Routes 137 through 144
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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
137 · 138 · 139 · 140 · 141 · 142 · 143 · 144
In 1963, this was defined as the route from "Route 43 at Corcoran to Lindsay via Tulare." Note that, although defined in 1963, it appears that a small portion (between Route 99 and Route 63) was signed as Route 63, possibly instead of or in addition to Route 137 signage.
In 1965, Chapter 1371 clarified the terminus to be "…to Route 65 near Lindsay via Tulare."
This route was LRN 134, defined in 1933. It was not signed before 1964.
Route 137 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 137 between 1934 and 1964.
Caltrans is exploring creating a roundabout on this route at the intersection of Route 43/Route 137 in Corcoran (137 KIN 0.0). Other potential/planned roundabout locations in the San Joaquin Valley include Route 145/Jensen near Kerman, Route 168/Auberry Road in Prather, Route 155/Browning Road in Delano, Route 216/Route 245 in Woodlake, Route 190/Road 284 east of Porterville, and Route 190/Road 152 east of Tipton. A 2007 study of 55 roundabouts in the U.S. found a 35% reduction in accidents and a 90% reduction in fatal accidents when intersections with stop signs or signals were converted to roundabouts. It costs about the same to build a roundabout as to put up traffic signals, and they need significantly less maintenance than traffic signal intersections -- about 60% to 90% less, depending on how much landscaping work is required.
In May 2016, the CTC approved for future consideration of funding a project in Kings County that will construct a roundabout at the intersection of Route 43 and Route 137 near the city of Corcoran. The project is programmed in the 2014 State Highway Operation and Protection Program. The total programmed amount is $4,400,000 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. A copy of the ND has been provided to Commission staff. The project will result in less than significant impacts to the environment.
Overall statistics for Route 137:
In 1933, Chapter 767 added the route from "[LRN 2] near Santa Margarita to Moro-Fresno Road near Creston" to the highway system. In 1935, this was added to the highway code as LRN 137, with the definition:
In 1957, Chapter 36 changed the origin to "[LRN 58]
2] near Santa Margarita to …"
From Route 5 near Gorman to Route 14 near Lancaster.
This was along the new alignment of LRN 59 that legislatively defined
running along what is modern Los Angeles County Sign Route N2 from Route 138 at Quail Lake
southeast to Palmdale. Route 138/LRN 59 from Quail Lake east to US 6/LRN 23 was
given a new LRN 267 designation. During the 1964 Highway renumbering the
proposed route of LRN 59 between Quail Lake and Palmdale was assigned to Route
138. LRN 267 to the north was assigned as part of Route 48. By 1967, the path
of Route 138 was eventually moved to a new freeway/expressway alignment which
bypassed the Old Ridge Route alignment on Gorman Post Road. Eventually plans to
route Route 138 along Signed County Route N2
(Source: Gribblenation Blog - California State Route 138)
In 1996, Chapter 10 moved the route onto the former Route 48 routing, which created the need for a discontinuity again: "(a) Route 5 near Gorman to Route 14 near Lancaster. (b) Route 14 near Palmdale to Route 18 near Crestline." This reflected the deletion of a portion of former Route 48 to Route 14 near Palmdale, and the transfer of the portion of Route 48 from Route 138 to Route 14 near Lancaster. There is a 16 mile unconstructed, but adopted portion from Route 138 to Route 14, parallel to the existing traversable route, for the proposed freeway routing. That existing traversable routing for the pre-1996 Route 138 is Los Angeles County Sign Route N2. There may be some postmiles near Neenach that still show the pre-1995 designation of this as Route 48.
In 1919, the third highway bond act established a state highway between Bailey's (near what is now Gorman) and Lancaster. It was an E-W routing from near Gorman to N of Lancaster, passing through Neenach. It was LRN 59, and was signed as Route 138 after 1934. After 1959, a new routing for LRN 59 from about 10 mi E of Gorman through Lake Hughes directly to Palmdale was defined for Route 138 ("Metropolitan Bypass"), and the older routing from that point to Lancaster was renumbered LRN 267. Post 1964, the LRN 267 routing was renumbered as legislative Route 48, although it was signed as Route 138 (presumably, that signage would move once the bypass was completed). However, in 1996, the Route 138 to Lancaster portion of Route 48 was returned to Route 138, essentially restoring Route 138 back to the LRN 59 routing.
The original 1934 route of Route 138 from Gorman to Lancaster used the
(Source: Gribblenation Blog - California State Route 138)
Northwest 138 Corridor Project
In March 2014, it was reported that Caltrans has started studies on the Northwest 138 Corridor Project, which will expand on the previous North County combined Highway Corridor Study completed in 2004 to develop a multi-modal transportation plan for the northern portion of Los Angeles County to address both short and long-term needs for a variety of trip purposes and goods movement. This project is designed to cooperate with the High Desert Corridor project that will provide a connection between Route 14 and Route 138 in San Bernardino County. The Northwest 138 Corridor Project has an information page at http://www.metro.net/projects/nw138/.
In July 2017, Caltrans reported that the final environmental impact statement/report had been released for public review for the Route 138 project between I-5 and Route 14. The two alternatives studied seek to make Route 138 safer between the I-5 and Route 14 in the northern part of Los Angeles County — in particular by improving sight lines and bringing the highly-trafficked road up to modern standards. Under the “Locally Preferred Alternative” in the FEIS/R, Route 138 would be:
This alternative would also improve the I-5/Route 138 and Route 138/Route 14 junctions and improve the Route 138 bridge that crosses the Route 14 freeway. Access along the corridor would be provided by at ‐ grade intersections with the exception of a tight diamond interchange at Gorman Post Road. Between Gorman Post Road and Route 14, all existing intersections with major roadways would be modified to restrict access to higher traffic roadways in order to improve safety and operations of the facility. Additional intersection treatment options considered and determined to be feasible include displaced left‐turns with median U‐turns, roundabouts, and jug‐handles. The decision on the actual intersection treatment will be determined during the final design phase. There would also be improvements to the I‐5/Route 138 and Route 138/Route 14 freeway connections and to the structure that crosses over Route 14.
The main corridor proposed for the preferred
alternative extends generally along or near the existing Route 138 highway for
approximately 36 miles from I-5 to Route 14. Portions of Route 138 not used for
the proposed improvements would remain and serve as a local access road only.
Three alternatives were studied as part of the FEIS/R: a no-build alternative,
Alternative 1 (freeway/expressway + Antelope Acres Variation Option) and
Alternative 2, which is the preferred alternative as it would best meet the
project’s purpose and need.
(Source: Metro "The Source", 7/10/2017; Project FEIR)
In November 2018, it was reported that Los Angeles
County Metropolitan Transportation Authority and Caltrans officials are
studying widening the two-lane Route 138 into a six-lane freeway for about
eight miles east of I-5 to 300th Street West, then a four-lane expressway the
remaining 28 miles from 300th Street West to the Antelope Valley Freeway (Route
14). According to the Association of Rural Town Councils, the expansion of
Route 138 is directly tied to the Centennial project. Proposed on about 12,300
acres along Route 138 west of 300th Street West, Centennial calls for 19,333
homes on the 150-year-old Tejon Ranch at the far reaches of the northwestern
Antelope Valley. The population will be an estimated 57,000 at full build-out,
which is expected to take more than 20 years. Plans also call for 10 million
square feet of business park, retail, commercial, light industrial, civic and
medical buildings. That would also be brought on in proportion to the
construction of homes. More than 5,100 acres of the 12,300 acres will remain as
natural grassland or oak woodlands, with hundreds more acres in parks and
other open space, according to an environmental impact report prepared for Los
Angeles County. The project is expected to create 23,000 permanent jobs and
25,000 jobs during construction. Centennial would generate $31.3 million in
taxes and fees annually for Los Angeles County. The ARTC believes that 10% of
the project can be accommodated by the existing conditions on Route 138,
according to the DEIR. From 10% to 75% depends on the expansion of Route 138 to
six lanes to 300th Street West. Beyond that, the project depends on an
additional lane on each side that was not anticipated by Caltrans or the Three
Points Town Council.
(Source: AV Press, 11/5/2018)
Officially, the "long offramp" is named the "Metropolitan Bypass Freeway"; it was built in 1970. This naming comes from the fact that the route would have served as a bypass to the Los Angeles Metropolitan area across the high desert.
From Route 14 near Palmdale to Route 18 near Crestline.
In 1963, this segment was defined as "(b) Route 15 near Cajon Pass to Route 18 near Mt. Anderson."
In 1965, Chapter 1371 changed the terminus of (b) to "… to Route 18 near
Mt. Anderson Crestline."
In 1996, Chapter 10 moved the route onto the former Route 48 routing, which created the need for a discontinuity again: "(a) Route 5 near Gorman to Route 14 near Lancaster. (b) Route 14 near Palmdale to Route 18 near Crestline." This primarily affected segment (a), but did create this new definition of (b).
Route 138 was the original state signed routes from 1934. It originally ran from US 99 (present-day Route 5) near Gorman to US 66 (present-day I-15) at Cajon, via Lancaster. This was LRN 59 from Palmdale to Cajon. The portion between I-5 and Route 48 was defined in 1919; the remainder was defined in 1931.
Hample Avenue and 116th Street SE are the former routings of Route 138 in Pearblossom. Also, immediately after the Antelope Valley Freeway was finished, former US 6/Route 14 (Sierra Highway) between Lancaster and Palmdale retained Route 138 signage for some years.
Note: Generally, LRN 59 is viewed as the route for the "Pearblossom Highway" portion of Route 138. There is a slight possibility that LRN 186 might have had that designation: it certainly had the name for a few years, although it didn't have the route number. In 1933, Chapter 767 defined the route from "[LRN 23] near Palmdale to Swartout Valley" as a state highway. This was codified in the highway code as LRN 186 with the definition "[LRN 23] near Palmdale to [LRN 61] in Swartout Valley" (i.e., from Route 14 to Route 2), but the routing was repealed later that year by Chapter 426. This occurred as part of a compromise to create the Arroyo Seco Parkway. The following is a quote from the Historical American Engineering Record on the Arroyo Seco Parkway:
Because gas tax funds were going to be needed to build the road, another formidable political force joined the alternately strident, persuasive, and aggrieved stakeholders: the State Highway Commissioners. Unless the Arroyo Seco Parkway could qualify as a state highway, it would not receive the tax funds that would maintain it. As guardians of the 1¼ cent highway gas tax fund doled out to counties and cities, however, the commissioners opposed adding any more mileage to the state highway system.
To solve the problem, Los Angeles County Supervisor Roger Jessup offered a swap: the county would take back ten to fifteen miles of the Pear Blossom Highway, which ran from Palmdale to Cajon Pass at the northeastern edge of Los Angeles County, allowing that mileage to be granted to the Arroyo Seco Parkway. The State Highway Commission balked at this idea, requiring the county to assume control of the entire thirty-four miles of the Pear Blossom Highway. To keep the scheme alive, the county agreed to this.
