Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.
From Route 395 near Bishop to the Nevada state line near Montgomery Pass.
The definition of Route 6 is unchanged from the 1963 definition.
Before US 6 was truncated to end in Bishop, it consisted of the following segments:
Note: Some maps show US 6 running along US 101 and Lankershim Blvd (LRN 159). Here's the story: Construction on the extension of the Hollywood
Freeway from the US 101/Route 134 North Hollywood interchange north to the
Golden State (I-5) freeway in the Arleta district of the San Fernando
Valley began in late 1962; under the old numbering system, US 6 was to be
rerouted off I-5/US 99 south of Arleta and down the new freeway, and
multiplexing SE from N. Hollywood with US 101 to the 4-Level Interchange
in downtown L.A., and picking up US 66 in Hollywood for a "triplex" NW of
the 4-Level. It was planned to temporarily route US 6 down Lankershim
Blvd. (LRN 159, the existing route to be replaced by the new freeway
extension) to US 101 in the interim; the signage was to be placed in late
1963. However, those plans were put on hold when it was decided in the
spring of 1963 to renumber the entire system, effective 1/1/64. Since US 6
was going to be truncated back to Bishop under the new system, replacing
signage for three or four months was deemed pointless. However, the plans
to do so were transmitted to the cartography departments of Gousha and
McNally; Gousha included that reroute in their 1963 editions.
(Source: Scott Parker on AAroads, 11/24/2017)
In 1934, State Signed Route 6 was defined to run from Santa Monica to Jct. Route 39 near Fullerton. This routing was similar to that of what was later Route 26 (also LRN 173), so it is likely that once US 6 was established, Route 6 was renumbered as Route 26, and then 1934 Route 26 was dropped from the state highway system. This routing was along Pico Blvd E from signed Route 3 (Lincoln) [later signed US 101A (LRN 60), now Route 1], N on Robertson to Olympic, E on Olympic to Crenshaw, N on Crenshaw, E on 10th Street and 9th Street, then E on Mines Ave near Huntington Park, then SE along Anaheim-Telegraph Road to Santa Fe Springs, then SE along Los Nietos Road, S on Valley View, SE on La Mirada Road to Route 39. This routing appears to have disappeared by 1939 and for much of it, there is not a parallel legislative route.
Prior to the definition and signage of US 6, the portion of the route from Bishop to the California-Nevada state line was signed as part of state signed Route 168 along LRN 76. This was an eastern extension of Route 168 from its present-day terminus in Bishop. LRN 76 in it's entirety was defined in 1931 and largely followed the path of the Carson & Colorado Railway east of Bishop over the 7,100 foot Montgomery Pass to the Nevada State Line. Route 168 east of the Sierras was cut back to US 395/US 6 in Bishop when the latter was extended into California in 1937. Route 168 would not be extended again until 1964 when it was routed east of US 395 to Oasis at Route 266.
In June 2017, Mike Ballard reported that one of the bridges used by former US 6 (Sierra Highway) that crossed the Santa Clara River near Solemint, California, may be replaced in the near future. The bridge, constructed in 1938, is one of the oldest remaining in the Santa Clarita area and is the longest span on former US 6 in California. The bridge has remained almost intact from its original construction. The only changes have been minor to the bridge itself. The highway, however, has changed quite a bit. In 1968, Sierra Highway, then Route 14, was widened to four lanes. A second bridge for northbound traffic was added, with the original bridge being used for southbound traffic. The bridges were essentially bypassed when Route 14 was moved to the freeway alignment later. Presently, Sierra Highway is six lanes wide at the river crossing. As the bridges were built with a four-lane highway in mind, only a narrow shoulder along both directions exists. This condition is one of the reasons the bridges across the Santa Clara River are being replaced. Mike has a nice photo essay on his site (from which this text was stolen, with this credit, of course).
In October 2017, the CTC approved for future consideration of funding a
project that proposes to widen shoulders and add rumble strips on US 6,
near Bishop in Inyo and Mono counties (09-Iny-6, PM 4.3/8.4, 09-Mno-6, PM
0.0/0.8). This project is fully funded and programmed in the 2016 SHOPP
for $6.2 million which includes Construction (capital and support) and
Right-of-Way (capital and support). Construction is estimated to begin in
Fiscal Year 2017-18. The scope, as described for the preferred
alternative, is consistent with the project scope programmed by the
Commission in the 2016 SHOPP.
(Source: October 2017 CTC Agenda Item 2.2c.(1))
In 1937, it was proposed that US 6, from Provincetown
MA to Los Angeles CA be designed the Grand Army of the Republic
Highway. In 1943, the California Department of Transportation
adopted the name Grand Army of the Republic Highway for US 6.
According to CalTrans in March 1994, the Grand Army route is now US 6,
then US 395 to Route 14, Route 14 to I-5, I-5 to I-110, and then south to
San Pedro. A monument marking the western terminus of the Grand Army
Highway may be found on the wall on the S side of Ocean Avenue, in front
of the Terrace Theatre. It was named by Assembly Concurrent Resolution 33,
Chapter 73, in 1943.
(Image Source: Clamshack on Flikr)
One map from 1938 shows US 6 as being named the "Roosevelt" Highway.
ACR 26 requested the Department of Transportation, upon application by an interested local agency or private entity, to identify any section of former U.S. Highway Route 6 that is still a publicly maintained highway and that is of interest to the applicant, and to designate that section as Historic U.S. Highway Route 6. Chaptered July 3, 2007. Resolution Chapter 67.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959. Note that although the route is legislatively designated as freeway, it is not constructed to freeway standards (i.e., there are grade crossings).
Overall statistics for Route 6:
[SHC 164.10] Entire route.
The routing that would become LRN 6 was defined in the 1909 First Highway Bonds, running from Sacramento to Woodland Junction. It was extended in 1933 to run from [LRN 8] near Napa to Winters via Wooden Valley and Berryessa Valley. By 1935, the routing had been codified as being:
Only the first segment was considered a primary route.
In 1939, Chapter 473 changed the reference to "Woodland Junction" to [LRN 7]. In 1957, Chapter 36 filled the gap between the two segments, changing the second segment to read "[LRN 8] near Napa to [LRN 90] near Winters". In 1959, Chapter 1062 added the north bypass of Napa, changing the second segment again to “[LRN 49] near Napa to [LRN 7] near Davis”.
Signage on the route was as follows:
This segment was signed as US 99W/US 40, and had a routing that approximates the current I-80. Starting at 15th and N St. in Sacramento, it ran out of the city on N Street. It continued W until reaching the US 40/Alt. US 40 junction (approximately the present-day I-80/Route 113 junction) SW of Davis. This 15 mi segment was defined in 1909. The portion between present-day Route 160 and I-80 is signed as Business Route 80, and is real Route 50. Part of this is Route 275.
According to a CTC vacation resolution in January 2005, Capitol Mall (formerly LRN 6, which was signposted as US 40) was the principal route for traffic traveling between Sacramento and San Francisco resulting in high volumes of inter-regional and local traffic using the same corridor. Upon completion of the freeway system in Sacramento, inter-regional traffic on Capitol Mall was almost completely eliminated.
LRN 6 continued S signed as Route 37 (present-day Route 121) to Napa, until it reached the junction with LRN 49 (the present Route 12/Route 29/Route 121 junction). This portion was also defined in 1933.
Acronyms and Explanations:
Route 5 Route 7
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