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State Route 24

Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.


Routing Routing

  1. Rte 24 Seg 1From Route 580 in Oakland to Route 680 in Walnut Creek.

    Post 1964 Signage History Post 1964 Signage History

    In 1963, there was an additional segment before this one: "Route 17 near Castro Street in Oakland to Route 580". In 1981, Chapter 292 deleted this segment, moving that routing to I-980. That segment was originally LRN 226, defined in 1959.

    This segment (former (b), now (a)) remains as defined in 1963.

    The Gateway Boulevard viaduct on Route 24 west of Orinda may have been constructed for the intersection of a future freeway, according to one account that I read. I have not yet confirmed this. The viaduct is located near where Route 93 was planned to intersect Route 24.
    (Source: Mail from Jason A. Bezis, 7/2/2002)

    Pre 1964 Signage History Pre 1964 Signage History

    State Shield In 1931, a routing from a proposed Oakland tunnel to Walnut Creek was proposed. This appears to correspond to the eventual Route 24, however, this segment was not included in the original signage of Route 24 defined in 1934. See below for a full discussion of the original Route 24.

    1955 Rte 24California Highways and Public Works, in April 1931, reported that Joint Highway District Number 13, composed of Alameda and Contra Costa counties, had organized for construction of a public highway and tunnel to supersede the pre-1931 narrow, crooked and inadequate 'Tunnel road in Alameda County and to improve the Contra Costa County road from the tunnel to the town of Walnut Creek. The state proposed for inclusion as a state highway that portion of the route in Contra Costa County between. the tunnel and Walnut Creek, a distance of 9.6 miles. Based on the volume and class of traffic on the pre-1931 tunnel road and on the other highways leading into Oakland (one from Livermore via Hayward, the other from Martinez through Crockett), and estimating the effect of better facilities in the Walnut Creek area, the conservative 12 hour traffic was anticipated for 1940 as equivalent to a 24 hour traffic of 17K vehicles on Sundays and 10K on weekdays. The state felt this route qualified for state inclusion based on volume, importance, and character of 1931 and future traffic.

    The routing has been signed as part of Route 4 (LRN 75, defined in 1931) before the Route 24 signage. In October 1935, it was reported that the Route 24 signage had been extended south from Sacramento to Oakland, via Isleton, Antioch, and Walnut Creek. This may have been related to the opening of the Broadway Tunnels. Note that portions of what was Route 24 are present-day Route 242 and Route 4.

    The original routing for Route 24 included what is now Route 13 (renumbered in 1964) between the present Route 13/Route 24 interchange in Oakland and I-80. That segment was LRN 206, and ran along Ashby Avenue. It was added to the state highway system in 1935. However, the actual highway did not exist until the Broadway (later called "Caldecott") Tunnel opened in 1937.

    The Ashby routing was part of the larger Bay Bridge project which included construction of the Eastshore Highway with which Ashby connected. On the other side of the hills, Route 24 was routed on Mount Diablo Boulevard. The original Caldecott Tunnel had twin bores carrying traffic in opposite directions. Development in Contra Costa boomed and a third bore opened in 1964, outfitted with a system of tubes that popped out of the pavement and allowed workers to change directions of the middle bore to handle traffic, which generally flowed west in the morning and east in the evening.

    Caldecott Tunnel MedallionsAdorning the original Caldecott Tunnel bores are medallions that were designed by Henry Meyers, the official Alameda County architect in the 1930s. One depicts people facing each other to symbolize how the tunnel joins the residents of Contra Costa and Alameda counties; another shows a car headlight exiting a tunnel. Meyers may have had a lot of help from draftsman George Klinkhardt in designing the tunnel exterior and medallions, a Caltrans report suggests. In fact, Klinkhardt may have designed the entire tunnel exterior, the reports says. Meyers, who grew up in Livermore and whose Alameda home has been turned into a museum, designed more than 200 buildings, including Highland Hospital in Oakland, the Posey Tube in Alameda and 10 veterans memorial buildings, including the ones in Livermore and Pleasanton. In 2012, Caltrans held a student design competition to design medallions to adorn the new 4th bore. The competition will be limited to students from Contra Costa and Alameda counties. The six new hexagon-shaped medallions -- each about 36 inches high -- will be public art for the ages.

    In July 2012, the updated artwork was chosen. Specifically, six students’ winning images of Mount Diablo, rugged foothills, and the sun will be built into the exterior of the Caldecott Tunnel Fourth Bore.