Miller amended her bill by inserting a provision that effectively removed the Pear Blossom Highway from the state system. The coalition of South Pasadena and Highland Park residents who supported the parks for which they had been assessed, led by Thrasher, sought an amendment to return previously levied park assessment funds in the Arroyo Seco to the cities losing the land to highway right-of-way. This amendment was defeated. Assembly Bill 2345 authorizing the Arroyo Seco Parkway passed the state assembly and senate by a large margin, and Governor Frank Merriam signed it into law on July 13, 1935. The bill did not specify the exact route.
The portion of the route from Cajon to Crestline was not part of the original signage. This portion was LRN 59 (1957 extension) between Cajon and Summit Valley (junction present-day Route 173), and LRN 188 (defined in 1933) from Summit Valley to Crestline. This latter segment was originally signed as part of Route 2.
In March 2018, the CTC approved for future consideration of funding a project located within the city of Palmdale in Los Angeles County (07-LA-138, PM 44.2/44.7). The project proposes to widen Route 138 from two lanes to three lanes each direction, between 5th Street East and 10th Street East, from two lanes to three lanes in each direction. The project proposes to also widen Sierra Highway between Avenue R and a point south of Avenue Q, from two lanes to three lanes in each direction. The total estimated cost of the project is $25.0 million. The project is funded 100 percent with Metro Measure R funds and is programmed in the Draft 20117 Federal Transportation Improvement Program and 2016-2040 Regional Transportation Plan. This project has also been determined eligible for federal-aid funding. Construction is estimated to begin in Fiscal Year
Route 138 Widening / Safety Improvements — Palmdale to Route 18
2007 CMIA. The following project on Route 138 in Los Angeles County were submitted to the Corridor Mobility Improvement Account for funding: widening the route to 4 lanes between Ave T (~ LA 51.401) and Route 18 (~LA 69.33) ($95.1 million). Not recommended for funding.
There are plans to widen Route 138 to four lanes - two in each direction - from Avenue T in Palmdale (~ LA 51.401) to Route 18 in Llano (~LA 69.33), pending funding (some of this was in the 2007 CMIA, but rejected). The $68.2 million project is divided into seven phases, with widening from Longview Road to 146th Street East completed last February. Construction is under way from 146th Street East in Pearblossom to 165th Street East in Llano. The last leg of construction is scheduled to begin in fall 2009.
In March 2015, the CTC approved a STIP amendment adjusting the funding for the Route 138 Phase 2 widening. The background on the amendment noted: The Route 138 corridor widening project, located in the cities of Palmdale, Littlerock, Pearblossom and Llana, will widen 18.5 miles, from Avenue T to the Junction with Route 18. The overall project is comprised of thirteen segments that will widen Route 138 from 2 to 4 lanes, including a median turn lane and standard width shoulders.
In March 2015, it was noted that nearly all of the segments have either been completed or are in the construction phase [as of March 2015], with the exception of four segments (Segment 4, 6, 9 and 13).
In May 2015, a CTC agenda item noted that nearly all of the segments have either been completed or are in the construction phase, with the exception of four segments (Segment 4, 6, 9 and 13). Segment 9 will widen approximately 1.8 miles, from just west of 121st Street East to Longview Road and is programmed in the STIP for delivery in Fiscal Year 2015-16. Segment 4 will widen approximately one mile from just west of 72nd Street East to 77th Street East and will be constructed when funding becomes available. The two remaining projects, Segments 6 and 13, are currently programmed in the 2014 STIP for delivery in Fiscal Year 2016-17. Segment 6 is programmed in the STIP for $25,700,000 and will widen approximately one mile from 87th Street East to 96th Street East. The Right of Way (R/W) phase will begin in Fiscal Year 2015-16 and is funded with $12,000,000 from the Regional Improvement Program (RIP) and $1,100,000 from the Local Regional Surface Transportation Program (RSTP). The original R/W estimate was based on a worst case scenario for utility relocations where it would be necessary to relocate all power poles within the project limits. As project development progressed, updated drainage information was obtained which resulted in a significant reduction in the number of needed power pole relocations. Thus, the R/W cost estimate for the project has been reduced by $7,500,000. Segment 13 is programmed in the STIP for $43,900,000 and will widen approximately four miles on Route 138 from just west of 190th Street East to the Route 138/Route 18 Separation and one mile on Route 18 from the Route 138/18 Separation to one mile east of the Route 138/Route 18 Separation. The R/W phase will begin in Fiscal Year 2015-16 and is funded with $6,000,000 from RIP and $1,000,000 from Local RSTP. The R/W estimate for this segment has increased by $3,500,000 due to the need to acquire additional parcels for drainage as well as additional utility relocation costs.
The 2018 STIP, approved at the CTC March 2018 meeting, appears to provide a bunch of allocations for the different segments of this project. PPNO 4356, Widening Segment 6, 87th St E-96th St E, has $19,750K in construction and construction support funding restored for FY19-20. PPNO 4353 (Widen 4-lanes, Segment 4, 72nd St E-77th St E) is added, with $39,950K in funding split over FY19-20 and FY21-22. Lastly, PPNO 4357, Widening Segment 13, 190th St E - Rt 18, has its funding restored and brought up to $80,500K, with construction in FY22-23.
72nd Street East (~ LA 53.693) to 77th Street East (~ LA 54.208)
Segment 4 will widen approximately one mile from just west of 72nd Street East (~ LA 53.693) to 77th Street East (~ LA 54.208) and will be constructed when funding becomes available.
87th Street East (~LA 55.216) to 96th Street East (~ LA 56.187)
(March 2015) Segment 6 is programmed in the STIP for $25,700,000 and will widen approximately one mile from 87th Street East (~LA 55.216) to 96th Street East (~ LA 56.187). The Right of Way (R/W) phase will begin in Fiscal Year 2015-16 and is funded with $12,000,000 from the Regional Improvement Program (RIP) and $1,100,000 from the Local Regional Surface Transportation Program (RSTP). The original R/W estimate was based on a worst case scenario for utility relocations where it would be necessary to relocate all power poles within the project limits. As project development progressed, updated drainage information was obtained which resulted in a significant reduction in the number of needed power pole relocations. Thus, the R/W cost estimate for the project has been reduced by $7,500,000. The Department proposes to reduce the RIP programming for R/W from $12,000,000 to $4,500,000 and re-program the $7,500,000 in savings to Segment 13 to address cost increases. Segments 6 and 13, are currently programmed in the 2014 STIP for delivery in Fiscal Year 2016-17. In March 2015, a STIP amendment adjusted the funding for Segments 6 and 13
In June 2018, the CTC approved amending the STIP in
response to a request from LA Metro. The Los Angeles County Metropolitan
Transportation Authority (Metro) proposes to amend the STIP to program an AB
3090 Replacement project (PPNO 4356A) in Fiscal Year (FY) 2020-21 in place of
the Route 138 Widening, Segment 6 project (PPNO 4356) in Los Angeles County,
currently programmed for $19,750,000 in FY 2019-20. The Department is ready to
deliver the Route 138 Widening project with local funds in FY 2018-19. The
State Route 138 Widening, Segment 6 project will widen the conventional highway
from 2 lanes to 4 lanes, from 87th Street East to 96th Street East in Los
Angeles County. The project was originally programmed for delivery in FY
2016-17. However, due to reduced STIP capacity, the construction programming
was deleted as part of the 2016 STIP adoption. The funding has now been
restored in the adopted 2018 STIP with construction and construction support
programmed for $19,750,000 in FY 2019-20. This project is the highest priority
project for the region and is currently ready to be advertised. Metro proposes
to fund the construction and construction support components with
locally-controlled federal funds in order for the Department to accelerate
delivery in FY 2018-19.
(Source: CTC Agenda, June 2018 Agenda Item 2.1a(3))
96th Street East (~ LA 56.178) to 106th Street East (~LA 57.178)
In late 2007, Caltrans advertised bids to widen Route 138 to four lanes near Littlerock from 96th Street East (~ LA 56.178) to 106th Street East (~LA 57.178).
Big Rock Wash (~ LA 061.70)
In July 2005, the CTC considered funding to widen from 2 to 4 lanes with median turn lane the segment near Pearblossom at the Twin Bridges over Big Rock Wash (~ LA 061.70).
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided $400,000 in funding for High Priority Project #2542, which would replace twin two-lane bridges with single four-lane bridge on Route 138 over Big Rock Wash (~ LA 061.70).
121st Street East (~ LA 59.172) to Longview Road (~ LA 60.172)
Segment 9 will widen approximately 1.8 miles, from just west of 121st Street East (~ LA 59.172) to Longview Road (~ LA 60.172) and is programmed in the STIP for delivery in Fiscal Year 2015-16.
In June 2016, the CTC adjusted funding for the Route 138 Widening, Segment 9. Near Pearblossom, from 0.7 mile west of 121st Street East to Longview Road. Widen from 2 to 4 lanes with a median turn lane. CON ENG increase of $285,000 and CONST increase of $1,218,000 to come from Los Angeles County regional shares.
175th St (~ LA 64.687) and Largo Vista Road (~ LA 67.876)
2007 CMIA. The following project on Route 138 in Los Angeles County was submitted to the Corridor Mobility Improvement Account for funding: widening the route to 4 lanes between 175th St (~ LA 64.687) and Largo Vista Road (~ LA 67.876) ($15.8 million). Not recommended for funding.
In August 2011, the CTC approved $17,632,000 in State Administered STIP Project funding for a project near Llano, from 175th Street East to Largo Vista Road, that will widen the segment from two to four lanes with a median turn lane and standard shoulder.
190th Street East (~ LA 66.377) to the Route 138/Route 18 Separation (~LA 69.33)
(March 2015) Segment 13 is programmed in the STIP for $43,900,000 and will widen approximately four miles on Route 138 from just west of 190th Street East (~ LA 66.377) to the Route 138/Route 18 Separation (~LA 69.33) and one mile on Route 18 from the Route 138/Route 18 Separation (~ 018 LA 4.396) to one mile east of the Route 138/Route 18 Separation (~ LA 3.396). The R/W phase will begin in Fiscal Year 2015-16 and is funded with $6,000,000 from RIP and $1,000,000 from Local RSTP. The R/W estimate for this segment has increased by $3,500,000 due to the need to acquire additional parcels for drainage as well as additional utility relocation costs. The Department proposes to increase the RIP programming for R/W from $6,000,000 to $9,500,000. The construction phase is funded with $31,400,000 from RIP and $4,600,000 from Local RSTP. During the design phase, the Department identified the need to add an additional passing lane at the connector of eastbound Route 138 to eastbound Route 18 to improve safety and operations. This revision to the design increased the construction estimate by $4,000,000. The Department proposes to increase the RIP programming for construction capital from $31,400,000 to $35,400,000. Segments 6 and 13, are currently programmed in the 2014 STIP for delivery in Fiscal Year 2016-17. In March 2015, a STIP amendment adjusted the funding for Segments 6 and 13
Route 138 Widening / Safety Improvements — Route 18 to SBd County/Phelan Road
Route 138 Widening / Safety Improvements — SBd County/Phelan Road to I-15 (~ SBD 3.093 to SBD R14.945)
In December 2013, the CTC approved for future consideration of funding a project to widen a portion of Route 138 from two lanes to four lanes, construct a median, and realign portions of the highway. The project will be constructed in two phases, and is fully funded for Phase 1 only. Phase 1 is in San Bernardino County from Phelan Road to I-15. This phase is programmed in the 2012 State Transportation Improvement Program. The total estimated cost is $88,420,000 for capital and support. Construction for Phase 1 is estimated to begin in Fiscal Year 2013-14. Phase 2 begins in Los Angeles County at State Route 18 and extends into San Bernardino County, ending at Phelan Road. This phase is not yet funded, but is anticipated to be programmed in the 2014 State Transportation Improvement Program. The total estimated cost is $72,500,000 for capital and support. Depending on the availability of funding, construction for Phase 2 is estimated to begin in Fiscal Year 2016-17. Environmental mitigation measures include, but are not limited to, a vista point being developed in the vicinity of Route 138 and Lone Pine Canyon Road, rock faces shall be provided with a similar surface as the nearby Mormon Rocks formation, and Joshua trees removed during construction will be replanted away from proposed pavement areas.
