Routes 89 through 96
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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
89 · 90 · 91 · 92 · 93 · 94 · 95 · 96
This is all the original routing of Route 89, and dates back to the original signage of the route in 1934. The portion between US 395 and Route 4 was in the planning stages in 1935. The portion between Boca and Route 49 was under construction.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
[SHC 263.1] Entire route.
This route was designated as a "Blue Star Memorial Highway" by Assembly Concurrent Resolution 111, Ch. 96 in 1986.
[SHC 164.14] Entire route.
Overall statistics for Route 1:
In 1933, a segment from "[LRN 49] near Middletown to [LRN 15] near Upper Lake via Lakeport" was added to the highway system. In 1935, this was defined to be LRN 89, with that same definition. This definition remained unchanged until the 1963 renumbering. This was originally (circa 1934) signed as part of Route 29; it is present-day Route 175 between Middletown and 4 mi SE of Kelseyville; cosigned Route 175/Route 29 (legislative Route 29) to 6 mi NW of Kelseyville, and Route 29 the remainder of the way to Route 20.
The relinquished former portion of Route 90 within the City of Yorba Linda is not a state highway and is not eligible for adoption [as a state highway]. The City of Yorba Linda shall ensure the continuity of traffic flow on the relinquished former portion of Route 90, including any traffic signal progression, as well as maintaining signs directing motorists to the continuation of Route 90.
In 1965, Chapter 1330 transferred the portion from Route 605 to the junction of Routes 39 and the then Route 42 near La Habra were transferred from Route 42 (and thus, Route 90 gained the Yorba Linda freeway). This made the definition: "Route 90 is from Route 1 northwest of the Los Angeles International Airport to the junction of Routes 39 and 42 near La Habra." Chapter 1372 also amended the route that year, but appeared to make no other changes.
Construction on the route begin in 1966 between Centinela Ave and I-405. The remainder of the route to the W, between Centinela and Route 1 was pending completion of the Pacific Coast Freeway. Eventually, that freeway was abandoned and the western segment was constructed as a limited-access expressway. The eastern portion (Slauson Freeway) still had no route determination, and has not been constructed to date.
In 1968, Chapter 282 transferred more from Route 42 ("Route 39/Route 42 to Route 91"), making the definition "Route 1 northwest of the Los Angeles International Airport to Route 91 in Santa Ana Canyon passing near La Habra." As a personal footnote here: I remember distinctly driving with my brother on Route 90, right after it opened, sometime in 1968 or 1969.
In April 2002, AB 885 (Chapter 27, 4/23/2002) permitted the relinquishment of that portion of Route 90 in the city of Yorba Linda. Upon relinquishment, the relinquished portion (a) ceases to be a state highway; and (b) may not be considered for future adoption as a state highway. The City of Yorba Linda is required to ensure the continuity of traffic flow on the relinquished portion of Route 90 (including any traffic signal progressions), and must maintain signs directing motorists to the continuation of Route 90. This reliniquishment was done to permit the City of Yorba Linda to quickly assume and complete various construction and maintenance projects on the applicable portion of Route 90 that were underway in 2002 or in the planning and development stages.
In 2003, AB 1717 (Chapter 525, 9/25/2003) changed the legislative definition to reflect the relinquishment.
This route was unsigned in 1963. It did, however, have a legislative definition:
Route 90 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 90 between 1934 and 1964.
In 1960, it was reported in CHPW that a section 3.9 miles long in the Culver City-West Los Angeles area was adopted on December 16, 1959 as a freeway by the California Highway Commission. The estimate of cost for ultimate development to eight lanes is $30,800,000 for right-of-way acquisition and construction. The Marina Freeway will provide traffic service for the motorists using recreational facilities in the Santa Monica Bay area, and it could eventually serve as a part of the East-West Slauson Freeway which was included in Senate Bill 480.
In 1963, it was noted that the easterly continuation of the Marina Freeway was under study, and would be called the Slauson Freeway.
Western End (Marina Freeway)
The portion from Inglewood to where Route 90 meets Route 39 is unsigned; small sections are freeway; orginally planned as freeway from Route 1 to Route 605 as the Marina-Slauson Freeway, with the remainder of the route (along Route 42) to have been the Yorba Linda Freeway. The traversable local routing is Slauson Avenue, which does not have adequate construction. The route concept report recommends deletion of Route 90 from the state highway system from unconstructed Route 258 to the Orange County line.
There is a plan, on the western end, to extend the Marina Freeway west to Mindanao by building a full interchange and grade-separation at Culver.
According to the Daily Breeze in March 2006, Los Angeles County Public Works (see http://www.sr90admiraltyway.org/) has a plan to relieve clogged intersections in and around Marina del Rey by extending the Marina (Route 90) Freeway past Lincoln Boulevard, allowing motorists to bypass the busy thoroughfare on their way to the water (not all of this would be Caltrans, unless the legislative definition is changed). Note that portions of this would not be state highway; specifically, the portion W of Lincoln Blvd. This connector would provide a direct link to Admiralty Way, a four-lane road lined with boat storage, retailers and park space that circles the marina. An alternative being considered would widen Admiralty Way to handle heavier volumes of traffic from new and future residential developments. These projects are being planned at the county level, and would result in the addition of an exit at Lincoln Blvd. A draft environmental impact report is not expected to be finished until 2007, and construction isn't anticipated until at least 2011. The department is studying three options for a freeway connector, all of which would require the freeway to be realigned between Mindanao Way and Lincoln Boulevard:
Eastern End (Yorba Linda)
In February 2016, it was reported that the city of La Mirada has places to
improve the intersection of Imperial Highway (Route 90) and La Mirada
Boulevard-Telegraph Road. Specifically, city officials have a plan to add an
extra lane on the west bound (north side) of Imperial Highway to try and
relieve some of the problem. About 1,900 cars use Imperial Highway going west
in the morning and evening, according to Los Angeles Public Works Department
traffic counts. It only has two through lanes and some right-turn lanes. City
officials have long sought to improve the intersection, but when two deals to
redevelop the then-vacant Crossroads Center fell through in the 2000s, plans to
realign Telegraph Road were put on hold. The first step in the plan is to
remove two median islands at the Telegraph and Imperial intersection. Cost of
this first project is estimated at $1 million, $450,000 of which will come from
a Los Angeles County grant. The second step is to acquire land in front of
Walgreens and Banc of California and create a new lane from La Mirada Boulevard
to Telegraph, on Imperial. That will allow for the addition of a new lane on
On the eastern end, there is currently a plan to extend the freeway portion of this route over Orangethorpe Avenue/Esperanza Road and the subsequent rail grade, due to increasing rail traffic. Also in the works are plans to expand this road using the old Pacific Electric right of way through Yorba Linda (construction has started in Yorba Linda). Brea also has expansion plans, and Placentia needs only to restripe the road (all .3 miles of it) when the expansion on either side is finished. Eventually, Imperial Highway will be 3 lanes between Route 39 and Santa Ana Canyon Road. However, as of 2004, it appears that funding problems have waylayed the Imperial Highway bridge over the BNSF grade that it crosses near Anaheim and unincorporated Yorba Linda.
As of August 2002, construction in Yorba Linda is complete. Dennis Carr reports that they even moved the remaining rail car down near Polly's Pies, at the crossing of Imperial Hwy and Lemon St, which as he understands it was the location of the old PE rail station in Yorba Linda. In June 2002, the CTC had on its agenda the relinquishment of 12-Ora-90-KP 12.87/16.25 and KP 16.25/18.91 in the City of Yorba Linda. This is likely the original highway bypassed by the new construction.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
The segment of this freeway from Route 1 to Route 91 (although it is not all constructed to freeway standards) is named the "Marina Freeway". It was named by Senate Concurrent Resolution 56, Chapter 25 in 1976. The Marina Freeway opened in 1968.
Between 1971 and 1976, the entire route (adopted and unadopted portions) was named the "Richard M Nixon" Freeway. Richard Nixon was the 37th President of the United States. Born in California in 1913, Nixon had a brilliant record at Whittier College and Duke University Law School before beginning the practice of law. He served as both a congressman and a senator from California, and was Vice President under President Eisenhower. He was elected president in 1968, and served until he resigned in 1974. For more details, consult his official biography or visit the Richard M Nixon Library. A snippit from the Los Angeles times shows the resolution was past in the August-September 1971 timeframe, and was authored by Assemblyman John Briggs (R-Fullerton). Briggs sought the naming because the potential freeway would run through Whitter (where Nixon grew up) and end in Yorba Linda (where he was born).
This was originally to have been named the Marina-Slauson Freeway, and would have run to I-605.
The portion of this route constructed to freeway standards in Orange County is named the "Yorba Linda" Freeway, and opened in 1970. It was named by location.
The portion of the former freeway in Yorba Linda has been renamed the Richard Nixon Parkway by the Yorba Linda City Council. They recently finished an upgrade project, funded by the City of Yorba Linda, which turned the Super 2 into a Super 4 (except for a 4/10 of a mile stretch still controlled by the state). The city council, having been given control of that portion of SR-90, decided that they no longer wanted it to be called a freeway, so they've renamed it and have removed all references to the term "freeway" from local signs, including removing the "Freeway Entrance" signs from its one controlled access intersection, Kellogg Dr.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
The following segments are designated as Classified Landscaped Freeway:
Overall statistics for Route 90:
In 1933, the segment from "[LRN 7] near Vacaville to [LRN 7] near Dunnigan" was added to the highway system. In 1935, this definition was codified as LRN 90 in the highway system. This route ran from US 40 near Vacaville to US 99W near Dunnigan. It appears to have been unsigned in 1963; it is present-day I-505.
From Vermont Avenue at the eastern city limits of Gardena to Route 215 in Riverside via Santa Ana Canyon.
The relinquished former portions of Route 91 in the Cities of Gardena, Torrance, Lawndale, Redondo Beach, Manhattan Beach, and Hermosa Beach are not a state highway and are not eligible for adoption [as a state highway].
In 1994, Chapter 1220 clarified the terminus as "Route 215 in Riverside via Santa Ana Canyon."
In 1997, Assembly Bill 1561, Chapter 945 introduced a discontinuity when a portion of the route was turned over to the city of Gardena. Additionally, a provision has been added to the law to allow a portion of Route 91 to be relinquished to the city of Torrance. This made the definition:
In 1999, the state was permitted to relinquish the portion of Route 91 between Route 107 and Route 1 to the Cities of Hermosa Beach, Lawndale, Manhattan Beach, and Redondo Beach if the cities agree to accept it and the California Highway Commission approves (AB 1650, Ch 724, 10/10/99). This relinquishment was started in 1999:
In 2003, the legislative definition was changed once again to make the route continuous from the eastern limits of Gardena. (Assembly Bill 1717, Chapter 525, 9/25/2003).
Route 91 was originally US 91. As this 1926 map shows, it looks like US 91 was originally planned to follow what is now US 95 into Las Vegas. The 1928 definition of the signed route ran from the Nevada-California state line S of Jean NV via Baker to Daggett. This routing followed the current I-15 alignment south from the Nevada state line, diverging from the current I-15 alignment at the Ghost Town Road exit, headed south to Daggett via Yermo-Daggett Road (and ending at US 66 there). In 1938, US 91 was rerouted away from Daggett to follow Yermo Road and the I-15 alignment, then along old US 466 (now Old Highway 58) west to First Avenue south into Barstow (to end at US 66/Main Street). In 1947, US 91 was extended south to Long Beach via US 66/US 395 and Route 18.
US 91 rarely ran as just US 91:
Note that Route 91 has its own twitter account. The updates come directly from Fernando Chavarria, OCTA’s community relations officer, who provides the public with firsthand knowledge and up-to-the-minute construction updates
Los Angeles County
In August 2011, the CTC approved $1,800,000 in SHOPP funding, programmed in Fiscal Years 2012-13 and 2013-14, for repairs in the city of Los Angeles, at the Route 110 connector Bridge #53-2549H and in Long Beach at Route 710 Bridges #53-2142K and 53-2144K, that will rehabilitate three bridges to extend the service life of the structures.
Orange County — County Line to Route 57
In August 2011, the CTC approved $21,457,000 in SHOPP funding in the cities of La Palma, Buena Park, Anaheim and Fullerton, from the Los Angeles County Line to Lakeview Avenue, that will resurface mainline and ramps on 128 lane miles of pavement to improve safety and ride quality. Project will replace damaged slabs, grind pavement, overlay existing asphalt pavement and ramps, and install concrete termini at ramps.
Route 57 Auxiliary Lanes
In June 2007, the OCTA outlined a 5-year plan for the use of the 2nd Measure M funds that included adding lanes on Route 91 between I-5 and Route 57 and between Route 55 and the Riverside County border; adding lanes on I-405 between I-605 and Route 55; a new NB lane on Route 57 between Orangewood Avenue and Lambert Road.
In August 2010, the CTC approved for future consideration of funding a project that will construct an additional westbound lane from Route 57 to Route 5 in the cities of Anaheim and Fullerton. The project is programmed in the Trade Corridors Improvement Fund and includes local funds. Construction is estimated to begin in Fiscal Year 2012-13. Total estimated project cost is $73,400,000 for capital and support. The scope as described for the preferred alternative is consistent with the project scope set forth in the proposed project baseline agreement.
