Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.
From Route 80 west of Sacramento to the Nevada state line near Lake Tahoe via Placerville.
Alternate US 50 is signed along a route consisting of county mileage and portions of Route 88 and Route 89. It runs from US 50 near Pollock Pines, then S and E on Sly Park Road and Mormon Emigrant Trail, including a 20 mi segment of National Forest Highway 5. It joins Route 89 at Picketts Junction, continuing until the north Route 89 junction. From there it follows Route 89 until it rejoins US 50 at the foot of Meyers Grade.
In the portion of the route not cosigned with existing state mileage, there are temporary postmiles that do not fit state standards. The route is a detour routing for those times when US 50 is closed. This happens frequently enough that it was felt to be appropriate to sign the route as Alternate US 50.
The mile markers were put in after the 1997/1998 winter season for ease of managing the snow removal operations. During the 1997/1998 winter, when the large slides closed US 50 and snow removal operations were made all season long to the Trail, the lack of markers made control of operations difficult. The markers were placed the following spring/summer. Despite the choice of labels, those portions of Alternate US 50 not already in the state highway system (i.e., Route 88 and Route 89) have not been added to the state highway system; they are county or forest roads maintained by the appropriate jurisdictions. In particular, Sly Park Rd. and Mormon Emigrant Trail are El Dorado County roads and are not state highway. Mormon Emigrant Trail was repaved for use as the detour as a part of the contract to repair US 50. There are Alternate US 50 postmiles on Mormon Emigrant Trail; those are used by CHP and Caltrans as reference when the road is in use as Alternate US 50. There are also Alternate US 50 shields posted along the route, and some signs showing distance to control cities, coupled with an Alternate US 50 sign package (i.e. shields). These are covered when not in use.
As defined in 1963, Route 50 was the route from Route 80 in Sacramento to the Nevada state line near Lake Tahoe via Placerville. The "Route 80" referred to in this routing is what is now Route 51, i.e., BR 80.
Note: See the "FREEWAY" section below for more information on freeway route adoptions along this route.
In 1981, Chapter 292 changed Route 50 to run from "Route 80
West of Sacramento". The Route 80 referred to in this definition
was the new definition of Route 80 that was the bypass around
Sacramento, so this effectively added the former portion of Route 80
between Route 51 and the new junction with Route 80 to Route 50. The
segment added is FAI 305, meaning it is acually interstate mileage, but
isn't signed as interstate mileage. Note that the added segment is signed
as Business Route 80 ("Capitol City Freeway").
The interchange of US 50 with Sunrise Blvd. is larger than normal, because Sunrise Blvd was, for a short time in the 1970s, designated as Route 65 south of US 50 in anticipation of the freeway routing. This route was relinquished in 1976. On one of the piers for the overcrossing, you can see where it used to call the structure "50/65 separation." The interchange was a cloverleaf until around 2001, when it was converted to a partial cloverleaf.
The historic aerials site site shows some changes to interchanges in the Sacramento area since 1965. In 1965, the US 50 freeway ended at Folsom Blvd west of Sunrise Blvd. From the EB perspective, there was no left turn to get on the freeway–all lanes were aligned to connect directly to the freeway. To continue onto Folsom Blvd involved a channelized right turn. To continue west on Folsom Blvd at that intersection required a left hand turn.
Capital City Freeway (Business Route 80)
In Yolo County, between the Yolo County line and post mile 3.16, US 50 was once signed as Business Loop 80. In Sacramento County, between the Yolo County line and post mile 2.48, US 50 was once signed as Business Route 80. In other words, the portion between the US 50/Business Route 80 interchange to the junction with I-80 in W. Sacramento is signed as Business Route 80 to provide continuity of signage with the segment of Business Route 80 that runs N to I-80 (actual Route 51). Note that after the Business Route 80/US 99/US 50 interchange, westbound US 50 is signed on one sign as "CA 99 TO I-80 I-5". The portion that is the former "WX" freeway was signed variously as Business Route 80 or Business Route 80/US 50.
The signage as Business Route 80 was deemphasized in the 2016
resigning of the route, based on a a number of things. First, a desire to
simplify things and just sign it as one route and not a multitude of
routes. Secondly, more and more people are referring to the joint US 50/BR
80 multiplex as simply US 50. A good example is the 2015 "Fix50" project
on a portion of that freeway. Another factor was that the legislative
descriptions of the route. The legislative description for Route 51
mandates that it be signed as Business Route 80; the legislative description of Route 50 includes no such requirement. So basically, Business Route 80 is becoming a
Business spur, but there's no plans to update the signing to reflect such
a change. A side effect of this is that the Capital City Freeway name will
be emphasized on Route 51 and only Route 51. The project engineer also
realized there was a need to better sign Route 99 through the break in the
route, between the Oak Park Interchange and the junction with I-5 near the
(Source: Joe Rouse @ AAroads, 9/25/2015)
According to an article by Richard Bauman in the FEDCO Reporter, this is truly the first state highway. In 1850, the state created the Office of Surveyor General, with the duty to suggest roads. In 1855, there was public demand for a road from the Sacramento Valley to Carson Valley in Nevada, and the legislature passed a bill ordering the Surveyor General to survey a good wagon road over the Sierra Nevada Mountains, and authorized bids for construction of the Emigrant Wagon Road. No funds were appropriated. The funds, however, were raised, and eventually repaid, by April 1857. In November 1858, the road was finally completed. Lack of legislative support for the road led to it being privatized and becoming a toll road.
In 1895, the legislature created the State Bureau of Highways and took over the toll road, then known as the Placerville Road. This road ran from Smith Flat to the Nevada border. It was designated as Calfornia's first official state road on February 28, 1895, and renamed the Lake Tahoe State Wagon Road. Work started on improving the road in 1899 with a legislated grant. Over the years, the road was upgraded from a dirt road, to an oil cover road, to asphalt and concrete. This is the route of present-day US 50. A lot of details on the road may be found at Joel Windmiller's site.
US 50 from Carson City west to California State Line largely follows the
previous paths of the Walton Toll Road and Lake Tahoe Toll Road. The
Walton Toll Road was opened 1862 and followed Kings Canyon westward over
Spooner Summit to the saw mills of Glenbrook on the east shore of Lake
Tahoe. In 1863 the Lake Bigler Toll Road Company bought out the Walton
Toll Road and consolidated it with the Lake Tahoe Road to the south which
at the time took the Kingsbury Grade to Carson City. Connecting the Walton
Toll Road with the Lake Tahoe Road required building a one-lane trestle
bridge around the western edge of the Washoe Scared Site known as Cave
Rock. There had a previous primitive road around Cave Rock as early as the
(Source: Gribblenation Blog: Lake Tahoe Circle Tour Part 3, 10/2018)
The current definition of Route 50 begins with portion that was never part of the original US 50. This is the short segment of freeway between the US 50/Business Loop 80 interchange (really the Route 50/Route 51 interchange) and the connection with I-80 to the west. This was part of the 1909 LRN 6 between I-80 in W. Sacramento and Route 160 (former US 40), and 1897 LRN 11 between present-day Route 160 (former US 40) and Route 99. It was signed as US 40 between I-80 and Route 160. For a time, the segment was planned to be signed as I-305, but that signage never occured. Although legislatively part of Route 50, this segment is (for the most part) signed as Business Loop 80 (there may be one or two US 50 signs). Lastly, note that the portion between Route 275 west of Sacramento to Route 160 in Sacramento was signed (for a time) as Route 275, although that ended in 1967.
The freeeway portion was built in three segments: the first in 1962 from the Sacramento County line to Sunrise Blvd; the second in 1972 from 34th Street to near Watt Avenue, and the third and final stage in 1975. Note that the original US 50 did not connect between what is now I-5 and US 99 in Manteca, but rather in connected in Stockton on Charter Way (former Route 4).
At Mossdale, where I-5 and CA-120 meet, there are several crossings of the San Joaquin River. At this point, there is an older routing of US-50 (now serving Manthey Road, a frontage road), then the pre-I-5 routing of US-50 (now serving the connector from WB 120 to SB 5). These crossings (including an old SP crossing) were all drawspans at one time (vertical lift for the railroadl; the other two were bascules). Next are the fixed spans of I-5. Then there is the WP (UP) bridge south of I-5, which looks like it used to be a swing span. El Dorado Street in French Camp is also the old US-50, and there are a couple of old state traffic lights and lamp poles in that area. Information on the US 50 routing around Tracy may be found with I-580.
In 1933, US 50 did not extend to Oakland. Rather, US 50 followed Castro
Valley Boulevard into Hayward, ending near the current Route 238/I-580
junction, at US 101E (which followed current Route 238 south to San Jose,
and current I-580 north to Oakland). A 1936 map shows US 50 starting at US 40 (San Pablo Ave) in Berkeley, then running along 38th Street and Moss
Ave into Oakland. A slight jog on Vernon, and then it continued S along
Elmwood, Grand, and then Excelsior. Excelior turned into Hopkins. It
jogged again along Birdsall and Meldon onto Camden (in front of Mills
College). At Foothill Blvd, it continued SE along Foothill, then along
Hollywood Blvd back to Foothill into San Leandro. Foothill briefly became
Grand, and then Foothill again. This is approximately the route of current
I-580. Note that much of this route was later renamed MacArthur (certainly
much of Excelsior and Foothill).
(Source: Old Oakland, 1936 map)
The remainder of the route is the original US 50. The original 1926 plan did not have US 50 extending to Sacramento; rather, the plan was to have it follow current Alt US 50 to US 40 east of Reno, and end there. The 1928 plan, however, did include US 50, and US 50 was first signed in California in 1928. The 1928 definition had US 50 running from Sacramento to the Nevada-California state line at the south end of Lake Tahoe via Placerville. It was US 48 that continued US 99 from Stockton into the Bay Area.