In March 2014, the CTC allocated addition funding for the Route 138 Widening (Segment 1). In Wrightwood, from Phelan Road to Junction Route 15. Widen from 2 to 4 lanes and construct 4 foot median buffer.
In August 2016, the CTC authorized that $3,646,000 be allocated from Budget Act Item 2660-001-0890, to provide construction support funds to complete construction. This project is located in San Bernardino County on Route 138, in the city of Wrightwood from Phelan Road to Junction Route 15. The project will widen Route 138 from two to four lanes and construct a four-foot median buffer. This project was programmed in the 2014 STIP for construction support and was allocated in March 2014 for $7,054,000. The construction capital portion of this project was allocated for $52,097,000. An additional $3,646,000 in construction support is needed to complete the construction of this project. The construction support cost increase is due to major delays during construction of this project. This is a large and complex project with many resource agencies involved. The project experienced delays due to permit restriction to one bridge, railroad impacts, and utility relocation, and caused a delay of more than one year. The original schedule was to complete the construction in two years. However, due to these delays, the construction duration was extended by one year, resulting in the need for additional funds for construction support.
There are plans to add truck lanes and shoulders near Wrightwood. April 2005 CTC Agenda (~ SBD 6.451).
Route 15 near Hesperia to Route 18
Hesparia Safety Improvements - SBD R14.8/R15.1
In December 2018, the CTC approved an allocation of
$1,160,000 for Project Support and Engineering for 08-SBd-138 R15.0/R15.1. PPNO
3010W. Project No. 0817000138. Route 138 Near Hesperia, from Cajon Boulevard to
the Route 15 southbound offramp. Install traffic signals, realign Cajon
Boulevard, widen southbound offramp, add left turn lane and construct curb
(Source: December 2018 CTC Minutes, Agenda Item 2.5b(2a), Item 27)
In August 2019, the CTC approved the following
allocation: 08-SBd-138 R15.0/R15.1. PPNO 3010W. Proj ID 0817000138 EA 1H820
Route 138 Near Hesperia, from Cajon Boulevard to the Route 15 southbound
offramp. Install traffic signals, realign Cajon Boulevard, widen southbound
offramp, add left turn lane, and construct curb ramps. R/W Sup $255,000
(Source: August 2019 CTC Agenda, Agenda Item 2.5b.(2a) #35)
In October 2019, the CTC amended this item:
R15.0/R15.1 PPNO 3010W Proj ID
0817000138. EA 1H820. Near Hesperia, from Cajon Boulevard to the Route 15
southbound offramp .
Install traffic signals, realign Cajon Boulevard, widen southbound offramp, add
left turn lane, and construct curb ramps.
(Source: October 2019 CTC Agenda, Agenda Item 2.1a.(1) Amendment Item 31)
Highway 138 East Alignment Project.
In December 2004, the CTC considered funding a project on Route 138 that received a negative EIR; specifically, a realignment of the highway in the Cajon Pass (~ SBD R15.272).
In January 2015, it was reported that Caltrans is
planning improvements for Route 138 E of I-15. Specifically, in Summer 2015,
Caltrans will be seeking bids on a $31 million project to widen and realign the
two-lane highway. The project will begin 1.9 miles east of I-15 (~ SBD R17.1)
and continue to one-tenth of a mile west of Summit Post Office Road (~ SBD
19.369). The realignment will reduce the number of curves on that extremely
curvy stretch of Route 138, which should improve safety. The majority of the
realignment will be done to the north of the existing road. While the widening
of Route 138 won’t add new lanes, it will increase lanes to 12 feet and
add eight-foot paved shoulders. The project also calls for three bridges to be
added for wildlife crossing at Hog Ranch Creek, Miner’s Shack Creek and
Double Drain Creek. An off-highway vehicle crossing also will be added.
Construction is expected to start in late 2015 or in early 2016.
(Source: Victor Valley Daily Press, 12/26/2014)
In September 2016, it was
reported that the Route 138 East Alignment Project, which will eliminate
switchbacks and steep grades, was starting. The $23 million project will
straighten the roadway that leads into south Hesperia and toward Silverwood
Lake from I-15. The project has an expected summer 2018 completion date. The
project will create a new road between the current highway and the railroad
tracks. No additional lanes are included in the project, which will realign the
roadway and construct outside shoulders and three wildlife crossings on Route
138 near Hesperia from 1.9 miles east of I-15 to 0.1 miles west of Summit Post
Office Road, officials said. The improved two-lane road, with one lane in each
direction, will be a mile shorter than the existing route. The realignment
project will improve operational efficiency and upgrade and widen existing
lanes and shoulders to current standards, according to officials. The existing
highway's configuration has many nonstandard horizontal and vertical curves,
and grades as steep as 15 percent. The existing pavement is from 21 feet to 28
feet wide, with no paved shoulders and narrow or nonexistent earth shoulders.
The new highway will have full 12-foot lanes in each direction, plus full
shoulders of 8 to 10 feet each. Once completed, the 22-foot-wide paved roadway
will increase to 40 feet. Once completed, the speed limit will be 55 mph,
compared to the current 15-20 mph on some of the switchbacks and hairpin
(Source: Victor Valley Daily Press, 9/5/2016)
In February 2018, it was reported that Caltrans
continues work on the $23 million Route 138 East Realignment Project. The
project is located on Route 138 just east of I-15 to Summit Post Office Road.
The realignment will remove several curves and steep grades reducing the
three-mile stretch by one mile. The project also includes constructing outside
shoulders, three bridges, and three wildlife crossings. Route 138 will remain a
two-lane road with one lane in each direction. As of February 2018,
construction crews were working on bridge structures and drainage. On February
21st, crews geared up for additional pavement work that will require a ten-day
traffic detour. During early March, motorists drove on portions of the
realigned roadway while crews focus on building the last 2,500 feet of new
roadway, abandoning the current Route 138 roadway, and drainage. To date
construction work is 80% complete. The project is on schedule and within
(Source: Caltrans District 8 Commuter Alert, 2/8/2018)
Metropolitan Bypass Freeway/High Desert Corridor
Route 138 was to have been the "Metropolitan Bypass" freeway; only the Route 5/Route 138 interchange was constructed to freeway standards. If built, it would have continued past Route 18 to Route 15. It is unconstructed between Routes 14 and Route 48. However, the Metropolitan Bypass isn't dead. The Southern California Association of Governments (SCAG) and the Metropolitan Transportation Agency (MTA) are exploring a plan to construct a new east-west highway that roughly follows the current path of Route 138. This would not only serve north county communities but also divert truck traffic now pouring into the Los Angeles Basin via I-5. In August 2001, the MTA launched a study of north county highway corridors. The first phase focused on the Golden State and Antelope Valley freeways and such proposed improvements as widening and adding lanes. The study's second part, which began in May 2002, examined Route 138, also known as Lancaster Road and Avenue D in the western portion, and Pearblossom Highway in the east. The MTA's proposal for the roadway includes widening the western portion, which connects the Golden State and Antelope Valley freeways, into a divided highway with three lanes in each direction. In the eastern portion, the MTA proposes constructing a freeway with as many as four lanes in each direction along Avenue P-8, between the Antelope Valley and Mojave freeways, a few blocks north of the Pearblossom Highway. A Pearblossom Highway routing was rejected because of community opposition and anticipated construction difficulties.
There may still be plans to build the Metropolitan Bypass Freeway, now called the High Desert Corridor. Some of the funding for this may be provided by the state of Nevada, according to an LVRJ article. According to the article, the California Department of Transportation recently completed its study of a proposed six-lane highway, dubbed the High Desert Corridor, to link Palmdale and Victorville. By facilitating travel between I-15 and I-5, the $1.5 billion project would help alleviate congestion on I-15, which is a major concern to area tourism officials. The State Senate has approved legislation (which still requires assembly concurrance and the Governor's signature) authorizing Caltrans to look for a private company to build a new east-west highway across the eastern Antelope Valley as a toll road. This toll road would be located a few miles north but parallel to Route 138. The route number is uncertain: it could end up being a rerouting of Route 138; it could end up as Route 48; or it could get a new number. Caltrans materials refers to it as a Route 138 project.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
According to Chris Sampang, the Palmdale bypass for Route 138 is apparantly planned to begin at where Route 14/138 crosses over Avenue P8 southeast of the Antelope Valley Mall; the new route would then follow Avenue P8's corridor east (passing south of the Desert Aire Golf Course) staying north of Palmdale Boulevard (and bypassing Antelope Center as well in the process). At the Rock Creek, the Route 138 bypass would curve to the south and then cross Avenue T and the railroad tracks southbound, before curving southeast to meet up with existing Route 138 halfway between Pearblossom and Llano.
According to Jonathan Goff, the HDC will be routed along Ave P-8 (Technology Drive) from Route 14 to I-15 in Adelanto. It will be full freeway from the Route 14 till 50th East. There will be offramps serving the airport and Plant 42. There will a 6 lane freeway/expressway spur running N/S along 50th East to Palmdale Blvd that will meet with the HDC. The portion from 50th East to the 240th East will be mix of 6 lane freeway/express way. The HDC will be 6 lane expressway from 240th East till US 395. Past US 395 it will be 4 lane expressway and it will cross the I-15 and run into Apple Valley for another 8-10 miles. The MTA is planning on purchasing sufficient ROW to allow for future expansion. They are allowing for future conversion to full freeway on many of the AV's highways beyond what is currently proposed. However, there are no plans on making a northern extension route of Route 138 to US 395 or to I-15; however, Route 58 could have some additional work on it allowing for more traffic.
The AV Daily Press had an article on the HDC where they discussed the routing in the Victorville area, and provided a small map. The article notes that the corridor is a freeway that would connect US 395 to a new interchange on I-15 north of Stoddard Wells Road, along a route closely paralleling Air Expressway. East of I-15, the route would travel through Apple Valley north of Route 18, curving south to join Route 18 near Joshua Road. Note that this is significantly N of Route 138. The article goes on to note that, according to SANBAG, the corridor's first section, connecting US 395 and I-15, could be finished by 2010. Approval of the first phase is under way and is contingent on a satisfactory environmental analysis, which should be completed by 2006. A recent agreement between Caltrans and Los Angeles World Airports for a right of way through the Palmdale Airport, after years of negotiations, was a key moment in the project. However, the California budget questions may slow down the schedule.