In September 2012, the CTC approved $34,950,000 in SHOPP funding on Route 91 for the Route 91 Auxiliary Lane Connection. In Fullerton and Anaheim, westbound from Route 57 to I-5. Construct a lane on existing auxiliary lanes through interchanges to form a continuous fourth lane. (TCIF Project 34) (Future Consideration of Funding – Resolution E-10-75, August 2010.) (Contributions from other sources: $13,050,000.) Outcome/Output: Construct 4.6 miles of new lanes. Hours of congestion are decreased approximately 10 percent on the freeway.
In February 2012, the CTC updated the project. The intent of the project is to connect existing auxiliary lanes through interchange from Route 57 to I-5 project will create a fourth mixed-use lane on westbound Route 91 by connecting existing auxiliary lanes through interchanges. The project is currently programmed with $34,950,000 in TCIF funds and $35,750,000 in local measure funds. The project is scheduled for construction in December 2012. The amendment moved the replacement planting scope to a separate project funded with $2,455,000 in local measure funds. It also updated the funding plan for support and capital components funded with local measure funds. Construction is currently scheduled to end in October 2016.
In April 2016, it was reported that a six-mile
stretch of westbound Route 91 had opened, providing new general-purpose and
auxiliary lanes and widened bridges and ramps. Located between Route 57 and
I-5, the improved area includes four miles of new general-purpose lanes in the
westbound direction and auxiliary lanes that allow traffic to more smoothly
enter and exit the freeway. The improvements were led by OCTA and Caltrans. The
$61 million improvement project was paid for with a combination of state Prop.
1B and local funds from Measure M, Orange County’s half-cent sales tax
for transportation improvements.
Orange County — Route 57 to Route 55
In August 2011, the CTC approved for future consideration of funding a project to extend a westbound lane from the northbound Route 55/westbound Route 91 connector through the Tustin Avenue interchange and reconstruct the westbound auxilliary lane from east of the northbound Route 55/westbound Route 91 connector to the Tustin Avenue off-ramp. Construction is expected to begin in FY 2014-2015.
In June 2016, it was reported that the Route 91 Auxiliary Lane Project was
completed, which extended an auxiliary lane at the freeway’s interchange
with the northbound Costa Mesa Freeway (Route 55) and added a bypass lane at
Tustin Avenue. The cost of this project was approximately $41.9 million.
Orange County — Route 55 to Route 241
Route 91 Express Lanes
Has parallel (toll) express lanes from Route 55 to the junction with Route 241 in Orange County, opened in 1996. These toll roads are the subject of contention due to a non-compete agreement, which prevents the public transportation agencies from upgrading their highway or adding lanes without compensating the company. This resulted in a payment of $4M in public funds for the rights to ease a bottleneck along a 1,000 yard stretch of freeway just each of Coal Canyon Road. In order to speed improvements on this congested stretch of highway, the OCTA agreed on 4/19/2002 to purchase the 10 miles of toll lanes for $207.5M. Under the agreement, the Orange County Transportation Authority (OCTA) will assume the toll road's $135M debt, and make a one-time payment of $72.5M (which includes the $4M Coal Canyon Road improvement payment). Although touch and go in the state assembly, a bill authorizing this purchase was approved on 9/18/2002. (Assembly Bill 1010, Chapter 688, 9/18/2002). Note that the tolls on these lanes are adjusted quarterly as part of the Orange County Transportation Authority's congestion management pricing policy. It calls for dropping and raising tolls based on traffic demand. Traffic volumes are monitored daily and adjusted quarterly. An example of this adjustment was in January 2010, when the toll for those traveling in the eastbound direction on Wednesdays from 3 p.m. to 4 p.m. saw the toll drop from $5.45 to $4.95, and those travelling on Fridays from 2 p.m. to 3 p.m. saw the toll drop from $4.10 to $3.60.
In December 2007, it was announced that
in January 2008, the toll on Fridays on the eastbound 91 Express Lanes will
rise to $10; this rise comes nine months after the boost to $9.25. It will be
in effect from 3 to 4 p.m. This is an example of congestion pricing —
additionally, the eastbound toll during the same 3 to 4 p.m. hour will increase
from $4.95 to $5.95 on Wednesdays and from $4.95 to $5.70 on Thursdays. As of
2007, Route 91 was one of the most congested highways in Southern California.
More than 320,000 vehicles use the freeway each day to commute between Orange
and Riverside counties.
In December 2011, the results of a survey regarding use of the toll lanes was released. Typical users of the toll lanes are fully employed, relatively well-off men who pay the fees to avoid long traffic delays when they drive to visit friends and relatives or for recreational outings. Those least likely to pay are students, the unemployed and those earning less than $25,000 a year. Commuters heading to and from work constitute less than half of those who use the toll lanes. Overall, 90 percent of those who use the toll lanes said they "were generally satisfied with their experiences," and they estimated they shave about half an hour from their travel times by paying the tolls. The average monthly toll bill for those surveyed was $57.55. More details can be found in the Voice of OC article.
In December 2016, it was reported that for the
first time in its 21-year history, the entire 91 Express Lanes has been
repaved. Working together, agencies, project management partners and the
construction contractor finished major repaving in only 8 weekends rather than
the 10 weekends originally scheduled. The project paved 20 miles, restriped 110
miles, used 113,000 tons of asphalt and ground and replaced 375,000 square
yards of pavement. The project was paid for entirely by the 91 Express Lanes
Capital Reserve Fund, the 91 Express Lanes pavement project will extend the
pavement’s lifespan for decades while continuing to provide a safe,
smooth commute. Periodic nighttime closures will be needed to complete the
finishing touches. In addition to the pavement work, the project includes
replacing six changeable message signs, replacing channelizers, completing
electrical work and replacing pavement markers. The entire project is expected
to be completed by January 2017.
In November 2010, the CTC approved amending the Corridor Mobility Improvement Account (CMIA) Program and the State Transportation Improvement Program (STIP) for the Route 91 Widening — Route 55 connector to Weir Canyon project (PPNO 4598A) in Orange County to advance the construction schedule from Fiscal Year (FY) 2011-12 to FY 2010-11 and to split out $2,498,000 of STIP Regional Improvement Program (RIP) to later landscaping work required for the project.
In June 2009, the CTC approved for future consideration of funding this project, which will add one general purpose lane on eastbound Route 91 between the Route 91/55 connector and east of Weir Canyon Road interchange, and on westbound Route 91 east of Weir Canyon Road interchange and Imperial Highway interchange. This project will also modify the westbound on-ramps at Lakeview Avenue interchange. The project is programmed in the Corridor Mobility Improvement Account and the 2008 State Transportation Improvement Program. The estimated project cost is $96 million, capital and support. Construction is estimated to begin in Fiscal Year 2010-11. The scope, as described for the preferred alternative, is consistent with the project scope set forth in the approved project baseline agreement.
In May 2010, the CTC approved relinquishment of right of way in the county of Orange, to the Orange County Flood Control District, a political entity governed by the Orange County Board of Supervisors, along Route 91 between Weir Canyon Road and Coal Canyon Road, consisting of collateral facilities.
In July 2011, it was reported that groundbreaking was scheduled for the $84
million project that will add one general-purpose lane for six miles in each
direction between Route 55 and the Route 241. Crews will widen the bridge for
Imperial Highway and the Weir Canyon Road undercrossing in both directions.
Traffic estimates for 2011 are that this section of Route 91 carries an average
of up to 174,000 vehicles in the eastbound direction with about 160,000
vehicles that travel the westbound portion of that freeway. By 2014, officials
expect that traffic volumes will grow to an average of 158,000 to 190,000
daily. Funds for the widening project come from the State Transportation
Improvement Program and Proposition 1B — a bond approved by voters in
November 2006. About $400,000 in funds are also provided by the renewed version
of Measure M that voters approved in 2006.
In August 2015, it was reported that there are indications that some of the
Route 91 improvements are working. Caltrans officials said the completion of a
widening project on Route 91 between Route 55 and Route 241 helped to reduce
the delay experienced by all motorists from 5,169,147 hours a year in 2010 to
3,657,120 in 2011, or 29%. In 2012, preliminary Caltrans figures show the
amount of annual delay dropped an additional 12%. The latest available data
from early 2014 shows, however, that the amount of time wasted in traffic per
year because of congestion is on the rise. In the least, transportation
officials say, the improvements have kept up with the growth in traffic, and
commute times have not increased.
In December 2017, it was reported that OCTA leaders have pushed for a delay
on any plans for a $180 million ramp linking the Route 241 toll road and Route
91 Freeway Express Lanes over fears the project could increase congestion on
both the freeway and the tollway that runs along the middle of it. The 10-3
vote by the Orange County Transportation Authority’s board requests that
the Transportation Corridor Agencies – the public agency that runs the
Route 241 toll road and is the driving force behind the proposed connector
– slow down on plans for an elaborate ramp connecting the paid traffic
lanes. Instead, the OCTA board directed its staffers to work with the Riverside
County Transportation Commission to come up with big-picture proposals on how
to improve the chronically congested traffic lanes on Route 91. The vote
follows a recommendation earlier this month by the OCTA’s Executive
Committee. It is unclear if the project could proceed without the backing of
the OCTA, which owns the 91 Express Lanes. Rush-hour commuters coming from
south and central Orange County going to Riverside County who are willing to
pay tolls to avoid as much congestion as possible must choose: Take Route 241
and endure the Route 91 freeway, because drivers can’t enter the Route 91
Express Lanes at that point. Or endure traffic before reaching the Route 91
Express Lanes. It takes a long leg in the middle to take both. The ramp would
connect the tollways in both directions, although public debate has focused on
the eastbound direction. The Transportation Corridor Agencies touts the Route
241/Express Lanes connector as key to decreasing congestion, creating more
efficient toll lanes and improving safety for drivers who would no longer have
to weave over multiple lanes of traffic to move between Route 241 and 91
Express Lanes at the county border. That is the first place motorists coming
from Orange County can exit the Express Lanes; they can enter it there, too.
OCTA’s staffers, however, disagree. They say the connector would lure
more motorists to the overall corridor, and create more weaving at the Orange
County/Riverside County line. Orange County Supervisor Shawn Nelson questioned
why if Caltrans thought the current freeway setup was so dangerous its
officials didn’t do something about it when Route 241 was first built.
In December 2005, the OCTA and the RCTC approved the addition of an extra eastbound lane, from the Foothill-Eastern tollway (Route 241) in Anaheim to the Corona Expressway (Route 71). Plans call for completion of that lane in two to three years. They also approved the planning phases of a widening project for one or two lanes in both directions between I-15 in Riverside County and Route 55 in Orange County. Board members also asked for more analysis on the possibility of adding four to six lanes elevated over the median or alongside Route 91 from I-15 to the Route 261. The agency eliminated from consideration plans to widen Route 55, into which Route 91 feeds, and to widen Ortega Highway (Route 74) in South County. Some of these items were submitted for funding from the 2007 Corridor Mobility Improvement Account (CMIA) allocations. The projects approved for funding on this route were the EB auxiliary lane, Route 241 to Route 71 ($71.4 million funded out of $73.8 million requested) and the addition of lanes from Route 55 to Gypsum Canyon ($22 million funded out of $48 milllion requested). However, there were two requests that were not recommended for funding: a WB auxiliary lane from Route 55 to Tustin ($47.5 million), and converting the WB auxiliary lanes to through lanes from Route 57 to I-5 ($36 million).
In January 2009, the CTC approved for future consideration of funding roadway improvements including widening of existing lanes and constructing an additional lane on Route 91 between Route 241 near Yorba Linda and Route 71 near Corona. Specifically, the project will construct roadway improvements to a 6.9 mile long section of Route 91 in Riverside and Orange Counties. The improvements will include widening of existing lanes and shoulders and the construction of an additional lane in both directions between Route 241 and Route 71. The project is programmed with corridor mobility improvement account funds, traffic congestion relief funds, local funds, federal demonstration funds, and Regional Measure 2 funds. The total estimated project cost is $81,400,000. The construction is estimated to begin in Fiscal Year 2009-10. The scope, as described for the preferred alternative, is consistent with the project scope set forth in the approved project baseline agreement. The rough routing is as follows:
In November 2009, construction began on the $59.5-million project. The roughly 6-mile-long project will run from Route 241 to Route 71, and will add one lane to the four existing eastbound lanes, excluding two express lanes. In January 2010, the CTC adjusted funding so that demonstration construction could start sooner using design-build. The lane was opened to traffic in December 2010.
In June 2012, information was provided on the estimated pricing for the
Corona HOT lanes. The peak rush-hour toll for the eastbound Corona stretch
would be $5.45; through the Santa Ana Canyon in Orange County, the highest
price now is $9.75. The full, 18-mile stretch could top $15 for a one-way trip
on a Friday afternoon. Work on the lanes is scheduled to begin in 2013. A firm
will be chosen in early 2013 to finalize designs and build the new lanes and
other improvements. Once the lanes are complete, transitioning between the toll
lanes in Riverside County and Orange County will appear seamless for drivers.
The same in-car transponders will track the tolls, and all the charges will be
on the same monthly bill. Drivers will be able to choose whether to take the
toll lanes in each county. For example, a driver could use them to bypass slow
traffic in Riverside County but hop into the general-use lanes in Orange
County. Similar to the Orange County setup, electronic message signs will
advertise the current price at toll-lane entry points. Unlike Orange County,
which raises prices only when traffic flow reaches a threshold of 3,128 cars
per hour, Riverside County officials approved a tiered approach that could
result in more fluctuations in the hourly price, depending on how busy the
freeway is at those times.