In the mid-1930's, former US 48 was combined into the US 50 routing. US 48 originally started near French Camp near Manteca and ran via Tracy and Hayward to San Jose (shown clearly on this 1927 map). It was cosigned with US 99 into Sacramento; this segment was LRN 4, defined in 1909. It appears that the portion of US 101E from Hayward to San Jose was former US 48.
It appears that by 1936, US 50 may have started in San Francisco, running E across the Bay Bridge cosigned with US 40 (current I-80; LRN 68). It continued down what became MacArthur Blvd as US 50 (LRN 5; now I-580) to the vicinity of San Leandro. Old Business Route 50 followed Cypress Street to the Broadway exit, then went down the frontage streets to Grand Ave. and across to MacArthur. Between San Francisco and the vicinity of Hayward (where US 50 turned east), it was cosigned as Alternate US 101. It then travelled E across present I-580 (LRN 5) to what is now I-205. [Part of this was Altamont Pass Road; see the page on I-480 for details] It continued across the route of present-day I-205 to 5 mi NE of Banta (near the present I-5 junction); this was all LRN 5. It then ran N along a routing roughly corresponding the present I-5 to 3 mi NE of Stockton (it was cosigned briefly with Route 4 in Stockton), where it joined US 99 (to this point, it was LRN 5).
So, why did US 48 become US 50? It seems the decision to extend US 50
over what was then US 48 had two rationales applied: the first was that
when the Bay and Golden Gate bridge plans were finalized in the very early
1930's the Division of Highways proposed eliminating the E/W split of US 101 from San Jose to, respectively, ferry terminals in Oakland and San
Francisco (the ferries rejoined the route at the Sausalito ferry
terminal). There was at the same time a desire to extend US 50, which
originally ended at the corner of 16th & L streets in Sacramento, all
the way to the S.F. Bay; the rather clumsy multiplex SW on US 99 to
Stockton was instituted, along with the subsumption of the former southern
iteration of US 99W (today's I-5 south of Stockton and Route 120 east
through Manteca); it then replaced US 48 to Hayward, the original western
terminus of that route, and then used the original US 101E alignment to
reach the ferry terminal at the foot of Broadway in Oakland, a
configuration that lasted a few years until the Bay Bridge was opened,
when it was rerouted to, along with US 40 coming in from the north, the
eastern approach to the bridge before crossing the Bay and, for a while,
terminating at Bryant and 10th Streets (the latter US 101) in San
Francisco. In short, the US 48 designation and signage didn't last long
enough to make an impression on the driving public.
(Source: Sparker on AAroads)
In the 1940's, US 50 entered Sacramento on Stockton Blvd, turning left on 5th Ave, right onto Sacramento Blvd, left onto Broadway, right onto 16th Street, and left on M Street/Folsom Blvd, cosigned with Route 16 into Perkins. By 1960, the South Sacramento Freeway (current Route 99, although it was cosigned with US 50 until the 1970s) was constructed to south of Broadway and 29th Street. At the junction of Broadway and 29th (near the current interchange of Route 51, US 50, and Route 99), US 99W and 99E began; US 99W followed Broadway and 15th/16th on the old routing of US 50/US 99 into downtown (this later became Route 160, but was never Route 24 or US 40 in this portion). US 99E however was co-signed with US 50 north via 29th and 30th to Folsom Boulevard, where US 50 then made the right turn going eastbound with Route 16 to Perkins. Around 1954, clearing had begun for the "WX" portion of the US 50 freeway. By the mid-1960s, Route 50 was temporarily placed on the 29/30 Freeway (co-signed with US 99E and I-80) between the current Route 51/US 50/Route 99 junction and Folsom Boulevard; this arrangement only lasted until the El Dorado Freeway (US 50 east of the Route 99 interchange) was completed.
A part of the WX portion of the Capitol City Freeway (former LRN 11, between Route 99 and Route 160) actually corresponds to formerly signed US 50 (Broadway between Stockton Boulevard and 16th Street, which was US 50 until 1954). It appears that the WX Freeway (including former LRN 11) was also originally proposed to be US 50 as early as 1964; this early designation obviously was not signed in favor of I-80 and was only a temporary plan.
US 50 ran E out of Sacramento along Folsom Blvd, and was LRN 11 until the Nevada border. The portion between Route 99 and Folsom was defined in 1897, as was the portion between Placerville and Lake Tahoe. The remainder was defined in 1909.
Tom Fearer has identified the following as the original routing of US 50
(Source: Gribblenation Blog, "Highways in and around Old Sacramento; US 40, US 99W, CA 16, CA 24, CA 70, CA 99, CA 275, and more", 12/16/2018)
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.
Between Shingle Springs and Perks Corner, US 50 used to take a routing on what is now Mother Lode Drive; the existing freeway bypass was adopted in 1962.
The modern alignment of US 50 over Echo Summit was completed between 1936
and 1947. The upper part, moving the alignment from the old Lincoln
Highway routing over Johnson Pass south to Echo Summit, was done in
1936-1939. US 50 jumped over to Echo Summit to Johnson Pass sometime
between 1940 and 1942. The lower part, replacing the gated road down to
Meyers, was completed in 1947, after a break for the war. There's an
article about the upgrading of this section of US 50 in the Sept./Oct.
1947 issue of "California Highways and Public Works". The alignment of US 50 shifted north of Johnson Pass Road some time from 1956 to 1957. An
upcoming project to replace one of the 1936-1939 bridges which hangs on
the cliff above Christmas Valley is going to force a full closure of US 50
for an extended time in 2019 or 2020. There has already been plenty of
consternation among the South Lake Tahoe business community about the
closure, because the "Alternate US 50" routing over Route 88/Carson Pass
really isn't an adequate alternative to US 50. The old Johnson Pass Road
is still open but it is narrow with some extremely tight curves, so it's
totally unacceptable as a detour for normal US 50 traffic.
(Source: AARoads Discussion from Gonealookin and Max R, June 2017)
[SHC 253.1] Entire route. Signed as US Highway except for portions in Sacramento and Yolo counties. It is signed as Business Loop 80 from Route 80 to Route 51. It is constructed to freeway standards from Route 80 to Placerville, from Placerville to Smith Flat, and from Camino to Pollock Pines. Added to the Freeway and Expressway system in 1959.
In 1962, the California Highway Commission adopted a freeway routing for US 50 in Lake Tahoe. Joel Windmiller posted the adoption map in the
California's Historic Highways group on FB:
(Source: California's Historic Highways of FB, 6/2/2020)
Ocean City, Maryland Mileage
At the beginning of this route is a sign that shows the distance to Ocean City MD. The original version of this sign was often stolen, so it was replaced with a significantly larger sign with three destinations. However, the replacement has a significant error: The mileage to Ocean City MD is 3073 mi, not 3037. This has been reported, so who knows how long this incarnation of the sign will last. Thanks to Joel Windmiller for the photo.
In May 2016, the history of the "Ocean City MD" mileage
was reported by CapRadio. In the 1980s John R. Cropper, Jr. worked as the
head of statewide highway maintenance for Caltrans. Cropper, 92 in 2016,
was the man who instigated the sign listing Ocean City, MD as 3073 down
the road. He had seen a similar sign pointing to Sacramento while on
vacation in Ocean City MD. He thought, ‘well, that’s a pretty
good idea, we should reciprocate.’ Luckily, he had the authority to
do so. He got a lot of static from Caltrans people because he had been
conducting a campaign to get rid of unnecessary signs — and this
really was an unnecessary sign. According to a 2002 article in the
Sacramento Bee, the sign was stolen twice, once in 1999 and then again two
years later. Caltrans redesigned the sign to include the distances to
Placerville and South Lake Tahoe, making it bigger and harder to throw in
the back of a truck. But when the new sign went up there was a problem
with the mileage. Instead of 3,073 miles to Ocean City, the sign
incorrectly read 3,037. Caltrans noticed the error and placed a cover over
the last two numbers correcting the mistake. The Bee article reported that
it would have taken two to three months and more than $1,000 to replace
the whole sign; the patch solution cost $10. As for the Ocean City MD side
of the sign, that came from Ed Buck, a Maryland highway engineer in the
late ‘70s and early ‘80s. It was his idea to mark the eastern
end of US 50 in Ocean City.
(Source: CapRadio, 5/6/2016. The source has a picture of the original sign, as well as the sign in Ocean City MD)
In December 2017, it was reported that there are plans
to update the mileage on the sibling sign on the Eastern end of US 50 in
Ocean City, MD. While there is no disputing that traveling from the
Eastern Shore of Maryland to the Sacramento Valley is a long haul, the
exact length of the highway has changed since the sign was posted in the
early 1980s. There are no official lengths for interstate and U.S. routes,
but a Federal Highway Administration spokesman said that - of the best
information available - the distance of U.S. 50 is currently 3,008 miles.
The number has fluctuated over time due to modifications in the route
itself at various points in the twelve states it passes through. "The
mileage very likely changed. We built the Salisbury Bypass. Our folks are
saying other states, through the years, may have also built bypasses as
well," Charlie Gischlar with the Maryland State Highway Administration
said. Gischlar says MDSHA engineers are looking into the total length of
the highway and once the number is verified, the sign can be updated. It
is unknown if Caltrans will make a parallel change when MDSHA does.