The HDC will cut to the south of the Southern California Logistics Airport (formerly George AFB) site. The former George AFB site is becoming a massive air and rail cargo facility. Information on how the SCLA will be affected can be found at http://www.logisticsairport.com/page.aspx. There might be a realignment of Route 18 in the Victor Valley to become the eastern portion of the HDC.
In late March 2007, as the first step of a newly created joint powers
authority, Los Angeles and San Bernardino counties officials sought $23M in
federal funding for the HDC. The High Desert Corridor Joint Powers Authority
sent funding requests to the region's congressional representatives, arguing
that the project would ease traffic congestion, help turn the High Desert into
an "inland port," and bolster efforts to promote the growth of L.A./Palmdale
Regional Airport and the conversion of the former George Air Force Base for
civilian use. The $23M was for FY07-08, and there are plans to seek an
additional $26M in FY08-09. The requested funds would be used for preliminary
engineering, environmental clearance and the creation of a financial plan that
could be used to attract potential private investment. As of March 2007, the
plans were for one segment of the proposed highway to run along Avenue P-8 from
Route 14 to 50th Street East. That alignment would allow the highway
to serve the L.A./Palmdale Regional Airport. At the eastern end, the highway
would connect with the planned Southern California Logistics Airport - a
project to convert the former George Air Force Base into a hub for air, rail
and truck traffic - and I-15.
(Source: Los Angeles Daily News, 3/27/2007)
In September 2010, it was reported that
the project has $33 million in Measure R funds to pay for the environmental
studies already secured out of an overall estimated $6 billion required. As
part of the process, Caltrans held a series of public hearings in September
2010. The HDC will construct a new 50-mile east-west freeway/expressway and
possible truck toll facility between Los Angeles and San Bernardino counties.
The east-west segment would be an eight-lane freeway [including a High
Occupancy Vehicle (HOV) lane in each direction] from Route 14 past the Palmdale
Airport to 50th St East along an alignment paralleling P-8 in Palmdale; a
six-lane freeway/expressway from 50th St East to 240th St East past the planned
Southern California Logistics Airport to I-15. Estimated completion is 2010,
and more information can be found at the
High Desert Corridor Joint Powers Authority website.
[Source: LA Streets Blog, 9/20/10]
In March 2011, it was reported that Metro is planning to construct a brand new 63-mile east-west freeway between Route 14 in Los Angeles County and Route 18 in San Bernardino County. It would create a shortcut for goods movement from the Central Valley to the rest of the United States and trim back goods congestion through the L.A. basin. The proposed freeway would replace long stretches of existing Route 138 and Route 18, which are two-lane roads across open desert with notoriously-high fatality rates. Current maps show the proposed Route 138 freeway branching off the Antelope Valley (14) Freeway near Rancho Vista Boulevard. After skirting northern Palmdale, it would curve south two miles, then head east to Victorville along the Palmdale Boulevard alignment. It would join I-15 at Stoddard Wells Road, north of the notorious weekend bottlenecks on I-15 at Victorville and Hesperia. The one alternative route would loop the freeway even further south, to run east and west along the existing alignment of Route 138 at Pearblossom, and then east along Route 18 to Hesperia. The center median of the proposed freeway is a possible roadbed for the proposed "DesertXpress" high speed rail line that Las Vegas interests plan to build between Las Vegas and Southern California. That line presently would terminate in a giant parking lot at Victorville, but could be extended down the new freeway 63 miles west to Palmdale. There, it would connect to the proposed California High Speed Rail line to provide 200-mph rail service between Las Vegas and downtown Los Angeles or San Francisco.
In November 2011, the LA Metro received a report looking at the various alternatives regarding the corridor, which proposes a new 63-mile freeway from Palmdale to Route 18 in San Bernardino. Metro staff has recommended variations along the corridor for further analysis in order to avoid, minimize or mitigate environmental concerns. In addition, staff recommended no further study of having the project concentrate solely on improvements to Route 138, saying that the environmental costs are considered to be too high compared to the transportation benefit that would be achieved.
In August 2012, it was reported that LA Metro planners and other agencies have announced a website with maps of the project: http://interactive.metro.net/projects/high-desert-corridor/. The map is interactive,allowing viewers to post photos with comments and even link to the map on social media sites such as Twitter and Facebook. It allows one to see the specifics of each variation, the proposed on- and off-ramps, the physical variations, and the communities along the route. The map makes clear that the HDC is not the same route as Route 18 or Route 238; it is unclear what the route will be designated when (if) it is completed.
In July 2013, LAMTA and Caltrans unveiled various concepts for the proposed
High Desert Corridor from the Antelope Valley to San Bernardino County that
would allow travelers to bypass some of the busiest freeways in Los Angeles
County, and potentially link the California High Speed Rail project to Las
Vegas. The proposed corridor would stretch 63 miles from east to west across
Palmdale, Lancaster, Adelanto, Victorville as well as the town of Apple Valley.
Planners are considering a freeway only or a freeway and railway that would
connect to the California High Speed Rail system, which is envisioned someday
to span the length of the state, and to the XpressWest bullet train from
Victorville to Las Vegas. Currently, there is only funding available to finish
the environmental review in 2014 and nothing else. Aside from public-private
partnerships, Metro and Caltrans plan to seek state and federal funding for the
(LA Daily News, 7/10/13)
In September 2014, it was announced that the draft EIR was completed and posted for review. There were five options presented: Freeway/Expressway Alternative, Freeway/Tollway Alternative, Freeway/Expressway with High Speed Rail (HSR) Feeder Service Alternative, Freeway/Tollway with HSR Feeder Service Alternative, and the No Build Alternative. The project is divided into three segments, including the Antelope Valley Segment (Route 14 to 100th Street East), the High Desert Segment (100th Street East to US 395), and the Victor Valley Segment (US 395 to Route 18). Recognizing it as a multipurpose corridor with potential to connect to the expanding regional rail system, the project may include a center-median HSR feeder service between Palmdale and Victorville. In addition, bicycle facility and green energy components would be incorporated into the design features of all alternatives of the corridor. Other alternatives, including a Transportation System Management (TSM) plan and Hybrid Alternative were studied and dropped from consideration. The basic freeway/expressway alternative would construct a combination of a controlled-access freeway and at-grade expressway for a total distance of 63 miles. The corridor from Route 14 to US 395 would be 500 feet wide and from US 395 to Route 18 would be 300 feet wide. The alignment generally follows Avenue P-8 in Los Angeles County and then runs slightly south of El Mirage Road in San Bernardino County. The alignment then extends to Air Expressway Road near I-15 and curves slightly southeast to terminate at Bear Valley Road near Apple Valley. There were four alignment variations considered: (A) Near Palmdale, the freeway/expressway would dip slightly south of the main alignment, approximately between 15th Street East and Little Rock Wash; (B/B1) East of the county line, the freeway/expressway would flare out slightly south of the main alignment between Oasis Road and Coughlin Road; (D) Near the community of Lake Los Angeles, the freeway/expressway would dip slightly south of the main alignment, just south of Avenue R, approximately between 180th Street East and 230th Street East; and (E) Near Adelanto and Victorville, the freeway/expressway would dip south of the federal prison. The tollway approach would use the same route; the segment where toll lanes are proposed, four in each direction, would begin from 100th Street East in Palmdale and end at US 395 in Victorville. The Central Segment would consist of a toll facility, and motorists who choose not to use this segment of the HDC would have the option to exit and use local west-east parallel roads adjacent to the HDC and reenter the freeway segments from either 90th Street East in Palmdale or US 395 in Adelanto. Each toll lane would be 12 feet wide. Other variations incorporate rail along approximately the same corridor.
In March 2016, the Los Angeles MTA presented its full proposal for what
transit lines could be built -- and when -- if Los Angeles County voters
approve a half-cent sales tax increase in November 2016. This proposal included
right of way funding for the High Desert Corridor: "The project extends from
Route 14 in LA County to Route 18 in San Bernardino County. It consists of 4
components: Freeway (Route 14 to 100th St.: up to 4 mixed-flow lanes in each
direction and from 100th St. to Route 18: 3 mixed-flow lanes in each
direction), High Speed Rail connection between CA HSR in Palmdale and
XpressWest in Victorville, Energy corridor that runs parallel to the freeway,
and bicycle component along the entire freeway. From east to west,
respectively; first 10 miles and last 10 miles will be non-tolled; the middle
30 miles will be tolled."
(Source: Los Angeles Times 3/18/2016; Metro Board Report 3/24/2016)
In June 2016, it was noted that the environmental documents for the HDC
would be released June 20, 2016. The final alignment of the corridor's route,
expected to connect Palmdale with the Route 18/Bear Valley Road intersection in
Apple Valley, had been initially planned to be released last July with the
environmental reports due in September 2015, but those plans were pushed back
after a few at-risk animals were identified, a consultant to San Bernardino
County 1st District Supervisor Robert Lovingood told the Daily Press in April
(Source: Desert Dispatch, 6/14/2016)
In February 2018, it was reported that the California Department of
Transportation, in cooperation with a joint powers authority, will in June
begin buying land to build a 63-mile high desert freeway connecting the Los
Angeles County communities of Palmdale and Lancaster with the San Bernardino
County communities of Victorville, Apple Valley and Adelanto. Officials say the
$8-billion project north of the San Gabriel and San Bernardino mountains would
relieve anticipated traffic congestion in the fast-growing region by creating a
link between Route 14 and I-15, and reduce gridlock on Los Angeles-area roads
including the I-210, I-10 and Route 60 freeways. The freeway would be part of a
High Desert Corridor with a rapid-transit rail, linking to a proposed
high-speed rail to Las Vegas, and a bikeway. Funded with public-private
partnerships, it could be in operation within 20 years. The environmental
impact report has already been approved, paving the way for right of way agents
to begin acquiring land this spring with $274 million generated by Measure M.
There are concerns about the route. It passes through an area that is part of
an arid empire of Joshua trees, cactus, bobcats, tortoises and kangaroo rats
hemmed by steep slopes, dry lakes and arroyos fringed with creosote bush. There
is concern that it would destroy some of our last open space to create more
suburban sprawl, undermining efforts to reduce congestion and making climate
goals a farce. However, the most serious obstacles in the path of the project
seem to be financial. How or when San Bernardino County would be able to pay
for its stretch of right of way, which must be 500 feet wide in order to
accommodate the freeway and rail, hasn’t been settled. The route would
run roughly parallel to Route 18 and Route 138, also known as Pearblossom
Highway. Congestion is a problem on Route 138 thanks to big rigs, commuters and
travelers to Las Vegas.
(Source: LA Times, 2/10/2018)
In October 2019, it was reported that in September 2019, the California
Department of Transportation agreed to shelve plans for the first new freeway
in Los Angeles County in more than a quarter-century. The 63-mile High Desert
Corridor freeway was designed as a new route, up to eight lanes wide, to speed
travelers and trade between Palmdale and San Bernardino County’s Apple
Valley. Although proponents rebranded the High Desert Corridor as an innovative
multimodal transportation initiative, complete with a train line, a bike route
and renewable energy transmission facilities, its centerpiece until recently
was still the freeway. But the project raised many serious questions. The Los
Angeles-based nonprofit Climate Resolve sued in 2016 to block the freeway,
arguing that Caltrans didn’t adequately address the potential
contribution to global warming. Projections showed the route would have
resulted in 4 million additional miles being driven every day, at a time when
California has to slash the number of vehicle miles traveled to reduce
greenhouse gas emissions. Under the agreement with Climate Resolve, Caltrans
cannot begin work on the freeway without completing a lengthy supplemental
environmental impact report. But in reality, the agency has no intention of
doing the study or moving forward on the freeway in the near future. The
freeway was put on hold before the lawsuit was settled. There wasn’t
enough demand to justify building it, nor was there funding to pay for it.