    Prior to the Caldecott Tunnel, there was the Kennedy Tunnel between Oakland and Lafayette, allowing horse-drawn and pedestrian traffic between the two growing communities. Cars used it, too. The 1903 Kennedy Tunnel was a single-lane, timber-supported structure that served as a conduit until 1937, when the first Caldecott bores were completed. The tunnel closed in the 1940s. Lafayette residents protested the tunnel, predicting that it would increase competition for land and price them out of the market. But private and county money eventually financed a tunnel. The Kennedy Tunnel had a four-foot elbow in the middle; diggers had miscalculated the meet-up. The tunnel was also called the Inter-County Tunnel and possibly the Broadway Tunnel (although that name was also used for the Caldecott, at one time). At the east entrance, a residence owned by the East Bay Regional Park District stands on the former site of the Canary Cottage cafe. In 1937, the Caldecott Tunnel opened, a twin-bore tunnel designed to replace the dark, dank, single-bore Kennedy Tunnel 300 feet above it. At that time, some 30,000 cars were passing through Kennedy every week.

    Status Status

    This route is constructed as a freeway.

    4th Bore - Caldecott Tunnel (~ ALA R5.858 to CC R0.416)

    TCRP 15In September 2000, the California Transportation Commission considered (TCRP Project #15) a $15 million allocation for phase one of construction of a fourth bore tunnel with additional lanes for the Caldecott Tunnel (~ ALA R5.858 to CC R0.416). The total estimated cost is $185 million. This project was requested by the Metropolitan Transportation Commission. Bore 3, constructed in the early 1960's (long after bores 1 and 2) was actually constructed with the fourth bore being kept in mind. As evidenced by the tunnel, stub lanes (on both ends of the tunnel) do actually indicate a 4th bore was in mind, as small strips of pavement (wide enough for 2 lanes) spur from the existing highway before fading off into the bushes and trees before entering the tunnel. This is currently planned to complete construction in late 2012. Funding was extended for this in September 2005.

    The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

    • High Priority Project #2369: Construct fourth bore of Caldecott Tunnel on Route 24, California. $1,600,000.

    In February 2006, the CTC noted that the goal of TCRP Project #15 is to improve the movement of people and goods along Route 24 via the Caldecott Tunnels, to improve travel time and therefore reduce delays, and enhance safety of the traveling public and Department maintenance workers. When the environmental process started, seven alternatives were under consideration. Based on several screening criteria, four alternatives were dropped. The elimination of the four alternatives reduced the cost and the Department and the Contra Costa Transportation Authority (CCTA) have identified $5,000,000 of available TCRP funds for other work. In February 2006, the Department and CCTA request that the funds be redistributed to Plans, Specifications, and Estimates. The Draft Environmental Document is being finalized and will be ready for circulation in July 2006. The alternatives being considered are:

    • Two-lane tunnel north of the existing bores (Alternative 2N). Alternative 2N would include the construction of a new tunnel with two westbound through lanes and one standard and one non-standard shoulder on an alignment north of the existing tunnels.
    • Three-lane tunnel north of the existing bores (Alternative 3N). Alternative 3N would include the construction of a new tunnel with three westbound through lanes and standard shoulders on an alignment north of the existing tunnels.
    • No- Build Alternative.

    The Final EIR was received in December 2007, and the CTC indicated construction is estimated to begin in Fiscal Year 2009-10. The total estimated project cost, capital and support, is $420,000,000. The project is funded from $175,000,000 local funds, $20,000,000 Traffic Congestion Relief Program funds, $1,000,000 Federal Demonstration funds, $18,000,000 in Regional Improvement Program funds, $31,000,000 Interregional Improvement Program funds, and $175,000,000 Corridor Mobility Improvement Account funds. The funding sources were adjusted in June 2008.

    In January 2009, Caltrans removed one of the last obstacles preventing it from adding a fourth bore to the Caldecott Tunnel by settling a lawsuit with Oakland residents concerned about the impacts of building the new tunnel. The settlement to the suit by the Caldecott Fourth Bore Coalition calls for Caltrans to:

    • Build $2 million in improvements to Route 13 - Tunnel Road - in Berkeley. They would include additional traffic signals, signal coordination, and projects to improve safety and access for bicyclists and pedestrians.
    • Conduct a $250,000 study of Route 24 that would consider charging tolls or using carpool lanes and examine ways to boost transit ridership, increase the bicycle capacity aboard BART trains, and encourage bike and pedestrian use.
    • Monitor and control noise, light, dust and traffic impacts from the tunnel construction.
    • Extend the lease of Frog Park, beneath Route 24 at Claremont Avenue, and make improvements to the park.