(Source: WBOC 16, 12/28/2017)
In August 2011, the CTC approved $277,000 in SHOPP funding, programmed in Fiscal Years 2012-13 and 2013-14, for repairs in Nevada, Sacramento and Yolo Counties on Route 5, Route 20 and US 50 at various locations that will upgrade crash cushions and guardrail to meet the current National Cooperative Highway Research Program (NCHRP) 350 standards and improve safety.
HOV Lanes - Sacramento County - I-5 (SAC L0.2) to Watt Ave (SAC R6.1)
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV lanes in Sacramento County.
In September 2007, the CTC approved a resolution to approve a project for future consideration of funding: construct Bus/Carpool lanes near Sacramento on Route 50. This would be the portion roughly from I-5 to Sunset.
In July 2017, it was reported that an environmental
group has sued Caltrans over the state’s plans to build carpool
lanes on US 50 in downtown Sacramento, saying the state has failed to
analyze the health impacts on local residents from potential increased
vehicle emissions. The lawsuit, filed by the Environmental Council of
Sacramento earlier this month in Sacramento Superior Court, is focused on
the state’s plan to extend its existing US 50 carpool system west
from Watt Avenue to I-5. The freeway already has a set of carpool lanes
running east from Watt Avenue into El Dorado County. Caltrans chose not to
conduct a full environmental review of the new project, indicating it
believes the project is not expected to create significant environmental
issues. The environmental group said it would support a carpool lane
extension through downtown if the state were to turn two existing lanes
into carpool lanes rather than expand the freeway, which environmentalists
say will encourage more sprawl-style growth, cause more people to drive
longer distances, and increase “greenhouse gas emissions that
contribute to climate change.” Caltrans tentatively plans to begin
construction of the $187 million project in 2019, if it can obtain the
funds. The state bills the project as a way to use the freeway more
efficiently, reduce travel times by adding traffic flow capacity through
that corridor, and to increase the incentive for commuters to ride-share
(Source: Sacramento Bee, 7/17/2017)
In August 2017, the CTC approved for future consideration of funding 03-Sac-50, PM L0.2/R6.1 Sac 50 Phase 2 High Occupancy Vehicle Lane Project: This project in Sacramento County will add High Occupancy Vehicle lanes to a portion of US 50 in and near the city of Sacramento. The project is not fully funded. The estimated project cost is $151 million. Partial funding of $13.3 million for preliminary engineering, environmental studies, design and right of way work is anticipated from the local Measure A Transportation Sales Tax program. Construction is tentatively scheduled to begin in Fiscal Year 2018-19. A copy of the MND has been provided to Commission staff. The project will result in less than significant impacts to the environment after mitigation. The following resource area may be impacted by the project: paleontological resources. Avoidance and minimization measures will reduce any potential effects on the environment. These measures include, but are not limited to, a Paleontological Monitoring Plan shall be prepared and implemented for the project. As a result, an MND was completed for this project.
In April 2018, it was reported that state highway
officials, light rail officials and a group of local environmental
activists worked out a behind-the-scenes deal to position local rail and
freeway operators for new state funds to help speed up the east county
commute into downtown on US 50. The massive $452 million plan involves
several changes to the highway, to some city streets, and to light rail
service, including two high-profile projects, extending the US 50
high-occupancy vehicle (HOV) lanes all the way into downtown, and for the
first time in the region, creating a limited-stop express light rail
service during peak commute hours. Currently, the US 50 HOV, or carpool,
lanes run from the hills in of El Dorado County to Watt Avenue. Caltrans
will extend those lanes westward through downtown as far as the Pioneer
Bridge over the Sacramento River (SAC L0.0) into West Sacramento (YOL 0.0
to YOL 3.14). The work will include sound walls in the Stockton Boulevard
and 65th Street areas. Planning documents indicate work could begin in
2019 and conclude in 2024. Sacramento Regional Transit, for its part, will
also upgrade its light rail service along that corridor. The plan came
together last week when local environmentalists and Caltrans resolved a
years-long dispute over the state's efforts to expand US 50, an
environmental representative said on Friday. Initially, the Environmental
Council of Sacramento (ECOS) and the city of Sacramento opposed adding
carpool lanes on US 50 in downtown, contending it was a narrow,
car-focused and ultimately unsatisfactory solution to east county
congestion. The Sacramento City Council in 2002 voted nearly unanimously
against funding to even study the idea. Several council members at the
time said HOV lanes - which become regular all-user lanes during
non-commute hours - would just encourage more suburban sprawl and more
traffic. More recently, city officials have looked more favorably on the
plan, and have cooperated with Caltrans to use some related project money
to make improvements to city streets near US 50 in the downtown area. That
includes money to turn 14 blocks of Broadway, near the Department of Motor
Vehicles headquarters, into a more pedestrian and bicycle friendly street,
and build a new block-long street just east of 28th Street between X
Street and Broadway, allowing drivers to use X Street instead of Broadway
to access the Route 99 southbound on-ramp. For its part, ECOS twice sued
Caltrans to stop US 50 carpool lane plans. The most recent of those
lawsuits became the fulcrum for last week's negotiated deal. ECOS
President Ralph Propper said his group formally agreed to set aside that
lawsuit in exchange for Caltrans' agreement to commit more funds to
improve light rail service in the corridor, in hopes of making that
service more of a real alternative for commuters. The last step to turn
the plans into reality comes next month. Caltrans and SacRT already have
some of the funding they need. But they need more. They have applied
jointly, along with the city of Sacramento for $115,000 in state funds to
complete the financing. That money would come from Senate Bill 1, the
state gas tax increase passed last year by the governor and the
Democratically controlled state Legislature. Their SB1 funding request got
a critical boost last week when the California Transportation Commission
staff recommended that it’s commissioners allocate $110 million to
the project, almost the entire amount local entities are seeking. The
commission will decide in May.
(Source: Sacramento Bee, 4/30/2018)
In the SB1 Project List, as of June 2018, under the Solutions for Congested Corridors Program program, the following appears: US 50 Multimodal
Corridor Enhancement Project / US 50 HOV Lanes (I-5 to Watt Ave): In
Sacramento County on US 50, from I-5 to 0.8 mile east of Watt Avenue.
Construct 14 lane miles of HOV (or bus/carpool) lanes, widen twelve bridge
structures, construct sound walls from Stockton Blvd to 65th Street,
incorporate Intelligent Transportation System (ITS) elements into the HOV
system, and replace and/or upgrade ancillary facilities including drainage
systems, overhead signs, lighting, approach slabs, guard rail, and safety
barriers. Light Rail expansion along the US 50 corridor from Sunrise Blvd
to Downtown Folsom. Construct 8,963 feet of double tracking (siding). In
City of Sacramento on Broadway, from 16th Street to Franklin Boulevard and
the SR 99 on ramp, implement complete streets strategies by modifying the
roadway network running parallel to US 50. $110,300,000. For construction
purposes, project EA 3F360, PPNO 3301 to be combined with related SHOPP
project EA 0H080, PPNO 6177 under EA 03-0H08U (see below)
(Source: March 2019 CTC Minutes, Agenda Item 2.5s.(6))
In March 2019, the CTC approved an allocation of
$90,000,000 for the State-Administered Senate Bill 1 (SB 1) Solutions for
Congested Corridors Program (SCCP) US 50 Multimodal Corridor Enhancement
Project/US 50 HOV Lanes (I-5 to Watt Avenue) project (PPNO 3301), on the
State Highway System, in Sacramento County, programmed in Fiscal Year
2019-20. Project details: Sacramento 03-SAC-50 L0.2/R6.1. PPNO 03-3301.
Proj ID 0312000216. US 50 Multimodal Corridor Enhancement
Project/US 50 HOV Lanes (I-5 to Watt Ave). In Sacramento County
on US 50, from I-5 to 0.8 mile east of Watt Avenue. Construct 14 lane
miles of HOV (or bus/carpool) lanes, widen twelve bridge structures,
construct sound walls from Stockton Boulevard to 65th Street, incorporate
Intelligent Transportation System (ITS) elements into the HOV system, and
replace and/or upgrade ancillary facilities including drainage systems,
overhead signs, lighting, approach slabs, guard rail, and safety barriers.
Future Consideration of Funding approved under Resolution E-17-49; August
2017. Contribution from other sources: $286,900,000 Capital and
$25,800,000 Support from concurrent SHOPP advance allocation under
Resolution FP-18-61; March 2019. Additional contributions from Local
funds: $2,000,000 for Capital and $1,000,000 for Support. As part of this
allocation request, the Department is requesting 88-months for the period
of project completion. CONTINGENT ON THE PASSAGE OF THE 2019 BUDGET ACT.
(Source: March 2019 CTC Minutes Agenda Item 2.5s.(6))
In March 2019, the CTC approved the following
allocation. This appears to be a different project than that Multimodal
Corridor Enhancement / US 50 HOV Lanes. $312,700,000 Sacramento 03-Sac-50
L0.6/R5.3 PPNO 03-6177. Proj ID 0315000074. US 50 In the city of
Sacramento, from Route 5 to Watt Avenue. Outcome/Output: Rehabilitate
pavement with continuously reinforced concrete pavement, increase vertical
clearances at overcrossings, widen onramps to add ramp metered lanes,
upgrade curb ramps, and replace concrete barrier, structure approach
slabs, lighting, signs, Intelligent Transportation System (ITS) elements,
and guardrail. This project will improve safety, ride quality, and traffic
operations. CONTINGENT ON THE PASSAGE OF THE 2019 BUDGET ACT.