In March 2013, the CTC approved $39,173,000 in funding for construct of one mixed flow lane in each direction from Route 241 to Pierce Street, collector distributor system from Lincoln Avenue to I-15, one new HOT lane/convert existing HOV lane from County Line (Design-Build Project).
In December 2013, Riverside County broke ground on a long-anticipated widening project meant to smooth away a bottleneck that snags traffic at its border with Orange County. The project will widen each side of the freeway from four regular lanes to five and replace the single carpool lanes with dual pay-to-ride express lanes. Construction is scheduled to get underway in earnest by January and last until 2017.
The 2009 Economic Simulus funds were expected to speed up the construction of Route 91 between Route 241 and Route 71. OCTA staff members recommended that about $71 million of the expected stimulus money go toward Route 91 freeway project. An additional $4 million will come from toll revenue and state funding, and $5 million will come from the Riverside County Transportation Commission. Nearly 2,000 jobs would be created by Route 91 widening project. Construction is scheduled to begin in July 2009.
At its meeting on June 11, 2009, the CTC approved the request from the OCTA to delete the Route 91 Eastbound Lane — Route 241 to Route 71 Interchange project (PPNO 4678) in Orange County from the CMIA program. OCTA replaced $71,440,000 of CMIA funds with regional funds from the American Recovery and Reinvestment Act of 2009 (Recovery Act).
There are currently plans (TCRP #64) to improve the Green River Interchange to NB Route 71, including adding an auxiliary lane and connector ramp. (June 2002 CTC Agenda Item 2.1c.(1)). In August 2007, the CTC approved two actions regarding this project, specifically with Project #64.1 and #64.2. TCRP #64.1 would improve the Green River Interchange and add an auxiliary lane and connector ramp east of the Green River Interchange to northbound Route 71 in Riverside County. Project #64.2 would improve the Green River Interchange and add an auxiliary lane and connector ramp east of the Green River Interchange to northbound Route 71 in Riverside County. The actions that were approved were to transfer $590,000 in TCRP funding from TCRP #64.1 to TCRP #64.2 for Plans, Specifications, and Engineering (PS&E), to program $4,410,000 in new TCRP funds for PS&E on #64.2, and to update schedules. The overall project goal is to relieve congestion and improve local traffic circulation on Route 91 in the area of Green River Road and Route 71. TCRP Project #64.1 relieves congestion on Route 91 in the area of Green River Road and Route 71 and improves local traffic circulation on Green River Road in the vicinity of Route 91 by replacing the current 3-lane Green River Road overcrossing with a 6-lane overcrossing, modification of ramps, and local street improvements at the interchange. Project 64.1 was completed in 2007 with funds remaining in the account due to various transfers. TCRP Project #64.2 relieves congestion on Route 91 in the eastbound direction by adding a lane in the vicinity of the Green River Interchange on eastbound Route 91 between Route 241 and Route 71, near the Riverside/Orange County line, extending to the Route 71/Route 91 interchange near the city of Corona in Riverside County. This project should complete in FY11/12.
In October 2011, the CTC approved for future consideration of funding a project to construct a direct flyover connector from eastbound Route 91 to northbound Route 71 and reconfigure the eastbound Route 91 ramp between Green River Road and the Route 91/Route 71 interchange. The project is not fully funded. The project is programmed in the 2010 State Transportation Improvement Program. The total estimated cost is $113,000,000 for capital and support. Construction is estimated tobegin in Fiscal Year 2015-16. The scope as described for the preferred alternative is consistent with the project scope programmed by the Commission in the 2010 State Transportation Improvement Program. A copy of the MND has been provided to Commission staff. Due to potential impacts to hazardous waste, visual resources, hydrology and water quality, noise, biological resources, and traffic, an Initial Study was completed for the project. Based upon environmental studies and proposed environmental commitments, including minimization and avoidance measures, restoration activities, and incorporation of BMPs, the project will not have a significant effect on the environment. As a result, an MND was completed for this project.
The agency also agreed to continue studying controversial proposals for elevated lanes down the median of the existing highway, or alongside it, and a tunnel between Orange and Riverside counties through the Santa Ana Mountains (see Orange-Riverside County Connector below for more details).
In June 2017, it was reported that a 41-year-old mural in Corona's Prado
Dam, near the intersection of Route 71 and Route 91, that residents throughout
the area want to see preserved but could be dismantled by the U.S. Army Corps
of Engineers does not qualify as a historic landmark. Spokesman Greg Fuderer
said that following a months-long analysis, the Corps' Los Angeles District
staff determined that the beloved spillway display does not meet the criteria
for listing on the National Register of Historic Places. The preliminary
finding is slated to be finalized by July 10. The Corps specifically looked at
whether the mural could be eligible for recognition as a national treasure
using the "exceptional significance" standard, but found no validation,
including lack of "distinctive characteristics of a type, period or method of
construction" and no "information to contribute to our understanding of human
history." The Corps acknowledged "the importance of the mural to the local
community," but did not believe that served to justify preserving it, Fuderer
said. The cities of Corona, Eastvale and Norco have all passed resolutions
urging restoration and preservation of the mural. Riverside County Board of
Supervisors Chairman John Tavaglione has also expressed support. The display,
situated inside the flood control channel for the Santa Ana River, was painted
in May 1976 to celebrate America's 200th birthday. More than 30 Corona High
School students spent several weekends voluntarily working on the project.
In January 2014, the CTC authorized relinquishment of right of way in the county of Orange, to the Orange County Flood Control District, a political entity governed by the Orange County Board of Supervisors, along Route 91 between the boundary common to Orange and Riverside Counties, and 0.7 miles westerly thereof, consisting of collateral facilities. The Orange County Flood Control District, by resolution dated February 9, 2010, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing freeway and operational improvements.
According to the Orange County Register, there are also plans to extend the Route 91 Express Lanes in a 12-mile stretch of Route 91 between Route 241 and Pierce Street in the city of Riverside. The preferred plan calls for the extension of Route 91 toll lanes, creating four toll lanes — two eastbound and two westbound — between the Riverside County line and Pierce, which is about three miles east of I-15. It also would add a general-purpose lane on each side of Route 91 and would create entries to Route 91 toll lanes from I-15 at Hidden Valley Parkway to the north and Cajalco Road to the south. The 12-mile stretch of Route 91 is traveled by an estimated 280,000 to 300,000 motorists each day. By 2030, that number is expected to skyrocket to some 425,000 motorists. Extending the toll lanes along the full 12-mile stretch and adding connectors from I-15 is estimated to cost $1.3 billion. About $300 million would come from Riverside County's Measure A, a half-cent sales tax for transportation projects in that county. The bulk of the remaining cost — some $1 billion — would come from the sale of private bonds, to be repaid by funds collected from motorists using the new toll lanes. Transportation officials hope to follow a design-build model — similar to the concept that allowed for the quicker expansion of Route 22; this would permit much of the improvements to be finished by the end of 2015.
In December 2009, the CTC received information on a proposal to amend the 2008 State Transportation Improvement Program (STIP) to reprogram $2,000,000 Regional Improvement Program (RIP) funds from the Route 91/Route 71 Interchange and Connectors project (PPNO 0077G) to a new Route 91 Corridor Improvement project (PPNO 0077J) in Riverside County. The Corridor Improvement project will reduce congestion and improve mobility within the corridor limits by constructing: one mixed-flow lane, in each direction, from Route 241 to Pierce Street, a collector/distributor system from Lincoln Avenue to I-15, a high occupancy toll (HOT) lane and/or conversion of one existing high occupancy vehicle (HOV) lane, in each direction, from the County Line to I-15, and a HOT median direct connector at the Route 91/I-15 interchange.
In October 2010, AB 2098 was signed, which allows the Riverside County Transportation Commission to utilize the “design-build” process for the 91 Corridor Improvement Project. Design-build permits the lead agency on a publicly funded project to keep procurement and contractor hiring under one roof, in contrast to “design-bid-build,” which requires dividing up the design and construction phases of a project between different entities. Design-build can shave three to five years off the time it takes to complete a project. It was estimated that 18,000 jobs would be created by the $1.3 billion project, which is slated to get under way in early 2012 and reach completion by late 2015. The project calls for an eight-mile extension of the two eastbound toll lanes that currently stop at the Riverside-Orange County line. Improvements will also be made to the I-15/Route 91 interchange in Corona and various roads that parallel Route 91.
The RCTC is preparing to launch construction of the makeover of Route 91 by late 2013 or early 2014. That massive undertaking, besides constructing toll lanes, entails adding two general-purpose lanes, replacing overpasses and building a sweeping connecting ramp that will drop northbound I-15 commuters into the new Route 91 express lanes. There are also plans for HOT lanes on I-15 once the Route 91 construction is complete.
In July 2011, it was reported that the $1.3 billion project to widen Route 91 through Corona and add two toll lanes in each direction must wait to receive a federal grant that transportation officials say is necessary to start the work. Specifically, the project could not proceed without the $446 million federal loan, and said loan was not in the Summer 2011 route of federal loan commitments for road and transit projects. If officials must wait to reapply for the $446 million loan until 2012, it would potentially delay the start of construction of the lanes until 2013, thereby moving the opening from 2017 to 2018.
In December 2011, the US Department of Transportation approved $20 million in TIGER funding for the Route 91 corridor. This payment will support a TIFIA loan that will finance up to one-third of the costs of the $1.3 billion, 8-mile extension of the Route 91 Express Lanes. The project will extend the Route 91 Express Lanes from the current eastern terminus at the border of Orange and Riverside Counties eastward to I-15. Additionally, one general-purpose lane will be added to the facility in each direction along the project route.
In October 2012, the CTC approved for future consideration of funding a project that will widen the Route 91 Corridor, including constructing one mixed-flow lane in each direction, one auxiliary lane in each direction, highoccupancy or tolled express lanes, and direct high-occupancy or tolled express lane connections between Route 91 and I-15. The project is programmed in the 2012 State Transportation Improvement Program. This project is included in the Design-Build pilot program. The total estimated cost for capital and support is $1,300,517,000. 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 2012 State Transportation Improvement Program.
In March 2013, it was reported that the Budget and Implementation Committee for the RCTC approved a multi-million-dollar financing plan that calls for the issuance and sale of up to $475 million in Riverside County Transportation Commission sales tax revenue bonds (limited tax bonds), and up to $275 million in county transportation commission toll revenue bonds. The plan also includes a $435 million Transportation Infrastructure Finance and Innovation Act (TIFIA) loan from the U.S. Department of Transportation. These funds will be used to make improvements along Route 91 from the Orange County line to about Pierce Street in Riverside, including upgrading the interchange with I-15. The work would complement ongoing I-215 construction that includes widening as well as improvements to the Route 60/I-215 interchange
In May 2013, it was reported that the Riverside County
Transportation Commission on Tuesday, May 8, 2013, approved a $632.6 million
contract to widen Route 91, including the toll lanes, through Corona. The
contract is a major element of the $1.3 billion Route 91 Corridor Improvement
Project. The $1.3 billion figure includes the new contract and other money
spent acquiring land, designing the project and doing an environmental study.
Construction is scheduled to begin in early 2014. Preliminary work could start
this year and the lanes are expected to open by 2017. The project will replace
carpool lanes with two toll lanes in each direction that will connect to toll
lanes already in Orange County. Also, a fifth convention lane will be added in
each direction. Without the toll lanes, 22 regular lanes would be needed to
manage rush-hour congestion. Besides adding lanes, the project will rebuild
seven interchanges and provide a connector from northbound I-15 to the Route 91
toll lanes. Street improvements in Corona and additional express bus service
also are part of the project.
In July 2013, it was reported that the Riverside County Transportation Commission has announced the sale of bonds to pay for the construction, operation, and maintenance of the project. The funding ensures that work on the highway widening and new toll lanes in Corona will begin by the end of the year, even as land acquisition along the highway continues. Completion is set for 2017. The project will add at least two lanes of capacity to Route 91 at its most congested points through Corona. Toll lanes will be connected in a way that will take commuters traveling north on I-15 directly to the toll lanes. In addition, funding will rebuild seven interchanges and improve access from local streets to on- and offramps.
In October 2015, nine construction workers were injured, three critically,
after an on-ramp bridge that is being constructed along Route 91 in Corona
partially collapsed. The partial collapse occurred about 11 p.m. as workers
were lowering the bridge into place at East Grand Boulevard, according to a
news release from the Riverside County Transportation Commission. The jacking
operation failed, which led to the bridge deck dropping more than a foot before
it hit the wooden support beams. Those beams subsequently struck the workers,
causing their injuries, the release stated. The construction was part of the 91
Project, which is adding regular and tolled express lanes, as well as auxiliary
lanes and direct express lane connectors between Route 91 and I-15. Subsequent
to the collapse, the determination was made to demolish and reconstruct the
damaged off-ramp amid concerns about the structural integrity of the 750-ton
bridge that spans East Grand Boulevard in Corona. It was also noted that
engineering reports revealed deficiencies prior to the collapse, such as
deficiencies in the bridge’s temporary supports that were noted by an
assistant county engineer the day before the collapse. Those issues –
among the many elements being investigated by CalOSHA, Caltrans and Washington,
D.C.-based KCE Structural Engineers, which was hired by project contractor
Atkinson Walsh – were reportedly corrected prior to the faulty lowering,
engineering reports show. Water dripping from a light fixture on the underside
of the bridge, which was also noted by an assistant engineer the day before the
bridge was lowered, was placed on a list “to be addressed later.”
