide shoulders, install center-line and shoulder rumble
strips, and place an Open-Graded Friction Course (OGFC) pavement throughout the
project limits. The project also includes a grade reduction on two short
vertical curves to improve sight distance. The project was programmed in the
2016 SHOPP, and in June 2017, the Commission approved support cost funds in the
amount of $1,005,000 for the Project Approval and Environmental Documentation
(PA&ED) pre-construction phase. The total current allotment for the
PA&ED phase support cost is $1,305,500, including Department delegated G-12
funds. The original estimate for the PA&ED support cost was developed prior
to 2017, and it was based on the staff support and resources needed to obtain
required permits and Right of Way (R/W) certifications as identified in the
Project Initiation Document (PID). The original scope was to widen shoulders on
both sides of the roadway; however, the Department changed strategies to widen
the roadway on one side only due to the discovery of unstable slope conditions
on one side of the roadway. This slope stability condition was discovered
during geotechnical studies conducted after the project programming phase. The
COS was calculated based on identified tasks needed to complete the PA&ED
and on information and data available prior to the discovery of the soil
stability condition. The additional widening on one side also resulted in a
greater impact to a wetland that was not factored in the original COS estimate.
To construct this project, and to provide an adequate area for the roadway
shoulder and recovery zone, the Department had planned to acquire R/W from an
operational truck and logging mill site. However, the planned R/W acquisition
did not include an existing, private property used as a wood waste berm. The
berm location within the private property was recently changed to an area that
encroaches on the planned project site. This change occurred after the original
COS estimate was completed, and will require additional, unanticipated site
investigation. Because of the expanded wood waste berm, the Department will be
required to conduct additional studies to evaluate new hazardous waste
contamination. The additional analysis, which will require subsurface drilling
and soil sampling, will also require additional support costs to re-evaluate
the property’s possible contamination under the recently changed
condition. The increased support cost is also needed to account for staff work
associated with obtaining or updating all required permits to complete the
PA&ED phase, and to conduct additional R/W negotiations associated with
obtaining temporary permits to enter property that was not included in the
(Source: March 2019 CTC Minutes, Agenda Item 2.5e.(1))
Carlotta Curve Correction 01-Hum-36 10.5/10.8
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 2415. 01-Humboldt-36 10.5/10.8. On Route 36 Near Carlotta, from 0.1 mile east of Riverside Park Road to 0.4 mile east of Riverside Park Road. Curve correction. Begin Con: 7/1/2020. Total Project Cost: $5,074K.
In June 2019, the CTC approved the following scope
amendment to the SHOPP: 01-Hum-36 10.5/10.8 PPNO 2415 ProjID 0115000076. Route
36 Near Carlotta, from 0.1 mile east of Riverside Park Road to 0.4 mile east of
Riverside Park Road. Curve correction. Note: Original design would have
unknowingly severed access to a private timber road. Cost and schedule changes
are required to account for a new strategy to raise the profile of the roadway,
decrease grade differential, and improve sight distance. More time and
resources are required for archeological surveys, cultural review, coordination
with permitting agencies, and to redesign the project. Updated total cost:
$6,063K Updated const. FY20-21.
(Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Scope Item 1)
In August 2011, the CTC approved $9.5 million in SHOPP funding for repairs near Carlotta, from 1.7 miles east of Route 36/US 101 Junction to Van Duzen River Bridge (HUM 012.78); also near Bridgeville, from Van Duzen River Bridge to 1.7 miles east of Little Larabee Creek Bridge (~ HUM 023.57). This project will rehabilitate 37.2 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. They also approved $1,365,000 for a project that will repair slipouts and slope failures at four locations damaged by heavy rainfall on Route 36 near Bridgeville. The project limits are from 0.7 mile west of Bridgeville Post Office to 0.3 mile east of Little Larabe Creek Bridge.
Emergency Repairs near Bridgeville: 01-Hum-36 19.0/44.0
In May 2017, the CTC approved $1.85M in SHOPP funding for emergency repairs near Bridgeville, from 0.3 mile west of Jaymar Lane to 1.7 miles west of Trinity County line (01-Hum-36 19.0/44.0). Beginning on January 7, 2017, a series of storm events caused multiple slides, sinkholes, slipouts, and distressed pavement. Responding day and night to the damages, Department forces were inundated beyond the Department's capacity. The project will remove and dispose of slide debris and hazardous trees, support ongoing geotechnical investigations, and repair roadway. This work is necessary to stabilize storm damaged slopes and embankments prior to subsequent rain events, prevent lane closures, and restore safe passage for the traveling public. They also approved an additional $1.125M in overlapping emergency repairs near Bridgeville, 1.3 miles west of McClellan Mountain Road to 0.3 mile west of McClellan Mountain Road (01-Hum-36 29.0/30.0). On January 7, 2017, a storm event caused a slipout of a steep roadway embankment with a 60 foot by 40 foot scarp remaining and surface tension cracks in asphalt. As per geotechnical recommendations, the project will repair slipout, place rock slope protection to strengthen embankment armament, minimize surface drainage, and repair roadway. This work is necessary to halt the degradation of embankment and prevent lane loss or road closures. This is a critical route for travel between north coast and inland communities given the ongoing long-term closure of Route 299.
In August 2018 the CTC received a report of
$1,200,000 in SHOPP funding for Humboldt 01-Hum-36 19.0/44.0: Route 36 Near
Bridgeville, from 0.3 mile west of Jaymar Lane to 1.7 miles west of Trinity
County line. Beginning on January 7, 2017, a series of storm events caused
multiple slides, sinkholes, slipouts, and distressed pavement. Responding day
and night to the damages, Department forces were inundated beyond the
Department's capacity. The project will remove and dispose of slide debris and
hazardous trees, support ongoing geotechnical investigations, and repair
roadway. Supplemental work that consists of temporary shoring, excavation,
guardrail repair, and construction of Hilfiker Welded Wire retaining wall is
needed to address additional slides (PM 3.0 and PM 15.8) that are in proximity
to existing work limits. Additional supplemental work necessary to complete
drainage work at PM 16.21, 16.24, and 43.42. This supplemental will also allow
for the completion of work while maintaining the route open to traffic at PM
31.4. This has been subject to a series of allocations:
(Source: August 2018 CTC Agenda Item 2.5f.(1) Item 1)
In October 2018, there was additional emergency
funding of $12,200,000 for this effort.
(Source: October 2018 CTC Agenda Item 2.5f(1) Item 1)
In September 2009, the CTC relinquished right of way in the county of Humboldt along Route 36 near Bridgeville at Kneeland Road (~ HUM R23.91), consisting of superseded highway right of way.
In October 2015, the CTC approved the following SHOPP funding: 1-Hum-36 36.6/39.9 Route 36 Near Dinsmore, from west of Burr Valley Road to west of Buck Mountain Road. Widen to make lane and shoulder widths standard, realign curves, and improve roadway cross-slope. PAED: 10/01/2015 R/W: 07/01/2016 RTL: 07/15/2016 CCA: 12/01/2018. $231K (R/W) $7,441K (C) Completion FY16/17. Support costs: PA & ED $90K; PS & E $75K; RW Sup $150K; Con Sup $40; Total $355K
In June 2016, the CTC amended the SHOPP funding for a project on Route 36 In and near Dinsmore, on Route 36 (Forest Highway 4). PM 36.1/40.5. Roadway improvements. Increases to support are due to unanticipated increased land surveys, Right of Way capital, Right of Way support, and environmental mitigation staff work to complete the project and coordinate with the Federal Lands partnership to construct the project. Right of Way capital increases are caused by increased utility relocations. These changes add $2,372,000 to the cost of the project. Additionally, there was also an amendment to a parallel project near Dinsmore (PM 36.6/39.9), from west of Burr Valley Road to west of Buck Mountain Road. Widen to make lane and shoulder widths standard, realign curves, and improve roadway cross-slope. Right of Way support cost has increased due to unplanned additional survey work to monument the new state right of way and to record maps in accordance with State law. Previously this work was assumed to be addressed by Federal Lands participation on project. This change in responsibility adds $510,000 to the cost of the project. The two projects were also going to be combined for construction.
In October 2016, the CTC approved the following SHOPP allocation: 01-Hum-36 36.1/40.5 | Route 36 Near Dinsmore, from west of Burr Valley Road to Buck Mountain Road. (Forest Highway 4). Outcome/Output: Improve highway operations and mobility along 4.4 miles by realigning, widening, upgrading geometrics and providing long term roadway stability. $6,142,000. It also approved the following SHOPP allocation: 01-Hum-36 36.6/39.9 | Route 36 Near Dinsmore, from west of Burr Valley Road to west of Buck Mountain Road. (Forest Highway 4). Outcome/Output: Widen to make lane and shoulder widths standard, realign curves, and improve roadway cross slopes. This project will improve safety by reducing the number and severity of collisions. $7,481,000
In November 2016, it was reported that in
mid-October, the California Transportation Commission approved a resolution
which allocated the state’s share of the money for the Route 36 project
(01-Hum-36, PM 36.1/40.5), along with 13 other State Highway Operation and
Protection Program (SHOPP) projects throughout California. Specifics of the
project near Dinsmore include realigning and widening Route 36, making the
lanes and shoulder widths standard, realigning curves, and improving roadway
cross slopes. This will be the last section of Route 36 to become a
conventional two-lane highway. The project is expected to begin in the summer
of 2017. The Route 36 project is a partnership between Caltrans and the Federal
Highway Administration (FHA) with the FHA contributing a greater share of the
funding. It’s estimated that the FHA will put in more than $20 million,
with the State of California paying more than $13 million for the project. The
construction project will improve an approximately 4-mile section of Route 36
from Burr Valley Road to Buck Mountain Road.
(Source: Humboldt Beacon, 11/2/2016)
In April 2018, it was reported that work was
progressing on the Route 36 widening, and that there was a website providing updates
on the construction. That website describes the project as follows: "The
California Department of Transportation (Caltrans) and the Federal Highway
Administration, Central Federal Lands Highway Division (FHWA -CFLHD), in
cooperation with the U.S. Forest Service, Six Rivers National Forest, are
improving California State Route 36 (SR 36) in southeastern Humboldt County
approximately 12.3 miles east of the community of Bridgeville (Humboldt County
mile post 36.0 to 40.4). Improvements include realigning and widening SR 36 to
attain two, 12-foot wide travel lanes with 4-foot wide paved shoulders. In
addition, new signing, pavement markings, guardrail, and wetland restoration
are included in the project. CFLHD is the lead agency for compliance with the
National Environmental Policy Act (NEPA) and Caltrans is the lead agency for
compliance with the California Environmental Quality Act (CEQA)." It also
provides links to the EIR.
(Source: Route 36 Website)
Forest Glen Realignment
In January 2017, the CTC approved for future consideration of funding a project that will realign the roadway and construct a bridge on Route 36 near the community of Forest Glen (02-Tri-36, PM 26.7/27.1) (roughly from east of Post Mountain Road to the intersection with Route 3). The project will result in less than significant impacts to the environment after mitigation. The following resource area may be impacted by the project: biological resources. Avoidance and minimization measures will reduce any potential effects on the environment. These measures include, but are not limited to, sound generated by construction activity will be limited to 90 decibels within 1,320 feet of northern spotted owl nesting areas during the period from February 1 to July 9, a qualified biologist will be on site during clear water diversion activities to monitor for western pond turtles and foothill yellow-legged frogs.
In June 2018, the CTC was informed of the following
SHOPP allocation: 2.5f(3) Item 1: $8,345,000. 02-Tri-36 26.7/27.1. PPNO 3526.
On Route 36 Near Forest Glen, from 0.6 to 0.1 mile west of Route 3. Outcome/Output: Improve safety by
reducing the number of curves from five to two, and by providing standard lane
width and 4 foot shoulders. This project will reduce the number and severity of
(Source: CTC Agenda, June 2018 Agenda Item 2.5f(3) Item 1)
In October 2018, the CTC approved a request for an
additional $3,608,000 for the State Highway Operation Protection Program
(SHOPP) Safety Improvement project (PPNO 02-3526) on Route 36 in Trinity
County, to award the construction contract. This project is located on Route 36
in Trinity County near Forest Glen. The total accident rate is 17 times higher
than the statewide average for similar routes. The project will improve the
roadway safety by realigning this portion of highway, significantly improving
the horizontal alignment by constructing a bridge to eliminate several compound
and reversing curves with radii as small as 110 feet. The project will widen
lane and shoulder widths to 12 feet and 4 feet respectively. Super elevation
transitions, vertical and horizontal sight distances will also be improved. The
contract award status is pending approval of this request for supplemental
funds by the Commission. If the Commission approves this request, construction,
would begin in November 2018, and would take 190 working days to be completed
in November 2021. Since June 2018, the Department has been experiencing higher
bids on contracts that include bridge work throughout Northern California due
to the limited pool of contractors bidding on Department and other
non-Department contracts. In addition, there has been a decreasing number of
subcontractors available to prime contractors for specialized construction
items. Out-of-region contractors bidding on these projects charge higher prices
due to mobilization, equipment, material hauling, and overhead. Some of the
complex items on this contract include constructing the bridge’s
80-foot-tall piers and support falsework due to the bridge’s remote
location and shortage of material. Additional problems included the fact that
this type of embankment cannot be constructed using standard embankment
equipment, which would damage the geosynthetic fabric. Furthermore, the
contractor states that this operation is labor intensive and has a low
production rate because of the use of smaller equipment to avoid fabric damage,
and due to hand laying of the fabrics.
(Source: October 2018 CTC Agenda Item 2.5e.(4))
Curve Improvements near Plantina
In December 2016, the CTC added the following project to the SHOPP: 2-Tri-36 R34.7/R35.3 | Route 36 Near Platina, from 3.7 miles to 3.0 miles west of Hayfork Creek Bridge. Curve improvement. Allocation: $52K (R/W), $5.280MM (C), Support (PA & ED $760K / PS & E $1.13MM / RW Sup $130K / Con Sup $1.68MM / Total $3.7MM). FY 19/20.
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 3653. 02-Trinity-36 R34.7/R35.3. Route 36 Near Platina, from 3.7 miles to 3.0 miles west of Hayfork Creek Bridge. Curve improvement. Begin Con: 7/15/2020. Total Project Cost: $9,032K.
Curve Improvements near Red Bluff (TEH 12.6/13.1)
In June 2016, the CTC amended a project into the SHOPP: Route 36 near Red Bluff, from 2.3 miles east to 2.8 miles east of Dry Creek Bridge. Curve improvement. Estd. completion around 2020.
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 3640. 02-Tehama-36 12.6/13.1. Route 36 Near Red Bluff, from 2.3 miles east to 2.8 miles east of Dry Creek Bridge. Curve improvement. Begin Con: 11/29/2019. Total Project Cost: $5,156K.
In October 2019, the CTC approved the following
SHOPP Safety allocation: 02-Teh-36 12.6/13.1. PPNO 3640 Proj ID 0216000051 EA
1H970. On Route 36 Near Red Bluff, from 2.3 miles east to 2.8 miles east of Dry
Creek Bridge. Outcome/Output: Improve safety by realigning curves and
correcting cross slope, widening lanes and shoulders, installing guardrail,
increasing clear recovery zone, and placing Rock Slope Protection (RSP) along
the creek bank. This project will reduce the number and severity of collisions.
(Source: October 2019 CTC Agenda, Agenda Item 2.5f.(3) #2)
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 3663. 02-Tehama-36 26.6/27.6. Route 36 Near Red Bluff, from west of Basler Road to east of Diamond Star Road. Curve improvement. Begin Con: 7/14/2020. Total Project Cost: $7,141K.
In December 2008, the CTC vacated right of way in the county of Tehama along Route 36 east of Cannon Road near Red Bluff (2-Teh-36-PM 29.0/T29.0), and west of Kinney Avenue near Red Bluff (2-Teh-36-PM 37.7/38.1), consisting of highway right of way no longer needed for State highway purposes.
In February 2006, the CTC considered relinquishment of right of way in the County of Tehama, at Kinney Avenue (~ TEH R38.39), consisting of reconstructed and relocated county roads.
In October 2016, it was reported that Caltrans presented their ideas and
plans to rework Route 36 near the northern tip of Red Bluff to the Red Bluff
City Council. The work would realign Route 36 between where it and Main Street
split in north Red Bluff and where it intersects with Baker Road (~ TEH 39.72
to TEH R41.196), said Clint Burkenpas, project manager with the California
Department of Transportation in Northern California. Caltrans presented four
alternatives for what the highway would look like to the Red Bluff City Council
as Burkenpas' team prepares the plan for state approval. They are looking to
replace the highway, one of four north of the Bay Area that reach the coast,
because its current route doesn't have wide enough shoulders and needs improved
intersections to meet modern standards. They also want to make the currently
diagonal railroad crossing shoot straight across. The options for the new
highway are similar, though some differences do exist — some call for the
old roadway to be used as a bike and pedestrian path parallel with the new
flatter, straighter highway.
(Source: Redding Record-Searchlight, 10/31/2016)
In December 2008, the CTC relinqished 2-Teh-5-PM R27.5; 2-Teh-36-PM L40.3 Right of way in the city of Red Bluff on Adobe Road between Route 5 and Route 36, consisting of a reconstructed and relocated city street.
In July 2017, it was reported that the CTC has approved $5.6 million for the
Route 36 East sidewalk and transportation project in Red Bluff spanning from
the East Sand Slough Bridge to 0.6 mile east of Stice Road (~ TEH 42.027 to TEH
45.404). As part of the project on Route 36, there will be work on the pavement
including rehabilitation by grinding roadway, performing dig-outs in localized
areas of failure and overlaying with rubberized asphalt to extend its service
life and improve ride quality. There will be upgrades done to existing
Americans with Disabilities Act curb ramps. The new sidewalks will be
constructed and a bicycle lane will be added with pavement markings through
funding from the county’s Congestion Mitigation and Air Quality account
by the Tehama County Transportation Commission, which previously committed
$800,555 for the project.
(Source: Red Bluff Daily News, 7/6/2017)
In August 2016, the CTC approved $14,000,000 for Tehama 02-Teh-36 R75.1/78.4 Route 36 near Mineral, from Little Giant Mill Road to 0.7 mile west of Diamond Road. Outcome/Output: realigning highway curves, improving drainage facilities and clear recovery zone, increasing shoulder widths, and installing guard rail to reduce the number and severity of collisions.