(Source: March 2019 CTC Minutes, Agenda Item 2.5b.(4) Project 2)
In May 2013, it was reported that Caltrans will close a section of the
elevated W-X freeway (US 50) through central Sacramento in each direction
for two months in Spring 2014 for major repairs. The construction zone
will run from 14th (~ SAC L1.304) to 26th (~ SAC L2.207) streets. The $46
million project may be the biggest fix ever on the freeway, which is 45
years old as of 2013. Officials say inspections show the road surface on
the elevated bridge section is cracking from years of traffic and water
intrusion, and in need of a complete redo. Caltrans plans to add 4 inches
of new road surface made out of concrete reinforced with shreds of steel,
extending the freeway surface lifespan another 20 years. The work also
includes widening all shoulders by 2.5 feet to meet modern width
standards, building new safety barriers on the viaduct's flanks, and
reinforcing an estimated 144 concrete bridge pillars with steel rods to
make them more earthquake resistent. Several ramps and connectors are
expected to be closed at some point during the project. They include
connectors to and from Route 99, as well as the 10th and 16th street
(Source: Sacramento Bee, 5/12/13)
Westbound Auxiliary Lane - 65th to Howe (03-Sac-50 R2.6/R3.8)
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 6200. 03-Sacramento-50 R2.6/R3.8. US 50 In the city of Sacramento, from 65th Street to east of Howe Avenue. Construct westbound auxiliary lane. Begin Con: 10/1/2019. Total Project Cost: $3,930K.
In January 2019, the CTC approved the following
allocation: $4,075,000 Sacramento 03-Sac-50 R2.6/R3.8 Route 50 In the city
of Sacramento, from 65th Street to east of Howe Avenue. Outcome/Output:
Construct westbound auxiliary lane to reduce congestion and improve
operations and mobility. Also realign and widen southbound Howe Avenue
onramp to add a ramp metering lane.
(Source: January 2019 CTC Minutes, Agenda Item 2.5b.(1) Item 6)
Hornet Drive Interchange (03-Sac-50 R3.5)
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 6242. 03-Sacramento-50 R3.5. US 50 In the city of Sacramento, at Hornet Drive eastbound offramp. Widen ramp, add signal and right-turn lane. Begin Con: 4/9/2019. Total Project Cost: $2,720K.
In December 2018, the CTC approved the following SHOPP
allocation: $2,040,000. Sacramento. 03-Sac-50. R3.5 Route 50 In the city
of Sacramento, at Hornet Drive eastbound offramp. Outcome/Output: Realign offramp to a T-intersection, add new signal, lighting, crosswalk, fiber optic line, and camera. This project will improve safety and traffic operations. PPNO 03-6242.
(Source: December 2018 CTC Minutes, Item 2.5b(1) Item 3)
In February 2009, the CTC approved relinquishment of right of way in the city of Sacramento along Route 50 adjacent and parallel to the eastbound off ramp to 65th Street (SAC R2.649), consisting of nonmotorized transportation facilities, namely a pedestrian walkway.
Watt Interchange Improvements (~SAC R5.316)
TCRP Project #126 will widen the US 50/Watt Avenue Interchange (~SAC R5.316) and do various improvements. In April 2012, the CTC voted to approve $25.9 million for interchange improvements at Watt Avenue. The project will construct multi-modal improvements at the US 50 and Watt Avenue interchange and on Watt Avenue between Kiefer Boulevard and La Riviera Drive. Improvements will include modification of the US 50 and Watt Avenue interchange to a partial cloverleaf configuration, construction of a dedicated transit-way and related facilities to support the initial working segment of Bus Rapid Transit (BRT), and construction of a dedicated bicycle and pedestrian pathway through the interchange to separate these modes from vehicular traffic. The project is estimated to cost $50,376,000. The project is funded with State ($32,458,000) funds, Federal ($4,380,000) funds, and Local ($13,538,000) funds. The project is proposed by sponsor for consideration of CMIA Savings. Construction is estimated to begin in fiscal year 2012/13.
In December 2012, the CTC approved un-programming $5,112,000 of the $6,280,000 in TCRP programmed for construction. This just reduces the amount for future reimbursement.
HOV Lanes - Sacramento County - Watt Ave (~SAC R5.362) to Sunrise Blvd (~ SAC 12.502)
In March 2007, the CTC considered a draft EIR regarding a project in Sacramento County is to construct roadway improvements near the city of Sacramento. The project is programmed in the 2006 State Transportation Improvement Program. The overall project is fully funded. Project Development, however, is fully funded in the Regional Transportation Improvement Program and the Interregional Transportation Program. The total estimated project cost is $165 million. Construction is estimated to begin in Fiscal Year 2009-10. The project is programmed in the Corridor Mobility Improvement Account program for $80 million. The following alternatives are being considered:
In July 2009, the CTC approved an amendment of the Corridor Mobility Improvement Account (CMIA) program project baseline agreement for the Route 50 HOV project (PPNO 6199C) in Rancho Cordova, from Watt Avenue to Sunrise Boulevard. The approved baseline agreement included $67,125,000 in STA Measure A funds for construction ($53,125,000 capital and $14,000,000 for support). Due to reduced sales tax receipts, Measure A funds were not available in this amount. This amendment reduces Measure A funds for construction to $48,702,000, and adds Congestion Mitigation and Air Quality (CMAQ) and Proposition 1B State and Local Partnership (SLPP) funds to fully fund construction and construction support.
Bradshaw Road to Mather Field Road Auxiliary Lanes (03-SAC_50 R7.7/R9.5)
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 6197. 03-Sacramento-50 R7.7/R9.5. US 50 In and near Rancho Cordova, from Bradshaw Road to Mather Field Road. Operational improvements that construct auxiliary lanes in both westbound and eastbound directions. Begin Con: 5/15/2021. Total Project Cost: $9,498K.
In June 2019, the CTC approved the following support
phase allocation: $853,000 03-SAC-50 R7.7/R9.5 PPNO 6197 Proj ID
0300001101 US 50 In and near Rancho Cordova, from Bradshaw Road to Mather
Field Road. Operational improvements that construct auxiliary lanes in
both westbound and eastbound directions. PS&E $750,000 R/W Support
$103,000. (As part of this allocation request, the Department is
requesting to extend the completion of the R/W Sup phase an additional 5
beyond the 36 month deadline.)
(Source June 2019 CTC Minutes, Agenda Item 2.5b.(2a) Item 15)
The 2020 SHOPP, approved in May 2020, included the
following Mobility item of interest (carried over from the 2018 SHOPP):
03-Sacramento-50 PM R7.7/R9.5 PPNO 6197 Proj ID 0300001101 EA 1F150. US 50
in and near Rancho Cordova, from Bradshaw Road to Mather Field Road.
Operational improvements that construct auxiliary lanes in both westbound
and eastbound directions. Programmed in FY20-21, with construction
scheduled to start in February 2021. Total project cost is $10,140K, with
$7,902K being capital (const and right of way) and $2,238K being support
(engineering, environmental, etc.).
(Source: 2020 Approved SHOPP a/o May 2020)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
Zinfandel Drive Interchange Improvements (SAC 10.9/11.1)
The 2018 STIP, approved at the CTC March 2018 meeting, appears to note the completion of PPNO 1670, US 50 SAC 10.9/11.1, Within the city of Rancho Cordova on Zinfandel Drive from Olson Drive to White Rock Road: Construct Ramp and intersection improvements to the US 50 at Zinfandel Drive and intersection improvements at Zinfandel and White Rock Road.
Sunrise Blvd Interchange, Rancho Cordova (~ SAC 12.502)
TCRP Project #134 will make modifications to the US 50/Sunrise Blvd interchange (~ SAC 12.502)
According to an article in the Sacramento Bee in January 2004, the city of Rancho Cordova is planning a new US 50 interchange, east of Sunrise Boulevard (~ SAC 12.502). The goal of this interchange would be to relieve traffic from Sunrise Blvd, where traffic counts from August 2003 show more than 80,000 cars per day travel on Sunrise Boulevard south of the American River at US 50. The new interchange between Sunrise Boulevard and Hazel Avenue would serve proposed development south of the freeway, including more than 30,000 homes in Rancho Cordova.
In May 2014, the CTC received notice of a draft EIR for comment. The project in question is located partially within the City of Rancho Cordova and partially in unincorporated Sacramento County. The proposed project will construct a new interchange over US Highway 50 (US 50) between Sunrise Boulevard and Hazel Avenue in Rancho Cordova including auxiliary lanes between Post Miles 12.5 and 15.8. The project will also construct a new four lane arterial known as Rancho Cordova Parkway extending south from the new interchange to White Rock Road. The City of Rancho Cordova is serving as the lead agency under the California Environmental Quality Act (CEQA) and Caltrans is the lead agency under the National Environmental Policy Act (NEPA). No funding under the purview of the Commission is currently programmed for this project; however, it is anticipated that the Commission will be asked to take action on this project in the future to approve a new public road connection. The alternatives considered for the proposed project include:
In terms of general widening, as of April 2003, there has been widening from Sunrise Blvd to El Dorado Hills Blvd (~ SAC 12.502 to ED 0.875), giving 4 lanes in each direction between Sunrise and Hazel and 3 lanes in each direction from Hazel to El Dorado Hills. Plans call for adding an additional lane in each direction between El Dorado Hills and Shingle Springs. Plans to add lanes west of Sunrise Blvd have not been finalized.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
HOV Lanes - El Dorado Hills to Bass Lake (~ ED 0.000 to ED R3.25)
In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). Two requests were funded: $20M for HOV lanes from the El Dorado Cty Line to the Bass Lake Interchange, and $80M for Phase 1 of the HOV lanes from Watt Ave to Sunrise Blvd. Requests to add EB and WB auxiliary lanes from Sunrise to Folsom Blvd, and route improvements from Trout Creek to Ski Run Blvd were not recommended for funding. In May 2008, the HOV project was extended by eliminating the one mile gap between the existing truck lanes, it will also eliminate the existing truck lane merge at the El Dorado Hills Blvd/Latrobe Rd Interchange. Furthermore, the additional work will allow for improved staging of traffic as well as eliminating impacts due to future construction.