The day after the collapse, Atkinson Walsh employees punched through the vent
holes of the bridge and released 12 to 25 tons of water from the bridge,
engineering reports show. The new bridge, which will be paid for by Atkinson
Walsh, will not be built using the lowering process.
In December 2015, it was reported that ramps connecting Grand Boulevard to
Route 91 in Corona will be permanently closed in December 2015. Drivers will be
diverted to alternate ramps currently undergoing improvements as part of the
Route 91 expansion project. The eastbound Grand Boulevard off-ramp is expected
to close on Dec. 2, with the westbound on-ramp to follow on Dec. 14.
February 2016 saw Coronagate, a 55-hour closure of Route 91 through
Corona. This closure allowed crews to complete three major facets of a $1.4
billion highway expansion at once – instead of doing piecemeal work over
the next three months. Crews completed three major projects:tearing down the
west side of Maple Street bridge, erecting a frame to support construction of a
flyover ramp from Maple to WB Route 91 and paving nearly a mile of three EB
Route 91 lanes near I-15. The steel beams installed across Route 91 were the
largest portion of the flyover bridge project, but wooden framework is also
required to enable concrete pouring.
In September 2016, there was an update on the ongoing $1.4 billion project
to widen Route 91 from the Riverside County line in Corona to Pierce Street
just past I-15 interchange in Riverside. Headed by the Riverside Transportation
Commission, the project will add one regular lane and two express toll lanes in
each direction, including the building of 11 new bridges, widening of 21
existing bridges, improving six interchanges, building 95 retaining walls and
erecting 287,000 sq. ft. (26,663 sq m) of sound walls. The construction cost
for the bridges alone is between $160 million and $175 million. Work began in
2014 and is expected to be complete in 2017. The project includes extensive use
of pile driving, the common method of using large hydraulic hammers to
construct foundations to support the bridges. Current construction also
includes drainage and wet utility installations, retaining wall installation,
bridge construction, concrete and asphalt paving, city street improvements and
infrastructure installation for toll operations. Workers will apply 210,000 cu.
yds. (160,556.5 cu ) of paving, add 90,000 linear ft. (27.4 m) of new drainage
and relocate 92 full utility systems. Crews also will use large amounts of
steel beams and lumber for the false work and formwork. Concrete and rebar will
be used in the bridge structure. Funding for the project is provided by a
combination of federal, state and local sources as well as toll revenue bonds.
The express lanes will be fully funded by tolls from drivers who choose to use
the lanes. Toll revenue will be used to repay the federal loan. The project is
divided into 10 segments along Route 91 and south on I-15. The segments make it
easier to report what work is currently taking place. The Riverside County
Transportation Commission purchased about 200 full or partial properties for
project right-of-way needs. The project has about 35 subcontractors including
All American Asphalt of San Fernando, Calif., for asphalt paving; Drill Tech
Drilling and Shoring of Antioch, Calif., for foundation drilling and shoring;
Tipco Engineering of Bellflower, Calif., for driven steel piles; Martinez Steel
of Fontana, Calif., for reinforcing steel fabrication and installation; Select
Electric of Norwalk, Calif., for electrical, communications and toll
infrastructure; SSL LLC of Scotts Valley, Calif., for mechanically-stabilized
earth walls; and EECOM of Los Angeles for design and engineering.
In March 2017, it was reported that after three years of closures and
construction, commuters on Route 91 in Corona will finally see some relief. The
new toll lanes and general lanes are opening Monday, March 20, 2017. The $1.4
billion project on one of the region’s most congested freeways has added
two toll lanes and one general-use lane in each direction on an 8-mile stretch
from I-15 west to the Orange County line. The milestone represents the
culmination of a decade of work on the biggest project the agency has ever
handled. Crews also built or widened 32 bridges, improved five interchanges and
realigned and repaved local streets.
Riverside County — I-15 to Riverside
In October 2016, the CTC amended the SHOPP as follows: 08-Riv-91 7.4/15.6 | Route 91In the cities from Corona and Riverside, from Route 15/Route 91 separator to Adams street overcrossing. Convert existing limited access HOV lanes to continuous access HOV lanes to allow safer ingress and egress movements for HOV. Project Split. FY 18/19.
In May 2009, the CTC approved a project to widen the existing Van Buren Boulevard interchange from four to six lanes, and construct ramp and roadway improvements in the city of Riverside. The project is programmed in the 2008 State Transportation Improvement Program, and includes local and federal funds. Total estimated project cost is $44,882,000, capital and support. Construction is estimated to begin in Fiscal Year 2008-09. The project was later rejiggered to use $16M in ARRA funds, but that fell through in August 2009 when officials realized the project was not "shovel-ready" enough to qualify for the federal help. Officials said they will look to state and local coffers to cover the needed reconstruction at Van Buren and Route 91. Upgrades to Van Buren and Route 91 -- an approximately $34 million endeavor -- include rebuilding ramps and widening the freeway overpass from four to six lanes. Timing proved to be critical when it came to the federal stimulus money. To comply with the American Recovery and Reinvestment Act's schedule, a highway project had to be ready to start construction by March 2010, said Shirley Medina, the transportation commission's programming and planning manager. A project also had to have regional impact and create jobs. The plans and right-of-way land acquisitions were not ready for the Van Buren upgrades, but they were for a project at Route 74 and I-215 project. Medina and John Standiford, the transportation commission's deputy director, expressed confidence that the $16 million needed to complete the Van Buren project will come from state coffers, most likely Caltrans. About $14 million would come from Measure A funds, $2.3 million from the transportation commission's regional coffers and $1.5 million from the city of Riverside.
In mid-January 2010, the Riverside City Council voted on whether to give a $15.5 million contract to Skanska USA to widen the bridge where Van Buren crosses the freeway, widen westbound freeway ramps, and add an eastbound ramp on Indiana Avenue. Construction of the $34.5 million project is expected to begin in February 2010 and should last 15 months.
There is a significant project to reconstruct the Route 91/I-215/Route 60 interchange. Details may be found here. The project includes rebuilding the Spruce Street bridge; relocating the existing eastbound on-ramp to Route 60 from Orange Street to Main Street; and widening the existing highway undercrossing bridges at University Avenue, Mission Inn Avenue and Third Street. There are also plans to replace the existing southbound (to I-215) loop ramp with a direct freeway-to-freeway connector, as well as replacing the northbound to westbound (to Route 91) loop ramp with a direct freeway-to-freeway connector. There are also plans to remove the existing I-215 southbound off-ramp and northbound on-ramp at Spruce Street. These ramps will be relocated to Route 91 as an eastbound off-ramp and a westbound on-ramp at the new Spruce Street overcrossing bridge. The project will also realign East La Cadena Drive between 1st and Spruce Street, and provide a grade separation at the railroad crossing, as well as realigning West La Cadena Drive to accommodate the new interchange connectors. The Route 91 main line will be widened, and auxiliary lanes added between University and the 60/91/215 interchange. Additionally, I-215 (Route 60) will be widened from the 60/91/215 interchange to the 60/215 junction, including extending the existing carpool lanes from University Avenue to the 60/215 junction, and providing auxiliary lanes leading to and departing from the new freeway connectors. The existing I-215 (Route 60) Blaine Street, Iowa Avenue and Linden Street overcrossing bridges will be reconstructed to span the new freeway widening, and the existing I-215 (Route 60) Blaine Street, University Avenue and Central Avenue/Watkins Drive interchanges will be improved, including ramp widening. Sycamore Canyon Boulevard will be realigned at Central Avenue. The project will construct a new interchange at Martin Luther King Boulevard, and remove the existing El Cerrito Drive interchange. The existing railroad overhead bridges at Down Street and Chicago Avenue will be widened. At the 60/215 junction, a truck by-pass connector will be constructed from southbound I-215 to eastbound Route 60 and southbound I-215. On Route 60, the existing Day Street interchange will be modified. On I-215, the Box Springs Road interchange will be rebuilt with an overcrossing bridge. Lastly, there will be a a concrete barrier on northbound I-215 at the junction to westbound Route 60. This project has taken three years, cost over $317-million, and should conclude in Spring 2008. Caltrans officials plan to open two new connector ramps by the end of 2007, including one that soars 72 feet high and measures just over a mile long.
In January 2007, the CTC considered relinquishment of right of way in the City of Riverside, consisting of 5 segments (a mix of Route 91 and I-215) along La Cadena Drive from Malta Place to Spruce Street and from Strong Street to Spring Garden Street, and a portion of Kansas Avenue between Roberta Street and Spruce Street, consisting of reconstructed and relocated city streets, frontage roads and culde- sacs.
There is also a TCRP project that is adding HOV lanes between Adams Street and the Route 91/I-215/Route 60 junction. In January 2007, the CTC processed a request to reallocate some funds on this project and to update the completion schedule. The overall project consists of adding one HOV lane in each direction on Route 91 from Adams Street to the Route 60/91/215 Junction in Riverside County. The project also includes modifying the interchange, constructing retaining walls and soundwalls, and widening and reconstructing the existing roadway and bridges. Stage 1 of the project (Project #62.1) consists of widening Route 91 to provide one HOV lane in each direction from University Avenue to the 60/91/215 Junction. This project was selected in May 2001 as one of the pilot projects using Design Sequencing. The project was awarded in February 2004. The transfer of $16,300,000 from Project #62 to Project #62.1 is necessary to cover cost increases due to bid item quantity adjustments, unforeseen utility relocations, and adjustments to environmental and right of way mitigation for related changes. In order to fully fund Project #62, the Department is currently proposing to add $161,490,000 in Corridor Mobility Improvement Account (CMIA) funding. The final phase is now scheduled to finish in FY 2011/2012. In July 2010, the project was amended to increase the costs: specifically, the following changes were made: increase Environmental (PA&ED) from $2,681,000 to $3,193,000; increase Plans, Specifications, and Estimate (PS&E) from $13,070,000 to $20,262,000; increase Right of Way (R/W) from $31,682,000 to $62,157,000; increase Construction Support from $14,598,000 to $20,598,000; and decrease Construction Capital from $177,146,000 to $171,146,000.
In 2007, the CTC recommended that the Corridor Mobility Improvement Account (CMIA) fund construction of HOV lanes between Adams St and the Route 60/Route 91/I-215 interchange ($157,198K). They did not recommend funding the Route 71/Route 91 interchange and connectors ($99,014K).
By December 2007, a mitigated Negative EIR had been received on this project, as the project will involve construction activities in an area that is habitat to the Stephen’s kangaroo rat, a federally listed threatened species. The project will also result in the disturbance of riparian habitat. The total estimated project cost, support and capital, is now $232,777,000, provided by $24,263,000 in Regional Improvement Program funds, $3,700,000 in Traffic Congestion Relief Program funds, $47,616,000 in Congestion Mitigation and Air Quality funds, and $157,198,000 in Corridor Mobility Improvement Account funds. It is now estimated to begin construction in Fiscal Year 2010-11.
In August 2011, the CTC approved $157.2 million in funding from the state's Prop. 1B bond program, which voters approved in 2006, to add a car pool lane to Route 91 from Adams Street to the Route 60/Route 91/I-215 interchange.
In January 2012, it was reported that the project to widen Route 91 in
Riverside will cost between $17 million and $21 million more than initially
estimated because the job’s low bidder has been disqualified. Officials
opened bids on 12/8/2011 for the project to add car pool lanes along six miles
of east- and westbound Route 91 from Adams Street to the Route 60/Route
91/I-215 interchange. Since then, contractors and Caltrans officials have
traded letters and worked to resolve a host of issues ranging from estimates of
how long the job would take to not including enough minority contractors in the
process. A Southern California Congresswoman also has weighed in on behalf of
companies in her district, according to letters associated with the
project. Atkinson Construction was the apparent low bidder, estimating that it
could build the lanes for $108.2 million, nearly $18 million lower than any of
the competitors for the job. Less than two weeks later, the company was deemed
“noncompliant” because it failed to submit certifications for
painting standards and because Atkinson used a different way of calculating how
many days the job would take, compared to other companies. SEMA Construction,
which had the second-lowest bid at $125.9 million, called Atkinson’s
claim they could build the project in 212 days “irresponsible” and
“unrealistic” in a letter protesting the Atkinson bid to Caltrans
officials six days after the bids were opened. Caltrans officials disqualified
Atkinson on Dec. 20, and said SEMA was the lowest responsive bidder. Soon
after, a fencing subcontractor for Atkinson protested SEMA’s bid, saying
the company failed to meet a 7 percent goal of hiring minority contractors. The
same complaint to SEMA’s bid was raised by Rep. Judy Chu, D-Monterey
Park, and Flatiron Construction, who submitted the third-lowest bid on the car
pool lane project. SEMA is moving forward with the bid, saying they acted in
good faith to try to partner with minority businesses but fell short of the 7%
goal. Caltrans can award a contract to a company that doesn’t meet the
minority hiring standard if the company can demonstrate it did enough to
solicit job estimates from minority-owned subcontractors.
In March 2012, ground was broken for the Route 91 widening. This will
complete the HOV lane from Los Angeles County to the junction with Route 60.
Construction of the $232 million project is being overseen by Caltrans. SEMA
Construction is the general contractor. About 1,500 jobs will be created by the
project, according to estimates. Completion is scheduled for late 2015.
According to SEMA’s bid, it has 570 working days — about 2˝ years
— to finish the job. That doesn’t count utility relocations and
land clearing that has already happened. For example, since early 2011, crews
have been working relocating water, electrical and gas lines beneath, atop and
along the freeway. For example, crews installed new electrical lines and power
poles around the Arlington Avenue exit ramp from westbound Route 91, to allow
for the ramp’s redesign. The construction will affect downtown Riverside.