Lassen Lodge Safety Improvement Project (~ TEH 83.181)
As reported in the Summer 2018 Mile Marker, Caltrans District 2 and contractor Tullis Inc. rebuilt the section of Route 36 in Tehama County near the community of Mineral. The Lassen Lodge project began in May 2017 and was completed that November, before the end of the construction season when weather typically closes in on the area. Construction took only 121 days, considered quite a feat since 200,000 cubic yards of rock and soil were moved. The project was designed to reduce the frequency and severity of accidents by straightening some of its curvy features and strengthening the roadbed. The total accident rate along this stretch of highway was more than three times higher than the statewide average for similar routes. This three-mile-plus segment of roadway consisted of a series of tight curves with designated speeds as low as 20 mph. The project features an alignment that now meets current federal large truck design standards (although the California Legal Truck length designation will not change until several other issues are addressed along the corridor). The improved roadway geometrics, and wider shoulders (four feet to eight feet) increase sight distance and provide a larger recovery area for motorists. Other project benefits include increased sun exposure to help melt snow and ice, improved culverts and drainage facilities, and new guardrail. Native materials were used to reduce potential erosion and improve overall stability of the embankments in the steep terrain. Available rocky material from specified cuts was used to fortify embankments. The contractor crushed rock on site for all rock slope protection and drain rock material. In addition, old asphalt was recycled into roadway base rock, and mulch derived from vegetation removed for the project was spread over the flatter slopes to reduce surface erosion. Processing materials on site had the added benefit of reducing truck trips and emissions. The $9.5 million project was paid for with state and federal funds.
Curve Improvement Near Mineral (TEH 87.8/89.1)
In May 2016, the CTC approved additional SHOPP funding on Route 36 near Mineral, from 0.1 mile to 1.2 miles east of Route 89 for curve improvement.
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 3641. 02-Tehama-36 87.8/88.8. Route 36 Near Mineral, from 0.1 mile to 1.2 miles east of Route 89. Curve improvement. Begin Con: 10/15/2019. Total Project Cost: $7,606K.
In June 2019, the CTC approved the following SHOPP
scope amendment: 02-Teh-36
87.8/88.8 PPNO 3641
ProjID 0216000052. Near Mineral, from 0.1 mile to 1.2
miles east of Route 89. Curve improvement. Increase R/W capital to fund a
separate service contract for early tree removal. Increase construction capital
to reflect the most recent trends in bid price item increases to traffic
control, asphalt, drainage, and stormwater items. This project will combine
with minor project EA 2H140 for construction, and the post mile refinement will
allow limits for the projects to match. Updated total cost: $8,581K.
(Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Scope Item 20)
In August 2019, the CTC approved the following
SHOPP Safety allocation: 02-Teh-36 87.8/89.1. PPNO 3641 Proj ID 0216000052 EA
1H740. On Route 36 Near Mineral, from 0.2 mile to 1.5 miles east of Route 89.
Outcome/Output: Improve safety by realigning curves, widen lanes to 12 feet,
pave shoulders to four feet, and improve sight distance and clear recovery
zone. This project will reduce the number and severity of collisions.
(Source: August 2019 CTC Agenda, Agenda Item 2.5f.(3) #3)
In January 2013, the CTC approved SHOPP funding for reports on the Mill Creek Bridge in Tehama County near Mineral (~ TEH 091.46). Work there will replace rock slope protection at the abutment and pier to prevent further scouring and maintain structural integrity.
In August 2008, the CTC vacated right of way along Route 36 in the county of Tehama, between 0.1 and 0.3 miles northwest of the intersection with Route 32 (~ TEH 99.68), consisting of highway right of way no longer needed for State highway purposes.
Goodrich Creek Bridge (02-Las-36 7.2/7.4)
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 3512. 02-Lassen-36 7.2/7.4. On Route 36 Near Westwood, at Goodrich Creek Bridge No. 07-0048. Replace bridge. Begin Con: 1/24/2020. Total Project Cost: $7,915K.
In June 2018, the CTC approved for future
consideration of funding the following project: 02-Las-36, PM 6.0/14.6 Goodfred
Bridge Replacement and Roadway Rehabilitation: Project Replace existing bridge
and construct roadway improvements on Route 36 in Lassen County. (MND) (PPNO
3468) (SHOPP). This project is located on Route 36 near Westwood in Lassen
County. The project proposes to replace the Goodrich Creek Bridge (No. 07-0048)
and rehabilitate 8.5 miles of Route 36. The proposed project will also include
roadway realignment, upgrading and/or installation of culverts, inlet/outlet
treatments at approximately 57 locations, and shoulder widening. The project is
programmed for both the roadway rehabilitation and bridge replacement, and to
be delivered in different fiscal years. This proposed project is estimated to
cost a total of $42.2 million. The project is currently programmed in the 2018
SHOPP for approximately $29.9 million which includes Construction (capital and
support) and Right of Way (capital and support). The project is estimated to
begin construction in 2020. The scope, as described for the preferred
alternative, is consistent with the project scope programmed by the Commission
in the 2018 SHOPP.
(Source: CTC Agenda, June 2018 Agenda Item 2.2c(1))
In June 2019, the CTC approved the following scope
amendment to the SHOPP: 02-Las-36 7.2/7.4 PPNO 3512 ProjID 0213000006. Near
Westwood, at Goodrich Creek Bridge No. 07-0048. Replace bridge. Increase to R/W
capital for higher mitigation costs due to additional wetland and riparian
involvement that was not recognized prior to receiving the detailed wetland
delineation. Updated total cost: $8,048K.
(Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Scope Item 18)
In September 2006, the CTC considered relinquishment of right of way at LAS PM 25.1 in the City of Susanville, at Foss Street, consisting of a road connection.
In June 2018, the CTC approved a new public road connection: 02-Las-36-PM R26.9, New Public Road Connection to Route 36 at Skyline Road in the county of Lassen. The City of Susanville, County of Lassen (County) and Lassen County Transportation Commission (LCTC) propose to construct a new public road connection to Route 36 at Skyline Road. The new connection would complete the extension of Skyline Road from Johnstonville Road in the city of Susanville to Route 36 in the county of Lassen. The new connection will improve traffic circulation by providing an efficient, alternate route for local and interregional trips on the State Highway System, thereby reducing traffic congestion along central urban arterials. Development in the northeast area of the city of Susanville has increased traffic congestion through central Susanville. Forecasted growth will add to the congestion on Route 36, Route 139 and local roads. The 2012 SR 36 Transportation Concept Report supports the project, which is consistent with the Lassen County Regional Transportation Plan. Route 36 through the project limits was adopted as a freeway by the California Highway Commission on July 20, 1960. Caltrans denominated this segment as a controlled access highway on March 15, 1977. Through the project limits, the facility is a two-lane expressway with 12-foot traveled ways and 8-foot shoulders. The route predominantly serves local and regional traffic, with some longer interregional trips.
The Skyline Road project was initiated in the early
1990’s as a corridor project. The “Skyline Corridor” included
three phases: Skyline Road East (Route 139 to Johnstonville Road), Skyline Road
Extension (Johnstonville Road to Route 36) and Skyline Road South (Route 36 to
Richmond Road). This corridor project would connect Route 139, Route 36, and
Richmond Road just outside the city of Susanville. All three phases were
programmed for funding beginning in the 1998 State Transportation Improvement
Program (STIP). Environmental work began on all three phases and project
alternatives were determined for Skyline Road East and Skyline Road Extension.
The County decided to proceed with Skyline Road East and Skyline Road Extension
but Skyline Road South was delayed. Both Skyline Road East and Skyline Road
Extension have been top priorities for the LCTC and the community. Skyline Road
East and Skyline Road Extension both proceeded through environmental clearance
simultaneously in 1999. Due to funding restraints, the County determined that
it was not feasible to continue both projects simultaneously so it was decided
to complete Skyline Road East first while still moving forward with Skyline
Road Extension. The Skyline Road East phase was completed in July 2008. Once
Skyline Road Extension phase is completed, the LCTC will seek funding and
proceed with Skyline Road South. The Skyline Road Extension would lengthen
Skyline Road from Johnstonville Road and connect to Route 36 at PM R26.9 with
an at-grade three-way signalized intersection, about 0.2 miles southeast of the
Susan River Bridge (Br. No. 07-0033). The Skyline Road Extension will construct
a two-lane undivided roadway with 12-foot lanes, 8-foot shoulders and an
adjacent paved Class I Bikeway. Route 36 will be widened to accommodate an
eastbound left-turn lane and a westbound right-turn lane to the new Skyline
Road. The estimated project cost for this road connection is $1,680,000
utilizing STIP and local funding. Upon completion of the Skyline Road
Extension, interregional and local traffic from communities south of Susanville
will be able to use Skyline Road as an expedient route to reach destinations
north of the city of Susanville. Trucks and recreational vehicles travelling
between Reno, Nevada to Klamath Falls, Oregon would also have an alternate
route instead of traveling through central Susanville.
(Source: CTC Agenda, June 2018 Agenda Item 2.3b(2))
A small portion of this segment in Red Bluff is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993.
Bridge 04-0089 over Yager Creek in Humboldt county (HUM 004.86) is named the "Robert F. Fisher Memorial Bridge". It was built in 1968, and named by Assembly Concurrent Resolution 151, Chapter 282, in 1969. Robert F. Fisher, elected to the California Assembly by the people of Humboldt County in 1926, 1928 and 1930, was the last remaining Spanish-American War veteran in Humboldt County.
Bridge 04-0093 over the Van Duzen River in Humboldt county (HUM 012.78) is named the "Dwight O'Dell Bridge". It was built in 1965, and was named by Senate Concurrent Resolution 16, Chapter 49, in 1981. Dwight O’Dell was the publisher and editor of the Humboldt Beacon & Fortuna Advance. He was instrumental in the formation of the Highway 36 Association in 1951.
The bridge over the Van Duzen River in Humboldt county* is named the
"Bernard A. Hemenway Bridge" . It was constructed in 1984, and was named
by Assembly Concurrent Resolution 102, Chapter 53, in 1986. Bernard A. "Bernie"
Hemenway (b. 1907) was a 40 year Caltrans employee and founder of the original
[*: The naming resolution said PM HUM 13.7; the closest bridge of the SEVEN crossing the Van Duzen River is 04-0094 at PM HUM 013.37.]
Bridge 04-0129, over the Van Duzen River in Humboldt county (HUM 040.45), is named the "William J. C. Dinsmore Bridge". It was built in 1981, and was named by Assembly Concurrent Resolution 10, Chapter 49, in 1987. William J.C. "Will" Dinsmore, (1933-1994), a lifetime resident and rancher in Sonoma county, worked as a foreman on the construction of Route 36 from Dinsmore to Forest Glen.
Bridge 04-0294, over the Van Duzen River in Humboldt county**, is named the
"Silvio 'Botchie' Santi Memorial Bridge". It was built in 1985, and was
named by Assembly Concurrent Resolution 103, Chapter 54 in 1986. Silvio
"Botchie" Santi, who immigrated to the United States at the age of 19, started
"Botchie's Crab Stand" in Field's Landing, Humboldt County, in 1928.
[**: There is no bridge 04-294. Bridge 04-293 is at HUM R023.91; Bridge 04-0094 is as HUM 013.37 and appears to already be named]
Bridge 08-0021, at the south fork of the Cottonwood Creek in Tehama county (TEH R025.54), is named the "John R. Trainer Memorial Bridge". It was built in 1969, and named by Senate Concurrent Resolution 80, Chapter 355, the same year. John R. Trainor served as the Mayor of the City of Red Bluff and Chairman of the Highway 36 Association until his death in 1968.
This route also has the following Safety Roadside Rest Areas:
This route is part of the Volcanic Legacy Scenic Byway All
[SHC 253.3] Route 36 from Route 5 at Red Bluff to Route 395. Added to the Freeway and Expressway system in 1959. Note that this includes the portion that ran from Route 139 north of Susanville to Route 395 near Termo that was deleted by AB 2132, Chapter 877, signed September 26, 1998.
Overall statistics for Route 36:
This route was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 36, Ch. 104 in 1983.
The routing that became LRN 36 was first defined in 1907 by Chapter 116, which authorized ""...location, survey, and construction of a state highway from a point known as the Mt. Pleasant Ranch on the road between Quincy and Marysville thence in a SE-ly direction by a place called Eureka to Downieville, Sierra Cty..." This is roughly a routing from Oroville to Downieville, which appears to go near Collins Lake. This was codified in the 1935 highway code as the following:
From Mount Pleasant Ranch on the road between Quincy and Marysville, in a southeasterly direction via Eureka to Downieville, Sierra County.
In 1963, this was changed to read "From [LRN 25] near Downieville to Eureka Mine Road near Saddleback Mountain", however this definition was repealed when Chapter 385 became operative that year. However, that definition was used for Route 194.
In a discussion on AARoads, NE2, Sparker, and Max R provide more history of
LRN 36: LRN 36 was part of the original state highway system and terminated at
Saddleback Mountain. Apparently LRN 36 was meant to service the mining district
north of Downieville which is odd considering the town had long since declined
well before the 1930s. LRN 36 was briefly renumbered to CA 194 in 1964 before
being deleted from the state highway system which is first reflected on the
1966 state highway map. Route 194 was deleted in 1965 along with several other
short routes and urban connectors, including the original Route 215 along Garey
Ave. in Pomona. Ironically, when I-15E was commissioned in 1973, Caltrans
re-used the CA 194 designation as a "placeholder" for the suffixed route -- and
9 years later both designations (signed suffix and legally defined state
highway) were dropped in favor of I-215. The original intended purpose of LRN
36 was to connect Downieville to Mount Pleasant on the old road between Quincy
and Marysville (Port Wine Ridge Road), giving Downieville another outlet to the
rest of the world. But Port Wine Ridge Road was never taken over by the state,
and neither was much of LRN 36. The concept of LRN 36 intersecting a route to
Quincy (originating in 1907) was laid to rest two years in 1909 later when a
subsequent state bond issue authorized LRN 30, which took a more northerly
route beginning in Oroville rather than Marysville. Part of that route is the
easternmost portion of present Route 162, which terminates east of Lake
Oroville. LRN 30 itself was short-lived; the Division of Highways opted to
extend LRN 21, then simply a Richvale-Oroville connector, up the Feather River
canyon via what was mostly the then-WP service road, as LRN 30 featured severe
grades and treacherous canyon-side perches, whereas the Feather River alignment
more or less mimicked the rail line's relatively benign 1% gradient. LRN 30 was
deleted by the 1930's and its alignment east of Quincy subsumed by an extended
LRN 21; the entire route east of Oroville was signed as Route 24 and
redesignated as Alternate US 40 in 1954-55 after a couple of severe winters
caused long closures of US 40 over Donner Pass. Another factor in why LRN 36
really never was fully completely was the plunge in population in Sierra County
in the 20th Century. Sierra County would have had about 4,000 residents between
1900 to 1910 and only somewhere in the neighborhood of 2,500 by the time the
Signed State Highway era began in the 1930s. Given the population barely moved
from that point through the rest of the 20th century really would have put LRN
36 low on the totem pull considering the diminishing stature of Sierra County
after the mining heyday was long over. Really though, Yuba Pass and Route 89
turned out to be a very viable route to get to Quincy from Downieville not to
mention that now there is also the Gold Lake Highway which cuts out some
mileage northbound. According to rail historians, much of the labor force that
built the WP line up the Feather River and across northern Nevada was composed
of former miners laid off from played-out diggings in the northern Sierra;
their experience with often dangerous underground situations paid off when the
line had to tunnel through obstacles. One particular problem was the long (a
bit over a mile) Spring Garden tunnel, which bored beneath a ridge separating
two branches of the upper Feather River between Quincy and Blairsden. Since
tunnel construction, even in the early 1900's, was still a labor-intensive
(dig, blast, clear, repeat) process, problems that may have vexed the line's
engineers were "old hat" to many of these former miners -- the Spring Garden
dig encountered several underground streams that had to be either diverted or
channeled -- usually the latter, where the tunnel was made wide enough to
accommodate "gutters" on each side of slightly raised track bed to deal with
the runoff (a common practice in Sierra gold mines and adapted for this
purpose). That tunnel is still in service today -- significantly enlarged to
handle double-stack container traffic that won't fit under Donner snowsheds --
but still experiences occasional water issues during very rainy seasons. LRN 36
remained in the state system until the widespread deletions of 1965, although
its purpose had essentially evaporated over the previous half-century. LRN 36
was always a bit of an "outlier" in the network; but for a long time there were
recurring local rumblings about the need for a direct route north to Quincy and
the upper Feather River area independent of a ridge-bound E-W facility; these
kept the concept on "life support" -- but after decades of inaction, the
Division of Highways finally decided to pull the plug and delete the successor
(Source: AARoads Discussion, June 2017)
From Route 251 near Nicasio to Route 101 near Novato.
This portion of the routing was not part of the original definition of Route 37 in 1934. It was LRN 252 (defined in 1959) in 1963, but the routing was shown as "proposed, routing not determined".
This segment is unconstructed. The traversable local routing is Point Reyes-Petaluma Road and Novato Blvd. The existing road is in the vicinity of Stafford Lake, and is (a) inadequate and (b) unstable. There are no plans for improvement.
This was to have been part of the "Point Reyes Freeway". The Pt. Reyes Freeway was one of many new routes created in the State Freeway and Expressway System, which was approved by the Legislature in 1959. This route has all but been killed by environmental concerns and costs. It would have connected with Route 251.
[SHC 263.4] Entire portion.
From Route 101 near Novato to Route 80 near Lake Chabot via the vicinity of Sears Point and via the former Sears Point Toll Road.
This segment is unchanged from its 1963 definition.
In 1934, Route 37 was signed along the route from Jct. US 101 (approx 037 MRN R11.346) near Ignacio to Jct Route 28 near Monticello, via Napa. The portion of this route between US 101 (LRN 1) and 7 mi NE of Ignacio (i.e., the current junction with Route 121) was LRN 8 defined in 1909.
Route 37 then continued along the current Route 121 routing to Route 128 (originally Route 28) as LRN 8 (to Route 29 in Napa) and LRN 6 (Napa to Route 128). This segment was the original definition of Route 37 (i.e., between US 101 near Ignacio to Route 28 near Monticello, via Napa).
The portion of this route from 7 mi NE of Ignacio (present-day Route 121 junction) and I-80 (former US-40; LRN 7) was signed as (state) Route 48. It was resigned as part of Route 37 in 1964. This was LRN 208, defined in 1939.
According to Chris Sampang, as of June 2004, between Sears Point (approx 037 SON 3.987) and Mare Island (approx 037 SOL R7.475), all two-lane sections are now separated with a Jersey Barrier. East of Mare Island, the highway uses a temporary four-lane segment between Sonoma Boulevard (Route 29) and the east end of the Mare Island bridge.