    The settlement was crafted between attorneys for the coalition and Caltrans with pressure from state legislative leaders and Gov. Arnold Schwarzenegger, who wanted to see the fourth bore built as part of his state economic stimulus strategy. He had sought to have the project exempted from the environmental review process, which would have nullified the suit, but that undoubtedly entangled the project in other legal challenges. However, the project may still get caught up in the 2008/2009 Budget mess. The $420 million Caldecott Tunnel project depends on $194.5 million from the transportation infrastructure bonds voters approved in 2006. Plans to hire a contractor to start digging the long-awaited fourth bore this summer were halted Jan. 14 2009, when the California Transportation Commission froze funding for the Caldecott Tunnel and 26 other projects that had been scheduled to receive $293.5 million in state funding. If the governor and the Legislature settle the budget crisis by early February, the fourth bore could receive funding from the transportation commission on Feb. 18 and Caltrans could start the process of hiring a contractor by March 1 - just two to four weeks behind schedule.

    At the January 2009 meeting, the CTC deferred to February (and in February, deferred it to March... and in March, to April) discussion about reorganization of this project. The intent is to split the original project into four segments, as follows:

    • Segment 1 — Construct 2-lane fourth bore (PPNO 0057A).
    • Segment 2 — Realign westbound Route 24 to northbound Route 13 (0057G).
    • Segment 3 — Improvements to Kay Street Overcrossing (0057I).
    • Segment 4 — Highway planting (0057J).

    The basic plans for the project are:

    • Construct a 2-lane fourth bore for the Caldecott Tunnel, north of the existing third bore.
    • Modify two interchanges and one intersection.
    • Construct retaining and soundwalls.
    • Construct tunnel cross passages.
    • Demolish the existing operations and maintenance control (OMC) building.
    • Construct a new OMC building.

    In April 2009, the CTC approved funding this project (as a loan against future bonds) from 2009 Stimulus funds. It was advertised for construction in May 2009.

    In late January 2010, politicians and transportation officials gathered in an enclosed and heated tent in Orinda, not far from the tunnel, to celebrate the official groundbreaking for the $420 million fourth bore. After an hour and a half of speeches, they grabbed gold-painted shovels and dug from a pile of dirt trucked in for the ceremony. Actual construction was already under way with contractors clearing brush and preparing to erect retaining walls on both sides of the tunnel and a sound wall on the west end. In June 2010, workers expect to begin digging the new tunnel from both ends. Tunneling crews will dig the new hole in the Oakland hills in segments, first digging out the top of the tunnel, then building the tunnel gradually by excavating a segment and bolstering it with braces and sprayed concrete. They will also dig seven cross-passages to the third bore - to provide emergency exits. The completed bore will be 41 feet, 3 inches wide and 3,389 feet long. Caltrans officials expect the project to create about 5,000 jobs during the four years of construction. Nearly half of the money to pay for the project is coming from federal stimulus funds. John Porcari, deputy secretary of the U.S. Department of Transportation, said the fourth bore is the largest recipient of stimulus funds for infrastructure in the nation.
    (Source: "Work begins on Caldecott Tunnel's 4th bore", San Francisco Chronicle, 1/23/2010)

    Before the actual tunnel construction starts in July 2010, there has been significant preparatory work. Since January 2010, construction crews have been busy building retaining walls to keep the hills from collapsing onto Route 24. To build the retaining walls, crews are boring holes about 2 1/2 feet across, 8 feet apart and 36 feet to 97 feet deep. The bottoms of the holes are filled with concrete, then steel I-beams are dropped in. When all the beams are in place, the dirt in front of them will be removed and wooden planks will be inserted between the beams to hold back the hillside. Eventually they'll be covered in concrete. The crews are also constructing and portal walls that will form the eastern and western entrances to the new two-lane fourth bore. Just north of the existing westbound tunnel, workers are preparing the concrete and steel faces through which the digging of the fourth bore will commence. The face is a series of interlocking columns formed by boring holes, filling them with concrete, then boring new holes in between, and filling them with concrete. The walls are then tied together and strengthened with steel, creating a strong surface to dig through. Walls on each side of the face are built by covering the soil with concrete then inserting long, thick steel reinforcement rods into the earth. They're grouted in place and act like long, strong nails. Workers have also constructed a $3.5 million charcoal gray temporary sound wall between the freeway and the apartments and condos on Caldecott Lane, just west of the tunnel. This wall was constructed by putting I-beams in the ground, putting huge wooden planks between them, then fastening 2-inch-thick noise-absorbent plastic pads on both sides. The walls sport slanted tops pointed toward the freeway. The idea is to trap the noise, light and dust generated during construction when trucks use the narrow strip between the freeway and the wall as a staging ground with a concrete plant, water-treatment facility and dumping area for soils excavated from the Oakland hills. Additionally, trees have been removed from the hillsides, a traffic signal is being installed on Upper Broadway, and three electrical substations are under construction.
    (Source: "Caldecott Tunnel fourth bore under construction", San Francisco Chronicle, 5/21/2010)

    In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed completing the Caldecott Tunnel Corridor. In 2007, the CTC recommended using $175M from the Corridor Mobility Improvement Account (CMIA) for the 4th bore.