14th Street, one of the city’s busiest ingress and egress
points to downtown offices, will be cut in half. The entire bridge will be
replaced with a new overpass, one portion at a time. Entrance and exit ramps to
the new 14th Street bridge also will get a serious update. The new
ramps will be braided, like those along I-215 in San Bernardino near Inland
Center Drive, so that traffic getting on the freeway and exiting drivers do not
conflict. 14th Street will never close entirely for an extended
period, but Ivy Street and Cridge Street will close so crews can demolish the
bridges and replace them. The railroad bridge between Cridge and Ivy is also
coming down and being replaced so that it can span the widened freeway.
In May 2017, the CTC authorized relinquishment of right of way in the city of Riverside along Route 91 on Mulberry Street and Lime Street (08-Riv-91 PM 19.92/20.37), consisting of collateral facilities. The City, by freeway agreement dated July 13, 2010, agreed to accept title upon relinquishment by the State. The 90-day notice period expires April 30, 2017.
Route 91 General
In 2007, Rep. Gary Miller, R-Diamond Bar, introduced a $390,000,000 bill in Congress to widen Route 91 and take other measures to try to decongest the heavily clogged route. The bill would allocate $221.3 million for an extra lane in both directions, from Route 55 to the Riverside County border; $65 million for a special interchange in San Diego County making it easier for northbound truckers on I-5 to go east on Route 56 (thus diverting those who head north, take Route 55 and then going east on Route 91); $56 million to construct an interchange connecting the Route 91 Express Lanes and the Route 241 Toll Road; $40.7 million for an eastbound lane from Route 241 to Route 71; and $7.1 million for added lanes for truck weigh stations. The earliest any of the bill's projects could be completed is by 2011. By 2030, daily usage is projected by transportation officials to swell to 450,000.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
Orange-Riverside County Connector
The Irvine Company has proposed stacking a freeway on top of railroad tracks through Santa Ana Canyon to relieve traffic on the Riverside Freeway. The 10-mile freeway would be built above a heavily traveled rail line from Interstate 15 in Riverside County to the Foothill tollway in northeast Orange County, running parallel to the Riverside Freeway. The result would be side-by-side freeways passing through the canyon that links Orange and Riverside counties. In 2005, the estimate for construction of a double-deck, elevated road would be $50 million to $80 million per mile. The cost to build a 10-mile, six-lane freeway could be anywhere from $360 million to $4.8 billion.
There have also been proposals to ease traffic by drilling a tunnel or carving a highway through the Cleveland National Forest. The tunnel proposal involves an 11-mile tunnel that would run from Route 133 in Irvine to Cajalco Road at I-15. A different tunnel proposed by the Riverside County Building Industry Assn. would cut through the mountains from Interstate 15 and loop back to the Riverside Freeway, where it would connect to the Foothill tollway along four miles of double-decked lanes. Again, this tunnel would connect to Cajalco Road, which turns into the Ramona Expressway and runs past the former March Air Reserve Base, one of the region's newest cargo airports. According to a 2005 report, two route options (for new relivier routes) currently under study call for building one or more tunnels from the I-15 Freeway through the Cleveland National Forest to Orange County. One starts at Cajalco Road in Corona and the other at Lake Street or Nichols Road in Lake Elsinore. Both tie in near the Route 133/Route 241 interchange in Irvine. Either route could have one continuous tunnel at least 10 miles long or multiple shorter tunnels.
In 2002, motorists made about 250,000 trips a day on the Riverside Freeway. In 2005, Route 91 — which now includes four toll lanes — carries 264,000 cars a day. In 2020, there could be as many as 452,000. As the population grows, the traffic slows — down to 5 mph now during rush hour. The state has even gotten into the act; ACR 81, passed in 2002, calls for a study for such a Riverside to Orange County Transportation Corridor. The North County Times had an article on a commuter meeting on this route that explored five corridors: existing Route 91; the parallel railroad corridor to the north; Lake Street/Nichols Road and I-15 in Lake Elsinore to Route 133 and Route 241 in Orange County; Cajalco Road and I-15 in south Corona to Route 133 and Route 241; and the Ortega Highway (Route 74). Within each corridor, there are multiple options. Freeways, railroad tracks and exclusive bus lanes all are on the table. All told, there are a dozen potential fixes under study, all entailing a different mix of potential improvements. One final preferred fix is expected to be named in December 2005, when a $3.3 million study is completed.
According to the Orange County Register, a November 2005 study suggested that lanes should be added to Route 91 to ease congestion, and commuters should be encouraged to use the Route 241 toll road instead of Route 55. The report also recommended that an elevated roadway parallel to the 91 should be further explored and a detailed geotechnical study should be conducted on the proposed tunnel beneath the Cleveland National Forest to learn if the water table makes such a concept too expensive - and a reason to drop the idea. Specifically, the study suggested adding lanes to Route 91 in segments, up to three lanes in one stretch. Building them and other freeway improvements would cost $670 million. It is also suggested to reduce the tolls on Route 241 to encourage traffic to take that route. In compensation, the Orange and Riverside transportation agencies would build additional lanes for the toll road web. If enough added cars and trucks jump onto Route 241 and related toll roads, enough tolls would be collected to cover the reduced price of the toll. Widening the lanes and other changes could cost $470 million. There is also the possibility of creating a roadway just north of Route 91 for a four-lane, mostly elevated highway that could go over wildlife corridors; this would cost an estimated $2.7 billion. The tunnel approach, as well as widening Route 74, are currently cost prohibitive, and potentially geologically prohibitive.
As more details emerged, the plan proposed a freeway through the forest and a double-decking Route 91. Specifically, the regional transportation panel decided to recommend building those new roads, and add a few lanes to the 91, to accommodate the roughly 450,000 cars forecast to travel daily between the counties by 2030. The panel didn't specify whether the forest freeway, extending from I-15 and Cajalco Road to Irvine, would go either in a long, continuous tunnel under the Santa Ana Mountains or a series of short tunnels interspersed with overland highway sections. It would not be built entirely above ground through the Cleveland National Forest, however. If transportation officials wanted to put all traffic on Route 91, they would need to widen it to 22 lanes. The $10 billion preferred plan does call for some widening on Route 91 in Riverside County, to match the number in Orange County, Rahimian said. With those improvements in place, officials could accommodate the forecast growth either by constructing a six-lane elevated highway over the 91, or punching a six-lane freeway through the forest. Cost projections include $6 billion for the forest-tunnel highway. The Corona elevated highway's price tag is pegged at $2.7 billion. [The] second deck would partially cover Route 91 and would run between I-15 and Route 241 toll road in Orange County. It would empty directly onto Route 241.
February 2010, it was reported that an 11.5-mile tunnel between Corona and
Irvine through the Santa Ana Mountains is technically feasible and deserves
more study, although it is well out of the price range of public agencies.
Based on the tests by Irvine-based engineering firm Kleinfelder, there are no
"fatal flaws" in building a 52-foot-wide tunnel to carry traffic and another
smaller tunnel for passenger rail service and a water line. But obstacles
remain, much as they did in 2007 when the feasibility study was started.
Engineers have said since 2008 that the tunneling would require larger boring
machines than have ever been built, and designers will have to find an answer
for how to ventilate the tunnel that isn't damaging to the forest above. The
estimated cost to build one of the two 53-foot tunnels and the 27-foot hole for
rail and water company use would be nearly $8.6 billion. The route would be
roughly from the Route 133/Route 241 junction to Caljaco Road and I-15.
Currently, the counties are investigating if they could borrow for construction
based on anticipated tolls. The price of a one-way trip through the tunnel is
estimated to vary between $4 and $20, depending on the time of day, according
to a report presented to the bi-county authority. The tunnel would be used in
one direction in the morning, then reverse course in the evening to handle
rush-hour traffic. Construction would not start until 2019 and take a decade,
according to the current schedule.
In July 2010, it was reported that although the tunnel was technically feasible, it was economically infeasible. At a cost of $8.6 billion, it's simply too expensive, especially since officials can't start collecting tolls until after they spend 10 years building it. The proposed 11.2-mile tunnel also faces technical and environmental issues that could slow or stop construction. The notion right now is to make the project low priority until something changes -- technology improves so much that construction costs drastically drop, they receive a large bundle of money, etc. Backers are hopefull that groundwater monitoring at least will continue. To meet rules regarding construction in national forests, 10 years of groundwater monitoring must be compiled. If officials suspend the $30,000-a-month monitoring, they would have to start all over again if the project were revived. The image to the right shows some of the issues (click for detail)
The segment of Route 91 from the western city limits of Gardena to Route 710 is offically named the "Gardena Freeway". It was named by Senate Concurrent Resolution No. 16, Chapter 35, in 1991. Gardena refers to the city of Gardena, which was derived from "garden" and was applied to the subdivision in the 1880s.
Before 1991, the 4.7mi segment W of Route 710 had been named the "Redondo Beach Freeway" (named by the State Highway Commission). It was named because it traverses the City of Redondo Beach, CA, which was founded in 1881 and apparently named after the adjoining Ranch Sausal Redondo (round willow grove).
Additionally, the portion of Route 91 in the City of Compton from Alameda Road to Central Avenue is named the "Willard H. Murray" Freeway. Willard H. Murray was a member of the state assembly, an engineer at TRW, a congressional aide to Mervyn Dymally, and a past chair of the Legislative Black Caucus. He established the first institute of the preservation of jazz as an art form at Cal State Long Beach. Named by Assembly Concurrent Resolution 78, Chapter 135, in 1997.
The westbound portion of Route 91 between Central Avenue and Figueroa Street, in the City of Carson is officially named the "Rudolph B. Davila Memorial Freeway" This segment was named in memory of Rudolph B. Davila, who was born in El Paso, Texas, and was raised in Watts, California. As a young man during the Depression, he worked in vineyards and helped restore the California missions as part of the Civilian Conservation Corps. During World War II, Rudolph B. Davila helped take out several machine gun nests and prevented a 130-man American rifle company from being slaughtered in a German ambush in Italy. According to his Medal of Honor citation, Davila’s machine gunners were caught on an exposed hillside by heavy grazing fire from a well-entrenched Germany force and were reluctant to risk putting their guns into action. Davila crawled 50 yards to the nearest machine gun, set it up alone and opened fire on the enemy. In order to observe the effect of his fire, Davila fired from the kneeling position, ignoring the enemy fire that struck the tripod and passed between his legs. Ordering a gunner to take over, Davila crawled forward to a vantage point and directed the firefight with hand and arm signals until both hostile machine guns were silenced. Bringing his three remaining machine guns into action, Davila drove the enemy to a reserve position 200 yards to the rear. When Davila received a painful wound in a leg, he dashed to a burned tank and despite the crash of bullets on the hull, engaged a second enemy force from the tank’s turret. Dismounting, he advanced 130 yards in short rushes, crawled 20 yards and charged into an enemy-held house to eliminate the defending force of five with a hand grenade and rifle fire. Climbing to the attic, he straddled a large shell hole in the wall and opened fire on the enemy. Although the walls of the house were crumbling, he continued to fire until he had destroyed two more machine guns. Davila’s “intrepid actions brought desperately needed heavy weapons support to a hard-pressed rifle company and silenced four machine gunners, which forced the enemy to abandon their prepared positions,” the citation read. Davila received a battlefield commission to second lieutenant and was initially awarded the Distinguished Service Cross, the Army’s second-highest honor. His wife, Harriet, lobbied Army officials for years to award her husband the Medal of Honor. A captain in the rifle company had said he would recommend Davila for the Medal of Honor. On June 21, 2000, 56 years later, Rudolph B. Davila, who was of Filipino and Spanish descent, along with 20 other Asian American World War II veterans, received a Medal of Honor from President Bill Clinton at a White House ceremony after an army panel reviewed their wartime actions and deemed them worthy of the nation's highest commendation for battlefield bravery. Rudolph B. Davila earned the medal for his extraordinary heroism during the offensive that broke through the German mountain strongholds surrounding the Anzio beachhead in May 1944. When asked what made him rise to his knees with a machine gun while his fellow soldiers hugged the ground, Rudolph B. Davila said, "I knew what I was fighting for, and most of the kids didn't," he said, ascribing his self-assuredness to accounts he had read of Hitler. "I had this fervour about the defense of freedom, even though I couldn't define freedom. I just knew we were going to be enslaved to Hitler if we didn't defeat him." The war ended for Rudolph B. Davila in late 1944 when a tank round exploded in a tree and shrapnel ripped into his right shoulder. Over the next six years, he underwent 13 operations on his arm and met his wife, Harriet, at a military hospital in San Francisco, California. After the war, Rudolph B. Davila earned bachelor's and master's degrees in sociology from the University of Southern California, and spent 30 years as a teacher and counselor in the Los Angeles City School District. Rudolph B. Davila was an excellent cook and gardener. He terraced his hillside yard and built retaining walls. He also built the family's house in Harbor City, California, and his retirement home in Vista, California. Rudolph B. Davila died January 26, 2002, in Vista, California, after a long illness and is survived by his children. Named by Senate Concurrent Resolution (SCR) 107, Resolution Chapter 125, on 9/7/2010.