Instead, Caltrans is looking at widening existing roadways to handle the
area’s traffic needs. Other elements of the High Desert Corridor —
including plans for an electric high-speed train and bike route — can go
ahead without additional environmental study. The Measure M sales tax increase
approved in 2017 included $1.8 billion for the High Desert Corridor, which
could still be used for the high-speed rail component.
(Source: LA Times, 10/6/2019)
"Palmdale" Blvd; "Fort Tejon" Road; "Antelope" Highway.
The portion of Route 138 in the County of Los Angeles from the interchange at Route 14 to 40th Street East in the City of Palmdale (~ LA 43.544 to LA 47.811) is named the "Larry Chimbole Memorial Highway". Lawrence “Larry” Chimbole was born in New Haven, Connecticut, in May 1919, and graduated from Stamford High School in 1937. During World War II, Chimbole served as a B-29 radio operator in the Army Air Corps on the Pacific Island of Tinian. After World War II, he moved to California and settled in the City of Glendale, before migrating west to the San Fernando Valley, and then moving to the community of Palmdale in 1957. When Larry arrived in the Palmdale area, the population was approximately 7,100 people. There was no incorporated City of Palmdale or City of Lancaster, no Antelope Valley Freeway, no California Aqueduct, no Antelope Valley, Crystalaire, or Rancho Vista country clubs, no mall, no high schools, no courthouse, no Board of Trade, no county library, no hospital, no Palmdale Amphitheater, no DryTown Water Park, no Poncitlán Square, and no Palmdale Auto Mall. Larry became the owner of a hardware store in Palmdale and almost immediately became involved in Palmdale’s civic affairs as president of the Palmdale Kiwanis Club, and then as president of the Palmdale Chamber of Commerce in 1961. Larry was instrumental in leading the City of Palmdale into incorporation as one of the “50 Grand Men,” who each donated money to fund the process. After the city was successfully incorporated in 1962, he was elected as the city’s first mayor. He helped bring the Lockheed assembly plant to the Antelope Valley and was instrumental in the development of the Antelope Valley and its freeway system. After serving as mayor, Larry Chimbole ran as a Democrat in a highly Republican area, went on to serve two consecutive terms in the California State Assembly from 1974 to 1978, and was the first Antelope Valley resident to ever be elected to the State Legislature. He then served a total of 12 years on the Palmdale City Council, where he represented the city as the president of the California Contract Cities Association and as president of the Los Angeles County Division of the League of California Cities. In 1974, Larry was responsible for arranging the National Guard Armory to be located in the City of Palmdale instead of the City of Lancaster. After serving in the Assembly, Larry Chimbole continued to serve his community by serving as a member of the State Board of Landscape Architects, the Antelope Valley Healthcare District Board of Directors, and the Antelope Valley Fair Board of Directors. In 1996, the Desert Mailer had the front page headline, “Chimbole just keeps on tickin’.” In the article, when asked how he would like to be remembered, Larry Chimbole stated that his legacy would be how active he was in 1960 and that he remained just as active for the rest of his life. Former Mayor Chimbole continued to be active in his community. In 1999, he served as campaign chair of the United Way Antelope Valley Region. In 2006, city officials immortalized the “50 Grand Men” when they formally presented a beautiful plaque that is currently on display at the Chimbole Cultural Center. On August 24, 2012, Larry Chimbole was a featured guest at the City of Palmdale’s 50th anniversary celebration held at Poncitlán Square that was attended by thousands. In 2013, more than 100 friends and family members gathered to celebrate his 94th birthday at the Chimbole Cultural Center that bears his name. At 94, Larry Chimbole was still very active in the community, where he attended many local community events. In 2014, a committee was formed to raise funds to create a series of bronze statues called “Legendary Locals.” The first statue in the series was to be of Larry Chimbole. The statue was dedicated on October 8, 2015, across from the Palmdale City Hall on a bench in Poncitlán Square. More than 200 people witnessed the unveiling of the statue entitled “The First Mayor,” which depicts Chimbole seated on a bench with one arm resting atop the back of the bench to encourage visitors to sit and visit with a “local legend”. Named by Assembly Concurrent Resolution (ACR) 138, Res. Chapter 160, Statutes of 2016 on September 1, 2016.
Portions are known as the Pearblossom Highway or Pear Blossom Highway (~ LA 51.486 to LA 69.319). Pearblossom refers to the community of Pearblossom, which was named by Guy Chase for its once abundant pear orchards. The orchards died off in blight. This was named in April 1926 by the Los Angeles County Supervisors, for recorded "Pear Blossom Highway" as the official name of the thirty-mile road now connecting Palmdale with the County Park (Swartout Valley was then known as the Los Angeles County Park) and formally opened this Antelope Valley route from Los Angeles to the park.
The portion from 136th Avenue to 195th Avenue (~ LA 60.698 to LA 66.868) is named the "Deputy Sheriff Steven Sorensen Memorial Highway". It was named in memory of Deputy Sheriff Stephen Sorensen of the Los Angeles County Sheriff's Department, who was killed in the line of duty on August 2, 2003, in Llano, while responding to a routine trespassing investigation on his "day off". Deputy Sorensen, who was known as the "town sheriff", was the resident deputy for the Lake Los Angeles area and patrolled several sparsely populated communities at the edge of the Mojave Desert. He was the only full-time deputy responsible for 150 square miles. Deputy Sorensen was renowned for working to better the community and for helping the people living there and performed his duty not for press or glory but for the betterment of his community. Named by Assembly Concurrent Resolution 135, Chapter 42, May 3, 2004.
The portion of Route 138 from Kruse Road to Lone Pine Canyon Road (~ SBD 11.766 to SBD 13.982) is named the "Abiel Barron Memorial Highway". This segment was named in memory of Los Angeles Police Department Detective Abiel Barron who was killed in the line of duty during the evening hours of June 25, 2003. Detective Barron was conducting a follow-up investigation in the Palmdale/Lancaster area and was traveling on Route 138 near its junction with I-15 at Mormon Rocks when a driver attempting to pass slower moving vehicles on the two-lane highway collided head-on with Detective Barron's police vehicle. Detective Barron succumbed to injuries as a result of the collision. Abiel Barron began his career with the Los Angeles Police Department after graduating from the police academy in 1983, and after successfully completing probation was assigned to field duties in Newton Street Division in South Los Angeles. He made significant contributions to public safety while assigned to the Newton Street Division for the next 12 years. He was promoted to the rank of detective in 1995 and served in the capacity of an investigator in the Los Angeles Police Department's Gun Detail. After successfully completing his detective probationary period, Detective Barron returned to his assignment of choice, that of a homicide investigator in the Newton Street Division. In this capacity, he provided distinguished service to that community until he attained a new assignment as a detective at the Los Angeles Police Department's northeast area in 2000. He then continued to serve with distinction as a sex crimes investigator until his assignment to the Northeast Area homicide detail in 2001. He continued as a homicide investigator in 2002, and was nominated for an award for bravery in saving the life of a despondent woman attempting to commit suicide by jumping from a bridge at the Los Angeles River. Detective Barron was awarded the Los Angeles Police Department's "Police Medal" for bravery that was presented to his wife posthumously. Named by Assembly Concurrent Resolution (ACR) 5, Resolution Chapter 64, on 07/07/2005.
Between the intersection with Avenue T and Pearblossom Highway and Route 15. Authorized by Senate Bill 155, Chapter 169, on July 23, 1999.
Overall statistics for Route 138 (this reflects information from before the 1995 transferrence of Route 48 between Route 138 and Lancaster to Route 138, and the deletion of the routing to Palmdale):
Significant Summits: Mountain Summit (4804 ft)
In 1913, Chapter 610 declared and established a state highway from the city of Bakersfield through a portion of the counties of Kern, San Luis Obispo, Santa Barbara and Ventura to the city of San Buenaventura, to be designated and known as the "Bakersfield, Maricopa and Ventura state highway." This highway was referenced as:
"A certain highway now partly constructed and partly in the course of construction by the several counties through which the same passes and running substantially along the following lines, courses, and distances: Commencing at a point on the proposed California state highway between Bakersfield and Los Angeles [LRN 4] thence following the present county road W 6 mi, then S 12 mi, thence W ½ mi, thence S ¾ mi, thence W 8 mi, thence SW 4 mi, thence W 5 mi to the town limits of the city of Maricopa, thence ... SW 13 miles to the W boundary of Kern County..., thence from a junction at the Kern Cty line with the proposed road as surveyed by Buffington ... for a distance of approx. 5 mi in the county of San Luis Obispo W about 1 mi through the lands of the Kern Cty Land Company and Cuyama Ranch, thence SW-ly 1½ mi, thence E-ly ¾ mi, thence SE-ly about 1 mi through the lands of the Santa Barbara Forest Reserve and of S.B. Miller, said line of proposed road ... following along the E-ly side of the Cuyama River and in the valley of said Cuyama river to the S border of SLO Cty. Thence from a junction point ... being in Sec. 11 T9N R25W SBM and running in a generally SE-ly direction, following the valley of the Cuyama river for a distance of 8.1 mi to a point in the E boundary of Santa Barbara Cty in Sec 17 T8N R24W SBM. Thence from ... the W boundary of Ventura Cty in the valley of the Cuyama River...beginning at a point in Sec 17 T8 R24W SBM approx. 1100 ft S of the N boundary of Sec 17, thence SE-ly along the NE bank of the Cuyama river a distance of 10 mi to a point near the center of Sec 19 T7N R23W on the S-ly bank of the Cuyama river thence E about ¾ mi to a point in the W half of Sec 20 T7N R23W, thence S through the W half of the W half of Sec 20 T7N R23W, and the W half of the W half of Sec 29 T7N R23W on the E side of Boulder Cyn, thence S on the W side of Boulder Cyn through the E half of the SE qtr of Sec 30 and the W half of Sec 32 T7N R23W, thence SW passing the great saddle rock to a point on the summit of Pine Mtn at the quarter corner between Sec 5 and 6, T6N R23W, thence S along the W side of Chorro Chiquito Cyn through Sec 6, 7, 8 and 18 T6N R23W to the valley of the Sespe River, thence crossing the Sespe River and S up the E side of Cherry Ck Cyn through Sec 19, 30, and 31 T6N R23W to the summit of Ortega Hill in Sec 31 T6N R23W, thence from the top of Ortega Hill and following along the Wheeler Ridge passing through the SW corner of Sec 32 T6N R23W, through the NE corner of Sec 1 T5N R24W, through the center of Sec 6 T5N R23W, to the SE corner of Sec 5 T6N R23W, thence S through Sections 8 and 9 T6N R23W, to a point near the ¼ corner on the S side of Sec 8 T5N R23W, to a point in the Matilja Rd near the Matilja Hot Springs in said Sec 29.... thence SE-ly with the Matilja and Meiners Rds ... to the town of Nordhoff ... thence S-ly with the San Antonio Crk Rd, the Nordhoff Rd, and the Ventura Avene to the N-ly limits of San Buenaventura."