    In July 2010, it was reported that The $420 million excavation of a fourth bore of the Caldecott Tunnel between Orinda and Oakland has opened a door for paleontologists to search for fossils expected to give clues to old life-forms and climate change in the Bay Area. Private paleontologists hired by Caltrans already have found a tooth — likely a remnant of a camel — and dozens of remains of fish scales, plants and other bone bits in dirt and rock dug up, shoved around and shored up in early construction work outside the new bore site. One area considered prime for fossil finds is the Orinda Formation, a jumble of fractured layers of old stream beds and flood plains. The silt and sediment there is ideal for covering up and preserving fossils from creatures that roamed the East Bay 9 million to 10 million years ago in the Miocene period. This is the first time that Caltrans has called in paleontologists to a Bay Area freeway project at its beginning to monitor for fossils. Caltrans said it is paying about $35,000 a month for the paleontological work. The duration of the collection will be shaped by how long the crews keep finding fossils.

    In March 2011, it was noted that, after a year of construction, construction crews have dug out more than 900 feet -- or 27 percent -- of the 3,389-foot-long Caldecott Tunnel fourth bore, a project now estimated to cost $391 million after favorable construction bids lowered the cost from $420 million. The 21,665 cubic meters of earth and rock excavated from the Caldecott fourth bore so far would cover a football field 16 feet deep. When the project is finished, the excavated earth would cover a football field 134 feet deep.

    In September 2011, the New York Times reported on this construction. It noted that the project was projected to create 4,500 jobs. The work in the tunnel is more dangerous than work in the average tunnel. Safety regulators declared it “gassy” from the start because of the naturally occurring methane gas in the guts of the Berkeley Hills. Anything that could spark an explosion, from cellphones to lighters, is banned from the inside of the tunnel. Because of sections of precariously weak rock, miners must use what is called the New Austrian Tunneling Method, meaning that crews dig just short distances before taking measures to reinforce the tunnel. The digging machine, called a roadheader, is a 130-ton instrument that looks like a metal brontosaurus with a spiked metal rotating head for grinding rock. It is followed by a remote-controlled robot on wheels that sprays a special quick-drying concrete over the newly bored section. With another machine, the miners then drive long steel dowels into the tunnel walls to reinforce them before proceeding. Once the boring is completed, it will take two more years to scoop out the bottom portion, install ventilation, lighting and communication systems, and otherwise transform the rough-hewn hole through the hills into a subterranean stretch of freeway. By the end of 2013, the tunnel be able to accommodate four lanes of traffic in each direction. It will eliminate the need for Caltrans workers to engage in an often futile game of trying to minimize backups by switching the direction of traffic through the center bore at least twice daily, often more frequently.

    In November 2011, it was reported that construction of the fourth bore broke through the Orinda hillside, thus connecting the two sections of the tunnel being dug. In January 2012, it was reported that state safety regulators have ruled the fourth bore project is no longer classified as a "gassy" tunnel, where methane and other gases could trigger explosions or fires.

    In March 2012, it was reported that a competition was being held to design adornments for the 4th bore. Caltrans announced in late March 2012 the opening of the unusual competition to design six, 36-inch tall architectural medallions that will be cast out of concrete above the entrances to the Caldecott Tunnel fourth bore on Route 24. May 7 2012 was the deadline to submit original art deco drawings, which Caltrans plans to use in designing molds for pouring concrete to form the decorative shapes. The competition was limited to students from kindergarten through high school in schools in Contra Costa and Alameda counties. This is the first student-only architectural design competition Caltrans has used in the Bay Area. Caltrans picked "classic art deco" as the theme after the art style was strongly favored in an agency online poll on six different themes, and was the theme used on the other bores.

    In April 2012, it was reported that excavation was taking longer than expected, owing to tough digging conditions. In Fall 2011, a crew of miners and their brontosaurus-like digging machine encountered unexpectedly difficult conditions — including harder rock formations and, in some places, water.