Bridge 53-958 on I-110, the I-110/Route 91 interchange, is named the "Edmond J. Russ Interchange". It was built in 1985, and was named by Assembly Concurrent Resolution 135, Chapter 162. [Note: According to the CalTrans logs, this bridge is actually on Route 110; thus the named interchange is at the Route 110/Route 91 junction.] Ed Russ is a former mayor of Gardena; during his term (which ended in 1982) he was able to push for the extension of the then Redondo Beach Freeway to the Route 110. This extension relieved the traffic that plagued Atresia Blvd from the end of the freeway at Broadway to Route 110. When the extension was completed in 1985, it was given the legislative name in his honor, but it was up to the private sector to produce the funds to make and install the signs for the interchange. It wasn't until 1998-99 that a group of Gardena businesspeole and citizens, led by the Gardena Valley News, began a campaign to raise the money needed. The signs were installed in the latter half of 1999.
The segment of Route 91 between I-605 and Pioneer Boulevard, in Los Angeles County, is named the "Los Angeles County Deputy Sheriff David Powell Memorial Highway" It was named in memory of Deputy David Powell of the Los Angeles County Sheriff's Department who was killed in the line of duty on November 30, 2002, in the City of Artesia while conducting an investigation. Deputy Powell was a resident of Torrance and a graduate of Loyola Marymount University. Deputy Powell stated the reason he became a law enforcement officer was to make a positive difference in other people' s lives, and as a deputy sheriff, he was praised by his peers, supervisors, and members of the community for his tireless efforts to guide young people away from drugs and gangs. Deputy Powell was awarded the Medal of Valor by the City of Lakewood for saving the life of an individual attempting suicide in the year 2000, and several months prior to his death, Deputy Powell tried desperately to remove critically injured passengers from a burning vehicle and was again honored for his heroic actions with a second Medal of Valor. Named by Assembly Concurrent Resolution (ACR) 30, Resolution Chapter 47, on 6/9/2009.
The interchange of I-5 and Route 91 in the City of Fullerton is named the “Fullerton Police Detective Tommy De La Rosa Memorial Interchange”. It was named in memory of Fullerton Police Detective Tommy De La Rosa, who at 43 years of age paid the ultimate sacrifice in the line of duty. Detective De La Rosa was born on May 12, 1947, and served his country during the Vietnam War while in the Marine Corps. Detective De La Rosa joined the Fullerton Police Department on September 26, 1980. While off duty, Detective De La Rosa liked to speak with children from neighborhoods heavy with drugs, gangs, and prostitution and urge them to be good and stay in school. On June 21, 1990, Detective De La Rosa was ambushed and shot five times during an undercover reverse sting narcotics operation, but, although gravely injured, was still able to return fire and fatally wound one of the suspects before succumbing to his injuries. Three other suspects were convicted of Detective De La Rosa’s murder and were sentenced to life without parole. Detective De La Rosa provided the public with exemplary service and dedication to his job throughout his nine-year career with the Fullerton Police Department. Named by Senate Concurrent Resolution (SCR) 28, Res. Chapter 128, Statutes of 2015, on July 22, 2015.
The portion of Route 91 between Magnolia Avenue (in Buena Park) and State College Boulevard (in Anaheim) in the County of Orange is named the "Fullerton Police Officer Jerry Hatch Memorial Highway". Name in memory of Fullerton Police Officer Jerry Scott Hatch. On Sunday, June 29, 1975, while on his way to work, Officer Hatch stopped to assist a motorist with an engine fire on the Beach Boulevard off ramp of Route 91. As he was placing his fire extinguisher back in his trunk, Officer Hatch was struck from behind by a drunk driver. On June 30, 1975, Officer Hatch succumbed to his injuries. Officer Hatch was the first Fullerton police officer to be killed in the line of duty; fellow officers say that Officer Hatch’s good samaritan act was typical for him. Officer Hatch was described as an officer who always had a smile and who had received two citizen citations in the short six months he was on the force. Named by Senate Concurrent Resolution (SCR) 27, Res. Chapter 109, Statutes of 2015, on July 16, 2015.
The Route 91/Route 55 interchange is named the "Mark Denis Melbourne Memorial Interchange". Mark Denis Melbourne was a fixture on southern California radio, giving traffic reports for four decades. He was regarded as one of the most respected broadcasters in southern California and was used as the "image voice" for KFI 640 AM. He was also a part-time communications instructor at the University of Southern California, and was regarded as having loved to share his knowledge of broadcasting with others. He advocated reporting traffic without panic and with caring, and was willing to help frustrated drivers avoid bottlenecks. He was also the unidentified voice on the monorail that ferries visitors around Disneyland. He died of a fatal illness in the year 2000 in his home in Anaheim Hills at the early age of 59. Named by Senate Concurrent Resolution 50, Chapter 104, on August 8, 2002.
The interchange at I-15 and Route 91 within the City of Corona in the County of Riverside is named the Officer Shannon Distel Memorial Interchange. It was named in memory of CHP Officer Shannon Distel of the California Highway Patrol, who was killed in the line of duty on August 27, 2003. Officer Distel was patrolling on surface streets at 4:15 pm on August 27, 2003, when his motorcycle collided with a pickup truck pulling a trailer. This naming is in recognition of the hazardous work, serious responsibilities, and strong commitment that Officer Distel willingly accepted during his six years as a law enforcement officer. Named by Assembly Concurrent Resolution 163, August 19, 2004, Chapter 151.
The segment of Route 91 from Route 5 to the Route 60/Route 215/Route 91 interchange is named the "Riverside Freeway". It was named by the State Highway Commission (date unknown). The first segment opened in 1958. It was named because it traverses the City of Riverside CA, which was named in 1871 because of its location on the banks of a channel of the Santa Ana River. The county was named after the city in 1893.
Additionally, the segment of Route 91 from Route 71 to Route 15 is officially named the "Corona Freeway". It was named by the State Highway Commission in 1958, and follows former LRN 77. It was named because the route traverses the community of Corona (Latin: Circle), which was named in 1896 because of the circular drive around the city; this was the scene of spectacular auto races 1913-1916.
The 4.7 mile portion of Route 91 between La Sierra Avenue and Madison Street in the County of Riverside is named the "Officer Michael Crain Memorial Highway". It was named in memory of Riverside Police Officer Michael (Mike) Crain, born in 1978 in Anaheim, California. Mike was raised in the Riverside, California, area and graduated from Redlands High School in 1996, after which he attended Crafton Hills College in Yucaipa, California, for a year prior to enlisting in the United States Marine Corps. During his military service, Mike served two deployment tours in Kuwait as a rifleman in the 15th Marine Expeditionary Unit, 3rd Battalion, 1st Marine Division, serving as a squad leader and being promoted to the rank of Sergeant, and was stationed at Camp Pendleton in Oceanside, California, where he taught Military Operations in Urban Terrain. Sergeant Crain was awarded the Good Conduct Medal, the Armed Forces Expeditionary Medal, the Sea Service Deployment Ribbon with one star, a Certificate of Commendation, and the Rifle Marksmanship Badge. After being honorably discharged from the Marine Corps, Mike graduated from the Riverside Sheriff’s Academy, Class #152, and was sworn in as a Riverside Police Officer on August 24, 2001. Following his graduation from the Field Training Program, Officer Crain was assigned to Field Operations as a Patrol Officer. During his 11-year tenure with the Riverside Police Department, he served as a Patrol Officer and was assigned to the Special Weapons and Tactics (SWAT) Team. Officer Crain also served as a Helicopter Observer, a Field Training Officer, a Firearms Instructor, and was assigned to the University Neighborhood Enhancement Team (UNET). During the early morning of February 7, 2013, Officer Crain was gunned down in an apparent ambush while he was on patrol and parked at a stoplight with a trainee officer. Named by Assembly Concurrent Resolution 134, July 7, 2014, Chapter 84
The portion of Route 91 from Madison Street to Third Street in the County of Riverside is named the "Staff Sergeant Salvador J. Lara, Staff Sergeant Ysmael R. Villegas, and Sergeant Jesus S. Duran Memorial Highway". Named by Senate Concurrent Resolution (SCR) 38, Res. Chapter 111, Statutes of 2015, on July 16, 2015. It was named in memory of ❶ Staff Sergeant Salvador J. Lara, ❷ Staff Sergeant Ysmael R. Villegas, and ❸ Sergeant Jesus S. Duran:
The following segments are designated as Classified Landscaped Freeway:
Commuter lanes exist for all of Route 91 in Los Angeles County. The eastbound lanes between Central Avenue and I-605 were opened in 1985; westbound between I-110 and I-605 in 1993, and between I-605 and the Los Angeles county line in 1994.
In Orange County, HOV lanes exist between 0.2 mi E of the Route 57 interchange and the Riverdale Avenue overcrossing. HOVs also may use the Route 91 toll road for free between the Los Angeles/Orange County line and the Orange/Riverside County line. All these lanes opened in December 1995, and are always in operation. Lanes also exists from the Los Angeles County line to 0.3 mi E of Stanton Avenue; and from 0.2 mi E of Gilbert to 0.3 mi W of La Palma. Construction started on these lanes in January 1997.
In Riverside County, HOV lanes exist between the Orange County line and Mary Street. The portion between the Orange County line and Magnolia Avenue opened in September 1992; the remainder (between Magnolia Avenue and Mary Street) opened in July 1995. In May 2001, the CTC considered an Agenda Item (TCR Project #62) to construct HOV lanes from Mary Street to the Route 60/Route 215 junction. In December 2004 and January 2005, a request was made to extend the project limits for the Route 91 High Occupancy Vehicle (HOV) Lanes project (PPNO 0092A) in Riverside County to close the gap of the HOV lane in the eastbound direction, between Adams Street and Mary Street. In September 2005, the extension of the HOV lanes from Mary Street to the Route 60/Route 215 interchange was delayed. The original construction contract was awarded in February 2004 after nearly a year of delay caused by the previous suspension of allocating new TCRP funds. The need to reconcile differences between the bid package and the completed design has resulted in additional schedule delays and additional costs. The project is now scheduled to complete in June 2007.
All HOV lanes require two or more occupants, and operate 24 hours all days.
In November 2012, it was reported that the HOV lanes in Orange County had been restriped to allow entry and exit at any time ("continuous access"), as opposed to only at specific ingress and egress points.
Overall statistics for Route 91:
In 1933, the segment from "[LRN 3] near Lincoln to [LRN 17] near Newcastle" was added to the state highway system. This was codified as LRN 91 in 1935, and the definition remained unchanged until the 1963 renumbering. This ran from US 99E near Lincoln to US 40 (present-day I-80) near Newcastle. This was unsigned in 1963; it is present-day Route 193 between Route 65 and I-80.
Route 92 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 92 between 1934 and 1964.
The following segments are designated as Classified Landscaped Freeway:
Overall statistics for Route 92:
In 1933, the segment from "[LRN 65] near Coloma to Marshall's Monument" was added to the highway system. In 1935, that routing was defined as LRN 92, and remained unchanged until the 1963 renumbering. It ran from Route 49 near Columa to Marshall's Monument. This is present-day unsigned Route 153.
Route 93 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 93 between 1934 and 1964.
[SHC 253.1] Entire route, all of which are unconstructed. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 93:
In 1933, the segment from "[LRN 65] near Cool via Georgetown to [LRN 65] near Placerville". In 1935, this routing was codified as LRN 93 in the highway code, and the definition remained unchanged until 1963. It ran from Route 49 near Cool via Georgetown to Route 49 near Placerville. This was unsigned before 1964, and is present-day Route 193.
The definition of this route is unchanged from 1963.
According to Andy Field, the western end of this route was originally to connect to Route 163. It is unclear if this would have been an all Route 94 loop in downtown San Diego, or part Route 163 and part Route 94.
In 1934, Route 94 was signed along the route from San Diego to Jct. US 80 (I-8) at White Star, via Jamul and Campo. This originally ran along Campo Road, Federal Blvd, and Market Street (although it may have also run along Broadway) to Pacific Highway. It was LRN 200, defined in 1933.
Route 94 HOV / Express Lanes
In September 2007, the CTC approved a resolution to revise the project scope and update the schedule and funding plan for TCRP Project #77 – Route 94; complete environmental studies and construct HOV lanes from downtown San Diego (Route 5) to Route 805 in San Diego County. In 2002, San Diego Association of Governments (SANDAG) developed an additional tax ordinance for transportation in the region, TransNet II. At the same time, SANDAG took the opportunity to study in detail both HOV lane needs and the development of Bus Rapid Transit (BRT) routes throughout the region. As the studies impacted the Route 94 alternative study, the decision was made to postpone further work on this project until final decisions were made by SANDAG. In November 2005, San Diego voters passed TransNet II. With the TransNet II funds now available, SANDAG, in conjunction with the Department, resumed the alternative study identifying several projects along the Route 94 corridor. As part of recent Regional Transportation Plan (RTP) updates, SANDAG has completed its HOV and BRT studies. These studies show a high priority need for critical HOV and BRT efforts on Route 94 between Route 5 and Route 805, while the Route 94 segment between Route 805 and Route 125 (the portion of original TCRP #77 limits) was shown as a lower priority need for HOV and BRT. To address the high priority need, Caltrans requested to reduce the limits of the project to the area between Route 5 and Route 805 only. The scope of the work would expand to include construction of HOV lanes and the implementation of BRT service from Route 15 to Route 805. It is anticipated that funding for the construction of the HOV lanes will come from a combination of local, State and federal sources. The schedule and funding for the segment between Route 805 and Route 125 will be addressed in the future under a completely separate project. It is anticipated that construction will be complete in FY2015/2016.