Sears Point (037 SON 3.936) to Route 29 (037 SOL 4.858) - Capacity Increase / Climate Change
In February 2011, it was reported that a study was in progress exploring a capacity increase in the 2-lane segment between Sears Pt. Rd and Route 29. The road is built on a berm, and travels through multiple protected species habitats, migration passages, wetlands, tidal marshes, farmland being converted back to wetlands, rivers, creeks, and bay shore lands. The Study will look at different ways to both mitigate and avoid mitigation measures in this sensitive area before the project is initiated. Caltrans and UC Davis will, at the end of this and probably following studies, will respond to the ecology of the area in its design, hopefully both increasing road capacity, adding class I bike/ped access to connect the Class I SMART train trail (70+ miles from Larkspur to Cloverdale) and the N/S bike network being designed to connect the Vallejo Ferry terminal in the south with the town of Calistoga in the north (www.vinetrail.org), and increase the tidal action, deal with sea-level rise and restore the saltmarshes damaged by the berm. This will not only help restore the largest remaining SF Bay wetland area, but also deal with multi-modal transport. This study is funded by 1 of only 4 TRB grants given out nationally for this purpose. The grant application was submitted by Caltrans in partnership with the UC Davis Road Ecology Center.
In August 2015, it was reported that there are
concerns about the impacts of climate change on Route 37. Although Route 37
sits mostly in Solano and Sonoma counties, Napa County is impacted by traffic
jams on the route. Of particular concern is the fact that during heavy winter
storms, Route 37, which sits on a low berm over marshland, can flood, diverting
traffic to other routes, including Route 12/Route 121 in Napa County. With sea
levels expected to rise, Route 37 faces an even more watery future. Napa County
transportation officials want to make certain that predicted sea level rise and
increasing congestion never make crippling Route 37 delays and closures the new
normal. Napa County Supervisors Keith Caldwell and Mark Luce are among the
local officials who have attended Route 37 Stewardship Study meetings, a
regional effort to re-imagine Route 37. Among the ideas – turn part of
Route 37 into the “Napa-Sonoma Causeway” and maybe even make it a
toll road. Route 37 runs for 21 miles from I-80 in Vallejo to US 101 in Novato
and passes through no Napa County city. But a short section passes through
county boundaries. In addition, several miles run on berms that affect tidal
water flow to south county wetlands. Researchers predict sea level rise will
lead to more and more flooding closures on Route 37 over coming decades, until
sections are swallowed up for good, possibly by mid-century. “The most
defining issue for Highway 37 is its vulnerability to flooding during heavy
storms,” states a recent Route 37 report released by Caltrans.
“Flooding has repeatedly occurred in the past, requiring closure of the
roadway. With rising sea levels, flooding events will likely grow more
frequent.” A long-standing idea is to widen Route 37 between Mare Island
and Sears Point to four lanes. Caltrans could dispense with berms that are at
most a few feet high and build a levee wide enough for more lanes and high
enough to hold back rising tides. But this area is marshland – some of it
Napa County marshland—that is home to rare species such as the salt marsh
harvest mouse. A plan to build a massive levee amid the Napa-Sonoma Marshes
Wildlife Area and San Pablo Bay National Wildlife Refuge could get bogged down
beneath endless environmental studies. Another idea is to create the
Napa-Sonoma Causeway. The berms would be replaced by an elevated Route 37 that
passes above rising tides, much as the Yolo Causeway takes I-80 above
floodwaters near Sacramento. Additionally, changing the route to a causeway
would allow for structural integrity and it would allow the marsh to more
naturally function. Removing the berms would open up tidal influence in the
area. That in turn would open up habitat for fish, birds and wildlife in
general. A Napa-Sonoma Causeway might not even go along the present Route 37
route. The Mare Island-to-Sears Point section could be built over San Pablo Bay
and remove traffic from the endangered species habitat of the marshes. However,
a Caltrans report said, while removing the existing Route 37 berm could restore
natural hydrology, adjacent marshlands could still face challenges. Other
factors such as privately maintained levees, sea level rise, buried toxins and
more frequent droughts could come into play. Building a Route 37 causeway
between Mare Island and Sears Point would cost an estimated $1.6 billion to $2
billion, depending on the type of causeway.
(Source: Napa Valley Register, 8/29/2015)
In September 2015, it was reported that Marin and
other North Bay counties are looking to develop a plan and financing to improve
the utilitarian and sometimes aggravating Route 37 between Novato and Vallejo.
Increasing traffic and sea-level rise are among the challenges facing the state
highway, which existed in its current footprint since the 1930s. While the
Marin portion has two lanes in each direction, it narrows to one lane each way
just past Sears Point. That makes for heavy traffic during commute hours and
gets even worse when there are race car events at Sears Point. Additionally,
because it sits so close to the bay and wetlands, the highway is also
vulnerable to flooding during heavy storms, which cause repeated closures. Two
separate studies show Route 37 is vulnerable to projected sea-level rise,
making it more likely to experience increased flooding and frequent repairs.
The highway is also affected by the continual settling of the roadway from
unstable soil beneath and heavy truck traffic, which can cause undulations on
its surface. The Route 37 interchange with US 101 in Marin is also an area for
improvement. In September 2015, Marin County joined Sonoma, Napa and Solano
counties to look at ways to provide fixes for the highway while seeking funding
sources. The counties signed a memorandum of understanding to study Route 37
improvements. Widening two-lane sections to four lanes, improving the road and
making it flood-proof won’t be cheap. Some estimates of an overhaul to
the highway have topped the $1 billion mark. There has been some suggestion
that Route 37 become a toll road to help pay for improvements.
(Source: Marin Independent-Journal, 9/22/2015)
In October 2015, it was reported that an alliance
of business interests is seeking to establish one of the few toll roads in the
Bay Area to widen and raise Route 37 between Novato and Vallejo. The toll road
plan is being pitched by United Bridge Partners, a
private investment firm with headquarters in Foster City. The proposal would
require a raft of county and state agencies to sign off on the deal, as well as
action by the Legislature to authorize converting the highway to a toll road.
But some officials see that option as the only viable way to make improvements
on Route 37, given a lack of other transportation funds. United Bridge Partners
proposes to use a portion of the toll revenue for environmental work. A 2012
stewardship survey conducted by Caltrans and UC Davis concluded that rising sea
levels pose a threat to Route 37.
(Source: Press Democrat, 10/16/2015)
In January 2016, an explanation for the mysterious
mounds on Route 37 was published. Along this segment of Route 37 is a strip of
tidal wetlands that is located to the south, with the 50,000-acre Napa-Sonoma
Marsh complex is to the north. The Department of Fish and Wildlife and other
agencies and organizations are working to convert former salt ponds to
wetlands. That will provide habitat for shorebirds, waterfowl, raptors, and
provide nursery areas for juvenile fish from the bay. The problem is that, over
the years, the salt ponds sank below sea level. To address this, a consortium
of organizations has constructed about 500 “marsh mounds.” When the
new marshes are flooded, the mounds block the wind, build up sediment as tides
push against them, and create microhabitats where native plants can get
(Source: SF Gate, 1/3/2016)
In February 2016, the results of the State Route 37
Integrated Traffic, Infrastructure and Sea Level Rise Analysis Report were made
available. The report notes that three alternatives were looked at, one on a
levee and two bridge options (box girder, slab bridge). All three alternatives
call for two traffic lanes each way, 10 foot outside shoulders, and 17 foot
inside shoulders. The 17 foot shoulders will allow for a 12 foot lane and a 5
foot inside shoulder in the future. Costs range from $770 Million for the
levee, $3.1 Billion for the box girder, and $2.7 Billion for the slab
(Source: Andy3175 @ AAroads, January and February 2016; Study Report)
In May 2016, it was reported that a proposal has
been floated to alleviate tieups on Route 37 by adding an elevated toll road.
Specifically, United Bridge Partners wants to expand the oft-congested section
of Route 37 between Sears Point and Mare Island, restore wetlands and do it
decades sooner by charging tolls. Tolls and traffic snarls have been a part of
Route 37’s 88-year history. The Novato–Vallejo connector route
originally opened as a toll road in 1928. It was a graded and graveled road
(160 feet wide) following the wagon routes that wandered among the man-made
“islands” to Vallejo and the highways beyond. It had been a long
time coming. The money to accomplish this came from a company called Golden
Gate Ferries, an early transport system with no connection to the future famous
bridge and its ferry system. It took three years to build the 10 miles. There
were three drawbridges — at Tolay Creek, Sonoma Creek and the Napa River
at Mare Island. The toll was 35 cents, paid willingly by
“autoists,” as the drivers were known. The ceremonial opening of
the toll road in July 1928 was a grand occasion, attended by dignitaries from
the four counties that shared sections of the road. Exchange Bank president and
Chamber of Commerce leader Frank Doyle led the Sonoma County delegation and
kept careful notes. The toll road lasted just 10 years. Northern California,
like the rest of the nation, had motorized. As traffic increased, so did the
state’s participation. By the mid-1930s, it was clear that the State
Division of Highways would eventually add the toll road to its free,
tax-financed highway system; the state purchased it in 1938. Before a concrete
divider was installed more than decade ago, the roadway got the nickname Bloody
Alley because of a number of accidents. Though the section west of the Route
121 intersection near Sonoma Raceway was widened and upgraded to a four-lane
highway, the eastward portion to Mare Island in Vallejo remains two lanes and
subject to traffic tieups during commute hours and on big race days. Caltrans
doesn’t have a Route 37 expansion project funded in its 2050 plan, so
paying for the project by tolls would solve traffic congestion much sooner. The
plan calls for buying the section of roadway from the state, building a
two-lane span of roadway from Sears Point and the Mare Island bridge, fixing
the intersections at both ends. The raised roadway with a bike lane would be
for eastbound traffic, and the existing roadway would be converted to westbound
lanes without a divider. As sea-level rise becomes a problem, the existing
roadway eventually would be replaced with a causeway to match the eastbound
lanes. The project would be funded by private investors with no state or
federal money. Tolls would be logged electronically by the FasTrak system used
on Bay Area bridges and express lanes, and tolls would be comparable to those
rates. Options for vanpools and discounted toll transponders could be available
for lower-income commuters.
(Source: North Bay Business Journal, 5/28/2016; Sonoma News, 6/24/2016)
In July 2016, it was reported that the State Route
37 Policy Committee voted to forward the unsolicited proposal from United
Bridge Partners to the state Department of Transportation for review and
comment. The committee is formed by transportation agencies from Napa, Sonoma,
Solano and Marin counties. While only a short section of Route 37 skirts Napa
County, transportation officials in Napa see the highway as being important to
the local roads network. They say a flooded or traffic-choked Route 37 sends
more traffic detouring to major Napa County roads. The State Route Policy
Committee has a list of 63 questions, and that number is growing. Among
them—what are the toll revenue assumptions and what would the company do
if environmental reviews prove more complex than envisioned. Committee members
expressed concern that the United Bridge Partners proposal only covers a
segment of Route 37, not the entire route. Plans also call for elevating a
section farther to the west. Still, they are interested.
(Source: Napa Valley Register, 7/9/2016)
In February 2017, it was reported that flooding in
January 2017 created doubts on projections for when climate change will cause
severe, perhaps catastrophic impacts on the major North Bay thoroughfare. Route
37, one of the lowest-lying in California, has long been threatened by climate
change and rising sea levels, inadequate levees and political waffling over who
bears responsibility for maintaining and upgrading the road. The 21-mile
highway meanders across four counties — Solano, Napa, Sonoma and Marin
— traversing tidal marshlands, rivers and creeks, and farmland where
flooding presents a threat to livelihoods. The January storms showed that
climate change was starting to overwhelm the system in places where the
previous belief was that there were 20 years of lead time. January floods
forced Caltrans to shut the highway between US 101 and Atherton Avenue in Marin
County for the better part of seven days, and to restrict traffic to a single
direction an additional five days, according to California Highway Patrol data.
The flooding on the highway was a result of the storms that caused Novato Creek
to swell while king tides blocked the water from flowing into San Pablo Bay.
That forced water onto the highway and closed a 4-mile stretch, backing up
traffic in the region. Previous research warned that Route 37 could be
regularly inundated by 2050 and fully underwater by 2100. Sea level has already
risen by 8 inches along the California coast and by 2100 may be 36 to 66 inches
above present levels. Short-term, Caltrans is exploring an $8-million emergency
upgrade to the highway near Novato Creek to try and minimize flooding, with
hopeful completion in 2017. “There is a possibility to bring the pavement
up just enough to address the type of flooding we saw in January,” said
Dan McElhinney, Caltrans’ chief deputy district director for the Bay
Area, noting that the work would occur along a 1,200-foot stretch near Novato
Creek. Drainage pipes — which measure 18 and 24 inches — also could
be replaced and made bigger to handle more water. Additional pumping and a
barrier also would help, he said. Agency land surveyors are at work along Route
37 and have reported that the westbound lanes sit lower than the eastbound
lanes because of settling over the years. In some areas, the roadway has
dropped as much as 2 feet. Long term, the entire highway is at risk for
submerging under a predicted sea level rise of 6 feet by the end of the
century. That has prompted a hard look at creating an elevated causeway for
Route 37 along the Sonoma and Solano segments. That work also would widen the
road from two to four lanes. While the Marin portion has two lanes in each
direction, it narrows to one lane each way just past Sears Point. Preliminary
cost estimates for the work range from $1.2 billion to $4.3 billion. To put
that in perspective, $1.2 billion has been spent on widening US 101 since 2001,
and the work is not yet done. Toll roads are another option. United Bridge
Partners, a private investment firm with headquarters in Foster City, has
proposed building a four-lane causeway between Sears Point and Vallejo, where
there are now just two lanes, and to pay for the expansion using tolls. But
more than a year after the proposal was made public, the effort appears
(Source: Press Democrat, 2/2/2017; Marin I-J, 2/2/2017)
In April 2017, it was reported that a group of
agencies exploring solutions to flooding and traffic on Route 37 has funded a
study anticipated to identify actual projects that can be built along the
21-mile roadway. But with construction funds lacking, officials are unsure when
any of the future work might take place. The Sonoma County Transportation
Authority on Monday chipped in $30,000, the final piece of funding for the
Route 37 feasibility study. Other transportation agencies in Marin, Napa and
Solano counties paid similar amounts while the Metropolitan Transportation
Commission funded the bulk of the $1 million study by contractors Kimley Horn
and AECOM. The feasibility study is expected to be completed by around the end
of 2017, and will look at the impacts of sea level rise and traffic
alleviation, including drainage and shoreline improvements, levee improvements
and raising the roadway, said James Cameron, director of projects and planning
at the SCTA.
(Source: Petaluma Argus-Courier, 3/30/2017, via North Bay Business Journal)
In July 2017, it was reported that local
transportation leaders heard from the experts that elevating Route 37 above
rising sea levels is financially possible—if travelers pay a toll. The
21-mile-long highway runs from Vallejo to Novato through the Napa-Sonoma
marshes. Estimated costs to elevate the road on a levee or causeway range from
$1 billion to $3.4 billion in 2022 dollars, with costs rising in subsequent
years. A $6 toll could pay for a $1 billion project. A $7 toll could pay for a
$2.6 billion project. Another option is to do no tolling and pay for an
elevated Highway 37 through traditional, public highway funding sources, but
that could delay the fix until 2088. A U.C. Davis study predicts much of the
road will be underwater by then. Local officials expect that, should a toll
become a reality, some people will take a detour to avoid it. That detour would
bring more traffic to already congested Route 29 and Route 121 in southern Napa
(Source: Napa Valley Register, 7/21/2017)
In December 2017, it was reported that the
Transportation Authority of Marin was awarded gas tax dollars to “develop
an action plan to address ongoing and projected flooding issues from increased
storm flows and sea level rise in the east-west transportation corridor through
the Novato Baylands,” according to the California Transportation
Commission, which awarded the grant Thursday. Concurrently, the transportation
agency is looking at how to raise the roadway to eliminate flooding. About
40,000 vehicles a day use Route 37, records show. Caltrans (California
Department of Transportation) made more than $5 million in emergency repairs
and upgrades at the approaches to the Novato Creek Bridge, where a private
levee breach occurred during king tides and steady rains, combining to flood
the highway. But Caltrans has indicated that Route 37 could suffer further
flooding and potential closures in the area. A consultant is studying the
financing of Route 37 improvements for Marin, Sonoma, Napa and Solano counties
for the 21-mile highway. A Route 37 toll of up to $7 would be necessary to
expedite major flood-prevention projects on the road, a consultant has told
transportation officials. The Marin transportation agency actually asked for
$411,000 for the planning work for the Novato area, but will find other dollars
to complete the work, Steinhauser said. The Marin money was among the first
planning grants funded through the gas tax — also known as Senate Bill 1
— to support local agency efforts to plan more sustainable communities,
reduce transportation-related greenhouse gases and adapt for the effects of
climate change, according to Caltrans.
(Source: Napa Valley Register, 12/11/2017)
In July 2018, it was reported that a new vision for
rebuilding flood-prone, traffic-choked Route 37 calls for also turning the
surrounding wetlands of the Napa-Sonoma marshes into a Bay Area outdoor nature
attraction as famous as Muir Woods. The group Common Ground says this
46-square-mile area has no real identity, despite having state and federal
preserves. The team of architects, landscape architects, urban designers,
economists, ecologists and others wants the public talking about “The
Grand Bayway.” Concept paintings show people walking and biking on
boardwalks amid wetlands and sloughs as pelicans and other birds fly nearby. An
existing, low-key trailhead at the end of Buchli Station Road in Napa
County’s Carneros area is depicted as a bustling place with an excursion
train dropping off hikers. Route 37 would be The Grand Bayway front door, but
not the Route 37 of today. The new road might be on a 20-foot-high causeway
that snakes gracefully through the wetlands, something that Leader said could
be a signature feature like the Golden Gate Bridge or Bay Bridge. One of the
grander ideas is to have an elevated walkway crossing above the elevated Route
37, perhaps some 30 feet in the air, allowing for a hike or bike ride with
sweeping Bay Area views. Common Ground and its The Grand Bayway proposal was
one of nine projects recently unveiled by the Resilient By Design Bay Area
Challenge funded by the Rockefeller Foundation.