In 1929, Chapter 541 amended this definition to be:
“…is amended to read as follows: A certain highway now partly constructed by the several counties through which the same passes and by joint highway district number six of the State of California and running substantially along the following lines: Commencing at a point in the Cuyama river valley on the state highway running between Santa Maria, Maricopa, and Bakersfield, and known as [LRN 57] of the state highway system, and running thence SE-ly up the Cuyama river valley to a point in Ventura County; thence S-ly over the Coast Range mountains and through the Santa Barbara national forest to Matilja Hot Springs; thence SE-ly to the city of San Buenaventura. The entire length from San Buenaventura (Ventura) to [LRN 57] of the state highway in the Cuyama valley is hereby declared to be, and is hereby constituted, a state highway... provided that said highway shall not become a state highway ... until said highway shall have been fully completed.”
However, both were repealed in 1935 by the act that created the highway code. In 1915, Chapter 748 did something similar, with an act for the survey, location, and estimate of cost of a state highway from a point on the present located state highway in Kern County S of Bakersfield to the town of Nordhoff, Ventura County. Again, this was repeased in 1935 by the act that created the highway code. It is possible these early routes were LRN 57, but portions may have shown up in the eventual definition of LRN 138 in 1933.
Chapter 767 in 1933 provides a clearer origin, for it defined the following segments as part of the highway system:
In 1935, the state highway code was created, and it defined LRN 138 as follows:
In 1955, Chapter 1912 extended LRN 138 and reworked the definition to be:
This route is signed as follows:
This is present-day Route 33; before 1964, it was signed as Route 33 between Route 198 near Coalinga and present-day Route 119 (former US 399) near Taft, and as US 399 from Taft to Route 166 near Maricopa.
From Route 36 in Susanville to Route 299 near Adin.
As defined in 1963, this segment was "(a) Route 36 near Susanville to Route 299 near Adin."
In 1981, Chapter 292 changed the origin to "(a) Route 36
near in Susanville to …".
During the May 2018 CTC Meeting, the CTC was informed of the following SHOPP
amendment: $5,015,000 02-Las-139 6.2/7.3. On Route 139 Near Susanville, from
1.1 miles south to Antelope Radio Street. Outcome/Output: Improve safety by
realigning roadway curves, widening lane and shoulder widths, and improving
sight distance. This project will reduce the number and severity of collisions.
The amendment is to CON ENG:
(Source: CTC Meeting, May 2018 Agenda Item 2.5f(3) Proj 2)
In March 2019, the CTC approved for future consideration of funding a
project is located on various locations along Route 299 and Route 139 in Lassen
and Modoc Counties (02-Las-299, PM 18.5/25.6, 02-Mod-299, PM 0.5/0.5, 1.1/1.8,
02-Mod-139, PM 0.1). This project proposes to reduce the amount of distressed
lane miles by restoring the roadway to a condition of minimal maintenance for a
20-year design life. This proposed project addresses the existing poor pavement
condition, late stages of deterioration, and the roadway’s substandard
lighting. The project also proposes widening shoulders, reconstruct driveway
approaches, and updating the Intelligent Transportation System (ITS) elements.
This project is fully funded and programmed in the 2018 SHOPP for approximately
$25.2 million, construction is estimated to begin in 2020. The scope, as
described for the preferred alternative, is consistent with the project scope
programmed by the Commission in the 2018 SHOPP.
(Source: March 2019 CTC Minutes, Agenda Item 2.2c.(1))
For some reason, this is named Joint Highway 14. There appears to have been no connection with a route 14.
This route is part of the Volcanic Legacy Scenic Byway All American Road.
From Route 299 near Canby to the Oregon state line near Hatfield.
This segment is as defined in 1963.
This segment was LRN 210, defined in 1939. It was not signed as part of the 1934 state signage of highways, but was signed by 1963.
Note that SE of Newell, a route diverges N called "Old Alturas Highway", rejoining Oregon 39 (a continuation of Route 139) E of Merrill.
In May 2008, the CTC considered relinquishment of right of way in the county of Siskiyou, at Osborne Road, Havlina Road, Akins Road, Tschirky Road, and Walsh Road (Road No. 0U018), consisting of reconstructed and relocated county roads. (2-Sis-139-PM 1.0/4.0)
This route continues into Oregon as Oregon 39.
[SHC 263.7] Entire portion.
Route 139 was not defined in the initial set of state signed routes in 1934.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
[SHC 164.16] Between Route 299 and the Oregon state line.
Overall statistics for Route 139:
In 1933, Chapter 767 defined the route from "Taft-Greenfield Road to [LRN 33] near Wasco" as part of the state highway system. In 1935, it was added to the highway code as LRN 139, with the definition:
From Route 5 near Gustine to Route 99 near Merced.
From Route 99 near Merced to Yosemite National Park near El Portal via Mariposa.
As defined in 1963, this segment ran from "(b) Merced to Yosemite National Park near El Portal via Mariposa."
In 1976, Chapter 1354 changed the origin to "(b) Route 99 near Merced to …"
In 1934, Route 140 was signed along the route from Merced to Jct. Route 120 through Yosemite National Park via Mariposa. It was part of LRN 18. The segment from Merced to Mariposa was defined in 1909. From Mariposa to Yosemite National Park was defined in 1916. The portion from the old boundary of Yosemite National Park near Crane Flat to Route 120 was originally part of the route, defined in 1915, but was removed in 1943. There are points where this road has been rebuilt, and the old roadbed is still visible.
Currently, Route 120 enters Yosemite National Park in Tuolumne County via
the modern Big Oak Flat Road. Originally Route 120 entered Yosemite National
Park via the Old Tioga Pass Road and Route 140 entered via the Old Big Oak Flat
Road. The Big Oak Flat Road is the second oldest highway into Yosemite just
behind the Old Coulterville Road. Much of the alignment of Route 120 follows
the path set out by the Big Oak Flat Road. Details on the history of the
entrance into Yosemite and the changes in routing may be found in the
Gribblenation Blog "Old
California State Route 140 and California State Route 120 entrances to Yosemite
(Source: Gribblenation Blog "Old California State Route 140 and California State Route 120 entrances to Yosemite National Park")
Tom Fearer (Max R) on AAroads notes that the alignment of Tioga Pass Road
used to be very different in the early days of the state highway system. Route
120 took a turn on what is now Evergreen Road to Aspen Valley Road which used
to be the original routing of Tioga Pass Road. Route 140 from Evergreen Road
used the modern alignment of Route 120 to Yosemite National Park. The
alignments can be seen very easily on the
1935 Tuolumne County Map. Tioga Pass Road originally traversed Aspen Valley
way north of the modern road where it met up with the modern alignment of the
road via White Wolf Road. Sometime between 1942 and 1944, Tioga Pass Road was
moved to the modern realignment which resulted to changes to Route 120 and
Route 140. Route 140 was cut back to the El Portal Entrance of Yosemite on the
Merced River while Route 120 was rerouted off of Evergreen Road onto Big Oak
Flat Road where Route 120 enters Yosemite today. The changes are reflected on
the 1954 and 1955 state highway maps.
(Source: Max R on AARoads, 7/8/2017)
Route 140 east of Merced was one of the very first state highways to be
commissioned (it was LRN 18) as an "all-weather" route into Yosemite. But like
all roads built next to rivers to take advantage of the relatively low
elevation, the trade-off is perennial flood damage.
(Source: Sparker at AAroads, 7/26/2016)
In January 2008, the CTC relinquished right of way in the city of Merced, at Glen Avenue (~ MER 35.886), consisting of a reconstructed and relocated city street.
Bradley Overhead (~ MER 36.483 to MER 37.396)
In October 2006, the CTC had on its agenda a resolution for approval for future consideration of funding a project on Route 140 in Merced County for which a Final Environmental Impact Report (FEIR) has been completed. The project is partially funded in the 2006 State Transportation Improvement Program (STIP) for Project Approval and Environmental Document (PA&ED) and Plans, Specifications and Estimate (PS&E) for $2,712,000 in the Regional Improvement Program (RIP). The total estimated project cost is $41,500,000 for capital and support. Construction is estimated to begin in Fiscal Year (FY) 2008-2009. The project is referred to as the "Bradley Overhead and Replacement Project", and is just E of Merced (~ MER 037.07).
In August 2012, the CTC approved an additional $1,763,000 in funding in the city of Merced, from Marthella Avenue to Santa Fe Avenue at the Bradley Overhead (~ MER 36.483 to MER 37.396). The goal is to widen from 2 to 4 lanes with 2-way left turn lane and sidewalks. The funding should add 2.2 lane miles.
In January 2017, the CTC relinquished right of way in the city of Merced along Route 140 on Baker Drive (10-Mer-140 PM 36.8/37.2, between Parsons and E Santa Fe), consisting of collateral facilities. The City, by relinquishment agreement dated March 20, 2008 agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State. At the same time, the CTC also authorized relinquishment of right of way in the county of Merced along Route 140 on Baker Drive and Santa Fe Avenue (10-Mer-140 PM 37.1/37.4), consisting of collateral facilities. The County, by relinquishment agreement dated July 31, 2007 agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
SR-140 Slope Repair Project (MPA 32.2)
In March 2016, it was reported that Caltrans was holding public
meetings regarding a project to repair a failed slope beneath an 84-inch
reinforced concrete pipe culvert adjacent to the eastbound lane of Route 140 at
PM MPA 32.2 in Mariposa County. Construction of a rockfilled gabion basket wall
with stone base support/buttress is the proposed repair method to repair the
failed slope and stop erosion from the culvert at this site. The purpose of the
project, also known as the SR-140 Slope Repair Project, is to prevent further
erosion of the slope and protect the highway and the associated culvert.
Caltrans is the lead agency for the preparation of the environmental document
for the project pursuant to both the California Environmental Quality Act and
the National Environmental Policy Act. The location is S of Briceberg, between
the two Bear Creek Bridges.
(Source: Sierra Sun Times, 3/23/2016)
On April 29, 2006, there was a huge landslide that covered about 300 feet of highway between Mariposa and Yosemite National Park. It is unclear if the original alignment can be repaired. On July 20, CalTrans started building a limited bypass around the slide area, and this was finished on July 31, 2006. Yosemite tourists are urged to enter the park via Route 120 from Oakdale or Route 41 from Fresno. More information, including hours of usage for the Route 140 bypass, can be found on a blog at http://yosemitenews.info/forum/read.php?f=1&i=1032&t=1032.
In May 2014, the CTC approved for future consideration of funding a project in Mariposa County that will construct repairs or a permanent bypass on a portion of Route 140 that was blocked and damaged by the Ferguson rockslide. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $132,550,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16.