In 2015, it was reported that Caltrans has been studying the
environmental impacts of adding Express Lanes along Route 94 between I-805 and
Downtown San Diego. The addition of these Express Lanes would support the
planned South Bay Rapid service, as well as carpools and vanpools along the
route. Local and state representatives, as well as community stakeholders,
along the project alignment have requested that Caltrans and SANDAG consider
incorporating community-based alternatives into the SR 94 Express Lanes Draft
Environmental Impact Report (EIR). Specifically, there was a request to study
buses on shoulders options, general purpose lane conversions and access to
transit from local communities along Route 94. The proposed Bus on Shoulder
Project addresses the community’s request to study buses on shoulders in
the Route 94/I-805 corridor on an interim basis. Caltrans will also be
analyzing a general lane conversion alternative and providing direct access to
existing and future Rapid services from the communities along Route 94, which
requires evaluation of the I-15/Route 94 HOV direct connector. But by July
2015, community sentiment had turned. This resulted in a recent flood of
letters from elected officials asking the San Diego Association of Governments
(SANDAG) and Caltrans to not only explore putting a bus stop in the
neighborhood, but to potentially scale back the freeway expansion. As it
currently stands, the project would add an elevated ramp for buses and
carpooling between I-805 and Route 94, which could stretch all the way to 30th
Street, connecting to two new express lanes going into and out of Downtown. The
two miles of new “managed lanes” would service carpooling and
buses, linking up to “bus rapid transit” networks along I-15 to the
north and a similar project planned along I-805 to the south.
In March 2012, the CTC authorized SHOPP funding on Route 94, in San Diego County, 11-SD-94 13.8/14.4 Near Lemon Grove, from Via Mercado Road to 0.1 mile east of Jamacha Boulevard. $1,600,000 to construct median barrier to improve safety by reducing cross centerline collisions.
In December 2009, the CTC relinquished right of way in the city of La Mesa along Routes 94 and 125 between Grove Street and Spring Street, consisting of relocated and reconstructed county roads and frontage roads. The County of San Diego, by freeway agreement dated September 30, 1968, agreed to accept title upon relinquishment by the State to roads which on that date were within an unincorporated area of the county and have since been annexed by the City.
Route 94 / Route 125 Interchange
In September 2000, the California Transportation Commission considered a $1.7 million phase 1 proposal (TCRP Project #87) for two new freeway connector ramps at the Route 94/Route 125 interchange. Total estimated cost is $90 million. This funding was extended in September 2005 as the project is ready to proceed. In April 2007, the CTC amended project 87.2 to orogram an additional $3,610,000 in TCRP funds for Project Approval & Environmental Document (PA&ED). This project will construct the ultimate two-lane freeway-to-freeway connectors from westbound Route 94 to northbound Route 125 and from southbound Route 125 to eastbound Route 94. The project will also widen Route 125 providing additional lanes from Spring Street to Lemon Avenue, and provide auxiliary lanes from the connectors to the next interchange at Lemon Avenue. The additional $3,610,000 for PA&ED was needed to study impacts to the large number of residential, commercial, and resource rich areas that will be impacted by this project. It is estimated that four years will be required to complete the needed environmental studies, complete the draft environmental document, circulate it for public comment, and gain final approval. The project is now scheduled for construction between FY 2012 and FY 2017.
TCRP Project #77 regarded an environmental study to add capacity to the Route 94 corridor between downtown San Diego to the Route 125 junction in Spring Valley. Currently, only the Alternative Analysis has been approved. The Alternative Analysis is to provide a thorough study of several alternative approaches to providing capacity enhancements. Study alternatives include, but are not limited to, reversible lanes, additional travel lanes (HOV and mixed flow), auxiliary lanes, and access improvement modifications. The environmental report/study will further evaluate the design alternatives from the Alternative Analysis. In 2002, San Diego Association of Governments (SANDAG) began development of an additional tax ordinance for transportation in the region, Transnet II. At the same time, SANDAG took the opportunity to study in greater detail both HOV lane needs and the development of Bus Rapid Transit routes throughout the region. As SANDAG’s studies impacted the Route 94 alternative study, the decision was made to postpone further work on the Alternative Analysis until final decisions were made by SANDAG. In November 2005, the San Diego voters passed Transnet II. With the Transnet II funds now available, interest in the Alternative Analysis has resumed in 2006 with SANDAG identifying several projects along the Route 94 corridor. The Department, working in conjunction with SANDAG, is now able to resume the Alternative Analysis study with greater knowledge of future improvements needed in the region and can proceed towards starting the environmental process.
In August 2016, the CTC approved for future consideration of funding a project on Route 94 (11-SD-94, PM 13.6/14.6) and Route 125 (11-SD-125, PM R10.5/T11.5) in San Diego County that will construct a freeway-to-freeway connection from southbound Route 125 to eastbound Route 94 in the city of La Mesa. The project is not fully funded. The project is programmed in the Traffic Congestion Relief Program. The total estimated cost is $188,496,000 for capital and support. Depending on the availability of funding, construction is estimated to begin in Fiscal Year 2018-19. The Department has identified the need for a scope change to reduce the number of connectors from two to one. An amendment will be placed on the October 2016 California Transportation Commission meeting agenda to reflect the scope change.
In January 2017, it was reported that construction
had not yet commenced on this project, although some homes in the area had been
sold by Caltrans. A fact sheet from January 2016 noted that the project
encompasses two miles, with the freeway-to-freeway connector passing under the
existing Route 125 and joining eastbound Route 94 between Bancroft and Kenwood
drives, according to the fact sheet. Construction of two auxiliary lanes is
planned: one lane along southbound Route 125 from Lemon Avenue to the connector
and the other lane from the connector to Kenwood Drive. Other proposed
improvements include replacing the Mariposa Street overcrossing, widening the
Route 94 bridges over Bancroft Drive, constructing “bridge
structures” on Panorama Drive and Echo Drive over the connector, and
constructing noise barriers along Route 94 and Route 125. The estimated project
cost totaled $71.33 million, with $5 million coming from the State
Transportation Congestion Relief Program and $1.7 million in TransNet funds
from the San Diego Association of Governments (SANDAG) for environmental
studies. (“TransNet,” says SANDAG’s website, “is the
half-cent sales tax for local transportation projects that was first approved
by voters in 1988, and extended in 2004 for another 40 years.”) However,
“construction of these improvements will be scheduled as funding becomes
available.” In December 2016, Caltrans project manager Lou Melendez
responded, when asked about the status of the project. “We stopped the
project when we ran out of money.” He said Caltrans funds ran out in
2015, and the project was “put on a shelf.” Melendez said there was
no funding because the SANDAG-sponsored Measure A failed in November. In the
year “2021, things might improve”. The City of La Mesa is aware of
the project status, and that it is awaiting funding, said Greg Humora, the La
Mesa public works director/city engineer whose promotion to assistant city
manager was announced at the December 13, 2016 city-council meeting. On
December 15, Humora said the Route 125/Route 94 is the “number one
interchange project in the county” and identified by “TransNet as a
In June 2017, the CTC authorized the following TCRP allocation: Allocation Amendment - TCRP Project. Request the reallocation of $536,000 for Environmental on TCRP Project 87.2 – Build two new freeway connector ramp projects in San Diego County. (PPNO 0356) [Approved.]: This is a financial re-allocation of $536,000 for TCRP Project 87.2 – Route 94/Route 125; build two new freeway connector ramps project (PPNO 0356) in San Diego County. Re-allocate $536,000 in previously allocated funds for PA&ED.
In December 2016, the CTC authorized relinquishment of right of way in the city of La Mesa along Route 125 on Bowling Green Drive and Echo Drive (11-SD-125-PM 13.5/14.0) and along Route 94 on Panorama Drive (11-SD-94-PM 10.5/10.8), consisting of collateral facilities. The City, by letter dated August 1, 2016, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
In October 2012, the CTC authorized relinquishment of right of way in the county of San Diego along Route 94 at Steele Canyon Road (near Jamacha), consisting of collateral facilities.
In December 2014, the CTC authorized relinquishment of right of way in the county of San Diego on superseded Route 94 (Old Campo Road) between Miller Ranch Road and Fair Oaks Drive near Jamacha, consisting of superseded highway right of way. The County, by letter dated October 9, 2014, agreed to waive the 90-day notice requirement and accept title upon relinquishent by the State.
In March 2013, the CTC authorized $13,008,000 to rehabilitate 30 lane miles of pavement to extend service life and improve ride quality for the segment near Jamul, from Route 54 to 0.2 miles east of Marron Valley Road.
In August 2017, it was reported that the Jamul Indian Village has given $1.1
million to the county to go toward traffic improvements along Route 94. The
money is part of $3.4 million the tribe has pledged toward safety measures
along the dark, winding highway in rural East County. The Jamul group and the
county last April signed a contract that guaranteed that the tribe would commit
$23 million to Caltrans to improve conditions issues along Route 94. The tribe
also agreed to an additional $3.7 million in funding to the county for
improvements. The tribe has promised more than $120 million altogether for
public safety, law enforcement, transportation and firefighting for te
residents and roads around its Hollywood Casino Jamul-San Diego. A news release
sent Thursday from the Jamul tribe notes that it was recently informed that
Caltrans “is unable to take the lead role on these highway
improvements.” The tribe says it will now coordinate directly with the
county for roadway improvements. Cathryne Bruce-Johnson, spokeswoman for
Caltrans, said that the state agency “is not party to the
Intergovernmental Agreement between the county of San Diego and the Jamul
Indian Village for off-reservation roadway improvements.”
In November 2007, the CTC received notice of preparation of an EIR regarding construction of roadway improvements including adding passing lanes and upgrading existing lanes and shoulders to current standards on Route 94 near Dulzura in San Diego County between PM 20.7 and PM 38.9. The project is fully funded in the 2006 State Transportation Improvement Program, Congestion Mitigation Air Quality Program and San Diego’s Association of Governments Transnet Program. The total estimated project cost is $56 million. Construction is estimated to begin in Fiscal Year (FY) 2010-11.
In October 2016, the CTC amended the SHOPP as follows: 11-SD-94 29.6/29.8 | Route 94 Near Dulzura, from north of Marron Valley Road to south of Dutchman Canyon Road. Roadway realignment, curve improvement, and shoulder widening. During preliminary design, the excavation boundary increased. This will result in additonal easement and acquisition areas. Furthermore, to allow for future maintenance for proposed drainage outlets, additional utility relocations and access easements are required. These changes add $154,000 to the cost of the project.
In May 2015, the CTC authorized relinquishment of right of way in the county of San Diego along Route 94 at Community Building Road (near Engineering Springs, S of Dulzura), consisting of a reconstructed county road. It also authorized vacation of right of way in the county of San Diego along Route 94 at Community Building Road, consisting of highway right of way no longer needed for State highway purposes.
In August 2016, the CTC approved $3,450,000 for Route 94 near Campo, at Campo Creek Bridge No. 57-0120. Following a recent bridge inspection, it was concluded this bridge needs replacement due to extensive deterioration of the existing deck and timber stringers and the potential high scour threat to the bridge foundations. Temporary shoring has been installed; however, shoring could fail as a result of monsoonal rainstorms and flash floods, thus placing the bridge at risk of collapse. This project will demolish the existing bridge and construct new to current standards.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided an expenditure for High Priority Project #1639: Resurface and construct truck lane at Route 94 and I-8 interchange. $2,400,000 .
The portion of this route between Route 5 and Route 125 is named the
"Martin Luther King Jr. Freeway". It was named by Senate Concurrent
Resolution 67, Chapter 129, in 1989. Martin Luther King, Jr., (January
15,1929-April 4, 1968) was a seminal figure in the battle for civil rights in
the United States. Martin Luther attended segregated public schools in Georgia,
graduating from high school at the age of fifteen; he received the B. A. degree
in 1948 from Morehouse College, a distinguished Negro institution of Atlanta
from which both his father and grandfather had been graduated. After three
years of theological study at Crozer Theological Seminary in Pennsylvania where
he was elected president of a predominantly white senior class, he was awarded
the B.D. in 1951. With a fellowship won at Crozer, he enrolled in graduate
studies at Boston University, completing his residence for the doctorate in
1953 and receiving the degree in 1955. In 1954, Martin Luther King accepted the
pastorale of the Dexter Avenue Baptist Church in Montgomery, Alabama. In
December, 1955, he led the first great Negro nonviolent demonstration of
contemporary times in the United States, the bus boycott in Atlanta. In 1957 he
was elected president of the Southern Christian Leadership Conference. In the
eleven-year period between 1957 and 1968, King traveled over six million miles
and spoke over twenty-five hundred times, appearing wherever there was
injustice, protest, and action; and meanwhile he wrote five books as well as
numerous articles. He was named Man of the Year by Time magazine in 1963; and
became not only the symbolic leader of American blacks but also a world figure.
At the age of thirty-five, Martin Luther King, Jr., became the youngest man to
have received the Nobel Peace Prize. When notified of his selection, he
announced that he would turn over the prize money of $54,123 to the furtherance
of the civil rights movement. On the evening of April 4, 1968, while standing
on the balcony of his motel room in Memphis, Tennessee, where he was to lead a
protest march in sympathy with striking garbage workers of that city, he was
Until 1989, it was named the "Helix" Freeway. This is named after nearby Mt. Helix, which itself was named after the local Helix species of snail. This probably has something to do with its spiraling base. The mountain's peak is 1,370'. Mt. Helix appears on the La Mesa city seal, and the name is applied to various landmarks and roads
The portion of this route E of Route 125 is informally named the "Campo" Freeway.