In September 2008, the CTC also considred reconstructing the El Dorado Hills Blvd/Latrobe Rd Interchange. This project in El Dorado County would reconstruct the El Dorado Hills Boulevard-Latrobe Road Interchange and make improvements to Route 50 associated with the interchange. For the purposes of construction, a portion of this project is included in Phase 1 of the Route 50 High Occupancy Vehicle (HOV) Lane project from El Dorado Hills Boulevard to South Shingle Road/Ponderosa Road Overcrossing (PM 0.0 to PM R9.1). Phase 1 begins at the El Dorado County line to just west of Bass Lake Road (PM 0.0 to PM 2.9) and is programmed with corridor mobility improvement account funds, congestion mitigation air quality funds, regional surface transportation program funds, and local traffic impact mitigation funds. The total estimated cost of Phase 1, capital and support, is $44,568,000. The cost associated with the interchange improvements is $13,000,000. Construction is estimated to begin in Fiscal Year 2008-09.
In September 2008, the CTC considered for future funding roadway widening along Route 50 between the El Dorado Hills Boulevard Undercrossing to South Shingle Road/Ponderosa Road Overcrossing (PPNO 3283A). This project in El Dorado County will construct bus-carpool lanes in the eastbound and westbound lanes. Phase 1, from the El Dorado County line to just west of Bass Lake Road (PM 0.0 to PM 2.9), is programmed with corridor mobility improvement account funds, congestion mitigation air quality funds, regional surface transportation program funds and local traffic impact mitigation (TIM) funds. The total estimated cost of Phase 1, capital and support, is $44,568,000. The second phase, from west of Bass Lake Road to South Shingle Road/Ponderosa Road Overcrossing is estimated to cost $55,000,000. Phase 2 is funded entirely from local TIM funds. Construction for both phases is estimated to begin in Fiscal Year 2008-09.
In October 2011, the CTC amended the CMIA baseline for the HOV Lanes El Dorado Hills Boulevard to Bass Lake project - Phase 1 (PPNO 3283A) to add the scope of the US 50 HOV Lanes - Bass Lake to Cambridge Road Interchange project -Phase 2A, Segment 1 (PPNO 3283B), and update the funding plan and delivery schedule. In addition, this combined project will now use the title, “US 50 HOV Lanes - El Dorado County,” which reflects the original project and added scope. The Commission, at the June 2011 meeting, approved funding for the additional scope under Resolution CMIA-P-1011-07.
In December 2011, the CTC approved $9.5 million in funding to add 2.3 miles for a carpool lane on US 50 between Bass Lake Road and Cambridge Road in El Dorado County.
Silva Valley Parkway (~ ED R1.826R)
In March 2012, the CTC approved for future consideration of funding a project that will construct a new interchange at Silva Valley Parkway (~ ED R1.826R). The project will construct a new interchange connection to US 50 that will include a six lane overcrossing, new signalized diagonal off-ramps, diagonal on-ramps, and loop on-ramps. The mainline will be improved to include east and west auxiliary lanes between El Dorado Hills Boulevard and the new interchange. The project will result in significant unavoidable impacts to transportation/circulation and noise. Specifically, the project would result in a lower level of service on the eastbound slip on-ramp resulting in congestion impacting the ability for on-ramp traffic to merge into thru traffic; possible temporary vibration-induced annoyance to residents during hard rock blasting during construction; and temporary construction related noise in proximity to existing residential land north and south of the project site. Mitigation measures and/or alternatives to the proposed project that would substantially reduce or avoid these significant unavoidable impacts are infeasible. The County found that there were several benefits that outweigh the unavoidable adverse environmental effects of the project. These benefits include, but are not limited to, providing transportation facilities to accommodate planned growth as noted in the 2004 County General Plan and the El Dorado Hills Specific Plan; improve traffic circulation to Silva Valley Parkway, El Dorado Hills Boulevard Interchange, Bass Lake Road Interchange, US 50, Serrano Parkway, Latrobe Road, and White Rock Road; improve the El Dorado County sustainable transportation system by augmenting the US 50 HOV and ramp metering facilities; and improve safe pedestrian mobility by providing a significant north-south pedestrian facility crossing of US 50. The County established a Mitigation Monitoring Program to ensure that the mitigation measures specified for the project are implemented. The project is estimated to cost $60 million and will be constructed in two phases. The project is funded with SLPP ($1 million) funds and Local ($59 million) funds. Construction of phase one is estimated to begin in fiscal year 2012/13.
In August 2012, the CTC approved a new public road connection to US 50 at Silva Parkway (ED 1.8). This is in support to a proposal from the County of El Dorado to construct a new Silva Valley Parkway interchange on US 50 between the El Dorado Hills Boulevard/Latrobe Road interchange and the Bass Lake Road interchange, just east of the Clarksville Undercrossing along the existing Sylva Valley Parkway. The existing Silva Valley Parkway will be renamed Old Sylva Valley Parkway. The purpose of the project is to relieve congestion to US 50 due to commercial and residential development in the areas surrounding the proposed interchange and to accommodate planned growth as noted in the County’s General Plan. Studies for this interchange project started in the 1980’s. The project was approved by El Dorado County in 1990 and by the Department in 1991; however, due to lack of funding the project was put on hold. Since then local development and traffic impact fees have been collected to fund the project and the project was restarted in 2010. Community just west of the proposed new interchange. It crosses under US 50 at the Clarksville Undercrossing. The proposed project will construct a new Silva Valley Parkway interchange with a six-lane overcrossing (four through lanes and two deceleration lanes to the loop on-ramps), diagonal on and off-ramps, and loop on-ramps. The US 50 mainline will be improved to include east and west auxiliary lanes between El Dorado Hills Boulevard and the new interchange. The new Silva Valley Parkway will provide shoulders for bicycle and pedestrian access, while bike and pedestrian access will also be provided along the existing Silva Valley Parkway.
In January 2013, the CTC authorized $1,000,000 to El Dorado County LTC for the Silva Valley Parkway / US 50 Interchange. This project, in El Dorado County at the Silva Valley Parkway, will construct the overpass, on and off ramps, signalized intersection, bicycle and pedestrian facilities.
In August 2011, the CTC approved $11,500,000 in SHOPP funding for repairs near El Dorado Hills, from 0.3 mile east of Bass Lake Road to Route 49 Junction in Placerville (~ ED R2.95 to ED 17.625), that will rehabilitate 49.2 lane miles of roadway to improve the ride quality, prevent further deterioration of the traveling surface, minimize costly roadway repairs and extend the pavement service life.
In July 2006, the CTC considered Resolution No. R-3639, relinquishing right of way in the County of El Dorado at PM ED 5.0, at Cambridge Road, consisting of reconstructed and relocated county road.
Cameron Park Interchange (~ ED 6.585)
In August 2018, it was reported that the El Dorado County Board of Supervisors narrowed down the
options for an updated interchange connecting US 50 and Cameron Park
Drive. The update is necessary to handle an anticipated increase in
traffic flow, according to a report from county Department of
Transportation engineers Katie Jackson and Natalie Porter. Along with
Dokken Engineering and transportation consulting firm DKS Associates,
county transportation staff have been looking at four possible
configurations, ranging from $43.5 million to $61.9 million. Funding for
the project will come from Traffic Impact Mitigation (TIM) fees, which are
imposed upon builders to ensure they pay for any additional traffic their
development projects bring to the area. Staff has been looking at the
interchange update since 2008, Jackson said. Initial costs for
alternatives ranged between $74 million and $107 million. In 2016, when
TIM fees were readjusted, project costs dropped to $87.3 million. Still,
staff was directed to identify less expensive alternatives. The unanimous
vote from supervisors on Tuesday eliminated option two of four, which
involved an eastbound off-ramp on Rodeo Road. Though it would have used an
under-utilized road, this alternative was the most expensive and included
nearly three-quarters of a mile of additional travel for those heading
eastbound to Cameron Park Drive. The three other options are up for future
(Source: Mountain Democrat, 7/30/2018)
There are plans to construct a new interchange near the city of Cameron Park. There are also plans to create a new public road connection and interchange near Shingle Springs, at PM ED 11.4. As of December 2008, the location was better identified as Missouri Flat Road N of Cameron Park.
In May 2012, it was reported that Caltrans is is completing work ahead of schedule on a tunnel under US 50 near the El Dorado Road exit (~ ED R13.985) that officials hope wildlife will begin using to get to the other side of the highway. An eight foot tall fence will help funnel the animals to the tunnel entrance. This tunnel is the first to be built under US 50 and, at 203 feet in length and 12 feet high by 12 feet wide, is also the largest in the area.
Western Placerville Interchanges Project (~ ED 15.365 to 16.798)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
In April 2012, the CTC approved for future consideration of funding a project that is located in the City of Placerville in El Dorado County. The project will widen and improve segments of Forni Road, Fair Lane, Placerville Drive, and Ray Lawyer Drive. Improvements to these roadways will be made in conjunction with modifications and improvements to eastbound and westbound US 50 ramps to and from Forni Road, Placerville Drive, and Ray Lawyer Drive. The estimated project cost is approximately $40 million for the overall Western Placerville Interchanges Project, of which the Ray Lawyer Drive improvements are estimated to cost $10,800,000. The project is programmed with State ($5,542,000) funds. The project is proposed by sponsor for consideration of CMIA Savings. The remaining project costs will be programmed as available and applicable from local funds, Traffic Impact Mitigation Fees, Regional, State, and Federal transportation sources. Construction is estimated to begin in 2012.