(Source: Napa Valley Register, 7/21/2018)
In July 2018, it was also
reported that another idea to save Route 37 along San Pablo Bay from predicted
sea level rise is moving a section north to drier land along a new route
through American Canyon and rural southwest Napa County. The Napa County option
would mean combining the 40,000 autos using Route 37 daily with the 45,000
autos using Route 29 daily through the city of American Canyon. American Canyon
is already a notorious traffic chokepoint in Napa County. However, that option
looks to be a long shot. Transportation officials usually talk about keeping
the Route 37 section from Vallejo to Sears Point along the same route and
elevating it on an embankment or causeway. At a July 20 meeting, the State
Route 37 Policy Committee of Caltrans and regional officials touched on the
northern inland route option through southern Napa and Sonoma counties. Route
37 from Vallejo would head north along Route 29 through American Canyon. It
would cut west following the lightly traveled Sonoma-Marin Area Rail Transit
train tracks through the Carneros region. It would take Route 121 south to
Sears Point and rejoin the existing Route 37 alignment west to US 101. The idea
received a cold reception from the Route 37 committee. But there are benefits
to a Napa County alignment. The present-day Route 37 passes through marshes
skirting San Pablo Bay. This is an area with state and federal wildlife
preserves and rare species ranging from the salt marsh harvest mouse to the
California clapper rail. Moving the highway to Napa County would remove it from
an ecologically sensitive habitat, said a report by Common Ground, a group that
has designed a vision for the area called the Grand Bayway. That really
unleashes all the tidal dynamics that would be key to the marsh complex. A Napa
County alignment could be a less expensive option than building a causeway
along the current Route 37 route. Sixty-three percent less of the highway would
go through refuges, the Common Ground report said. Still, Common Ground called
itself “alignment agnostic.” The many paintings of Grand Bayway
possibilities in the report show Route 37 on a causeway along the present
alignment, not in Napa County. Another alternative alignment for Route 37
involves shifting it to the south. The highway would cross San Pablo Bay on a
bridge, removing the highway from the marshes. Options for the existing
alignment have expanded beyond either an embankment or causeway to include a
combination of both. Sections of embankments would make it easier to provide
ways for people to reach public access areas in the wildlife preserves. The
goal is to complete an analysis of the alternatives by the end of the year. The
environmental study phase of the Route 37 project should begin early next
(Source: Napa Valley Register, 7/28/2018)
In February 2019, it was reported that the Sonoma
County Transportation Authority signed onto the partnership that includes the
transportation agencies of the four counties plus Caltrans and the Bay Area
Toll Authority, who are planning vast changes to the Route 37 in response to
the risk from climate change. The first fixes will be completed within the next
seven years, officials say, and the new formal partnership defines the roles
various agencies will play and sets the process in motion. During the
preliminary work, the study group broke the route into three distinct segments:
the four-lane flood-prone stretch from US 101 to Sears Point; the narrow
two-lane stretch from Sears Point to Mare Island that is plagued with
congestion and also susceptible to sea level rise; and the four lanes from Mare
Island to I-80, with bottlenecks and outdated interchanges. The middle segment,
from Sears Point to Mare Island, was identified as the top priority. Fixes are
already in the works to temporarily relieve traffic, although officials say the
final solution, which could drastically alter the route’s alignment, is
still decades away and could cost several billion dollars. In the meantime,
officials are using $100 million in expected new Bay Area bridge toll money to
design the first projects. According to planning documents, the first
construction project will be a new roundabout to replace the current traffic
signal at Route 37 and Route 121 near Sonoma Raceway. The $30 million project
should take seven years to complete, according to the documents. At the same
time, another project could expand the capacity of the current two-lane segment
from Sears Point to Mare Island by adding a flexible third lane during peak
commute times. Using the existing right of way, the extra lane could be added
with either a movable median barrier, like the one on the Golden Gate Bridge,
or a shoulder running lane, like the expandable third lane on the Richmond-San
Rafael Bridge. Those improvements are expected to cost as much as $150 million
and be completed by the end of 2025, the planning documents estimate. The
ultimate solution, which accounts for sea level rise, includes some radical
concepts and is not planned to start until at least 2040. Plans range from
raising the existing roadway onto a combination of embankments and causeways to
drastically shifting the route inland so that it parallels an existing rail
line. The most revolutionary design would build a straight bridge over San
Pablo Day directly from Novato to Vallejo, bypassing the shoreline entirely.
(Source: Argus Courier, 2/11/2019)
In March 2019, it was reported that Steve Heminger,
the departing executive director of the Bay Area Toll Authority, requested its
oversight committee refer a memorandum of understanding to Caltrans and four
North Bay county transportation agencies recommending a shift of oversight on
future improvements for this often-congested and flood-prone corridor from San
Francisco Bay Area's Metropolitan Transportation Commission to BATA. This
shift, which on paper appears to be a bureaucratic shuffle, could prove
important, officials said, because it shifts oversight from a planning agency
to BATA, a collector of tolls from Bay Area bridges, with exception of the
Golden Gate Bridge. Given Route 37 falls under California Department of
Transportation (Caltrans) authority, and involves several county transportation
committees, having a point agency focused on financing and revenue sourcing
responsible for delivering road upgrades could prove vital to getting years of
construction projects off drawing boards. What could then be on the horizon are
more funding resources for a series of phased improvements to the roadway from
Novato to Vallejo included in the Resilient SR 37 program. One of these
improvements – raising the road – could get a boost. BATA has toll
income to leverage for financing, and it already collects tolls so authorities
could get the state to design the project to include a bridge, or elevated
causeway, and then collect tolls under BATA authority. Sonoma County District 2
Supervisor David Rabbitt said RM 3, a bold, Bay Area region wide traffic relief
plan approved by 55 percent of the voters in June 2018, has $300 million
allocated to four counties that they can apply to help fund local priorities.
Some $100 million is currently allocated from RM3 for Route 37, including $3
million to TAM for a levee evaluation study, $15 million to SAT for an
interchange, $24 million to SCTA for the Route 37/Route 121 interchange and $58
million to TAM and SCTA for Route 37 Segments A & B planning. Within three
to five years, a highway roundabout could be built where Route 37 meets Route
121 that would ease congestion by allowing continuous access from all
directions with no stops. Another intermediate step would extend two lanes
eastbound. Other options include three lanes using a mobile moveable barrier to
switch traffic morning and evenings, or four lanes as part of a raised
causeway. On the eastern end of the highway, a Mare Island interchange is
proposed with a Westbound lane drop extension and ramp metering system.
(Source: North Bay Business Journal, 3/4/2019)
In March 2019, it was reported that agencies trying
to fix flooding problems on Route 37 hope to get legislation that would turn
the stretch from Sears Point to Mare Island into a state-owned toll bridge. The
project has been dubbed the “Resilient SR 37 Program.”The
legislation could result in the “bridge” being created without the
need to go to the voters for approval on the toll, according to a Metropolitan
Transportation Commission spokesman. Near-term improvements can be completed
over the next three to five years with approved bridge toll funds, the regional
agency reports. These include installing a multiple-lane roundabout to
eliminate the traffic signals at the intersection of Route 37 and Route 121;
extending the two-lane eastbound configuration farther beyond Sears Point; and
upgrading the westbound access from Mare Island in Vallejo. The Transportation
Authority of Marin is teaming with public and private property owners to shore
up vulnerable dikes and levees in Novato, the Metropolitan Transportation
Commission reports. Options for intermediate-term improvements over the next
five to seven years center on the section between Sears Point and Mare Island
and could include either a three-lane configuration with a moveable median
barrier – similar to the one used on the Golden Gate Bridge – or
making this segment a four-lane highway. That option would mean the loss of
shoulders along much of that stretch.The project would also allow for
restoration and enhancement of sensitive wetlands and natural habitats.
(Source: Solano Daily Republic, 3/20/2019)
In June 2019, it was reported that the California
Transportation Commission approved the $10 million study this week in a
unanimous vote during its meeting in Sacramento. North Bay representatives and
transportation officials had urged Caltrans to begin the studies after the
four-mile section between Novato and Black Point Bridge was closed twice due to
flooding this winter and in years past. Officials lauded the commission’s
decision this week, but acknowledged it only addresses a small section of the
flood-plagued corridor that stretches between Novato and Vallejo. Caltrans will
focus its study on the nearly four-mile section of highway between Novato and
the Black Point Bridge. This section has flooded twice since 2017 including
this winter, causing the highway to close for days or weeks at a time and
creating headaches for commuters. Potential fixes that Caltrans will study
include raising the highway on an embankment of about 17 or 18 feet or raising
the highway on a causeway-type structure, according to Transportation Authority
of Marin Executive Director Dianne Steinhauser. The environmental and
engineering studies are expected to take 24 to 36 months to complete.
Improvements will cost between $580 million to $850 million depending on the
option, according to McGuire. Another $100 million in bridge toll revenues from
Regional Measure 3 are slated to be used to begin work on these improvements.
The funding is being held in escrow until ongoing legal challenges against
Regional Measure 3 are resolved. Still, the funding would only cover a sliver
of the estimated $3 billion needed to improve the entire highway, according to
the Transportation Authority of Marin. One idea to pay for these fixes is to
impose a new toll on Route 37 commuters.
(Source: Marin I-J, 6/27/2019)
In June 2019, the CTC approved the following SHOPP
amendment, related to the above news items: 04-Mrn-37 R11.2/13.7 PPNO 5200
ProjID 0419000376. Route 37 In Novato, from Route 101 to 0.1 mile west of
Atherton Avenue. Reconstruct the roadway to address sea level rise and
recurrent flooding. PA&ED $10,000K; PS&E* $15,000K; R/W
Sup* $2,000K; Con Sup* $16,900K; R/W Cap*
$19,700K; Const Cap* $820,500K; Total $884,100K (* = Not
Programmed). BC: 5/1/2027
(Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Long Lead Item 2)
In June 2019, the CTC approved the following SHOPP
support phase allocation related to the amendment above: $10,000,000
04-Marin-37 R11.2/13.7 PPNO 9819 ProjID 0419000376 Route 37 In Novato, from
Route 101 to 0.1 mile west of Atherton Avenue. Reconstruct the roadway to
address sea level rise and recurrent flooding. (Long Lead Project) PA&ED
$10,000,000 (Concurrent consideration of funding under Resolution E-19-69; June
2019.) (As part of this allocation request, the Department is requesting to
extend the completion of the R/W Sup phase an additional 39 months beyond the
36 month deadline.) (Concurrent amendment under SHOPP Amendment 18H-010.)
(Concurrent SB 1 Baseline Agreement approval under Resolution
SHOPP-P-1819-13B.) (Concurrent R/W Cap allocation under Resolution
(Source June 2019 CTC Minutes, Agenda Item 2.5b.(2a) Item 18)
In September 2019, it was reported that Caltrans
has received $10 million from the California Transportation Commission to do
the necessary environmental and engineering studies for a longer-term fix to a
segment of Route 37 between US 101 and Black Point. Caltrans is looking at the
possibility of raising the roadway 15 feet or installing a viaduct or causeway.
They are also looking at extending that and taking it all the way from Black
Point to Sonoma Raceway. Caltrans will seek additional funding from the
California Transportation Commission in early 2020 to do the environmental
studies for that second phase of the project. It would take until 2023 to
complete the environmental studies and estimated the earliest construction
could begin would be 2025. The MTC Executive Ddirector for Operations indicated
that MTC's plans for reducing congestion on Route 37 between Sonoma Raceway and
Mare Island include adding a third lane that would alternate as a second lane
traveling in the direction of rush hour traffic, similar to the lane conversion
scheme on the Golden Gate Bridge. MTC is also looking at options for raising
the roadway with fill and installing causeways on sections of this segment as
well. MTC believes that tolls similar in price to the ones on existing Bay Area
bridges will be necessary to generate the millions of dollars needed to
complete these projects.
(Source: Marin I-J, 9/27/2019)
Freeway Completion: Napa River Bridge to I-80
Prior to the 2000s, there was a gap in the Route 37 freeway between the Napa River bridge (037 SOL R007.39) and Marine World (037 SOL 10.868). The current proposed alignment for the replacement freeway is:
Between Wilson Ave and Enterprise St, the freeway will be on the same alignment as current Route 37. Rodgers St and Selfridge St will dead end at Route 37, and Sacramento St will fly over Route 37 to meet an extended Wilson Ave.
East of Enterprise St, the freeway will swing north of the current Route 37 and intersect Route 29 with a 6-ramp partial cloverleaf, with loop ramps from Route 29 South to Route 37 West to Route 29 North to Route 37 East.
From there, the freeway will run parallel to the current Route 37 and join where the current freeway ends near Diablo Rd.
The current Route 37 between Route 29 and Diablo Rd will become a local street. Diablo Rd will be rejoined to the old Route 37. In June 2002, the CTC had on its agenda an item for $50,600,000 for Route 37 in Vallejo between Enterprise Street and Diablo Street to construct new Route 29 interchange and four lane freeway. This is also in the MTC 2001 Regional Transportation Plan.
According to Chris Sampang, as of June 2004, a semi-elevated freeway is under construction north of this temporary four lane segment to bypass the businesses west of Marine World and the crowded intersection of Route 29 and Route 37. An older two lane (plus center turning lane) section of Route 37 (Marine World Parkway) to the south of the temporary four-lane alignment has been cut off and is now a cul-de-sac, with at least one business (a former USA/Beacon gas station) succumbing to the lack of traffic. It appears the temporary four-lane segment that currently carries Route 37 at grade across Route 29 will become the future eastbound exit (exit numbers and such are already present even though the elevated bypass is not complete). It isn't clear if the old alignment east of Route 29 or the temporary alignment west of Route 29 will become part of eastbound ramps, but that appears to be the arrangement being proposed.
As of 2006, the freeway between Mare Island and I-80 was completed.
In May 2009, the CTC approved relinquishment of right of way in the city of Vallejo along Route 37 from Sacramento Street (approx 037 SOL 8.461) to Antioch Drive, consisting of superseded highway right of way, relocated or reconstructed city streets and a bike path.
The portion of this route running through Sonoma County is called the "Valley of the Moon Scenic Route" (~ SON 0.000 to SON 6.088). "Valley of the Moon" was the name Jack London, resident of Glen Ellen, coined for this area.
The portion of this route from Route 121 at Sears Point to Vallejo (~ SON 3.985 to SOL R9.565) is named the "Sears Point Toll Road". It was named by Chapter 393 in 1933.
The portion of this route from Skaggs Island Road to Route 29 (~ SOL 1.688 to SOL R9.703) is named the "Randy Bolt Memorial Highway". Special Agent William Randall "Randy" Bolt was killed on May 9, 1995 in a traffic accident while on duty as a special agent with the Department of Justice, Bureau of Narcotic Enforcement. He was driving eastbound Route 37, east of Skaggs Island Road, Solano County, California, when at approximately 7:25 a.m., a party driving a vehicle westbound crossed the painted double yellow lines directly into the path of Randy Bolt's unmarked Department of Justice vehicle. The two vehicles collided head-on and both Randy Bolt and the party driving the other vehicle died instantly. He was only 48 years old at the time of his death. Agent Bolt began his tenure as a law enforcement officer for the State of California in the year 1968 with the Fremont Police Department and subsequent to that employment, he was employed by the Placer County Sheriff's Department and the San Rafael Police Department. In 1988, he was appointed to the Department of Justice and assigned to the Bureau of Narcotic Enforcement, Riverside regional office. In 1990, he was transferred to the Bureau of Narcotic Enforcement, San Francisco regional office where he worked until his untimely death. Named by Assembly Concurrent Resolution 95, Chapter 128, September 24, 2001.
The portion of this route between Route 29 and I-80 (~ SOL R9.703 to SOL R11.612) is named the Vallejo Police Officer James Capoot Memorial Highway. It was named in memory of James Lowell Capoot. He was born in 1966, in Little Rock, Arkansas, attended local schools, and graduated from John L. McClellan High School in 1985, where he excelled on the cross country and track teams. After graduation, Jim enlisted in the United States Marine Corps, and was stationed at the Mare Island Naval Shipyard in Vallejo. Jim completed active duty with the United States Marine Corps in 1989, but remained on active reserve until 1993, and he began his law enforcement career with the Department of the California Highway Patrol in 1990. In 1993, Jim joined the Vallejo Police Department, where he served for over 18 years as a motorcycle officer, motorcycle instructor, driving instructor, and SWAT officer. During his service with the Vallejo Police Department, Jim received two Medals of Courage, one Life-Saving Medal, and many other department commendations, as well as the Officer of the Year Award. Jim was killed in the line of duty on November 17, 2011. Named by Senate Concurrent Resolution 6, August 29, 2013. Resolution Chapter 85.
In Vallejo, Route 37 is "Marine World" Parkway (~ SOL R9.738 to SOL R10.184). Marine World wass located in Vallejo; it is now Six Flags Discovery Kingdom, and it appears the road was renamed to Lewis Brown Drive..
The eastbound I-80/Route 37 interchange (~ SOL R11.612) is named the "Gary L. Hughes Memorial Interchange". Officer Gary L. Hughes and his partner Officer Lancer R. Thelen stopped and arrested a suspected drunk driver along Interstate 80 in Vallejo. Hughes was sitting in the rear of the patrol car with the suspect when a pick-up truck camper plowed into the patrol car pinning Hughes against the front seat and causing massive head injuries. The 38-year-old Patrol officer died enroute to the hospital and the prisoner received minor injuries. Thelen was near the front of the patrol car with a tow truck operator completing paperwork for impounding the suspect's vehicle when they were struck by the patrol car as it was rammed by the truck camper. Thelen suffered a severe leg injury and the tow truck operator had a compound leg fracture. The driver of the truck camper was taken into custody on charges of felony drunk driving and manslaughter. Hughes was an 11-year veteran of the Patrol. Named by Assembly Concurrent Resolution 100, Chapter 124, in 1998.
Historically, this route is close to the original "El Camino Real" (The Kings Road). A portion of this route has officially been designated as part of "El Camino Real by Assembly Bill 1707, Chapter 739, on October 11, 2001.
The Sonoma Creek Bridge (Bridge 23-0063, SON R000.01) is officially named the "Richard "Fresh Air" Janson Bridge". It was named by Assembly Concurrent Resolution 68 in 1996. Richard Ludwig "Fresh Air Dick" Janson (d. 1951), a native of Estonia who made his home in Sonoma County, is recognized as the premier waterfowl decoy carver in the western United States. Known as "Fresh Air" for his reverence for wildlife, Janson lived for most of his life on an ark moored half a mile from the bridge—formerly known as the Sonoma Creek Bridge; he died in 1951.
Submitted for inclusion in the interstate system in 1945 and 1956; not accepted both times. Freeway currently exists from jct with US101 to approximately 4 miles east of US101 to Atherton Ave. Also another freeway section begins at 1 mile before Mare Island, over the Napa River Bridge, and ends 1/2 mile east of the bridge. Freeway then begins 1/2 mile east of Route 29 to junction with I-80.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 37:
[SHC 164.12] Between the east urban limits of San Francisco-Oakland near Novato and the west urban limits of San Francisco-Oakland near Vallejo.
The route that was to become LRN 37 was originally defined in the 1909 statutes (not the bond act) via Chapter 224, which authorized the ...location, survey, and construction of a state highway from Emigrant Gap, Placer County in an E-ly direction through what is known as the Truckee Pass to the W end of Donner Lake in Nevada County... and it shall be the duty of the department to locate, survey, and construct said road along the line of the wagon road known as the Dutch Flat and Donner Lake wagon road..." Its route was changed in 1916 by Chapter 619 (later repealed) which was "for making a change in the location of the Emigrant Gap state road so as to eliminate the grade crossing of said road over the railroad track near Summit Station provided that the Southern Pacific company shall contribute not less than $3,500 for the same purpose." In 1915, Chapter 203 extended the route as part of "...the wagon road extending along the W side of Lake Tahoe, from McKinney's in El Dorado Cty to Tahoe City, thence along the Truckee River to Truckee, and thence in a W-ly direction to Donner Lake in Nevada Cty, connecting with the present state highway from Emigrant Gap" It was also extended by Chapter 678 that same year (1915), which called for "...the county road extending from Auburn in an E-ly direction and connecting with the Emigrant Gap state road at a point near Emigrant Gap." It was extended from Emigrant Gap to Verdi in the 1919 Third Bond Act.