    In August 2012, it was reported that the 4th bore was completed. This bore contained safety features developed as a result of the crash of a drunk driver inside the Caldecott Tunnel on April 7, 1982. The crash touched off a chain reaction that turned the third bore into a 2,000-degree tomb and killed seven people. There were no emergency passages, and the narrow tunnel had no shoulder. There were no traffic lights, emergency gates or message signs to warn motorists of the fireball inside, caused when a gasoline tanker burst into flames. Utilizing lessons leared from this accident, new safety features for the third and fourth bores include traffic lights and a traffic gate that swings down in emergencies. The third and fourth bores also will be the first to have an extensive network of electronic message signs and traffic signals inside; and unlike the original two bores, the third and fourth will be connected by seven lighted, 12-foot-wide escape passages. The escape passages are air pressurized to keep smoke and toxic gases away from fleeing travelers. Additionally, only the fourth bore has a shoulder, a 10-foot wide swath to stash damaged vehicles or for fire trucks, ambulances or law enforcement to access accidents. The Caldecott Tunnel also is safer than it was in 1982 because of a ban on trucking gasoline and other flammable liquids or poison gases through the tunnel, except between 3 and 5 a.m. Even when the new bore opens, some safety features will be hidden, such as water lines. Some will be too small to see, like heat sensors. Most obvious will be 19 ceiling-mounted fans, all capable of churning up 20 mph breezes to sweep away smoke and gases. The fans are more powerful than those in the other bores. One new safety feature common to all four bores is a radio override system that allows tunnel operators to broadcast emergency messages on car radios, regardless of the station to which they are tuned.
    (Source: Contra Costa Times, 10/31/13)

    In November 16, 2013, the new fourth bore opened.

    Naming Naming

    William Byron RumfordRoute 24 from Interstate 580 to the Caldecott Tunnel (~ALA R1.914 to ALA R5.837) is named the "William Byron Rumford Freeway". Byron Rumford was a State legislator. Named by Assembly Concurrent Resolution 137, Chapter 92 in 1980. The dedication plaque reads: William Byron Rumford Freeway, Member of the California Legislature 1948-1966, Community and Civic Leader. This freeway on the state system is named in honor of William Byron Rumford Sr. for his long and dedicated service to his state, community, and mankind." William Byron Rumford (February 2, 1908 – June 12, 1986) was a pharmacist, community leader, and politician. He was the first African American elected to any public office in Northern California, and the first African American hired at Highland Hospital. Rumford graduated from a segregated high school in Arizona in 1926. At 18, he moved to San Francisco and worked for a year, before attending Sacramento Junior College. The School of Pharmacy at the University of California, San Francisco accepted Rumford, and he worked his way through school, working as a parking valet and a doorman at night, and graduated in 1931. While at UCSF Rumford was a member of the Alpha Phi Alpha fraternity. At the age of 25 William Rumford passed the State of California employment examination in 1933, at a time when very few African Americans worked for the State. After passing the employment exam, Rumford took the California Board of Pharmacy investigator examination, where he twice passed the written part of the exam, but was twice failed on the oral portion. Rumford then passed the examination for California State Venereal Disease investigator, but again was failed on the oral presentation portion for a third time. Undaunted, Rumford visited one of the members of the Personnel Board who lived in Oakland. Christenson, the board member, appealed the Board's decision to fail Rumford based on the grounds that he was asked irrelevant questions. Rumford went on to appeal on the grounds that the Board had publicized statistics that African Americans suffered from sexually transmitted diseases at a greater rate than other ethnic groups, but had not taken done anything to improve the situation. Rumford won the appeal and was granted his California State certification. Rumford became co-owner of a pharmacy in Berkeley in 1942 at the age of 34, which he later purchased outright and renamed Rumford's Pharmacy. He tried to continue with his job at Highland Hospital while running the pharmacy. Eventually, Rumford decided to leave Highland Hospital, devoting his time fully to the pharmacy. In addition to his business, Rumford was director of the Red Cross Oakland chapter, President of the East Bay Health Association, and a member of the Democratic Central Committee for the Bay Area. In 1944, he was appointed by Governor Earl Warren to the Rent Control Board. He helped found the Berkeley Interracial Committee. Rumford served in the California State Assembly from 1948–1966, with a special focus on in fair employment, control of air pollution, and fair housing. In 1955, Rumford first introduced a Fair Housing Act, and in 1963, the California State Legislature passed the Rumford Fair Housing Act which outlawed restrictive covenants and the refusal to rent or sell property on the basis of race, ethnicity, gender, marital status, or physical disability.
    (Bio: Oakland Wiki; Image source: Read the Plaque; Join California)

    This segment is historically part of "El Camino Sierra" (Road to the Mountains). It continues along what is now I-680.