In May 2012, the CTC approved a public road connection in support of this project at Ray Lawyer Drive. The overall Western Placerville Interchanges project will consist of replacing the existing Placerville Drive/Forni Road overcrossing to meet vertical clearance standards and provide sufficient width for future US 50 widening; constructing new on and off ramps at Ray Lawyer Drive overcrossing; widening of eastbound ramps at Forni Road/Placerville Drive; and widening and overlay portions of Forni Road, Placerville Drive, and Fair Lane. This project also proposes construction of new eastbound auxiliary lanes from Forni Road to Ray Lawyer Drive and westbound from Ray Lawyer Drive to the Placerville Drive interchange; Ray Lawyer Drive will be widened and extended 820 feet south; Forni Road will be realigned and widened and will terminate at a new signalized intersection at the new Justice Center Driveway/Ray Lawyer Drive intersection. The project also includes Class II bike lanes on both sides of Placerville Drive, Forni Road and Ray Lawyer Drive. Sidewalks are included along at least one side of all of the local streets except for Fair Lane. These improvements will provide safer routes for pedestrian and bicycle travelers.
In October 2012, it was reported that construction was complete on $80 million worth of widening and interchange reconfigurations in the Missouri Flat and Forni roads area, including two new lanes on the Weber Creek Bridge.
In May 2017, the CTC allocated an additional financial contribution of $470,000 for a project on US 50 in the City of Placerville, at Ray Lawyer Drive (Western Placerville Interchange Phase 2). Outcome/Output: Construct eastbound US 50 offramp and associated improvement to Forni Road and Ray Lawyer Drive.
In August 2017, the CTC approved for future consideration of funding 03–
County Western Placerville Interchange Project:
Construct interchange improvements to Placerville Drive and Forni Road on
US 50. The Project will construct improvements to the existing US 50/Placerville Drive/Forni Road Interchanges with the addition of ramps to
the existing Ray Lawyer Drive Overcrossing. On June 24, 2014, the
Placerville City Council adopted the Final Supplemental Environmental
Impact Report and Mitigated Negative Declaration for the Project and found
that the Project will not have a significant effect on the environment
after mitigation. Impacts that require mitigation measures to be reduced
to less than significant levels relate to biological resources, hazardous
materials and traffic circulation. Mitigation measures include, but are
not limited to: restrict construction activities between February 15
through August 31 to avoid the nesting season, implement invasive species
control measures, conduct soil sampling to monitor hazardous materials,
prepare a Stormwater Pollutant Prevention Plan, and implement a Traffic
Management Plan during construction. On June 13, 2017, the City confirmed
that the preferred alternative set forth in the Final Supplemental
Environmental Impact Report is consistent with the Project scope of work
programmed by the Commission. The Project is estimated to cost $11,624,620
and is fully funded through construction with State Transportation
Improvement Program Funds ($5,542,000), Congestion Mitigation and Air
Quality Funds ($2,766,000), Urban Funds ($272,000), State Highway
Operation Protection Program Funds ($470,000), State Bond Transit Funds
($1,430,620), El Dorado Irrigation District Relocation Funds ($809,000)
and Local Funds ($335,000). Construction is estimated to begin in Fiscal
Also in August 2017, the CTC approved an allocation of $5,542,000 for the locally administered Western Placerville Interchanges Phase 2 (PPNO 1217A) project in El Dorado County, programmed in the STIP: El Dorado 03-ED-50 16.5/16.5 Western Placerville Interchanges Phase 2. In the city of Placerville, on US 50 at Ray Lawer Drive. Upgrade Interchange. Construct Eastbound US 50 offramp and associated improvements to Forni Road and Ray Lawyer Drive. Outcome/Output: Interchange: 1 new interchange completed (Eastbound). The STIP allocation is split as follows: $970,000 for construction engineering and $4,572,000 for construction capital.
The 2018 STIP, approved at the CTC March 2018 meeting, appears to delete the funding for PPNO 1217A. It shows the project (noted above) in the 2016 STIP, but it is not listed in the Proposed 2018 Programming. The STIP shows that $5,542K was allocated in the 2016 STIP, which corresponds to what was reported in August 2017.
In June 2020, the CTC approved the following CONST
allocation for a locally-administered LPP (Formulaic/Competitive) project:
$1,070,000 03-ED-50 16.4/16.8. PPNO 03-3336 ProjID 0319000152 EA 37282.
Western Placerville Interchanges Phase 2.2-Eastbound On-Ramp. On US 50 in
the City of Placerville, separate, but geographically adjacent to the
Western Placerville Interchanges Phase 2 project, on US 50 at Ray Lawyer
Drive. Construct eastbound on-ramp. (Future consideration of funding
approved under Resolution E-12-16; April 2012.) (Concurrent allocation for
SHOPP Minor A FCO Project EA 03-37282 under Resolution FP-19-89; June
2020) (Contribution from other sources: $ 2,070,000, of which $1,000,000
of SHOPP Minor A FCO Project EA 03-37282) (Time extension for FY 18-19 CON
expires on 06/30/2020)
(Source: June 2020 CTC Agenda, Agenda Item 2.5s.(2b) #1)
In March 2014, the CTC authorized relinquishment of right of way in the city of Placerville along Route 50 between Ray Lawyer Drive and Mosquito Road (~ ED 16.513 to ED 18.544), consisting of collateral and non-motorized transportation facilities. The City, by relinquishment agreement dated January 14, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.
Placerville Safety Improvements / Camino Safety Project (03-ED-50, PM 21.95/24.45)
In January 2018, the CTC amended the following project in the SHOPP: 03-ED-50
. US 50 Near Placerville and Camino, from 0.1
mile west of Still Meadows Road to 0.1 0.4
mile east of Upper Carson Road. Install median barrier, widen shoulders,
and construct acceleration/deceleration lane. Total Cost: $47,000,000 .
(Source: CTC Agenda, January 2018, Agenda Item 2.1a(1))
In October 2018, the CTC approved for future
consideration of funding the following project for which a Mitigated
Negative Declaration (MND) has been completed: US 50 in El Dorado County
(03-ED-50, PM 21.95/24.45). Construct safety improvements along a portion
of US 50 near the city of Placerville. (PPNO 3290). This project is
located on US 50 near Placerville and Camino in El Dorado County. The
proposed project will improve the safety of this portion of highway. The
project proposes to install concrete median barriers, widen outside
shoulders to standard widths, and install acceleration/deceleration lanes.
This proposed project addresses the need to improve the higher than
statewide average collision rates in this area. The proposed project is
estimated to cost approximately $38.3 million. This project is currently
funded and programmed in the 2018 SHOPP for approximately $48.0 million.
Construction is estimated to begin in 2019. The scope, as described for
the preferred alternative, is consistent with the project scope programmed
by the Commission in the 2018 SHOPP.
(Source: October 2018 CTC Agenda Item 2.2c.(1))
In February 2020, it was reported that construction on
this $55.4 million highway project was set to start in summer 2020.
Caltrans was expected to open bids in mid-February, but due to the number
of inquiries, the bidding period was extended until March 4. That means
construction won’t start until May or June 2020. The work will be
done in two phases. A new barrier will be installed between the eastbound
and westbound lanes on a nearly 6-mile corridor in Camino, which stretches
between Still Meadow Road and Carson Road. In the latest 10-year period,
175 vehicle collisions have happened on that stretch of road, four of
which were fatal. For years, Caltrans has tried to come up with a way to
fill in the median without completely cutting off access to Camino Heights
from the westbound lanes, and eastbound lanes from Apple Hill and Camino.
The agency wants to build a full interchange at Carson Road, but
hasn’t been able to get enough money to build it. So this current
project will include the construction of an undercrossing that will allow
traffic to go from Carson Road on the north side underneath the highway
and connect to an extended Sierra Blanca Road on the south side of the
highway. The project will still leave an opening for an interchange to be
completed later, if the funding comes along. The project also includes
some culvert work on US 50 farther west in Placerville, as well as
building a tunnel for wildlife that will go underneath the highway. Of the
total $55.4 million for the project, $7.3 million is coming from El Dorado
County, $5.5 million is coming from state funding and the rest is federal
(Source: Biz Journals, 2/20/2020)
In December 2009, Caltrans removed a boulder the size of a pickup truck from the highway near Bridal Veil Falls (~ ED 37.667), 17 miles east of Placerville.
In February 2017, it was reported that a section of US 50 crumbled
farther down the hillside early Tuesday near Bridal Veil Falls (~ ED
37.667), offering the latest dramatic reminder of how vulnerable Sierra
highways have became in the winter 2017 deluge of rain and snow. Though
the damaged road did not result in injuries, it prompted the closure of
both westbound lanes and will reduce traffic to one lane in each direction
for months to come. Crews will work on stabilizing the slope and fixing
the highway, according to Caltrans. The slope supporting the highway at
Bridal Veil Falls, 2 miles east of Fresh Pond, slipped several feet last
week, requiring the closure of the westbound No. 2 lane next to the
shoulder. The damage increased this week, affecting the No. 1 lane,
(Source: Sacramento Bee, 2/21/2017)
In August 2011, the CTC approved $1,200,000 in SHOPP funding for repairs in Nevada, Butte, Sutter, El Dorado, and Placer Counties at various locations. These repairs will upgrade metal beam guardrail end treatments to comply with the National Cooperative Highway Research Program Report 350 standards.