In June 2015, an update was provided on the
Ferguson Project. The $133 million project will restore highway access to a
section of Route 140 that was damaged by the Ferguson rock slide in 2006. The
two phase project will result in a two-lane 750-foot rock shed along the
existing route. Caltrans started the project in March 2015, when crews removed
about 63,000 tons of rock and debris. Subsequent visual inspection of the
exposed slope led Caltrans to reconsider the lateral design strategy for the
rock shed. The approach transitioned to a wall structure that would require
Caltrans to leave the remaining rock to help facilitate geotechnical bores and
ultimately construct the rock shed. As of June 2015, the structure was designed
to include two 12-foot-wide lanes, two 8-foot-wide outside shoulders and a
4-foot-wide emergency walkway on the river side. Motorists are currently
constrained by one-way traffic control, using a temporary bypass route.
Construction of the rock shed is anticipated to begin in 2016. The two lanes on
the original alignment will be reopened once the project is complete. Other
alternatives considers, but ultimately not selected, included
Alternative T-3, which would have constructed a tunnel on
a new alignment, tunneling into the west canyon wall, under the rockslide, and
realigning with the existing highway, and the no-build alternative.
(Source: Merced Sun-Star, May 25, 2015, Caltrans Information Page)
In March 2016, it was reported that work will
resume in summer 2016 on a $133 million effort to build a 750-foot rock shed
and restore Route 140 from Mariposa to El Portal. It will include two
12-foot-wide lanes, two 8-foot-wide shoulders and a 4-foot-wide emergency
walkway on the Merced River side. Work will last at least four more year.s.
(Source: SJ Mercury News, 3/18/2016)
Portions of what appears to be this route within the National Park are maintained by the Federal Government. They have some interesting highway signs, illustrated at http://wwtl.info/ca-140.html.
The portion of Route 140 from Arboleda Drive to Plainsburg Road in the County of Merced (~ MER 40.788 to MER 43.71) is named the "Special Agent Richard “Rick” K. Oules Memorial Highway". It was named in memory of Special Agent Richard “Rick” K. Oules, who was born in 1956 in Merced, California. Special Agent Oules received his Bachelor of Arts Degree in management from Saint Mary’s College in Moraga, California. Special Agent Oules began his law enforcement career in 1977, with the Merced County Sheriff’s Department, where he served as a Patrol Deputy, Narcotics Detective, and Patrol Sergeant. In 1987, he joined the Department of Justice as a Special Agent and was assigned to the Bureau of Narcotic Enforcement, where he worked on and supervised a clandestine lab enforcement team resulting in the investigation and dismantling of approximately 300 methamphetamine laboratories. In 2005, he was appointed as the Director of the Department of Justice’s Division of Law Enforcement, where he oversaw one of the largest state investigative law enforcement agencies in the United States. Special Agent Oules retired from the department in 2008 and, after a short break, joined the United States Attorney’s Office in Sacramento, as a Law Enforcement Coordinator, where he served until his death. Special Agent Oules was recognized for his many achievements by being awarded the California Coalition of Law Enforcement Associations’ Top Manager Award for Excellence in Law Enforcement Leadership. Special Agent Oules was the past President of the California Narcotic Officers’ Association (CNOA), served on the CNOA Executive Board of Directors and the Executive Board of Directors of the California Peace Officers’ Association, and was appointed to the California Council on Criminal Justice. On April 4, 2011, Special Agent Oules died at 55 years of age after a courageous battle with lung cancer, which was determined to be a result of his frequent long-term exposure to the large number of chemicals and solvents found in methamphetamine laboratories. Named by Senate Concurrent Resolution 77, Res. Chapter 75, on June 26, 2014.
Between the Merced county line near Planada and Yosemite National Park (~ MER 50.301/MPA 0.000 to MPA 50.32), this segment is named the Central Yosemite Highway. It was named by Assembly Concurrent Resolution 27, Chapter 69, in 1989.
The five-mile portion of Route 140 north of its intersection with Route 49
(MPA 18.511 to MPA 23.511) is named the CAL FIRE Firefighter Braden Varney
Memorial Highway. Name in memory of Department of Forestry and Fire
Protection (CAL FIRE) Heavy Fire Equipment Operator Braden Varney, who passed
away in the line of duty on July 14, 2018, at 36 years of age, while battling
the Ferguson Fire in Mariposa County, California. Braden Varney was born in
Mariposa County in May 1982, and was raised there. Varney was a 10-year veteran
of the Department of Forestry and Fire Protection, having followed in the
footsteps of his late father, Gordie Varney, another department heavy fire
equipment operator who also perished in the line of duty. Throughout
Braden’s life, he generously donated thousands of dollars worth of time
and equipment to build and maintain the road to the Barrier-Sweetwater
Youth Camp in Mariposa County. Braden and his father simply loved Sam
Hensley’s vision and wanted to support “getting the kids to
camp”. On July 14, 2018, Braden was operating his bulldozer on the
Ferguson Fire in Mariposa County and, during the early morning hours, his
bulldozer experienced a rollover that resulted in Braden’s passing. It
was named by ACR
47, Res. Chapter 108, Statutes of 2019, on 07/08/19.
This segment is also named the "All Year Highway". This is a historic name.
There is a historical monument and plaque dedicated to the community of Agua Fria placed within the right-of-way of Route 140, in Mariposa County, at a site that is located near the junction of State Highway Route 140 and Agua Fria Road (~ MPA 16.592). Agua Fria was the first county seat of Mariposa County. The monument and plaque was placed by the Matuca Chapter of the Ancient and Honorable Order of E Clampus Vitus. Authorized by Assembly Concurrent Resolution 140, Chapter 96, July 12, 2000.
[SHC 263.7] From Route 49 at Mariposa to Yosemite National Park near El Portal.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
This route was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 39, Ch. 23 in 1984.
[SHC 164.17] Between the east urban limits of Merced and Yosemite National Park.
Overall statistics for Route 140:
In 1933, Chapter 767 added the routes from "Taft to [LRN 4] near Greenfield" and "[LRN 4] S of Bakersfield to [LRN 58] via Arvin" to the highway system. In 1935, this was captured in the definition of LRN 140 in the highway code, which was:
In 1959, Chapter 1062 changed (b) to eliminate the specific routing (i.e.,
"…to [LRN 58]
It was signed as follows:
No current routing.
Directly west of I-80 the path of I-780 becomes non-state maintained Curtola
Parkway. During the 1964 State Highway renumbering Route 141 was assigned to
the former portion of LRN 74 between I-80 and Route 29. At the time Route 141
appears to have used Lemon Street, Benicia Road and Maine Street to connect
from I-80/I-680 to Route 29 (Sonoma Blvd).
(Source: Gribblenation Blog (Tom Fearer): Interstate 780 and path of California State Route 141, 2/22/2019)
By 1966 the implied path of CA 141 to CA 37 appears on the State Highway Map.
In 1975, Chapter 1078 extended the route: "
to Route 37."
In 1988, SB 177, Chapter 106 deleted the route. This route approximates the
current Curtola Parkway and Mare Island Parkway between Route 37 and
I-80/I-780. Relinquishment may have occured as a condition of the construction
of Mare Island Parkway. The Curtola Parkway's construction began in 1988 as
well, with the facility opening in late 1989. It does not appear as if the
parkway was a Caltrans project. Apparently Caltrans ceded the ROW for the
cancelled Route 141 freeway to the City of Vallejo, which constructed the
parkway itself; it was part of an overall project to upgrade the city's
waterfront (including the S.F. ferry terminal). Since there was a direct
extension of the parkway from Sonoma Blvd/Route 29 west to that waterfront, the
parkway was intended to directly convey traffic -- and potential tourists --
from both I-780 and I-80 to the revamped waterfront -- as well as provide
improved access from Benicia and environs to the ferry terminal.
(Source for information on the Curtola Parkway: Sparker on AAroads, "Re: Interstate 780 and California State Route 141", 2/23/2019)
The original (1963) route was originally part of LRN 74.
LRN 74 was unusual in that it was U-shaped, consisting of Pre-1964 Route 29 from Pre-1964 Route 12/LRN 8 at Napa Junction south to the intersection of present Route 29 and Maine Street in Vallejo; there it split into the main stem which extended east on Maine to Benicia-Vallejo Road, then utilized that into Benicia; the surface street was never signed as a pre-1964 route prior to 1964. However, Pre-1964 Route 29 south from the intersection in Vallejo to I-80 just north of the Carquinez Bridge(s) was a LRN 74 spur. Once in Benicia, it spawned another spur to the ferry terminal to Martinez, across the Carquinez Strait; this, and the remainder of LRN 74 north to Cordelia Junction (old US 40/LRN 7) were signed as part of Pre-1964 Route 21, which utilized the ferry to get to its southern section in Contra Costa and Alameda counties. By late 1962 the initial section of I-680 from the present I-80/780 interchange in Vallejo east toward Benicia had opened, and LRN 74 was rerouted over that freeway; two years later Route 141 subsumed the section of LRN 74 between Route 29 and I-80, although the east end had been shunted south to the NW end of (then) I-680, which entailed about a 2-3 block right-angle shunt south of Benicia-Vallejo Road. Route 141 received signage circa 1968; this involved trailblazers and an initial reassurance shield on EB Maine, directional changes where the route shifted to Benicia-Vallejo Road, and I-680 (later 780) trailblazers at the shunt down to the end of that freeway about a quarter-mile west of I-80. The sole Route 141 indication WB was at the stub-end of the I-680/780 freeway, which was originally planned to continue on to Route 37 via Mare Island. That freeway routing was deleted from the system in 1976 along with a batch of others statewide as part of then-Caltrans director Adriana Gianturco's orders to slash as much urban proposed freeway mileage as possible (with legislative concurrence). Signage remained on the surface segment of Route 141 until that too was relinquished circa 1982. One "straggler" Route 141 sign remained at the Maine/B-V Road intersection until about 1989, but it disappeared about that time.
Route 141 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 141 between 1934 and 1964.
In 1933, Chapter 767 defined the route from "[LRN 4] via Brundage Lane and Oak Street to [LRN 4] near Beardsley School" as a state highway route. In 1935, it was added to the highway code as LRN 141 with that routing:
In 1963, Chapter 1698 changed the routing to be "[LRN 4] via Brundage
Lane, Union Avenue and Golden State Avenue
Street to [LRN 4] near Bakersfield Beardsley
School", although this change didn't take effect due to the 1963
Renumbering (Chapter 385); instead that routing was assigned to Route 204.
The original routing for LRN 141 is in Bakersfield, and is no longer part of the state highway system, although Brundage Lane roughly parallels present-day Route 58, and Oak Street parallels the post-1964 routing of Route 99. This appears to be the planned rerouting for US 466 to bypass downtown Bakersfield (back when LRN 4/US 99 (and US 399) was on the Route 204/Business Route 99 alignment) back in 1933; this rerouting only occured in the 1960s however with the construction of the freeways which are now Route 58 and Route 58/Route 99 (explaining why the definition of the route is from LRN 4 to LRN 4: from Brundage at Route 204 to the current Route 99/Route 58/Route 178 interchange at Rosedale Highway/24th Street, where Oak Street ends). Looking at the bridge log, the Route 204/Business Route 99 (former LRN 4) freeway in downtown Bakersfield between LRN 141's two termini (current Route 58 and Route 99) was built in stages: the first section, the Union Avenue Y, was finished in 1957, followed by the Truxtun Avenue crossing in 1959. Most of the section north of L Street and the Chester Avenue traffic circle was also built in 1957; so the construction of the LRN 141 (99/58) freeways occured only once CalTrans decided that the old downtown bypass was more suitable for the through routes. The interchanges connecting Business Route 99 with Route 99 were built in 1962 and 1963, as part of the Bakersfield bypass. Thus by 1964, former LRN 141 had been upgraded to freeway between Brundage Lane and Rosedale Highway; however, the portion from Union Avenue (Route 204/Business Route 99) west to Route 99 would not be built until 1976, at which point Route 58 was moved off of former US 466/LRN 58 (Edison Highway) and onto the new freeway, which is part of the Bakersfield-Tehachapi Highway.