    Named Structures Named Structures

    Thomas Edwin CaldecottThe "Caldecott Tunnel" (structure 28-015) (~ ALA R5.858 to CC R0.416) on Route 24 between Alameda and Contra Costa Counties was named for Thomas Edwin Caldecott (July 27, 1878 – July 23, 1951), who was a pharmacist and politician when the tunnel was built. From 1923, Caldecott served in politics in Alameda County, California in the San Francisco Bay Area until 1951. Caldecott was born in Chester, England on July 27, 1878. Both of his parents were Welsh. The family immigrated to Toronto, Ontario, Canada about 1882. Caldecott grew up in Canada, and obtained a pharmacy degree from the University of Toronto in 1900. Thomas and his brother visited Berkeley, California, and shortly thereafter in 1903, moved their entire family there. That same year, Caldecott bought a pharmacy at Dwight Way and Shattuck Avenue, later moved to Ashby Avenue and Adeline Street in the Webb Block, a building which was designated a local landmark in 2004. Caldecott was elected to the City Council of Berkeley in 1923. In 1930, he was appointed to fill out the remaining term of Mayor Michael B. Driver. He then successfully ran for the office of Mayor in 1931, serving until December 1932. He was then elected as a supervisor on the Alameda County Board of Supervisors, serving from 1933 until his death in 1951. He was chairman of the board from 1945-1946. In 1948, he formed the Alameda County Highway Committee, "to solve sectional differences over highway problems." He was also instrumental in establishing a new Alameda County Juvenile Hall, which was completed after his death in 1951. Caldecott served as the president of Joint Highway District 13, which oversaw the construction of the multi-bore Broadway Low Level Tunnel through the Berkeley Hills east of San Francisco Bay. When opened in 1937,[14] it was the longest tunnel in the State of California, and accomplished the opening up of the entire region east of the hills as a major suburb of the Bay Area. At an event that year, Caldecott was honored "as the man responsible for the success of the project". In 1941, Caldecott was publicly commended for his "untiring efforts" in bringing the project to a successful completion. In 1960, the tunnel was re-named the "Caldecott Tunnel", in recognition of his leadership on the project. The tunnel was originally called the "Broadway Low-level" Tunnel (the former tunnel through the Oakland hills was at a much higher elevation.) It was built in 1937 and refurbished in 1965, and was named by Assembly Concurrent Resolution 8 in 1969.
    (Image source: Oakland Museum; Bio information: Wikipedia)

    Interstate Submissions Interstate Submissions

    The portion from Route 13 to Walnut Creek was submitted for inclusion in the interstate system in 1945; it was not accepted.

    Scenic Route Scenic Route

    [SHC 263.3] From the Alameda-Contra Costa county line to Route 680 in Walnut Creek.

    Classified Landcaped Freeway Classified Landcaped Freeway

    The following segments are designated as Classified Landscaped Freeway:

    County Route Starting PM Ending PM
    Alameda 24 R1.85 R4.88
    Alameda 24 R5.24 R5.89
    Contra Costa 24 R0.40 R0.62
    Contra Costa 24 R1.82 R2.85
    Contra Costa 24 R3.29 R5.26
    Contra Costa 24 R5.53 R9.14


  2. From Route 680 in Walnut Creek to Route 4 near Pittsburg.

    Post 1964 Signage History Post 1964 Signage History

    Rte 24 Seg 2Unconstructed In 1963, this segment was defined as "Route 680 in Walnut Creek to Route 4 near Pittsburg." In 1981, Chapter 292 changed the wording to "near Walnut Creek", but it was changed back to "in Walnut Creek" by Chapter 1187 in 1990.

    Planning maps have shown a routing that follows Willow Pass road from Walnut Creek to just outside of Antioch. Until 1991, Route 242 between Concord and Route 4 was signed as Route 24, but field reports indicate this is no longer the case. There is one map that shows Route 24 continuing northeast of Route 4 to Collinsville and then towards Route 160

    In Concord, the freeway routing was constructed by 1992; that routing was transferred to Route 242. The traversable routing that corresponds to the proposed bypass is Ygnacio Valley Road and Kirker Pass Road. The traversable routing was considered adequate in 1972, but local agencies have discouraged state adoption. The freeway route adoption was rescinded effective 4/16/1975.

    Pre 1964 Signage History Pre 1964 Signage History

    This new routing is LRN 256, added to the state highway system in 1959. Present-day Route 242 was signed as Route 24 prior to 1992.