Echo Summit Stabilization (~ ED 66.807)
In May 2010, the CTC approved for future consideration of funding a project in El Dorado County that will upgrade deteriorating rock wall parapets at seven locations along Route 50 near Echo Lake. The parapets will be upgraded by constructing modified Type 736 concrete barriers on Portland cement slabs. The project is fully funded in the 2010 State Highway Operation and Protection Program. Total estimated project cost is $5,568,000 for capital and support. Construction is estimated to begin in Fiscal Year 2010-11. The project will involve construction activities that will result in traffic delays and construction related dust and exhaust emissions. In addition, construction activities will be occurring in the immediate area of the Upper Myers Grade, a National Register Eligible historic property.
In March 2011, Caltrans began a project to repair Route 50 at Echo Summit on the route to Lake Tahoe. Construction will include new guardrails and a 3-foot-high cement barrier in place of the crumbling 18-inch-tall rock and sandbag roadside wall, which was built in the 1930s. A stabilizing slab will be placed under the roadway and masonry along the support wall will be upgraded. Two official detours have been announced. US 50 motorists en route to South Lake Tahoe will be rerouted to Route 16 out of Sacramento to Route 49 and then onto Route 88 and Route 89. Travelers closer to Placerville will be directed onto Route 49 which will lead them to Route 88. A website on the detours may be found at http://www.way2tahoe.com/index.aspx. The construction will begin at the soonest possible date after April 15, 2011.
In March 2015, the CTC received notice of preparation of an EIR for a project in El Dorado County that will rehabilitate or replace the Echo Summit Sidehill Viaduct seven miles west of South Lake Tahoe on US 50. The project is programmed in the 2014 State Highway Operation and Protection Program (SHOPP). The total estimated cost is $9,060,000 for capital and support. Construction is estimated to begin in Fiscal Year 2017-18. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 SHOPP. In addition to the no-build opportunity, the following alternatives are under consideration:
In December 2015, the CTC updated the cost for the following SHOPP project: 03-ElD-50 67.3 US 50 Near South Lake Tahoe, west of South Lake Tahoe at Echo Summit Sidehill Viaduct Bridge No. 25-0044. Rehabilitate or Replace bridge:
In June 2018, the CTC approved for future consideration
of funding the following project: 03-ED-50, PM 67.3 Echo Summit Sidehill
Viaduct Replacement Project: Replace existing viaduct on US 50 in El
Dorado County. (MND) (PPNO 3304) (SHOPP). This project is located on US 50
near South Lake Tahoe, in El Dorado County and proposes to replace the
Echo Summit Sidehill Viaduct with a new single-span bridge. The project
proposes to address the current poor conditions and ongoing problems of
the deck surface, bridge superstructure and substructure, concrete
spalling and severe cracks. The project also proposes to upgrade existing
metal beam guardrail, concrete transition barriers, asphalt concrete
grinding at the bridge approaches and new concrete on the approach
roadway. The proposed project is estimated to cost $6.0 million in capital
construction. The project is fully funded and is currently programmed in
the 2016 SHOPP for approximately $12.0 million which includes Construction
(capital and support) and Right of Way (capital and support). The project
is estimated to begin construction in 2019. The scope, as described for
the preferred alternative, is consistent with the project scope programmed
by the Commission in the 2016 SHOPP.
(Source: CTC Agenda, June 2018 Agenda Item 2.2c(1))
In November 2018, it was reported that the 2019
construction season will bring work on the "US Highway 50 Echo Summit
Sidehill Viaduct Replacement Project," located about 7 miles from South
Lake Tahoe. This project will replace the bridge coming down off Echo
Summit. The bridge was originally built in 1938 and repaired in the 1970s
and again in the 1980s. This project is expected to be completed in two
construction seasons, during which motorists can expect one-way traffic
control and should plan accordingly for delays. In Spring 2020,
there will be a full closure of US 50 for up to 14 days for bridge deck
work. In 2019, work will be done underneath the bridge to build the
(Source: Tahoe Daily Tribune, 11/11/2018; TahoeDaily Tribune, 4/23/2019)
In July 2019, it was reported that the Echo Summit
project contractor originally considered using a platform to work off of
the highway, which didn’t turn out to be a feasible option. As of
July 2019, crews were excavating for the new footing at “abutment
2” using a crane to lift loads from below. After getting both new
abutments constructed this season, the new bridge deck will be installed
next year. A full closure of US 50 for up to 14 days is anticipated to
allow for the bridge deck work. Completion of this project is scheduled
for fall of 2020.
(Source: Tahoe Daily Tribune, 7/2/2019)
In September 2019, it was reported that a full closure
of US 50 over Echo Summit that was scheduled for mid-October 2019 won't
happen until 2020 Caltrans said. Bridge girders needed for a $14.1 million
construction project will not be ready in time, Caltrans said in an
update. About a half-mile of the highway was originally scheduled to be
closed the latter half of October 2019, creating a lengthy detour for
drivers trying to get to South Lake Tahoe. Instead, the contractor for the
bridge project will winterize the job site and come back in 2020. Besides
the bridge girders, the project includes paving the approaches to the
bridge, constructing new barrier walls and demolishing the existing
structure that was built in 1939.
(Source: KRCA, 9/10/2019)
US 50/Route 89 Roundabout (03-ED-50 PM 70.62)
In March 2017, the CTC approved for future consideration of funding a project located in El Dorado County near the town of Meyers (03-ED-89, PM 8.592; 03-ED-50 PM 70.62) that proposes to convert the US 50/Route 89 intersection into a three-leg roundabout. The proposed roundabout will have single lane approaches on all three legs to reduce the number and/or severity of collisions. This project is programmed in the 2016 SHOPP for $5,240,000 in Construction (capital and support) and Right of Way (capital and support). Construction is estimated to beginning 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 State Highway Operation and Protection Program.
In May 2018, it was reported that a three-year, $56.9
million project (2018 is the second year) involves rebuilding a 2-mile
stretch of U.S. 50 from the "Y" with Route 89 (03-ED-89, PM 8.592;
03-ED-50 PM 70.62) to Trout Creek Bridge (ED 077.33). The rebuilding
includes widening the roadway to provide 6-foot shoulders for bike lanes
in both directions, replacing traffic signals, rebuilding curbs, gutters
and sidewalks, and improving the pavement cross slope, according to
Caltrans. Aside from aesthetic improvements, the project also is designed
to help lake clarity by building drainage systems to treat stormwater
runoff. It is part of the larger Lake Tahoe Environmental Improvement
Program, a multi-agency effort created to protect and improve the natural
and recreational resources of the Lake Tahoe Basin. Work in summer 2018
will stretch from Winnemucca Avenue to Silver Dollar Avenue, in addition
to repaving the Y intersection, according to Caltrans. Work will start at
Winnemucca and move east.
(Source: Tahoe Daily Tribune, 5/2/2018)
In June 2018, the CTC was informed of the following allocation: 2.5f(3) Item 2: $4,973,000 03-ED-50 70.6. PPNO 3303. US 50 Near Myers, at the intersection with Route 89 South. Outcome/Output: Improve safety by constructing a 3-leg roundabout with a bypass lane in the westbound direction at a two-way stop controlled intersection. This project will reduce the number and severity of collisions.
In November 2018, it was reported that in the 2018
construction season, Caltrans completed Phase Two of the three-phase "Y to
Trout Creek Bridge Project" that is reconstructing US 50 from the "Y"
intersection with Route 89 to the Trout Creek Bridge. Phase Two focused on
the stretch of highway from Winnemucca Avenue to Silver Dollar Avenue. As
part of the Lake Tahoe Environmental Improvement Program, this project was
designed to protect Lake Tahoe's water quality by rebuilding underground
storm drain systems. Now, storm water runoff is captured and filtered to
keep dirt, oil and litter from reaching the lake. Additional community
benefits include widening the highway to provide 6-foot shoulders for
safer bike access as well as new traffic signals at the intersection of
Lodi Avenue and US 50. Sidewalks on both sides of the highway have also
been reconstructed. In 2019, the final phase of the Y to Trout Creek
Bridge Project will focus on Phase Three, from Silver Dollar Avenue to the
Trout Creek Bridge, with a projected completion date of winter 2019. 2019
will also bring work in Meyers, where Caltrans will replace the existing
T-intersection at Route 89 and US 50 with a three-leg roundabout.
Currently, the junction just past the weigh-in station does not have
traffic stops controlling vehicle flow. This project was designed to
improve safety and reduce the number of collisions at the intersection.
(Source: Tahoe Daily Tribune, 11/11/2018)
In April 2019, it was reported that the project
will also include a westbound bypass lane, and should be completed in Fall
(Source: Tahoe Daily Tribune, 4/23/2019)
In September 2019, it was reported that the Caltrans
contractor working on the roundabout at the intersection of Route 89 and
US 50 has completed concrete work on the bypass lane. The $4.1M project
converted a T-intersection into a three-leg roundabout with a bypass lane.