Until 1963, LRN 141 was a bypass of Bakersfield at which time it was to be swapped with LRN 4, but Brundage Lane remained part of it because the new LRN 4 went to its west end. Of course, this 1963 change was obviated by the 1963 renumbering, which put Route 58 and Route 99 on the LRN 141 bypass, with Route 204 taking the original Route 99 (LRN 4) routing.
From Route 90 near Brea to Route 71 near Chino.
This segment was originally LRN 177, defined in 1933. It was not signed before 1964. This is Carbon Canyon Road, with a portion on Valencia Avenue.
In August 2011, the CTC approved $3,025,000 in SHOPP funding for repairs in and near Brea, from Brea Hills Ave to the San Bernardino County Line (~ ORA 2.515 to ORA 6.346), that will rehabilitate 7.6 lane miles of pavement to improve safety and ride quality.
Carbon Canyon Truck Restrictions (~ORA R1.801 to SBD R3.792)
In May 2017, it was reported that Caltrans is
exploring a plan to restrict truck traffic on this route. The first step to
restrict big rigs on Carbon Canyon Road (~ORA R1.801 to SBD R3.792) took place
in early May when a preliminary study on the state highway was unveiled to
approximately 50 residents at the Chino Hills public works commission meeting.
Transportation engineering consultant Clyde Prem said trucks are scraping the
roadside and causing ten-to-twenty minute traffic delays navigating the
switchbacks and steep grades. He said a process exists where Caltrans can
restrict truck traffic but it is rarely undertaken. It includes sending
resolutions to two Caltrans districts because the 8.4-mile road, known as Route
142, is located in Brea and Chino Hills. Traffic, legal, and environmental
offices in Sacramento would become involved in the effort. The study was
commissioned last November after concerns mounted about the volume of traffic
on Carbon Canyon Road and the increased amount of large trucks using the road
as a bypass route. Traffic congestion is also caused by the terrain, school bus
stops, uphill grades, a narrow bridge, and the signals at Olinda Place and Ruby
Street on the Brea side, according to the study. The report revealed 92
collisions resulted in 153 injuries and three fatalities between 2010 and 2015.
Of the injuries, 52 were in Chino Hills and 101 in Brea. Unsafe speed and
improper turning were the two leading causes of collisions. Residents said
trucks cross the yellow lines on the switchbacks endangering oncoming traffic.
Caltrans has determined that widening is not possible because of the terrain
and development alongside the road. The commission voted to support the second
phase of the study that would address truck traffic, safety, and traffic flow
along Carbon Canyon Road.
(Source: Champion Newspapers, 5/6/2017)
In June 2019, it was reported that Chino Hills and
Brea have each adopted resolutions requesting Caltrans to ban large truck
traffic from using Carbon Canyon Road. The cities submitted the resolutions to
Caltrans June 19. The city has been working for the last few years with
Caltrans, the Chino Hills and Brea police departments, the City of Brea, and
the California Highway Patrol to study the problem. It was agreed that a
traffic study was needed to identify key issues and propose solutions with an
emphasis on banning large-truck traffic. Residents have been expressing concern
that excessively large trucks cannot maneuver through the tight curves along
Carbon Canyon Road and encroach onto oncoming traffic as they make the turns.
Chino Hills and Brea shared costs for the traffic study.
(Source: Champion Newspapers, 6/29/2019)
From Route 71 near Chino to Route 210 near Upland.
This segment is proposed LRN 274, defined in 1959. Its routing has not been determined, and it does not appear to correspond to a surface street route.
Central Avenue and a grid of local streets could be used but the roads do not adequately fit the definition of a traversable highway. A route is in the very preliminary planning stages.
"Carbon Canyon Freeway". Named by location.
Route 142 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 142 between 1934 and 1964.
[SHC 263.7] From the Orange-San Bernardino county line to Peyton Drive.
Overall statistics for Route 142:
In 1933, Chapter 767 defined the route from "[LRN 4] near Bakersfield to [LRN 57] near Isabella via Glennville" as part of the state highway system. In 1935, this route was added to the code as LRN 142 with that definition. In 1963, Chapter 1698 would have changed LRN 4 to LRN 141, but that change didn't occur due to the passage of the "great renumbering" (Chapter 385).
This route originally was the Bakersfield-Glennville Road into Glennville and thence to Isabella via Woody. All of this was originally part of Route 155. However, in 1965, the Bakersfield to Glennville Road portion was deleted from the state highway system and Route 155 was rerouted onto former LRN 136 (part of former Route 211).
The 1975 act also noted:
"The department and State Transportation Board shall cooperate with the County of Sacramento and the Sacramento Regional Area Planning Commission in the transportation corridor study conducted by the county and the commission on the adopted route for Route 143. Such cooperation by the state shall be limited to furnishing existing data.
The department shall not, prior to July 1, 1976, or such later date as adopted by the California Highway Commission, dispose of any real property acquired for the construction of Route 143 as a freeway from Route 50 to Route 244, except for such real property which, as mutually agreed by the department and the county, is not required for any transportation purpose. If, at such a date, the transportation corridor study indicates the other real property is required for any transportation purpose, the department shall not dispose of the real property prior to January 1, 1977."
Why? According to Concrete Bob on AARoads: In November 1974, the Sacramento
County Board of Supervisors voted 3-2 to reject the funding and construction of
Route 65, Route 143 and Route 244. Construction on Route 143 and Route 244 was
slated to begin in 1975. When Adriana Gianturco took over Caltrans in 1975, she
worked with Caltrans and the Legislature to change the routes/abandon them.
Sacramento County was very cooperative with Caltrans on selling off the rights
of way for Route 65, Route 143 and Route 244, since they rescinded the plans
for the freeways in November 1974. One of the County Supervisors who voted down
the freeways had a developer brother-in-law who acquired much of the Route 143
right of way from Caltrans between Arden Way and American River Drive for a
housing development. Twenty years after the plans for the freeways were yanked,
the Sacramento Bee interviewed the County Supervisors who voted down the
freeways. Two of the three supervisors who voted down the freeways regretted
(Source: Concrete Bob on AARoads, 7/22/2019)
Note: The Route 244 definition was changed in 1994, leaving the terminus of this route as not being Route 244, as Route 244 now ends at Auburn Blvd in Carmichael (the difference is about 3/4 mi). Caltrans is treating the new termination as Auburn Blvd in Carmichael, and has designated that portion of former Route 244 as Route 143.
There was a freeway routing adopted for this segment, but it was deleted in 1975. Existing arterials approximating the route are currently utilized, and in 2002 Caltrans recommended removing the route definition from the state highway system (but this never appeared to happen). Approximate roads includes Grant Line Road and Bradshaw Road, but no local roads fit the total description of a traversable highway.
This route was proposed (routing determined) LRN 247, defined in 1959. It split off Route 244 near Cypress Avenue, continued to near Rita St., and then ran S along Mayhew Road. Route 143 was not defined in the initial set of state signed routes in 1934.
According to an article in the Sacramento Bee in May 2004, a connection from the Mayhew area to I-80 is proposed along what appears to be the same routing as unbuilt Route 143. The big difference in the May 2004 proposal, which would cost $1.25 billion is that it would have no exits and be built as an underground tunnel from US 50 at Mayhew to I-80 north of Auburn Boulevard. The plan is for a 5.8-mile underground expressway, crossing below the river near the Mayhew drain near Rancho Cordova and making a beeline under Eastern Avenue, linking freeway to freeway. The tunnel is just one of dozens of ideas officials are considering in an effort called "Mobility Strategies for County Corridors". The corridors being studied include Watt Avenue, Greenback Lane, Hazel Avenue, Madison Avenue, Sunrise Boulevard, Howe Avenue, Florin Road and El Grove-Florin Road.
Overall statistics for Route 143:
Submitted for inclusion in the interstate system in 1958; not accepted.
In 1933, Chapter 767 added the route from "Arvin Road near Weed Patch to [LRN 57] near Loma Park" to the state highway system. In 1935, this was added to the highway code as LRN 143, with the definition:
In 1959, Chapter 1841 deleted the "near Loma Park" from the definition,
giving "… to [LRN 57]
near Loma Park".
From Alameda Padre Serra in Santa Barbara to Route 192 via Sycamore Canyon.
(b) Upon a determination by the commission that it is in the best interests of the state to do so, the commission may, upon terms and conditions approved by it, relinquish Route 144 to the City of Santa Barbara, if the city has agreed to accept it. The relinquishment shall be effective on the day immediately following the commission's approval of the terms and conditions.
(c) This section shall remain in effect only until the date the relinquishment authorized under subdivision (b) becomes effective, and as of that date is repealed, unless a later enacted statute, which is enacted on or before that date, deletes or extends that date.
(d) The relinquished former portion of Route 144 in the City of Santa Barbara between Route 101 and Alameda Padre Serra is not a state highway and is not eligible for adoption under Section 81. For that relinquished former portion of Route 144, the City of Santa Barbara shall maintain signs directing motorists to the continuation of Route 144.
As defined in 1963, this route was "Route 101 near Santa Barbara to Route 192 via Sycamore Canyon."
A 1991 Thomas Brothers Map shows the route running from US 101 along Milpas to Mason Street, up Mason Street to Salinas Ave, and then up Salinas to Sycamore Canyon.
In 1992, Chapter 1243 changed the origin to be "Route 101
near in Santa Barbara to …"
In 1999, SB 557 Chapter 99 (July 13, 1999) authorized the California Transportion Commission to reliquish Route 144 to the city of Santa Barbara. Once that is approved, the route is reliquished as of the following day. The relinquishment was on the agenda for the California Transportation Commission in June 2000, Agenda Item 2.3c, for Santa Barbara PM 0.0-0.9.
In 2010, SB 1318, Chapter 421 (9/29/10) changed the route definition: "From
Route 101 Alameda Padre Serra in Santa Barbara to..."
This appears to have been unsigned before 1964. It was segment (2) of LRN 80, defined in 1933.
Route 144 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 144 between 1934 and 1964.
In January 2013, the CTC authorized relinquishment of right of way in the city of Santa Barbara along Route 144 just north of Ranchito Vista Road (~ SB 1.782), consisting of highway right of way no longer needed for State highway purposes. The City of Santa Barbara was given a 90-day notice of intent to vacate, without protesting such action.
Overall statistics for Route 144:
In 1933, Chapter 767 defined the route from "Cummings Valley State Institution to [LRN 58] near Old Town" as part of the state highway system. In 1935, this was added to the highway code as LRN 144 with that definition.
In 1949, Chapters 909 and 1467 changed "Old Town" to "Tehachapi".
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