    Status Status

    In June 2011, it was reported that the Walnut Creek City Council had a number of plans for Ygnacio Valley Road, including in-pavement lights at various locations, $550,000; Ygnacio Valley Road sidewalk, Oakland Boulevard to Parkside Drive, $750,000; speed display signs along Ygnacio Valley, $130,000; left turn extension lanes at Ygnacio Valley and San Carlos Drive, $500,000; southbound left turn extension lane at Civic Drive and Ygnacio Valley, $600,000; eastbound left turn extension at Ygnacio Valley and Marchbanks Drive, $300,000; westbound left turn extension on Ygnacio Valley at Walnut Boulevard, $400,000; and a westbound left turn extension on Ygnacio Valley at Homestead Avenue, $350,000.


Pre 1964 Signage History Pre 1964 Signage History

Rte 24 1934 RoutingPre-1964 State Shield In 1934, Route 24 was signed along the route from Woodland at Jct. US 99 to Jct. Route 7 (now US 395) near Reno Junction, via Oroville and Quincy (Reno Junction was likely the former name of what is now Hallelujah Junction, Reno Junction having replaced Chats). It appears it was extended, perhaps in 1936, to eventually have the route from US 40 in Oakland to US 395 near Reno Junction.

Route 24 started at US 40 (now I-80) at the Oakland City Hall at 14th and San Pablo. It then ran along Broadway to College, then along College to Claremont Ave. Along Claremont, it entered Berkeley. It jogged briefly along Ashby Avenue (present-day Route 13, LRN 206, defined in 1935) to Tunnel Road, continuing into Contra Costa County. The route was LRN 75.
(Source: Old Oakland Maps, 1936)

Route 24 then ran E to Walnut Creek (along present-day Route 24); this was LRN 75. It was then likely cosigned with Route 21 until the Route 21/Route 24 junction (this segment of Route 21 was also LRN 75). This was all defined in the 1931-1933 time, but was not signed as Route 24 in 1934.

From Route 4 (Route 24's present-day terminus), it continued cosigned with Route 4 between from near Concord to near Antioch (this was LRN 75, defined in 1931).

Route 24 then ran N to Sacramento, following the route of present-day Route 160, entering along Freeport Blvd. This was LRN 11, defined in 1933. It is possible that the original Jiboom Street bridge over the American River and Main Drainage Canal was built for the 1950s-1963 routing of Route 24. The Gribblenation Blog, "Highways in and around Old Sacramento; US 40, US 99W, CA 16, CA 24, CA 70, CA 99, CA 275, and more" provides a detailed history of the various highways (US 40, US 99, Route 16, Route 24, Route 70, Route 99, Route 275, Route 51, I-5, and I-80 in the Old Sac area.

In October 2018, it was reported that the City of Sacramento and Caltrans have initiated a project that will replace the historic I-Street Bridge (for vehicular traffic) and the Jibboom Street approach to the bridge for a new vehicular continuation of Railyards Blvd. to C Street. The I Street Bridge is 100 years old (and is a former routing of Route 16, Route 24, US 40, and US 99) and the lanes are too narrow to serve buses, there are no bicycle lanes, and sidewalks are too narrow to meet accessibility standards. The I Street Bridge and the four associated approach structures are on the eligible bridge list for federal funds for replacement and/or rehabilitation through the Highway Bridge Program (HBP). The I Street Bridge has been classified as functionally obsolete, and the existing approach structures have been classified as structurally deficient. The I Street Bridge Replacement project will include construction of a new bridge upstream of the existing I Street Bridge. The new bridge will cross the Sacramento River between the Sacramento Railyards and the West Sacramento Washington planned developments and provide a new bicycle, pedestrian, and automobile crossing. The existing I Street Bridge would continue to be used by the railroad. The approach viaducts to the existing I Street Bridge will be demolished, which should result in better access to the water front in both cities. (See Route 16 for the new routing)
(Source: City of Sacramento, I-Street Bridge Replacement)

Over on AAroads, Scott Parker (Sparker) noted the following about the I-Street routing: The original LRN 232 (after 1958 signed as Route 24) diverged from LRN 50/Route 16 at the intersection of the I Street extension bridge immediately east of the Sacramento River swing-span (shared with UP/former SP tracks on the lower/ground level deck) and Jibboom Street (both are elevated over the RR tracks). It headed north on Jibboom over a through-truss bridge crossing the American River; the street ended at Garden Highway -- atop the river levee --, at which point LRN 232/Route 24 turned west. About a mile west of there, the state highway diverged from Garden Highway along a broad arc descending north from the levee onto El Centro Avenue, which it utilized north into Sutter County. LRN 232 and Route 24 terminated at LRN 3/US 99E at a diamond interchange in Olivehurst.

Pre-1964 State Shield In Sacramento, Route 24 ran W along Broadway as part of LRN 50. It then ran N along 3rd/5th St., also as part of LRN 50 (Route 16, defined in 1933).