By 1935, it had been codified into the highway code as:
"Auburn to Truckee via Emigrant Gap, the Truckee Pass, and the west end of Donner Lake"
This was primary state highway from Auburn to Truckee.
In 1957, Chapter 1911, relaxed the definition to be "Auburn to [LRN 38] via Emigrant Gap." Chapter 1698 would have changed this to "[LRN 17] near Auburn", but that was overridden by the 1963 renumbering.
From Route 10 near Redlands to Route 18 near Baldwin Lake via Barton Flats.
This segment remains as defined in 1963.
Route 38 was not included in the set of state signed routes initially defined in 1934. It was signed as Route 38 sometime after 1934, and was LRN 190, defined in 1933.
portion of Route 38 between the Mill Creek Bridge #54-0346 (SBD 9.601) and the
Mt. Home Creek Bridge #54-1046 (SBD R12.279) near the community of Mentone in
the County of San Bernardino as the United States Forest Service
Firefighter Brent Michael Witham Memorial Highway. It was named in memory
of United States Forest Service Firefighter Brent Michael Witham, who lost his
life in the line of duty when he was struck and killed by a falling tree on
Wednesday, August 2, 2017, while working on the Lolo Peak Fire in western
Montana. Brent Michael Witham was born in July 1988, in Redlands, California.
He was a member of the Vista Grande Hotshot crew based in the San Bernardino
National Forest of California. Hotshot crews are firefighters trained
specifically for wildfire suppression. Brent loved the challenges of being part
of this elite group of firefighters, and looked forward to going to work every
day and worked hard to be a good role model, leader, and firefighter. Brent was
a member of one of 113 hotshot crews in the United States tasked with the
serious job of either hiking or being airdropped to remote areas of the
wilderness to fight fires, usually with just the equipment they can carry.
Brent began his firefighting career in 2011 as a member of the Tahquitz
Handcrew based in Riverside, California, and was assigned to Station 56 near
Mountain Center, California, in the San Jacinto Mountains in 2013. At the time
of his passing, Brent had served six years as a hardworking professional who
was eager to learn and be the best that he could be, according to Jody Noiron,
San Bernardino National Forest Supervisor. Named by Senate Concurrent
Resolution 32 (SCR 32), Resolution Chapter 138, 8/28/19)
portion of Route 38 between PM SBD 24.00 to PM SBD 29.00, inclusive, in San
Bernardino County is officially named the "Detective Jeremiah MacKay
Memorial Highway." It was named on 09/27/13 by ACR 68, Res. Chapter 142,
Statutes of 2013. It was named in memory of Detective Jeremiah MacKay. MacKay
was born in June 1977 in San Bernardino. Mr. MacKay grew up with his younger
sister in Lake Arrowhead, where he developed a passion for mountain recreation.
At the age of four he climbed the highest peak in southern California,
11,503-foot Mount San Gorgonio. Mr. MacKay attended Calvary Chapel Christian
School in Twin Peaks, and Mary P. Jenck Intermediate School and Rim of the
World High School, both in Lake Arrowhead. Throughout his adolescence, Mr.
MacKay enjoyed being part of a youth group at Church of the Woods in Lake
Arrowhead, and loved participating in sports, including football, tennis, and
skiing. Mr. MacKay continued to spend time in the mountains as a young man,
working as a ski and snowboard instructor at the Snow Valley Ski Resort in
Running Springs, and as lake patrol for the Arrowhead Lake Association in Lake
Arrowhead. Mr. MacKay began his career in public service when he joined the San
Bernardino County Sheriff’s Department as a member of Academy Class 131.
He graduated from the program and became a Deputy Sheriff on June 4, 1998, his
21st birthday. As a deputy, Mr. MacKay was assigned to the Central Detention
Center, Central Station, and Sheriff Training Facility, all in San Bernardino,
and Twin Peaks station, in Twin Peaks. He was promoted to the rank of detective
and served in that capacity at stations in Twin Peaks, Big Bear, and Yucaipa,
with the radio call sign of 14.D.2. As part of the San Bernardino County
Sheriff’s Department, Detective MacKay earned five California Highway
Patrol 10851 Awards and three Commander’s Awards. Detective MacKay was
chosen to be a member of the San Bernardino County Sheriff’s Department
Honor Guard, and lived by the three cardinal principles of the Sheriff’s
Department: honor, pride, and tradition. Detective MacKay married in November
2011. Detective MacKay took pride in his Scottish heritage and enjoyed playing
the bagpipes. He was a member of the Inland Empire Emerald Society for six
years, and ultimately became the organization’s sergeant at arms. On
February 12, 2013, at the age of 35, Detective MacKay was shot and killed by
Christopher Dorner during the manhunt for the rogue ex-Los Angeles Police
Department officer. To honor Detective MacKay’s memory, the 14.D.2 Prayer
Project has been established to encourage prayer for the safety of first
[SHC 253.3] Entire portion. Added to the Freeway and Expressway system in 1959.
From Route 18 near Baldwin Lake along the north side of Big Bear Lake to Route 18 near the west end of Big Bear Lake.
This segment remains as defined in 1963.
Note that a big numbering switch also occured in 1964. Prior to 1964, Route 18 ran N from San Bernardino. At Running Springs, it joined with Route 30 (now Route 330) up from Highland, and continued cosigned Route 18/Route 30 to the W end of Big Bear Lake. At this point, Route 30 ran along the S edge of the lake, and Route 18 ran along the N end. When the new definitions went into place, Route 18 was rerouted to the S side of Big Bear Lake (replacing what had been signed as Route 30). The cosigning that existed between the W end of Big Bear Lake and the Route 30 (now Route 330)/Route 18 junction was eliminated, and the route was just signed as Route 18. The old Route 18 routing on the N side of the lake was signed as Route 38.
The portion of Route 38 between PM SBD 49.530 and SBD 59.396 in San Bernardino County is named the "Lieutenant Jared M. Landaker Memorial Highway" This segment was named in memory of USMC Lieutenant Jared M. Landaker, who made the ultimate sacrifice for his country when, on February 7, 2007, he gave his life while serving in Iraq in the United States Marine Corps. Lieutenant Landaker was born in Madera, California, on May 3, 1981. Due to a possible complication at Lieutenant Landaker's birth, doctors warned his parents that their child might be mentally challenged. The doctors encouraged surgery, an option that Joe and Laura Landaker refused. Although smaller in size than most boys his age, Lieutenant Landaker proved the doctors wrong by excelling in both academics and sports. As a young man, Lieutenant Landaker enjoyed skiing, snowboarding, and playing baseball and football. While attending Big Bear High School, Lieutenant Landaker played varsity baseball, served as the quarterback on the varsity football team, was an all-CIF defensive back, and was inducted into the player hall of fame. The head football coach at Big Bear High School, Dave Griffith, considered Lieutenant Landaker not only a standout football player but also a standout person and a role model to kids. Joe Bradley, a physics teacher and baseball coach at Big Bear High School, also held Lieutenant Landaker in high regard, stating that he had never coached a kid with more heart or courage. In homage to Lieutenant Landaker's athletic legacy at Big Bear High School, his jersey, number 15, was recently retired and an award is to be made in his honor. After graduating from high school, Lieutenant Landaker studied physics at the University of La Verne. Following the events of September 11, 2001, Lieutenant Landaker felt the need to do his part and decided to join the United States Marine Corps. He proceeded to attend Officer Candidate School, The Basic School, and flight school. Ranking in the top 5% during flight training, he was awarded the privilege of selecting an aircraft. Desiring to be a part of the community, he chose the CH-46 Sea Knight helicopter, an aircraft involving some of the most noble assignments in the military. Within just seven months, Lieutenant Landaker achieved the status of Helicopter Aircraft Commander, a status that typically takes at least one year to achieve. Lieutenant Landaker received a commission as second lieutenant on September 7, 2003, followed by a commission of first lieutenant on September 7, 2005. He served as a first lieutenant with the Marine Medium Helicopter Squadron 364, nicknamed "the Purple Foxes." As a medevac pilot, he airlifted wounded marines and citizens out of dangerous combat zones in Anbar province in Iraq. On February 7, 2007, just one week before his scheduled return home, Lieutenant Landaker gave his life while flying a CH-46 Sea Knight helicopter that was shot down over Anbar province. In recognition of his service in the military, Lieutenant Landaker received a purple heart, a National Defense Service Medal, an Iraqi Campaign Medal, a Global War on Terrorism Service Medal, a Sea Service Deployment Ribbon, and a Navy and Marine Corps Achievement Medal. Named by Assembly Concurrent Resolution (ACR) 59, Resolution Chapter 115, on 9/10/2007.
[SHC 263.1] Entire route.
[SHC 164.12] Between the east urban limits of San Bernardino-Riverside and Route 18 west of Big Bear Lake.
Overall statistics for Route 38:
The route that would become LRN 38 was first defined in 1911 by Chapter 158 which called for "...a state highway from a point on the Lake Tahoe state wagon road, at or near Myers Station... thence past Tallac, Emerald Bay, to McKinney's in Placer County....".
In 1915, Chapter 203 effectively extended the route by calling for a state highway along "...the wagon road extending along the W side of Lake Tahoe, from McKinney's in El Dorado Cty to Tahoe City, thence along the Truckee River to Truckee, and thence in a W-ly direction to Donner Lake in Nevada Cty, connecting with the present state highway from Emigrant Gap".
In 1919, Chapter 66 called for the state highway system to include “A certain highway in Nevada and Sierra counties, running as follows: From a point in the town of Truckee where the present state highway branches at the subway under the Southern Pacific tracks going toward Lake Tahoe, continuing through the town of Truckee, crossing Prosser Creek and over what is known as the "Dog Valley Grade" as far as the state line about 1 mi NW of Verdi, Nevada...”
The 1919 Third Highway Bonds also provided funding for the extension from Tahoe City to Truckee.
In 1923, Chapter 100 amended the 1919 definition as follows: “A certain
highway in Nevada and Sierra counties,
describedas follows: From a point in the town of Truckee where the
present state highway branches at the subway under the Southern Pacific tracks
going toward Lake Tahoe, continuing through the town of Truckee ,
crossing Prosser Creek and over what is known as the "Dog Valley Grade" as far
as the state line about 1 mi NW of Verdi, Nevada..." and by the
most practicable route to the Nevada State Line at or near Verdi,
By 1935, the route was codified into the highway code as:
[LRN 11] near Meyer's Station to the Nevada State Line near Verdi, Nevada, via Tallac, Emerald Bay, McKinney's, Tahoe City, the Truckee River, Truckee, and Truckee River Canyon.
This was primary state highway from Truckee to the Nevada State Line.
In 1939, Chapter 473 changed "Meyer's Station" to "May's Junction". No further changes in the route were made until the 1963 renumbering.
This route was signed as follows:
(a) Route 1 near Huntington Beach to the southern city limit of Buena Park.
The relinquished former portions of Route 39 within the city limits of Azusa, Buena Park, Covina, and West Covina are not state highways and are not eligible for adoption under Section 81. For the relinquished former portions of Route 39, the Cities of Azusa, Buena Park, Covina, and West Covina shall maintain within their respective jurisdictions signs directing motorists to the continuation of Route 39.
In 1958, route location studies were begun for a Route 39 freeway between Pacific Coast Highway and the Foothill Freeway in the general vicinity of existing Beach Blvd. There were public hearings in 1964 on the portion between Route 1 and Route 22. Studies on the northern portion were "later". A 1965 Planning Map shows Route 39 as the "Huntington Beach Freeway" through Orange County. The route would have paralleled old Route 39, Azusa Ave., in the SGV, continuing south along Beach Blvd. to the coast.
In 1978, Chapter 1043 divided the route into the current three segments: "(a) Route 1 near Huntington Beach to Route 72 in La Habra via Beach Boulevard. (b) Beach Boulevard to Harbor Boulevard in La Habra via Route 72. (c) Route 72 in La Habra to Route 2 via Harbor Boulevard to the vicinity of Fullerton Road, then to Azusa Avenue, Azusa Avenue to San Gabriel Canyon Road, San Gabriel Avenue southbound between Azusa Avenue and San Gabriel Canyon Road, and San Gabriel Canyon Road. "
In 2011, Chapter 536 (AB 957, 10/7/2011) permitted the relinquishment of the portion within the city limits of Buena Park from the Anaheim/Buena Park city limits to the junction with Route 5 (post mile 12.9 to post mile 15.1), on terms and conditions that the commission finds to be within the best interests of the state, effective upon the recordation of a certified copy hereof with the Recorder of Orange County. This segment was approved for relinquishment by the CTC in March 2012, and the resolution was recorded on April 9, 2012.
In 2013, SB 788 (Chapter 525, 10/9/13) split this into two segments and consolidated the relinquishment language:
From Route 1 near Huntington Beach
to Route 72 in La Habra via Beach Boulevard.
The CTC is permitted to relinquish to the City
of Buena Park the portion of Route 39 within the city limits of Buena Park from
the Anaheim/Buena Park city limits to the junction with Route 5 (post mile 12.9
to post mile 15.1), on terms and conditions that the commission finds to be
within the best interests of the state, if the department and the city enter
into an agreement providing for that relinquishment. The following conditions
shall apply upon relinquishment: (1) The relinquishment shall become effective
on the date following the county recorder's recordation of the relinquishment
resolution containing the commission's approval of the terms and conditions of
the relinquishment. (2) On and after the effective date of the relinquishment,
the portion of Route 39 relinquished under this subdivision shall cease to be a
state highway and shall be ineligible for future adoption under Section 81. (3)
For the portion of Route 39 relinquished under this subdivision, the City of
Buena Park shall maintain within its jurisdiction signs directing motorists to
the continuation of Route 39.
LRN 171 between Route 1 and US 101 (once US 101 was rerouted to its freeway route). This ran N along Huntington Beach Blvd, then N on Stanton. Between Lincoln Avenue and (freeway) US 101 (along Grand Avenue). This was defined in 1933.
LRN 62 between (freeway) US 101 and present-day Route 72 (former surface US 101; Whittier Blvd.; LRN 2). This route ran along Grand Avenue, La Habra Road, and La Mirada Avenue. This was defined in 1933.
This segment from pre-1964 Route 26 south to the Pacific Coast Highway went under several different names in 1961 (all of these are now part of an extended Beach Boulevard): Huntington Beach Boulevard, Stanton Avenue (through the town of Stanton near Ball Road), Grand Avenue through Buena Park, and then Beach Boulevard in Mirada Hills. Near Westminster, this may have run along Coast.
Beach Boulevard Corridor Study
In May 2019, OCTA announced surveys and scoping
meetings on how to improve Beach Blvd in Orange County. They noted: "This major
north-south thoroughfare crosses all the county’s major freeways –
Route 91, I-5, Route 22, I-405 – on its way from La Habra to Huntington
Beach, passing through the cities of La Mirada, Fullerton, Buena Park, Garden
Grove, Anaheim, Stanton, and Westminster. It’s packed with retailers and
businesses and entertainment centers such as Knott’s Berry Farm. If you
could improve Beach Boulevard, what would you do? Would you make it easier for
pedestrians and cyclists to travel the road? Add more transit? Synchronize the
lights for less stop, more go?" The webpage on the study notes: "The Beach
Boulevard Corridor Study of the 21-mile-long stretch of Route 39 (Beach
Boulevard) is assessing existing conditions, forecasting projections of future
growth, and developing solutions ranging from enhanced pedestrian, bicycle, and
transit facilities to improved signal synchronization. Once complete, OCTA and
Caltrans will provide local agencies along Beach Boulevard with improvement
alternatives that will guide and enhance local planning initiatives. The
initiatives will support the future development and formation of a
collaborative and seamless transportation corridor from the coast to Whittier
(Source: OCTA Blog, 5/9/2019; Corridor Study Webpage)
Buena Park Relinquishment
In March 2012, the CTC authorized relinquishment of right of way in the city of Buena Park on Route 39 from the south city limits to Route 5 (~ ORA 12.656 to ORA 15.109), under terms and conditions as stated in the relinquishment agreement dated February 27, 2012, determined to be in the best interest of the State. Authorized by Chapter 536, Statutes of 2011, which amended Section 339 of the Streets and Highways Code.
The City of Buena Park has a number of plans for its portion of Route 39 after relinquishment to the city. These plans include landscaping and water fountains in the highway's median, and pedestrian walkways and bridges crisscrossing the roadway. It will also give businesses and the city more control of signage and rights-of-way.
The portion of Route 39 (Beach Boulevard) between Talbert Avenue and I-405 in the County of Orange (~ ORA 3.606 to ORA 5.861) is named the "Viet Dzung Human Rights Memorial Highway". It was named in memory of Viet Dzung. Prior to his death in December 2013, at the age of 55 years, Viet Dzung was a recognized musician, songwriter, emcee, community leader, and an ardent voice for freedom, human rights, and democracy, particularly in Vietnam. Viet Dzung was born in Saigon, Vietnam, in 1958, to a former member of parliament and a school teacher. After the end of the Vietnam War, he fled to Singapore before moving to the United States in 1976 and being reunited with his family. Drawing strength from his family’s refugee experience, Viet Dzung was a champion involved in and leading the Vietnamese American community to honor the Vietnamese culture and to celebrate, defend, and press for freedoms both here and in Vietnam. Viet Dzung was instrumental as an organizer and emcee for the annual Black April Commemoration at the Vietnam War Memorial in the City of Westminster to honor United States and South Vietnamese veterans and the soldiers who sacrificed their lives for freedom during the Vietnam War. Viet Dzung reached out to and involved thousands of Vietnamese Americans, including performers, singers, students, business owners, religious leaders, and nonprofit leaders, as a daily voice on Radio Bolsa every morning providing news and public service announcements to the largest Vietnamese American community in the United States. Viet Dzung, whose real name was Nguyen Ngoc Hung Dung, was respected in Little Saigon and worldwide for his dedication to the Vietnamese refugee community and his commitment to fighting for human rights, religious freedom, and democracy in Vietnam. Thousands of people have been inspired by Viet Dzung’s activism, music, and art throughout his meaningful life. Viet Dzung’s life serves as an example of how one person can have a positive impact on those in his or her community. Named by Senate Concurrent Resolution 85, Resolution Chapter 90, on July 9, 2014.