The portion of this route between Bancroft Drive and Avocado Boulevard in the County of San Diego is offically named the "James Craig Schmidt Memorial Highway." It was named in memory of James Craig Schmidt, who was born in 1927, in Peoria, Illinois. After graduating from high school, Schmidt enlisted in the United States Navy, and later attended Illinois Wesleyan University, the University of Illinois, and De Paul University Law School, becoming a member of the Illinois State Bar and later the California State Bar. In 1958, Mr. Schmidt moved to San Diego, married, and began his career in the savings and loan industry, becoming legal counsel and senior vice president with Home Federal Savings and Loan before later joining San Diego Federal Savings and Loan as executive vice president-managing officer. In 1967, Mr. Schmidt was appointed as Assistant Secretary for Business and Transportation under Governor Reagan, and was later appointed to the California Toll Bridge Authority and the State Transportation Board. Mr. Schmidt was involved in local transportation issues for many years in the County of San Diego, was instrumental in the removal of tolls from the San Diego-Coronado Bridge, and was a long-time board member of the San Diego Highway Development Association and the first recipient of its lifetime achievement award in 2011. Mr. Schmidt had a distinguished record of community service, as a member of many organizations and the recipient of numerous awards, including the designation by the City of San Diego of a James C. Schmidt Day in 2000 for his service and dedication to the city. As an avid sports fan, Mr. Schmidt attended every game of the San Diego Chargers from the date of their first game in San Diego in 1961, and helped launch the first Holiday Bowl in San Diego in 1978 and served as President of the 1986 Holiday Bowl and Chairman of the 1987 Holiday Bowl. Further, as a guest commentator for the Daily Transcript, Mr. Schmidt wrote regular articles on a wide variety of topics, including sports, transportation, housing, real estate, desalinization, and grand jury reports, helping to educate readers and document local history. James Craig Schmidt died of cancer in January 2013. Named on 9/27/13 by ACR 57, Res. Chapter 136, Statutes of 2013.
The portion of this route between Old Campo Road and Melody Road in the County of San Diego is officially named the Stephen Palmer, Sr. Memorial Highway. It was named in memory of Caltrans Imperial Landscape Crew member Stephen Palmer, Sr., was born in 1946, in Lima, Peru. Palmer served in the United States Navy from July 21, 1964, to November 22, 1967. Stephen Palmer, Sr., began working for the Department of Transportation (Caltrans) in 2007, where he quickly worked his way into playing an integral role and became a proud member of Caltrans District 11’s Imperial Landscape Crew. Palmer died from injuries sustained after being struck by a trolley car in the National City area of San Diego while on the job on May 4, 2011. Working for Caltrans runs in the family; Palmer's son, Stephen Palmer, Jr., also works for Caltrans District 11 Maintenance. It was named by SCR 83, chaptered 2/3/2014, Resolution Chapter 3.
Route 94 from the junction of Jamacha Road in Rancho San Diego to the eastern terminus at the junction with Historic Highway Route 80 in Boulevard has been designated as “Historic Highway Route 94” This naming recognizes the history of Route 94. Route 94 was previously known as Campo Road or Old Route 200, which began as foot trails, and with great labor was improved to accommodate wagons and stagecoaches and, until 1918, was the main artery road from San Diego, California to Yuma, Arizona. In 1829, the trails provided access to the Jamul Rancho owned by Governor Don Pio Pico. In the 1880s, Campo Road provided necessary and difficult access for the backcountry pioneers to San Diego to sell their products and secure needed supplies. The first telegraph line from San Diego to Arizona followed the general route of Campo Road in 1874. The first horseless carriage trip on Campo Road from San Diego to Campo and back was made in 1904 by John Gay of Lakeside The early Campo Road was used by the United States Military during the Mexican Revolution in 1911, during World War I, and extensively during World War II for support of Camp Lockett located in Campo. Camp Lockett was the last home of the famous Buffalo Soldiers of the 10th Cavalry of the United States Army. On August 21, 1933, the title to Old Route 200 was transferred to the State of California and renamed Route 94. The beginning of Highway Route 94 at the time of transfer was in Lemon Grove at North Avenue and Imperial Avenue (now Lemon Grove Avenue), continuing through Spring Valley, Jamul, Dulzura, Cottonwood Grade, Potrero Grade, to Campo, then easterly along CampCreek and terminating at the junction of Route 12 at White Star, a total distance of about 66 miles. The San Diego and Arizona Railway, the last transcontinental rail link built in the United States, which was completed in 1919, crosses Route 94 in five locations, two at grade and three by bridge, and generally follows Route 94 all the way to Yuma. Named by Assembly Concurrant Resolution (ACR) 131, 6/2/2010, Resolution Chapter 33.
The following segments are designated as Classified Landscaped Freeway:
[SHC 253.5] From Route 5 near San Diego to 0.3 miles east of Sweetwater Bridge. Constructed to freeway standards from Route 5 to 2 mi W of Route 54. The portion from Route 5 to Route 54 near Jamacha Road was added to the Freeway and Expressway system in 1959. A revised designation (Route 5 to 0.3 miles east of the Sweetwater Bridge) was defined in 1992.
This route was part of the "Old Spanish Trail". You can
see it on an early 1923 map at the OST100
web site. Campo on the map is now on Route 94. The 1924 and 1925 maps no
longer show Campo, and by 1926 when the federal highways came into existence,
Campo is replaced by Alpine (the US80 alignment).
Overall statistics for Route 94:
In 1933, the route from "[LRN 38] near Camp Richardson to S end Fallen Leaf Lake" was defined to be a state highway. In 1935, that route was codified as LRN 94, and retained that definition until 1963. It ran from Route 89 near Camp Richardson to the south end of Fallen Leaf Lake, and was signed as Route 188 between 1964 and 1965. This was defined in 1933.
In a discussion on AARoads in June 2017, Sparker noted: Sometimes the reason for maintaining one of the old and otherwise useless LRN's was less than either noble or commercially viable; an example of this was old LRN 94, which ran from Route 89 near Richardson Bay near the south side of Emerald Bay up the hill to Fallen Leaf (about 4 miles), which was a small area comprised of a series of lodges; while the ownership of these was private, the lodges were often used for off-the-books conferences and/or political meetings by state officials (including legislators) and lobbyists or other entities desiring face-to-face meetings with those officials away from public scrutiny. The LRN was kept maintained and plowed during winter to expedite these "conferences" -- which according to "underground" Division of Highways lore, often morphed into multi-day poker games and/or drinking fests! By the early '60's, the usage of the facilities had declined to the point that state maintenance was no longer a "perk", so the 1965 deletion of numerous marginal routes (after '64 LRN 94 became the original Route 188) was applied to this one as well, with the Route 188 number re-used in San Diego County as the Tecate border access route some years later.
The current route of US 95 was originally signed as Route 195 in the original state signage of routes in 1934. In that definition, Route 195 ran from Palo Verde to Blythe (present-day Route 78), and from Blythe to the Nevada state line (present-day US 95). This was all LRN 146.
AZ 95 actually predates US 95 in this region. US 95 reached Blythe in 1940, but didn't enter Arizona until 1960, when it took over AZ 95 down to San Luis. AZ 95 was established from San Luis to Yuma in 1936, and extended to Bouse in 1938. In 1954 it was put on a more direct route to Parker, and took over a bit of AZ 72 in the process. It was extended north starting in 1962. It was also constructed south from I-40 in the late 60s, and finally finished between the two by 1970.
In the original state signage of routes in 1934, Route 95 was signed along the route from US 66 near Cajon to Route 7 (US 395) near Little Lake. This was later resigned as US 395, and was LRN 145, defined in 1933.
[SHC 164.15] Between Route 10 and the Nevada state line.
Overall statistics for Route 95:
In 1933, the route from "[LRN 23] near Coleville to the California-Nevada state line" was defined as a state highway. This route was codified in 1935 as LRN 95, and retained that routing until the 1963 renumbering. LRN 95 ran from Route 89 near Coleville to the Nevada state line, an was signed as US 395.
In 1965, Chapter 1401 changed the terminus to "Route 5 near the north city limit of Yreka via the vicinity of Weitchpec."
In 1968, Chapter 282 changed the terminus again, this time to "Route 5 via the vicinity of Weitchpec near the confluence of the Shasta and Klamath Rivers."
In 1934, Route 96 was signed along the route from Jct. US 101 at Klamath to Jct. US 99 near Yreka, via Klamath River. Its original routing ran from US 101 at Klamath to Weitchpec along present-day Route 169, and then along the present-day Route 96 routing to US 99 (I-5) 9 mi N of Yreka. This was all LRN 46, defined in 1919. The routing was later changed (after 1934, but before 1963) to start at Route 299 near Willow Creek. The portion from Willow Creek to Weitchpec was LRN 84, defined in 1933. The 1968 change added a small portion of LRN 3 (1910) to the route as a result of a transfer from Route 263.
In August 2011, the CTC approved $4,725,000 in SHOPP funding for maintenance along Route 96 near Orleans, from Salmon River Bridge to Klamath River Bridge at various locations. This work would rehabilitate six bridges by performing preventive maintenance to provide smoother ride and extend the life of the structures. They also approved $2,160,000 in SHOPP funding to rehabilitate the existing drainage system at 82 locations near Somebar, from Humboldt County line to 1.2 miles east of Scott River Bridge to upgrade drainage system components that have reached the end of their useful lives to reduce maintenance costs and maintenance exposure to traffic.
In January 2017, the CTC approved for future consideration of funding a project in Siskiyou County that will replace the Klamath River Bridge on Route 263 near the city of Yreka (near the intersection of Route 96, making the scope 02-SIS-96, PM 103.00/103.6, 02-SIS-263, PM 56.7/57.2). The project is programmed in the 2016 State Highway Operation and Protection Program. The total programmed amount is $22,940,000 for capital and support. Construction is estimated to begin in Fiscal Year 2018-19. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2016 State Highway Operation and Protection Program.
In June 2015, the CTC approved for future consideration of funding a project in Humboldt County that will realign curves, widen shoulders, replace existing culverts, install rumble strips, construct a retaining wall, install guardrail, and overlay bonded wearing course on Route 96 near the community of Willow Creek. The project is programmed in the 2014 State Highway Operation and Protection Program. The estimated cost is $6,049,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Highway Operation and Protection Program.
In August 2016, the CTC approved for future consideration of funding a project on Route 96 (02-Sis-96, PM 52.48, 60.17, 88.26) in Siskiyou County that will replace nonstandard bridge rails on three bridges; at Thompson Creek, Seiad Creek, and Beaver Creek; between Happy Camp and I-5. The project is programmed in the 2014 State Highway Operation and Protection Program. The total programmed amount is $16,350,000 for capital and support. Construction is estimated to begin in Fiscal Year 2017-18. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Highway Operation and Protection Program.
According to Dan Kilmer, "Route 96 is very well maintained between I-5 and Happy Camp, CA. (a distance of approximately 63 miles) and is becoming more and more popular with motorcyclists due to the beautiful scenery and very comfortable riding conditions (due to smooth road surfaces). In fact, Happy Camp last year hosted a second annual motorcycle ralley that is fast becoming popular. There is also a not so well maintained road over the Siskiyou Mountains from Happy Camp north to O'Brien or Cave Junction, Oregon and Route 199 that is also very scenic, although it is slow due to lots of tight turns and, in some areas, poor road surfaces."
Between Yreka California, and O'Brien Oregon, Route 96, together with US Forest Route 48, is designated as "State of Jefferson National Scenic Byway". This is in recognition of the once proposed State of Jefferson. Jefferson was proposed to be located in the mountain border region of what is more commonly known as Northern California and Southern Oregon. The State of Jefferson secession movement of 1941 was begun primarily to draw attention to the need of good roads into the back country to access vital mineral and timber resources for defense related purposes before the United States was drawn into WWII. For information on the State of Jefferson, see http://www.jeffersonstate.com/, http://www.stateofjefferson.com/, and http://eserver.org/bs/48/shaw.html. This appears to have been named at the national level.
Bridge 04-402, at Pearch Creek in Humboldt county, is named the "Henry Edgar Beck Jr. Memorial Bridge". Henry Edgar Beck, Jr. worked as a highway maintenance equipment operator and acting foreman for the State Division of Highways from 1926 to his retirement in 1965. It was built in 1974, and was named by Senate Concurrent Resolution 71 in 1977.
Bridge 02-156, at the Klamath River in Siskiyou county, is named the "Lyle H. Davis Memorial Bridge". It was built in 1970, and named by Senate Concurrent Resolution 127 in 1974. Lyle Davis died March 13, 1974, operating heavy equipment while pioneering a new road for Route 96 near Windy Point between Orleans and Somes Bar.
Bridge 02-177 over the Salmon River (Somes Bar) in Siskiyou county is named the "Carl Langford Memorial Bridge". It was built in 1974, and was named by Senate Concurrent Resolution 143 in 1974. Carl Langford was the owner of the Somes Bar Store and served as the local Postmaster from 1926 until his death in 1949.
[SHC 263.1] Entire route.
Overall statistics for Route 96:
LRN 96 was defined in 1933 as the route from "[LRN 23] near Bridgeport to the Nevada line via Walker River." This definition was codified as LRN 96 in 1935, and remained unchanged until the 1963 renumbering. This was unsigned before 1964, and is present-day Route 182.
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