Pre-1964 State Shield From Marysville, Route 24 ran through Oroville continuing through to Belden (this was LRN 87 (defined in 1933) between Robbins and Oroville, and LRN 21 (defined in 1909) to Belden, and is present-day Route 70), and then E through Twain, Quincy (running concurrant with Route 89) to Mohawk (this was LRN 21), and then by its lonesome to US 395 near Long Creek (also LRN 21).

The portion from near Cherokee and Quincy was under construction, and so a Temporary Route 24 ran from Oroville to Quincy through Berry Creek and Merrimac and Bucks (likely a temporary routing of LRN 21, 1934-1935, perhaps todays Route 162). The Feather River routing was used between 1935 and 1953. Later, a portion of Route 24 was redesignated as Alternate US-40 [1953-1964; for a while, cosigned as Route 24/US 40A] (and is present day Route 70), and Route 24 was truncated to the present day route of Route 99 and Route 113 and Woodland (pre-1964 LRN 87). Route 24, cosigned with Route 16, ran from Woodland to Sacramento. Later, that portion was taken from Route 24, becoming part of I-5.

According to Chris Sampang and Joel Windmiller, the following are some former routings of US 40A/Route 24 between Woodland and Reno:

Chris also notes that Scott Road north of Reno Junction to just south of Omira was also US 395 pre-expressway. Constantia Road between Omira and Doyle, Doyle Loop in Doyle itself, and Old Highway from Doyle to just west of Lassen County Route A26 also appear to be former alignment (Old Highway passes south of the Doyle State Wildlife Area, but the current US 395 expressway goes right through it between Laver Crossing and Lassen County Sign Route A26.)

Statistics Statistics

Overall statistics for Route 24:

Exit Information Exit Information

Other WWW Links Other WWW Links

Freeway Freeway

[SHC 253.1] Entire route. Only (1) is constructed to freeway standards.

Pre-1964 Legislative Route Pre-1964 Legislative Route

The route that was to become LRN 24 was initially defined in the 1909 First Bond Act as running "From [LRN 4] near Lodi to San Andreas". It was affected by the 1911 definition of the "Alpine State Highway" (Chapter 468), which was defined as:

"The certain road commencing at the Calaveras big tree grove located in Calaveras County thence running to Dorrington in said county, thence E-ly following what is known as the Big Tree and Carson Valley Turnpike to Mt. Bullion in Alpine Cty, thence along county road to Markleeville in Alpine Cty, thence along that certain road via Kirkwood, Silver Lake, Pine Grove and Irishtown to Jackson in Amador Cty, including therewith the road from Picketts in Hope Valley connecting with the Lake Tahoe Wagon Road, a state highway, at Osgood's Place in El Dorado Cty, and the road from Mt Bullion via Loupe in Alpine Cty to Junction in Mono County connecting with the Sonora and Mono State Highway is hereby declared and established a state highway and shall be designated and known as "Alpine State Highway""

For LRN 24, this added the segment between Calavas Big Trees and Route 89.

It was further extended in 1924 from Route 49 near Angels Camp to Calaveras Big Trees, by Chapter 375, which stated “That certain county road in Calaveras County commencing at a point where such highway connects with the Mother Lode State Highway at Angels Camp, extending through Vallecita and Murphy and connecting with the Alpine State Highway at Calaveras Big Trees in the national forest is hereby declared to be a state highway...” Legislation in 1933 extended it further, adding a segment from "[LRN 23] near Woodfords to the California-Nevada state line". Thus, by 1935 when the route was codified, the definition was:

  1. [LRN 4] near Lodi to San Andreas
  2. [LRN 65] near Angels Camp to [LRN 23] near Mount Bullion via Vallecita, Murphy, Calaveras Big Trees, and Dorrington.
  3. [LRN 23] near Woodfords to the Nevada State Line.

In 1957, Chapter 36 deleted the reference to Vallecita. Signage on the route was as follows:

  1. From LRN 4 near Lodi to San Andreas.

    This segment was signed as Route 12 from US 99 (LRN 4) to San Andreas, where it joined Route 49 (LRN 65).

  2. From LRN 65 near Angels Camp to LRN 23 near Mount Bullion via Murphy, Calaveras, Big Trees, and Dorrington.

    This segment started at Route 49 (LRN 65). It was signed as Route 4, and ran to Route 89 (LRN 23) near Markleeville.

  3. From LRN 23 near Woodfords to the Nevada state line.

    This segment began at the Route 89/US 395 junction to the Nevada state line. It was co-signed as Route 4/Route 88.


Acronyms and Explanations:


Back Arrow Route 23 Forward Arrow Route 25

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