The portion of Route 39 (Beach Boulevard) between I-405 and Route 22 within the boundaries of the City of Westminster (~ ORA 5.861 to ORA 8.425) is named the "Westminster Police Officer Steven L. Phillips Memorial Highway" This segment was named in memory of Westminster Police Officer Steven L. Phillips, who died in an on-duty traffic accident on January 29, 2004, at the intersection of Trask Avenue and Jackson Street in the City of Westminster. Officer Phillips was the first officer in the Westminster Police Department's 46-year history to die in the line of duty. He was born on June 5, 1957, in Los Angeles, California. Officer Phillips graduated from Edgewood High School in the City of West Covina and joined the United States Air Force in 1976. He completed four years of service as a military police officer, and continued his service with the Air Force as a reserve military police officer assigned to the 30th Security Forces Squadron at Vandenberg Air Force Base in Lompoc, California. He was called back to active duty for a year after the World Trade Center attacks on September 11, 2001, and served his time at Vandenberg AFB. In 1986, Officer Phillips entered the Rio Hondo Police Academy. The City of Westminster then hired Officer Phillips as a police officer. Officer Phillips served in the Westminster Police Department for 18 years and he was a motor officer since 1991. He was an experienced motor officer and he was responsible for training new motor officers. Named by Assembly Concurrent Resolution (ACR) 70, Resolution Chapter 132, on 9/19/2005.
(b) Route 5 in Buena Park to Route 72 in La Habra via Beach Boulevard.
See segment (a).
In February 2010, the CTC approved relinquishement of right of way in the city of La Habra along Route 39 on Imperial Highway between Brass Lantern Drive and Route 39 (~ ORA 19.12), consisting of a collateral facility.
The portion of Route 39 (Beach Blvd.) in the City of Buena Park* from Stage
Road to Hillsborough Drive (~ ORA 16.123 to LA D18.319) to is named the
Gerald “Blackie” Sawyer Memorial Highway. It was named
after Detective Gerald “Blackie” Wayne Sawyer. Sawyer was born
in1941. In 1958, Detective Sawyer graduated from Excelsior High School in the
City of Norwalk, California, where he was a very active student and played
football. In 1963 Detective Sawyer began attending the Los Angeles Police
Academy, where he attained his ultimate desire by becoming a proud member of
the Los Angeles Police Department where he served for 10 years. In 1971,
Detective Sawyer relocated to the City of La Mirada. On Tuesday, November 6,
1973, Detective Gerald Sawyer was shot and killed while working in a joint
undercover investigation with the United States Drug Enforcement
Administration. Detective Sawyer was shot by a cocaine trafficker during an
attempted robbery of a $144,000 flashroll. The trafficker and an accomplice
were arrested at the scene by other narcotics detectives and charged with first
degree murder. In 1974, Detective Sawyer was awarded the Medal of Valor, the
highest award given an officer, for his ultimate sacrifice. In the years
following Detective Sawyer’s tragic death, countless police officers and
detectives nationwide have been made safer because of the training film
outlining his death. Named by Assembly Concurrent Resolution 16, Resolution
Chapter 68, August 8, 2013.
[*: Actually, it's not in the city of Buena Park]
The portion of Route 39 on Beach Boulevard in the City of La Habra from the south city limits to Whittier Boulevard (~ ORA 18.49 to ORA 20.674) is named the "La Habra Police Officer Michael Anthony Osornio Memorial Highway". It was named in memory of Officer Michael Anthony Osornio, who was born in 1968, in the City of Fayetteville, North Carolina, the youngest of four children, to Rafael and Guadalupe Osornio. In 1976, his family moved to the City of La Puente, California, and in 1979, moved to the City of Walnut where Officer Osornio attended Suzanne Middle School and Walnut High School, where he was a very active student and played football. Officer Osornio relocated to the City of Montclair, where he resided with his family. Officer Osornio attended law enforcement classes at Golden West College, where he received his Police Officer Standards and Training Certificate in November 1991. In September 1993, Officer Osornio obtained his ultimate desire by becoming a proud member of the La Habra Police Department, where he served for 13 months. On October 31, 1994, Officer Osornio was patrolling the southwest portion of the city during the graveyard shift and was stopped at a red traffic signal at westbound La Habra Boulevard at Beach Boulevard. He began to accelerate when the westbound traffic signal changed to green, when his patrol car was hit by a vehicle as Officer Osornio crossed through the intersection, and he died in the line of duty from injuries sustained in the collision. The driver of that vehicle was driving at approximately 60 miles per hour and was subsequently convicted of a felony for driving under the influence of alcohol. In 2000, the La Habra Police Department created the Michael Osornio Drunk Driving Apprehension Award in honor of Officer Osornio, and that award is given to the police officer who makes the most arrests for driving under the influence. Named by Senate Concurrent Resolution 78, Resolution Chapter 88, on August 24, 2012.
(c) From Beach Boulevard to Harbor Boulevard in La Habra via Whittier Boulevard.
This segment was created by the original division of the route into segments in 1978 as "Beach Boulevard to Harbor Boulevard in La Habra via Route 72.". In 1981, the reference to Route 72 was changed to "Whittier", as the Route 72 segment was formally transfered to Route 39. This segment exists to connect the original Route 39 to the S with a planned freeway (never built) Route 39 betewen La Habra and West Covina.
(d) Whittier Boulevard in La Habra to Route 2 via Harbor Boulevard to the vicinity of Fullerton Road, then to Azusa Avenue, Azusa Avenue to San Gabriel Canyon Road, San Gabriel Avenue southbound between Azusa Avenue and San Gabriel Canyon Road, and San Gabriel Canyon Road, other than the portion of the segment described by this subdivision that is within the city limits of Azusa, Covina, and West Covina.
The relinquished former portions of Route 39 within the city limits of Azusa, Buena Park, Covina, and West Covina are not state highways and are not eligible for adoption under Section 81. For the relinquished former portions of Route 39, the Cities of Azusa, Buena Park, Covina, and West Covina shall maintain within their respective jurisdictions signs directing motorists to the continuation of Route 39.
This segment was created by the original division of the route into segments in 1978 as "Route 72 in La Habra to Route 2 via Harbor Boulevard to the vicinity of Fullerton Road, then to Azusa Avenue, Azusa Avenue to San Gabriel Canyon Road, San Gabriel Avenue southbound between Azusa Avenue and San Gabriel Canyon Road, and San Gabriel Canyon Road."
In 2000, the portion within the City of Azusa S of Post Mile 17 was reliquished to the containing city [SHC 339(c)]. Additionally, the portion of Route 39 that is within the City of Covina was been relinquished to that city when appropriate terms have been accepted by that city. (SHC 339(d), added by Assembly Bill 2909, Enrolled August 28, 2000. In 2003, Assembly Bill 1717 (Chaptered 9/25/2003, Resolution Chapter 525) changed the legislative definition to exclude the relinquished portions in Azusa and Covina.
In 2004, SB 1578 authorized the relinquishment of the portion in West Covina as well.
In December 2011, the CTC authorized relinquishment of right of way in the city of Azusa on Route 39 from Arrow Highway to 330 feet north thereof, under terms and conditions as stated in the relinquishment agreement dated November 7, 2011, determined to be in the best interest of the State. Authorized by Chapter 264, Statutes of 1996, which amended Section 339 of the Streets and Highways Code.
SB 1578, chaptered September 9, 2004, authorizes the California Transportation Commission to relinquish to the City of West Covina any portion of Route 39 that is located within the city limits of West Covina, 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. Said 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 39 relinquished ceases to be a state highway, and cannot be considered for future readoption. Furthermore, the City of West Covina is required to maintain within its jurisdiction signs directing motorists to the continuation of Route 39. In September 2005, the CTC considered this relinquishement.
In 2010, SB 1318 (9/29/10, Chapter 421) made the following change:
"...within the city limits of Azusa, and Covina
, and West
In 2013, SB 788 (Chapter 525, 10/9/13) added back the language regarding West Covina.
A routing N along Hacienda Blvd and Glendora Avenue to West Covina and the intersection with I-10 (formerly cosigned US 60/US 70/US 99). The official routing was later realigned to the E, but never finalized. This is signed as Route 39, and was LRN 62, defined in 1933. It was signed as late as 1988.
N along Azusa Ave to San Gabriel Avenue and a logical connection with Route 2. This was LRN 62. Due to landslide, Route 39 does not connect with Route 2 anymore; supposedly, they are doing construction to reopen the part between Crystal Lake and Route 2 (which now Caltrans admits will never happen). The portion between Azusa and Route 2 was defined in 1919; the remainder was defined in 1933.
According to Sparker at AAroads:
The non-state-highway gap in Route 39 was actually signed from about 1958 to the mid-70's -- with older porcelain-white button-copy 1955-type shields -- in fact signage indicating route continuity was at least as complete, if not more so, than other urban state highways in District 7. Los Angeles County maintained the signage, with at least the tacit complicity of the Division of Highways, who likely supplied the shields themselves. North to south, the route was signed from the I-10/Azusa Ave. interchange, using South Garvey Avenue (the south I-10 frontage road) west from Azusa immediately south of the interchange. It was signed west right along the frontage road to Hacienda Blvd., where it turned southwest. It continued on Hacienda Blvd. south through West Covina, La Puente, and Hacienda Heights before going over the top of the Puente Hills. The Hacienda Blvd./quasi-Route 39 alignment continued to Whittier Blvd., where it turned west to Beach Blvd. The full signage of this section lasted until the 1964 renumbering, when state highway shields were changed to white-on-green.
After 1964, the county apparently lost interest in signage of this route; the black-on-white shields disappeared along the South Garvey frontage road, and were seen only sporadically along Hacienda. Curiously, when the Route 60/Pomona Freeway was completed through Hacienda Heights in late 1967, the Hacienda Blvd. exit signage showed that street as Route 39. When Route 72 was signed on Whittier Blvd and Harbor Blvd. in La Habra in 1968, the junction with Hacienda Blvd. clearly indicated that route as Route 39, complete with new green shields. However, Hacienda Blvd. itself remained sporadically signed, even immediately north and south of the Route 60 freeway. After 1964, there was no signage on southbound Route 39 to indicate that it continued south of I-10; northbound, the signage simply "petered out" north of Francisquito Avenue in West Covina. The expansion of the Westfield West Covina mall in the 1970's, which included a reconfiguration of Hacienda Blvd. that moved the main flow of traffic to Vincent Ave. west of the mall and the downgrading of Hacienda Ave. from Vincent north to South Garvey to more or less an access road to the east side of the mall essentially put a nail in the Route 39 signage "coffin". By 1982, a "TO" banner was placed on the Route 60 BGS reference to Route 39; a few years later, the shield was greened out completely.
In the early 2000's there was one "straggler" green Route 39 shield on NB Hacienda north of Anza; it was gone by 2010. With the north end of Hacienda Blvd. essentially a mall access road, and South Garvey having been truncated when the I-10/Azusa Ave. interchange was reworked in the '80's, there is no current physical continuity along the original L.A. County-signed route. Hacienda Blvd. through the Puente Hills remains a twisting, curvy 2-lane road -- albeit well-delineated with Caltrans-type outer lane striping.
Both the Harbor Blvd./Azusa Ave. corridor from east
La Habra north to Covina -- the route described in the Route 39 legislative
description -- and Colima Ave (Los Angeles County Sign Route N8) crossing the hills to the
west are multilane boulevards, but they certainly don't look like Caltrans-spec
facilities (short left-turn pockets, curbs rather than shoulders), rather
typical arterials through the housing tracts that line the Puente Hills. It
appears that, despite the state legislative description, none of the relevant
jurisdictions have any interest in signing and maintaining any surface
connection between northern Orange County and the east San Gabriel Valley.
(Ref: Sparker @ AARoads, 9/15/2016)
As for San Gabriel Canyon Road: In 1914, Azusa officials posted a sign at the entrance to San Gabriel Canyon calling on the state to build a road into the steep mountains, saying it would be “the most scenic mountain road in So. California.” Completed in 1961, San Gabriel Canyon Road, later designated Route 39, took drivers through towering gorges, dark canyons and above raging rivers, connecting with Angeles Crest Highway, later designated Route 2, at a remote spot 8,250 feet in elevation called Islip Saddle. The ride was not only scenic but for the first time connected San Gabriel Valley residents directly to Wrightwood and local ski areas. The route, however, was closed regularly due to landslides. One such rock slide during the winter of 1978 grabbed a large portion of the highway, sending pavement, culverts and drain pipes tumbling into the valley below, forcing cars to U-turn just north of Crystal Lake and cutting off easy access to ski resorts and notable natural areas, such as Mount Williamson, Jackson Lake and the Pacific Crest Trail. Caltrans considered the segment to be closed permanently in 1978, with Mother Nature declared the victor. However.... according to a planning report on a CalTrans site, this might actually be reopened:
"LA-39-40.0/44.4 19920K Reopen Highway (PC/AG) This project is currently in PSR review stage with changes still being made by Project Studies. This Office submitted amendments to the PEAR on September 7, 2000 for Alternative 5 and the cost estimate for biological mitigation (including Alternative 5). According to the 2nd draft of the PSR the recommended environmental document likely is an EIR/EIS for Alternative 5 (the preferred alternative)."
In October 2017, it was reported that a member of Congress and a Los Angeles
County supervisor took directors from the Azusa Chamber of Commerce and
representatives of Caltrans on a helicopter tour of the 4.4-mile gap with the
goal of reopening the closed portion of Route 39 all the way to Route 2 for
public access. After in October 2016 that Caltrans would fill in the gap,
nothing has happened. The department is in the midst of a preliminary
engineering study to assess what kind of environmental studies are needed and
how much construction will cost, Lauren Wonder, Caltrans spokeswoman, said. The
study will be completed in Spring 2018. It was noted that the road needs to be
restored to two lanes each way so that people escaping a fire can go north or
south to exit the forest. During past fires in the Angeles National Forest or
its foothills, the only way out was south to Azsua, she said. Sometimes
helicopters had to evacuate survivors. Recently, minimal repairs made to the
closed roadway allows emergency vehicles, such as fire trucks, access to the
southeastern Angeles from Route 2 and from Crystal Lake north to Route 2,
connecting to Mount Wilson, La Cañada Flintridge and Pasadena via the I-210, or
Inland Empire cities via I-15.
(Source: SGV Tribune, 10/15/2017)
The City of Industry has a document that describes the origins of FAS Rte 1274, which appears to be today's Route 39 and County Sign Route N8. This was to be a route from Huntington Beach and north across the San Gabriel Mountains to the Antelope Valley. The project involved the extension of Azusa Avenue through West Covina to link with Pass and Covina Road just S of Amar Road in La Puente. Part of this effort involved remaking Grazide Road into a four-lane divided highway from Hacienda Bl east for ½ mi.
La Habra to the Angeles National Forest
Between La Habra and Route 10 in Azusa, this was a planned freeway routing that was never built. It is unclear if Route 39 is signed between Whitter Blvd / Harbor Blvd and I-10; if it is, the signed Route 39 between those points is the pre-1964 routing. According to the Traversable Routing report, between the Orange County line (Whittier Blvd) and Route 10, the traversable local roads are Harbor Blvd, Fullerton Road, Colima Road, and Azuza Ave. Right of way engineering was recommending deletion of this portion from the state system.
Currently, the routing is as follows: When entering the southern city-limits, it follows Beach Blvd. Afterwards, it shortly jogs east on Whittier Blvd. State maintenance ends at Harbor Blvd.. Note that, historically, Route 39 continued north of La Habra city-limits, via Hacienda Blvd.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
In Decmeber 2011, the CTC approved $900K to construct three maintenance vehicle pullouts, one retaining wall, 20 freeway access gates, in Monrovia, Duarte, and Azusa, at various locations from Huntington Drive to Azusa Avenue (Route 39).
Angeles National Forest to Crystal Lake
In April 2016, an update on Route 39 was reported. An El Niño storm wiped
out Route 39 north of East Fork Road (~ LA 25.718) on Jan. 6, 2016. The road to
the alpine ecosystem was damaged and had to be closed. Likewise, the connection
to Wrightwood on Route 2 — also knows as the Angeles Crest Highway
— from I-210 in La Cañada Flintridge had been closed at Islip Saddle, a
plateau that sits at the intersection of Route 2 and Route 39, where 7 miles of
Route 39 has been closed from Route 2 going on 40 years. April saw Caltrans
reporting the repair of the damaged portion of Route 39 and its reopening to
the Crystal Lake Recreation Area from Azusa. At the same time, Caltrans
re-opened Route 2 from Islip Saddle to 5 miles west of Big Pines.
(Source: SGV Tribune, 4/29/2016)
In September 2009, the CTC approved for future consideration of funding this project, which was described as a project in Los Angeles County that will rehabilitate, re-open, and construct roadway improvements on Route 39 within the Angeles National Forest north of the city of Duarte. It was noted that the project is fully funded. The project is programmed in the 2008 State Highway Operation and Protection Program for $47,592,000, capital and support. Construction is estimated to begin in Fiscal Year 2011-12.
North Fork San Gabriel Bridge (LA R31.2)
In February 2010, the CTC approved a project in Los Angeles County to rehabilitate an existing pier on the North Fork San Gabriel Bridge on Route 39 in the Angeles National Forest (LA R31.2). The project is fully funded in the 2008 State Highway Operation and Protection Program. The total estimated project cost is $3,874,000 for capital and support. Construction is estimated to begin in Fiscal Year 2011-12. A Mitigated Negative Declaration (MND) has been completed.
In June 2019, the CTC made the following
construction allocation: $18,239,000 07-Los Angeles-39 R31.2 ProjID 0718000018.
Route 39 Near Azusa, at the North Fork San Gabriel River Bridge No. 53-2245.
Replace bridge with a new single-span structure on an alignment to the south,
install guardrail, and construct a Maintenance Vehicle Pullout (MVP). Const.
$13,763,000 Const Engr. $4,476,000 (Future consideration of funding approved
under Resolution E-10-09; February 2010.)
(Source: June 2019 CTC Minutes, Agenda Item 2.5b.(1) Item 23)
Crystal Lake Road to Route 2
The portion between Crystal Lake Road and Route 2 (~ LA 38.148 to LA 44.383) is currently closed. However, according to a report on 12/15/02 in the Whittier Daily News, it may be reopened in the future. According to the article, by January 2003, Caltrans officials expect to have a plan in place to repair Route 39 where it meets Angeles Crest Highway. This 6.2 mile stretch was closed after a major storm in 1978, and provides a recreational loop from Azusa to La Canada Flintridge, with an option to veer toward Wrightwood. However, it may take until 2007 to open the road. Without the route, residents must drive an extra 45 miles through the forest to get to Route 2 in La Canada Flintridge, or to Interstate 15 in Rancho Cucamonga to reach higher-elevation campgrounds, ski areas and restaurants in Wrightwood. There are two phases:
Phase I includes repaving work, drainage work, retaining-wall construction and partial reconstruction of the road. It covers the northern and southern sections (PM 40/41.6 and 43.00/44.44) with an estimated completion of summer 2004. Specific actions include cleaning 23 culvert inlets, building 4 new retaining walls and installing metal beam guardrails. The Initial Study/Environmental Assessment (IS/EA) for Phase I was released in January 2003 and found no significant impacts. The tentative work schedule for Phase I is as follows: finalize IS/EA early spring 2003 and begin construction Summer 2003 with an estimated completion of winter 2003.
Phase II requires re-engineering a part of the road where a landslide swept away a 500-foot portion about five miles north of Crystal Lake. It has an estimated completion date of at least summer 2008. Phase II currently has 5 alternatives. Alternatives for Phase II are currently under evaluation. The preferred alternative would include realigning the roadway at Snow Spring Slide and installing retaining walls and metal beam guardrails. The cost of this project is estimated at over $20,000,000, and there is no forseeable source of funding.
[Thanks to Greg Saia for providing this information, including forwarding information he obtained from Caltrans.]
According to the Caltrans EIR (PDF) dated January 2009, the project (which appears to be Phase II above) would rehabilitate and reopen a 4.4-mile segment of Route 39 from post miles 40.0 to 44.4, in the Angeles National Forest, in Los Angeles County. The restored connection would be accessible to public highway traffic throughout the year, with seasonal closures during times of inclement weather. These closures would likely occur during Winter and early spring. Phase I, mentioned above, rebuilt the roadway at Snow Spring, making it traversable throughout the length of the project area. Maintenance activities included the cleaning of drainage culverts and the erection of a dirt berm. With these past improvements, the roadway is passable, but only open to emergency service vehicles, and it is constricted as it approaches its northerly terminus at post mile 40.00.
The proposed project would consist of the following actions; the reconstruction of culverts and construction of new retaining walls, installation of new metal-beam guard rails and widening of the shoulder at the Route 39/Route 2 intersection, maintenance of drainage inlets at each end of the closed segment and at Snow Spring, and repaving of the roadway within project limits. The design alternatives being considered are:
Alternative 1, or the “No-Build Alternative” proposes to maintain the existing conditions of the roadway without any improvements. This alternative is not recommended since it does not reopen the closed section of Route 39 or address persisting safety issues that the proposed project intends to resolve.
Alternative 2 proposes to rehabilitate roadway/roadside facilities, and install geosynthetic reinforcement at Snow Spring. Alternative 2 also proposes to reconstruct the washed out and damaged Route 39 roadway section for approximately 2,000 linear feet. At the location of the most significant damage, the Snow Spring Slide area (post miles 42.20 to 42.37), this alternative would install geosynthetic reinforcement to a depth of 29.5 feet below the roadway level. At post miles 40.96 to 40.97, a mechanically stabilized earth wall would be constructed to replace the existing, damaged crib wall.
Alternative 3 proposes to rehabilitate roadway/roadside facilities, and construct a concrete-boxgirder bridge at Snow Spring. Alternative 3 also proposes to reconstruct the washed out and damaged Route 39 roadway section for approximately 1,300 linear feet, plus provide a new bridge at Snow Spring Slide. At this location, where the most significant damage has occurred, a concrete box girder bridge would be constructed to allow slide debris and heavy runoff to pass underneath the roadway. At post miles 40.96 to 40.97, a reinforced concrete slab bridge with spread footing on bedrock would be constructed to replace the existing, damaged crib wall.
Alternative 4 also proposes to reconstruct the washed out and damaged Route 39 roadway section for approximately 2,000 linear feet, including a realignment of the road at the Snow Spring Slide. At this location, where the most significant damage has occurred, the existing roadway would be realigned 16 feet toward the down slope by building a 890-foot mechanically stabilized earth wall along the roadway on the down slope side to support the realignment. A 20-foot rock catchment area would be constructed, along with a rock-fall fence. A 6.6-foot-deep subdrain would be installed at the bottom of the upslope.
In April 2009, it was noted that the project is fully funded. The project is programmed in the 2008 State Highway Operation and Protection Program for $43,360,000, capital and support. Construction is estimated to begin in Fiscal Year 2010-11.
In April 2011, it was reported that Caltrans opened Route 39 to allow motorists access to Crystal Lake Road on Tuesday, March 22 at 6:30 a.m. There is no access to Route 39 beyond Crystal Lake Road. The highway may be closed occasionally due to inclement weather. The project to repair storm damaged sections of Route 39 in the Angeles National Forest began May 2010. Two retaining walls were built to help support the highway. This $400,000 contract was awarded to Chumo Construction, Inc. of Baldwin Park, California.
In October 2011, it was reported that despite earlier promises, Caltrans is abandoning plans to reopen a 4.4-mile section of Route 39 in the Angeles National Forest between Crystal Lake and Wrightwood, citing rising costs, engineering challenges and a mandate to protect bighorn sheep offspring. Caltrans had agreed to repair the long-closed gap in Route 39 in May 2009. After stakeholders attended several scoping meetings in Azusa, the state agency said it would spend $32 million on new drainage, an 890-foot mechanical wall and a redirected portion of the highway at Snowy Springs, about 23 miles north of Azusa and less than a mile north of Crystal Lake. The last portion of Route 39 connecting it to Highway 2 was built in 1957 by order of President Dwight Eisenhower. It washed away in heavy rains in 1978, a result of what some call shoddy engineering. It has never re-opened. In a Caltrans letter dated Sept. 26, 2011, the agency said engineering and environmental mitigations would most likely increase the project's cost, making it no longer feasible. They wrote it was likely to be washed out again, making the repair project "less than a prudent investment." They also also wrote that the California Department of Fish and Game notified Caltrans of the protected status of the big horn sheep in the area, making the reopening of the road within their habitat "problematic." Caltrans cited the recent death of a neonatal bighorn lamb on the closed portion of the highway as evidence that a working road would increase the likelihood of lambs being run over. To prevent lamb deaths, the road would therefore have to be closed or restricted during the sheep's birthing season from January to June.
In January 2012, it was reported that Caltrans now wants to relinquish the
portion of Route 39 in the San Gabriel Mountains betwween Azuza and Route 2 to
either the U.S. Forest Service or Los Angeles County. L.A. County needs the
highway to access three dams critical to flood control. The Forest Service's
interest is access to Angeles National Forest by the public and, at times, by
firefighters. The agency spent $6 million improving a spacious campground at
Crystal Lake, where the highway now ends after winding along the San Gabriel
River past the Morris and San Gabriel reservoirs. The problem is…
neither agency wants the road. Caltrans spends $1.5 million a year maintaining
the two-lane paved roadway, which is damaged regularly by landslides, flooding,
falling rocks and forest fires. Further, if Caltrans abandons the road (as
opposed to relinquishment), the Forest Service interpretation is that
"…if Caltrans abandons the highway, they have to remove their
improvements — meaning the road — and return the area to the
natural landscape." A landslide swept away the highest part of the road in
1978, cutting it off from Angeles Crest Highway (Route 2). Since then, that
last stretch of asphalt has been roamed by Nelson's bighorn sheep, creatures
fully protected under state law. Caltrans concluded that it would be
cost-prohibitive to re-engineer that 4.4-mile gap and legally risky to try
because it cannot guarantee that the sheep would not be killed in the process.
As a result, the highway has become what Caltrans spokesman Patrick Chandler
described as "essentially a 27-mile-long cul-de-sac."
(Source: Los Angeles Times, 1/29/2012)
In February 2012, the San Gabriel Valley Council of Governments voted unanimously to oppose Caltrans' abandonment of 27 miles of Route 39 from Azusa to Crystal Lake. The agency also voted to write a letter requesting the state transportation agency continue the project it started in 2009 to repair a 4.4-mile gap in the the highway between Islip Saddle and Wrightwood at Angeles Crest Highway. That upper portion of Route 39 has been closed to the public since 1978 due to a mud slide that damaged the roadway.
In September 2016, a question to the Cajon Pass Commuter raised the
question of whether this stretch of Route 39 would be reopened. The question
was passed to Patrick Chandler, public information officer with Caltrans
District 7, who said: "There are no projects to reconnect [Route 39] to [Route
2]. There was several years ago, but that's not going to happen. There is no
funding for it. And it's way more than just landslides. It's way more than
(Source: Victor Valley Daily Press, 9/2/2016)
In October 2016, it was reported that, just maybe, work might proceed on
reopening Route 39. A 1978 mud-and-rock slide took out a 4.4-mile chunk of the
mountain highway about 27 miles north of Azusa, leaving a gap between Route 39
and Route 2, better known as Angeles Crest Highway. For decades, civic and
business leaders called for repairing the broken portion of the state highway
bisecting a majestic set of canyons, peaks and rivers enjoyed by more people
than any other national forest. And in 2009 the state had answered in the
affirmative. But in 2011, just days before construction was to begin, Caltrans
announced it abandoned the fix. Instead, the $32 million set aside for Route 39
went toward repairing a bridge on Route 1 in Northern California. Now, five
years after the stinging reversal, the cities of Azusa and Glendora, business
groups, a local congresswoman and the San Gabriel Valley Council of Governments
have convinced Caltrans to consider reopening the road to Route 2. Caltrans has
indicated that they are preparing the engineering design and environmental
studies in support of this effort. One sticking point is the presence of the
San Gabriel Mountains bighorn sheep known as Nelson’s bighorn sheep,
ovis canadensis nelsoni. In 2011, Caltrans said it was unwilling to
rebuild the road because motorists may run into or over the state protected
species, particularly the lambs. Caltrans and the state Department of Fish and
Wildlife are tussling over the issue. Caltrans would not agree to build the
road without another study that shows the sheep’s location. Previous
studies showed the sheep, which numbered 292 in 2006, were mostly at Cucamonga
Peak, Mount Baldy, Iron Mountain and Twin Peaks, far from Islip Saddle/Snow
Canyon. The San Gabriel Valley Council of Governments, a collaboration of 31
cities, three county supervisors and three water agencies, has written a letter
to the U.S. Forest Service, asking to include a completed Route 39 as part of
its management plan for the forest and the 346,177-acre San Gabriel Mountains
National Monument. The letter, from council Executive Director Philip Hawkey,
says the entire route was included in a 1919 state bond measure. The letter
states completion of the 4.4-mile damaged portion would provide better access
for recreation, fire suppression and search and rescue teams. Fires and floods
can leave people in Mountain Cove, an Azusa mountain neighborhood, and various
mountain camps and campgrounds trapped in the San Gabriel Mountains with no way
out. Providing a northerly escape route through Route 39 to Route 2 would save
lives and also provide quicker fire suppression responses.
(Source: SGV Tribune, 10/17/2016)
The proposed name for the freeway segment was the "Huntington Beach" Freeway. It was named for its terminus in Huntington Beach. Huntington Beach was named for Henry E. Huntington, nephew of Collis P. Huntington and a Southern California Utility magnate and promoter.
Pre-1978, this was a continuous route from Route 1 to Route 2. A 1965 planning map shows this as freeway from Route 1 to Route 210; never constructed/upgraded. Route/location studies were conducted in 1958, with public hearings in 1964.
If one hikes over the planned route, one will discover two "tunnels to nowhere" and one "bridge to nowhere". These are along the E fork of the San Gabriel River. One tunnel was built in 1961; the other was built in 1964. They were to be a part of Route 39 up the East Fork of the San Gabriel River to Vincent Gap (at Route 2). The road is called present-day Shoemaker Canyon Road and is only partially paved. The Bridge to Nowhere was part of a road up the East Fork of the San Gabriel River built in 1929 to 1938, when most of the road was destroyed by a rainstorm, leaving the bridge stranded. The Road to Nowhere was another attempt made from 1954 to 1969, stopped this time by budget-cutters and environmentalists
Overall statistics for Route 39:
[SHC 253.3] From Route 5 to Route 210. Not upgraded. The portion between Route 1 and Route 210 was added to the Freeway and Expressway system in 1959; in 1988, the Freeway and Expressway designation was redefined to Route 5 to Route 210.
The route that would become LRN 39 was first defined by Chapter 680 in 1915, which called for "a state highway from Tahoe City, Placer County, along the N boundary of Lake Tahoe to the W boundary of Nevada at Crystal Bay". This was captured substantially intact in the 1935 highway code as:
"Tahoe City along the northern boundary of Lake Tahoe to the Nevada State Line at Crystal Bay"
From Route 15 at Barstow to the Arizona state line near Topock, Arizona via Needles.
In 1963, this routing was defined as "Route 15 at Barstow to the Arizona state line near Topock, Arizona via Needles, together with an extension from a point on such Route 40 near Needles easterly by the most direct and practicable route to the Arizona-California line at the Colorado River, including a bridge over and across said river, to be constructed, owned, operated, and maintained jointly with the State of Arizona."
In 1981, Chapter 292 shortened the definition to eliminate the mention of the extension and the bridge.
The specific routing corresponding to this did not exist before 1964 (i.e., the interstate routing). In fact, the Interstate routing was adopted in January and February 1963. An approximate routing is that of the old US 66 (now the National Trails Highway) between Barstow and Needles. That routing was signed as US 66, and was LRN 58, defined in 1919. See below for pre-1964 Route 40.
In 1947, the Department of Highways moved Route 66 to a new alignment and a new bridge across the Colorado River. The movement to the Red Rock Bridge permitted elimination of one of the narrowest and crookedest portions of US 66. The cost to move to the Red Rock Bridge was only $147K, of which $71.5K was spent replacing the rail deck of the bridge, $70.5K was spent widening the old railroad approach, and $5K was spent to connect it to the existing US 66. The opportunity to replace the bridge arose when ATSF obtained approval to build a new RR bridge 500' upstream in 1942. The Red Rock bridge was set to be scrapped for its steel, but the Army was interested in the bridge and analysis showed that the need for steel would be over before the scrapping could occur. Negotiations were reopened, and the bridge was finally donated to the states in 1944. The history of the bridge going back to Civil War days may be found in the July/August 1947 issue of CHPW. Note that an act of Congress in December 1944 was required to confirm that ATSF could transfer the bridge. The old bridge was completed in 1916, and had a load limit of 11 tons. The construction of Parker Dam also served to submerge the steel supports of the old bridge. The new bridge was designed to support 94 ton trains. Note that it appears that the both the old bridge and the Red Rock bridge (or at least their locations) are still in use as of 2013 -- the Red Rock Bridge still appears to be supporting the traffic of I-40 (although it may have been rebuilt -- it still is in the correct location with respect to the RR bridge), and the original 1916 bridge appears to now be supporting a pipeline.
There is a sign at the western end of the route that indicates the distance to Wilmington NC (~ SBD 0.559). The sign was once stolen, but has since been replaced.
In September 2011, it was reported that San Bernardino County received $35,912,000 to rehabilitate 93 roadway lane miles and extend pavement service life and improve ride quality near Newberry Springs on I-40 (~ SBD R28.5 to SBD R50.012). The scope of work is between the Desert Oasis Safety Roadside Rest Area and Crucero Road. The project will grind and overlay mainline, shoulders and ramps. It will also upgrade metal beam guardrail and minor drainage.
Ludlow Cross Slope Rehabilitation (08-SBd-40, PM R75/R100)
In October 2018, the CTC approved for future
consideration of funding the following project for which a Mitigated Negative
Declaration (MND) has been completed: I-40 in San Bernardino County (08-SBd-40,
PM R75/R100). Regrade median cross slopes on a portion of I-40 near the town of
Ludlow. (PPNO 3001R) This project is located on I- 40 near the town of Ludlow
in San Bernardino County. The project proposes to regrade the existing median
cross slopes within the 30 foot clear recovery zone from a steeper gradient to
a flatter gradient. Also included in the proposed project will be the extension
of existing culverts, upgrading of guardrail and establishing California
Highway Patrol crossings in the median. The proposed project will address the
need to improve the recovery zones and reduce the risk of out of control
vehicles crossing the median and colliding with opposing traffic. The proposed
project is estimated to cost approximately $38.4 million. This project is
currently funded and programmed in the 2018 SHOPP for approximately $38.4
million. Construction is estimated to begin in 2020. The scope, as described
for the preferred alternative, is consistent with the project scope programmed
by the Commission in the 2018 SHOPP.
(Source: October 2018 CTC Agenda Item 2.2c.(1))
In December 2018, it was reported that Caltrans was
beginning a safety project on I-40 to improve the slope of the median near the
city of Ludlow, between Crucero Road and Badger Wash. Construction will being
on January 7, 2019. Work will be done on both east and west bound I-40, from
6:00 a.m. to 6:00 p.m. Monday through Thursday, and from 6:00 a.m. to 5:00 p.m.
Saturday and Sunday. This $33.9-million safety project is expected to last for
approximately one year.
(Source: Caltrans Press Release, 12/28/2018)
Van Winkle Wash Bridges (~ R085.19)
In June 2012, the CTC approved for future consideration of funding a project that will replace Van Winkle Wash Bridge Left and Right (Bridge Numbers 54-0903L and 54-0903R) on I-40 near Essex to correct extensive deck and girder cracking. The project is programmed in the 2010 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $21,697,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed in the 2010 SHOPP.
In August 2012, the CTC approved SHOPP funding of $11,615,000 on I-40 PM R85.2 near Essex, at Van Winkle Wash Bridges (Bridge # 54-0903L/R). Outcome/Output: Replace both eastbound and westbound bridges to address extensive cracking and ensure long-term operational capability.
Hoff Wash Bridges (~ R093.60)
In June 2014, the CTC authorized for future consideration of fund a project in San Bernardino County that will replace the existing Hoff Wash Bridge on I-40 near the town of Ludlow. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $13,390,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16. They also authorized for future consideration of funding a project in San Bernardino County that will replace the left side of the existing Watson Wash Bridge on I-40 near the Goffs Road overcrossing. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $13,478,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16. Lastly, they also approved, again for future consideration of funding, a project in San Bernardino County that will replace the existing Haller Wash Bridges, Rojo Wash Bridges, and Clipper Valley Wash Bridges and construct a temporary concrete batch plant site in the median of I-40. The project is programmed in the 2012 State Highway Operation and Protection Program. The total estimated cost is $41,059,000 for capital and support. Construction is estimated to begin in Fiscal Year 2014-15.
In January 2016, the CTC approved SHOPP funding in San Bernardino County, on I-40 near Essex, from 0.3 mile west to 0.4 mile east of Hoff Wash Bridge (No. 54-0889L/R). Outcome/Output: Replace two bridges due to cracking on bridge deck, wing/pier walls and concrete barrier railing. Future Consideration of Funding approved under Resolution E-14-23; June 2014. $8,036,000.
In March 2019, the CTC approved for future consideration of funding a
project on I-40 near the city of Needles in San Bernardino County, east of
Homer Wash Bridge to the California/Arizona border (08-SBd-40, PM R125/R154.6).
The project proposes to re-grade the existing non-standard median. The project
proposes to address the safety of the traveling public by reducing the number
and severity of collisions in the existing median. This project is fully funded
and currently programmed in the 2018 SHOPP for approximately $32.3 million.
Construction is estimated to begin in Fiscal Year 2019-20. The scope, as
described for the preferred alternative, is consistent with the project scope
programmed by the Commission in the 2018 SHOPP. They also provided a support
allocation of PS&E $2,300,000 and R/W Sup $200,000 (2.5b.(2a)).
(Source: March 2019 CTC Minutes, Agenda Item 2.2c.(1))
The following project was included in the final adopted 2018 SHOPP as a "Long Lead Project" in March 2018: PPNO 3001S. 08-San Bernardino-40 153.9/154.7. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge No. 54-0415. Bridge rehabilitation and/or replacement. Caltrans will be the lead agency and will share half of all costs with ADOT as indicated via a signed Letter of Intent. Note: Complexity of environmental and geotechnical investigations. Extensive coordination required with Arizona resource agencies. * PA&ED phase(s) is authorized. Begin Con: 4/15/2024. Total Project Cost: $44,141K.
In January 2018, it was reported that paper signs placed over the existing
sign that listed emergency contact information and phone numbers on the
"Welcome to California" signs at the border (~ SBD R154.493) had been removed.
The signs, first noticed by a handful of Twitter users, read "Official
Sanctuary State," and "Felons, Illegals, and MS13 Welcome! Democrats Need The
Votes!" California became a sanctuary state on January 1, 2018, following a
bill signed by Governor Jerry Brown in October. The bill prevents state law
enforcement officers from inquiring about a person's immigration status, from
arresting persons because of civil immigration warrants, or from participating
in a joint task force with federal officials to enforce immigration laws. The
intent is to not discourage undocumented immigrants from working with law
enforcement due to fear that their cooperation would get them deported. One
sign was found and promptly removed Monday on Interstate 15 near Mountain Pass,
just west of the California-Nevada border. Another was removed from I-40 in the
Needles area near the California-Nevada border. Caltrans has also received
unconfirmed reports of up to three more fake signs — two of which are
reported to be near the Oregon border — but they have not yet been able
to verify the existence of those. The Twitter photo included a white paddle
indicating at least one sign was on Route 95 near Palm Gardens (the paddle
shows "CL", likely referring to Clark County, and the point where US 95
transitions from California to Nevada).
(Source: SFGate, 1/2/2018; Snopes, 1/2/2018)
This route is named the "Needles" Freeway. It was named by Senate Concurrent Resolution 1 in 1968. It was named because it traverses the City of Needles. Needles was named after a railroad station, established in February 1883, on the Arizona side of the Colorado River and named after the near-by pinnacles. The name was transferred to the California side in October 1883.
The portion of I-40 between West Park Road (SBD 139.18) and the Needles Overcrossing (SBD 142) in the County of San Bernardino is named the "CHP Officer John “Jack” Armatoski Memorial Highway". It was named in memory of Officer John “Jack” Walter Armatoski, who was born on May 1, 1917, to August and Sophie, in Ironwood, Michigan. Upon graduation from the CHP Academy in 1948, Officer Armatoski was assigned to the Needles area. Officer Armatoski was killed in the line of duty on May 1, 1953, during a routine traffic stop. After he completed the traffic citation, Officer Armatoski was approaching the violator’s car on the left side when an intoxicated motorist, driving a stolen station wagon, sideswiped the parked vehicle and struck Officer Armatoski, killing him instantly. Officer Armatoski was a devoted officer, a loyal husband, and an amazing father. He was known for his integrity and his adoration of his wife and children.Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
This route is part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.
This route also has the following Safety Roadside Rest Areas:
Approved as chargeable Interstate on 7/7/1947. In August 1957, this was tentatively approved as I-40; however, in November 1957 the California Department of Highways suggested that it be designated as I-30 to eliminate confusion with the existing US 40 in California. This was rejected by AASHTO, as was probably one of the factors leading to the "great renumbering".
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 263.4] From Barstow to Needles.
This route (I-40) was designated as a "Blue Star Memorial Highway" by Assembly Concurrent Resolution 112, Ch. 143 in 1984.
[SHC 164.12] Entire route
The original surface routing replaced by I-40 (i.e., old US 66)
was part of the "National Old Trails Road".
The original surface routing replaced by I-40 (i.e., old US 66) was part
of the "Santa Fe Trail".
The original surface routing replaced by I-40
(i.e., old US 66) appears to have been part of the "National Park to Park
Highway", and the "Pikes Peak Ocean to Ocean Highway".
Overall statistics for I-40:
In 1926, US 40 was designated as the "Victory Highway", entering California through the Truckee River canyon, thence through Auburn, Sacramento, Davis, Fairfield, Benecia, Martinez, Richmond, and thence to Oakland (note that, at some point, the Victory Highway designation was moved to Route 160). In 1928, the routing was formalized as the route beginning at San Francisco, crossing the bay to Oakland, Martinez, Davis, Sacramento, Auburn, Truckee, via the Nevada-California state line west of Verdi. This is a routing roughly parallel to the existing I-80. It had the following LRNs:
Originally, the routing used the Martinez-Benicia Ferry. Access to the
Martinez-Benicia Ferry was by way of LRN 14 and LRN 7. LRN 14 was routed
into Martinez via what is now Carquinez Scenic Drive east of Crockett. LRN
7 entered Benicia via 2nd Street. LRN 14 and LRN 7 can be seen meeting at
the Carquinez Straights at the Martinez-Benicia Ferry on the 1918 Division
of Highways Map. The initial routing of US 40 was aligned over LRN 7 into
Benicia, over the Martinez-Benicia Ferry and LRN 14 towards Oakland. The
primary driver of US 40 being routed away from Benicia and Martinez was the
completion of the original Carquinez Bridge in 1927. The Carquinez Bridge
originally carried the second alignment of the Lincoln Highway when it
opened as a private toll bridge. In 1931, a spur route of LRN 7 was adopted
from LRN 14 in Crockett through the American Canyon Route. This spur route
of LRN 7 appears to have been completed some time in 1932. US 40 was
reported rerouted through Vallejo via the Carquinez Bridge and the American
Canyon Route on the 8th Biannual Report by the Division of Highways in
(Includes material from Gribblenation Blog: Interstate 680 over the Benicia-Martinez Bridge and the legacy of California State Route 21 and The original alignment of US Route 40 over the Martinez-Benicia Ferry and Carquinez Scenic Drive)
Scott Parker on AARoads noted the following regarding the LRNs for US 40:
The sequence of different LRN's hosting US 40 seemed to be an ever-changing
series until the freeway era. LRN 14 was the first "leg" north from Oakland to
Martinez. When US 40 was rerouted over the Carquinez Bridge, LRN 14 remained as
an unsigned route from Crockett to Martinez; and on the other side of the
strait, the original "host" for US 40, Sonoma Blvd., was a LRN 74 "spur" when
US 40 extended up to Napa Junction and turned east with Route 12 to Cordelia
and Fairfield. Then LRN 7, which originally ran from the Benicia ferry terminal
up what is now I-680 to Cordelia was bypassed by the present I-80 alignment,
originally a simple multilane arterial; Benicia-Cordelia was added to LRN 74,
making it a "U"-shaped route. The Carquinez Bridge was privately owned, so LRN
7 originally began at the toll booth at the bridge's north end. When the
Eastshore Freeway was completed from the Distribution Structure (today's
I-80/I-580/I-880 interchange) north to the Carquinez Strait, the bridge was
twinned with today's EB truss span. At the same time, the Richmond-San Rafael
Bridge was being opened as Route 17/LRN 69; both those designations, along with
US 40 and later the nascent I-80, comprised the Eastshore Freeway from the
Structure north to the present I-80/I-580 divergence at Albany; from 1957
through 1963 LRN 7 was extended over the Carquinez Bridge (by then Division of
Highways property) down to Albany. At that time LRN 14 was truncated to
Richmond over the alignment of present Route 123 (it had never been assigned to
any portion of the Eastshore Freeway), leaving former US 40 to Contra Costa
County. US 40 was LRN 7 north to Davis, where that LRN turned north on US 99W
through Woodland and Willows to terminate at LRN 3 at the original US 99E/99W
junction at Red Bluff. LRN 6 then carried US 40 east into Sacramento.
(Source: Scott Parker on AARoads, "Re: California", 7/10/2019)
According to "California Highways" by Ben Blow (1920), the Auburn-Emigrant Gap State Road and the Emigrant Gap-Donner Lake State Road were both taken into the State Highway System under the first highway Bond Act of 1909. The section from Truckee to Verdi, the road was added under the third Bond Act of 1919. There is some additional information in the following articles:
The designation was changed on July 1, 1964, when the current I-80 took over the old US-40 route (and Route 113 and Route 70 took over the old Alternate US-40 route, although Route 24 was also a previous US 40A), and the new route (I-40) was defined.
In Fairfield, the stretch of former US 40 back to 1915, when only a few thousand people lived in Fairfield and Suisun City. According to an article in the Fairfield Daily Republic, one local contractor working on the original road drove his mule so hard that he ran afoul of the local humane society. The original highway route used old Cordelia Road and went through Suisun City to the courthouse. It later bypassed Suisun City and went down West Texas Street and through downtown Fairfield. The highway department straightened out turns in Cherry Glen in 1936, and built the Vacaville bypass in 1937. About 14,600 cars a day passed through Fairfield on US 40 in 1948. In the mid-1960s, workers enlarged the four-lane US 40 to the eight-lane I-80.
In Sacramento, some of the original street portion has been signed as Historic US 40. The first sign went up in 2001 on West Capitol Avenue in West Sacramento.
In Citrus Heights, the routing ran along Auburn Boulevard. Auburn Road (as it was called then) cut through Sacramento County‟s Central Township (what is present day Citrus Heights) to connect the City of Auburn to Sacramento. In the 1860s, Sylvan School and Sylvan Corners (both of which exist today) became the educational, civic, social and religious center of this early settlement. Until the 1950s, Auburn Boulevard consisted of auto-oriented retail that catered to travelers‟ needs of that bygone era. But with the opening of I-80 in the late 1950s, Auburn Boulevard changed to a commercial corridor serving the local community‟s needs.
Note that, in the vicinity of Donner Lake, Caltrans is required to remove snow. Specifically, the law requires that from and after November 8, 1967, the department shall remove snow from that portion of former US Route 40 that has been superseded by the relocation and construction of I-80, commencing at its intersection with I-80 near Donner Memorial Park westerly approximately four miles to the vicinity of Donner Lake.
In October 2015, it was reported that a historic portion of Donner Pass Road
(Old US 40) is scheduled for a major overhaul. The route received a $9.9
million grant under California’s Federal Lands Access Program. This grant
will help improve a 6.5-mile stretch of the road at Donner Summit and winding
down to Donner Lake known as Old Highway 40, from I-80 to Truckee town limits,
and will span both Nevada and Placer counties. Planned improvements include
mitigating rock and landscape degradation associated with winter weather, which
currently requires frequent maintenance, as well as improvements related to
safety, including bicycle lanes and widened shoulders. Construction is
tentatively planned to begin in 2019.
(Source: Tahoe Daily Tribute, via andy3175 @ AAroads)
In June 2017, Max R provided some history of Donner Pass Road on AARoads: Donner Pass had the first recorded wagon crossing in 1844. The whole saga of the Donner Party occurred in the Winter of 1846/1847. The first route over the Sierras via the Donner Pass area wasn't too much different than Donner Pass Road ultimately ended up being. The main difference was that the route for wagons was much steeper than the Lincoln Highway iteration ultimately ended up being. This was known as the Dutch Flat & Donner Lake Wagon Road, which was completed by 1864 to assist with construction of the First Trans-Continental Railroad. Visit this site for more details about the Dutch Flat & Donner Lake Wagon Road. In addition to the Dutch Flat & Donner Lake Wagon Road there was two additional wagon roads that were apparently used: Coldstream Pass and Roller Pass to the south of Donner Pass which were in use by 1846. This site has some really good links to maps showing all the wagon routes alongside Donner Pass Road in addition to the rail alignments. The Dutch Flat & Donner Lake Wagon Road became a state highway apparently in 1909 with Donner Pass Road opening as a realignment due to rail crossing accidents in 1912. Donner Pass Road ultimately took out almost all of the really steep grades by using hairpins that approached the pass from Donner Lake. By 1913 the Northern Sierra Route of the Lincoln Highway was aligned over Donner Pass Road. Ultimately the Lincoln Highway was replaced by US 40. The 1918 State Highway Map is the earliest that shows a road going over Donner Pass but no route names. By 1926, Donner Pass Road is shown as unimproved west out of Truckee to Donner Lake but graded over Donner Pass. By 1930 US 40 appears on State Highway Maps and all of Donner Pass Road from Truckee to the actual Pass appears to be classified as "Improved." By 1934 all over US 40 over the Sierras appears to have been paved. Not much changes until the Federal Aid Highway Act of 1956 which of course led to the Interstate system. The first visual change that can be seen on the state highway map with Donner Pass Road being bypassed is in 1960 when a new stub of I-80 is shown running from the Nevada state line west past Truckee to Donner Lake. It isn't until the 1967 State Highway Map that US 40 completely disappears from California.
So, why did US 40 get the interstate nod over US 50? James Lin reported, on misc.transport.road, "a Caltrans employee told me that back in the late 1950s, there was fierce competition between the US 40 and US 50 corridors over which alignment would become Interstate. What eventually tipped the battle in favor of the US 40 corridor was Squaw Valley hosting the 1960 Winter Olympics."
A listing of all the former routings of US 40 may be found at http://www.route40.net/page.asp?n=1058.
For those trying to follow old US 40, John David Galt noted (in a misc.transport.road posting) that near Suisun the old route jogged north on Suisun Valley Rd. to Rockville Rd., back to the present freeway route in Suisun, where Rockville Rd. becomes Air Base Pkwy. Between there and West Sacramento, there's very little of the old route left other than the freeway. There are bits of frontage road near the Nut Tree and the Hick'ry Pit that may have been part of US 40, but they don't go through. In West Sacramento, the old route leaves the freeway as West Capitol Ave., which is signed only as the "Downtown Sacramento" exit. From there, US 40 followed the Capitol Mall across to 16th St., then picked up the present Route 160 freeway route, ending up on what is now Auburn Blvd. Auburn is now signed as "Historic US 40" for most of its length, all the way into Roseville. At one point, Route 160 and US 40 were cosigned.
In October 2012, it was reported that two 1926 bridges along old US 40 were scheduled for replacement: the Hampshire Rocks Road bridge over the South Yuba River near Big Bend, and the Donner Pass Road bridge over the S. Yuba River . The latter project is between exits 165 and 171 off I-80 (and is a bit E of the first project).
There was also an Alternate US 40, also signed (apparently) in the mid-1930s. This ran N from 2 mi SW of Davis beginning at the current interchange of I-80 and Pedrick Road (Yolo County Road 98). It then followed Pedrick Road north past the UC Davis airport to Russell Boulevard, then followed Russell east to Route 113, where it met up with US 99W northbound and continued to Woodland (LRN 7 between US 40 and Route 16; LRN 87 between Route 16 and Tudor); then along present-day Route 70 between Marysville and US 395 (LRN 87 between Marysville and Oroville; LRN 21 between Oroville and US 395). It was cosigned with US 395 into Reno, NV.
In the late 1930s, there was a temporary routing of Alternate US 40 that took a more southern alignment than the current Route 70 routing, running through Berry Creek and Bucks Lake to Quincy along Orville-Quincy Highway, Spanish Ranch, and Bucks Lake Road. Much of that route is no longer part of the state highway system, although the portion from Oroville to Brush Creek is part of Route 162.
Note that the routings in Davis had been changed to the Route 113 routing by 1953.
Assembly Concurrent Resolution 180, 1998, designated those portions of US 40 that are still publically maintained and not already designated as part of Historic US 40 as "Historic US 40".
Senate Concurrent Resolution 66, Chaptered May 18, 2006 (Resolution Chapter 51), designated, upon application by an appropriate local governmental agency, any section of former Alternate U.S. Highway Route 40 that is still a publicly maintained highway and that is of interest to the applicant, as Historic Alternate U.S. Highway Route 40. This recognizes the role that Former Alternate U.S. Highway Route 40 played in the development of the transportation routes into California over what is now known as the Davis "Y". Alternate U.S. Highway Route 40 is currently Route 113 from Davis to Woodland and Yuba City, and Route 70 through Marysville, Oroville, and the Feather River Canyon to Hallelujah Junction on Route 395, a route that today serves 27 towns and the six counties of Yolo, Sutter, Yuba, Butte, Plumas, and Lassen. The Feather River Scenic Byway is a 130 mile segment of Route 70, which was part of Alternate U.S. Highway Route 40.
As US 40, the portion of this route between the Nevada
border and Sacramento was part of the "Lincoln Highway (Alternate)"
(which started in Reno).
Additionally, the segment of US 40 between San Francisco
and Oakland was part of the "Lincoln Highway", which originally
terminated in Lincoln Park, six miles west of the ferry landing at the foot of
Market Street. The Lincoln Highway ended opposite the Palace of the Legion of
Honor at a small monument marking the spot. The last few miles (of the highway)
were California Street.
Portions of US 40 were part of the "Victory Highway".
The route that would become LRN 40 was first defined in 1899 by Chapter 26, which called for "...locating and constructing a free wagon road from the Mono Lake Basin to and connecting with a wagon road called the "Tioga Road" and near the "Tioga Mine"..."
In 1915, Chapter 306 and Chapter 396 extended the route further. Chapter 306 added "that portion of the Great Sierra Wagon Road, better known as the Tioga Road, lying without the boundary of Yosemite National Park, providing that the portion within the park is taken over by the federal government." Chapter 396 added "that certain toll road in Tuolumne and Mariposa counties known as the Big Oak Flat and Yosemite Toll Road beginning at a point near the former location of Jack Bell Sawmill in Tuolumne Cty and extending thence in an E-ly direction through a portion of Mariposa Cty at Hamilton Station, thence again into Tuolumne Cty, past the Hearden Ranch, Crocker Station, Crane Flat, and Gin Flat to the boundary line of the original Yosemite Grant near Cascade Creek"
In 1917, Chapter 704 extended the route through an act "...to extend the Mono Lake Basin state road E-ly to a junction with the county road from Mono Lake Post Office to Mono Mills"
In 1937, Chapter 841 removed the reference to "Tioga Mine".
In 1953, Chapter 1786 added a third segment, "LRN 23 N of Mono Lake to the Nevada line, in the vicinity of the Pole Line Road."
Signage on LRN 40 was as follows:
This is signed as Route 120.
From LRN 23 N of Mono Lake to the Nevada line, in the vicinity of the Pole Line Road.
This segment was unsigned before 1963. It is presently signed as Route 167.
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