(Source: South Tahoe Now, 9/6/2019)
Lake Tahoe Bypass (~ ED 71.491 to Nevada)
In June 2013, it was reported that the Tahoe
Transportation District has plans to reroute US 50 on a bypass around
downtown Lake Tahoe. The plan would turn a 1.1-mile section of the current
highway, from Pioneer Trail in California to Lake Parkway in Nevada, into
a local “main street.”The realignment would allow for
environmentally sustainable landscaping, a pedestrian-friendly promenade,
a bicycle trail and the kind of transit options local, state and regional
officials and business leaders have been clamoring for in the casino
corridor for decades.However, the bypass itself would have to be built
through at least one neighborhood... meaning that, depending on the chosen
alignment, that historic buildings could be flattened along with dozens of
other homes and businesses. In support of their plan, Tahoe Transportation
District officials released an economic analysis that shows how bypassing
US 50 through town would increase retail sales along the corridor by
between $16 million and $25 million annually. The district has outlined
four realignment alternatives, two of which would place US 50 on a local
road called Lake Parkway. Another option would put only westbound traffic
on Lake Parkway and make the existing highway one-way heading east. The
fourth option would leave US 50 alone and build an elevated promenade, or
skywalk, overhead. The alternatives must still go through an environmental
review, which is expected to take at least 16 months, before a preferred
alternative can be chosen. Final approval by the transportation district,
the Tahoe Regional Planning Agency and Federal Highway Administration, is
not expected for another two or three years.
(Las Vegas Sun, 6/25/2013)
As of January 2016, it appears the Tahoe Bypass project remains in environmental review based on the official project page, with the draft environmental document coming out in the first quarter of 2016 according to the project webpage: http://www.tahoetransportation.org/us50. A community open house was held on January 26, 2016. Funding remains an obstacle to any construction project. The alternatives currently are described as follows:
(Source: Andy3175 @ AAroads, 1/30/2016)
In November 2018, it was reported that the EIS was up
for a vote, with the preferred alternative being Alternative B. In late
October, the Tahoe Regional Planning Agency (TRPA) provided an updated
presentation on the US 50 South Shore Community Revitalization Project,
including plans for the next steps. The project reroutes US 50 from its
current location in front of Heavenly Village and the casinos to behind
Raley's, the Village Center and Harrahs Tahoe. As part of th project, a
"Main Street" plan was shown to the board, one that plans on connecting
the community, its visitors, recreation and economic hubs with a shift of
the highway behind Raley's and the casinos. The co-lead agency on the
bi-state project, the Tahoe Transportation District (TTD), has held
numerous public meetings on the road alignment and have utilized many of
the ideas presented over the years (TRPA is the other co-lead). They have
been working with those living in the neighborhoods that will be affected,
businesses in the area as well as public safety departments and other
locals. The planning diagram shows the establishment of a center from
MontBleu and Hard Rock in the east to the area of the new highway reroute
to the west. There will be designated open space along with visual open
space, a connection between the bed base and recreational opportunities,
and an improvement of connectivity through the creation of complete
streets. Upon completion the project would connect the amenities with the
separate parts of the South Shore, combining all into one. The South Lake
Tahoe plan would create a spine to highlight a pedestrian and transit
oriented street with retail, dining, entertainment and events. The anchors
would be destination recreation, resort hotels and a year-round events
venue (planned for parking lot of MontBleu), and the connections would be
the lake, regional bike and pedestrian trails, and mountain activities and
trails. All of this expected revitalization is estimated in a reduction of
20-40 percent of automobile trips. The key to the success will be parking
lots, and cooperation between entities has begun to have them available
when the project is completed. Caltrans would be the agency in California
that acquires properties that are in the path of the new highway. Before
any homes or apartments are removed, TTD will have 76 deed-restricted and
affordable replacement housing units built for those who live in the plan
area. An MOU (memorandum of understanding) with Pacific Development is
already underway to build those units, and another 33 will be built as
part of the project. There is an option for an additional 91 units. A
neighborhood park is also planned for the neighborhood adjacent to the new
highway along with street lighting, sidewalks, a transit stop and improved
pedestrian access to the Raley's and retail. The new area might be called
"Rocky Point" after a street in the area. The new highway would go through
the area of Primrose and Moss Roads. Douglas County has been saving
$300,000 a year through a five cent gas tax to go towards the project that
would fix up Stateline and the areas east to Kingsbury Grade. The Loop
Road would end with a roundabout at the intersection of US 50 and Lake
Parkway adjacent to MontBleu. Nevada Department of Transportation (NDOT)
will be the lead agency on the Nevada side. The Environmental Impact
Statement (EIS) on the proposed project will come back to the Tahoe
Regional Planning Agency (TRPA) board for a vote during their two-day
meeting November 14-15, 2018. This next step though is a vote on the
project during the next Tahoe Transportation District meeting November 9.
If approved, the US 50 South Shore Community Revitalization Project will
be ready to start the planning process in January 2019. TRPA has dedicated
funds to start on the plan.
(Source: SouthTahoeNow.Com, 11/1/2018)
On 11/15/2018, TTD secured approval from the Tahoe
Regional Planning Agency Governing Board on the final joint environmental
document (EIR/EIS/EIS) for the US 50/South Shore Community Revitalization
Project. The final EIR/EIS/EIS is available on the TTD Project Website.
(Source: US 50/South Shore Community Revitalization Project Website, 11/23/2018)
In August 2019, it was reported that the Tahoe Regional
Planning Agency was hosting an open house on the US 50 Main Street
Management Plan. The Main Street Management Plan pertains to the US 50
South Shore Community Revitalization Project, more commonly referred to as
the Loop Road. The plan calls for realigning US 50 behind on the casino
corridor and Heavenly Village area — from Pioneer Trail on the
California side to Lake Parkway on the Nevada side. The current US 50
alignment through the area is intended to become a “main
street” area. The informational meeting included a series of
stations where attendees provided input on the planning stages, including
draft streetscape options that incorporate bike lanes, pedestrian space,
transit, parking and more.
(Source: Tahoe Daily Tribune, 8/25/2019)
In June 2008, the CTC relinquished right of way in the county of El Dorado, between Elks Club Drive and Sawmill Road (~ ED 72.561 to ED 72.71), consisting of state highway right of way, for the purpose of constructing a bike path.
In June 2016, the CTC authorized relinquishment of right of way in the city of South Lake Tahoe along Route 50 between Trout Creek and Ski Run Boulevard (03-ED-50-PM 77.3/79.3 - 11 Segments), consisting of nonmotorized transportation facilities, namely sidewalks and appurtenant facilities. The City, by letter dated April 12, 2016, and by cooperative agreement dated October 27, 2008, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
In January 2012, the CTC approved $3.53 milllion to construct water quality collection and treatment facilities to comply with the California Regional Water Quality Control Board on Route 50, in South Lake Tahoe, west of Ski Run Boulevard to Wildwood Avenue (~ ED 79.274 to ED 79.548).
HOV lanes are in the planning stages for the following segments: 9th Street to Mayhew, Mayhew to Sunrise Blvd.
As of November 2002, according to Joe Rouse, the last segment of the HOV lanes on US-50 in Sacramento and El Dorado Counties was open. The HOV lanes begin at Sunrise Blvd and end at El Dorado Hills Blvd/Latrobe Rd. They are part time lanes, restricted only from 6 - 10 AM mornings and 3 - 7 PM evenings. The widening project also included reconstruction of the Sunrise interchange from a full cloverleaf to a partial cloverleaf interchange, and adding new lanes at the Hazel Avenue interchange.
This carpool lane will eventually be extended eastward to Ponderosa Road and may extend westward into downtown Sacramento. Work has also just started on adding a carpool lane on I-80 between Longview Drive and Riverside Avenue in Roseville. Once this project is complete (2005), additional widening work will then take place between Riverside and CA-65. This may either come in the form of an extension of the carpool lane, a new mixed-flow lane, or auxiliary lanes. Carpool lanes are also planned for I-80 from Longview west to I-5.
In July 2005, the CTC received a notice of EIR preparation for Route 50 in Sacramento County. The alternatives being considered are Alternative 5B — Construct HOV lanes with eastbound drop ramp at 10th Street and westbound drop ramp at 16th Street; Alternative 6B — Construct HOV lanes with eastbound drop ramp at 10th Street and westbound drop ramp at 21st Street; Alternative 7B — Construct HOV lanes with eastbound drop ramp at 21st Street and westbound drop ramp at Riverside Boulevard; Alternative 10D — Construct HOV lanes in the median without drop ramps; and No Build.
The interchange of I-5 and US 50 in Sacramento County (~ SAC L0.243) is named the "California State Engineer Memorial Interchange". It was named in tribute to past, present, and future state engineers and related professionals and in honor of the 50th anniversary of the Professional Engineers in California Government (PECG). The men and women who serve Californians as engineers and closely related professionals throughout state government are persons of skill, intelligence, and advanced training who deserve to be recognized for their dedicated service. California’s state engineers and related professionals have paid a high price in serving our state with at least 37 on-the-job deaths in their ranks over the last century. The Legislature desires to promote the safety of the state’s employees and to encourage motorists traveling in and through the state to exercise caution and care when encountering a work zone. California’s state engineers design and inspect the state’s highways and bridges, ensure that schools and hospitals are safe during earthquakes, improve air and water quality, work to reduce fossil fuel emissions, and perform countless other professional functions that create jobs and protect public safety in our state. The Professional Engineers in California Government (PECG) was organized in 1962 in the San Francisco Bay Area area to represent state engineers and address the safety concerns associated with state service, and 2012 represents the 50th anniversary of the organization. PECG represents approximately 13,000 professional engineers, architects, land surveyors, engineering geologists, and closely related professionals serving the public in state government. Nam ed by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
Historically, the portion of this route from Route 160 to South Lake Tahoe (~ SAC L1.359 to Nevada) was part of "El Camino Sierra" (Road to the Mountains).
The portion of this route from Bradshaw Road to the eastern Sacramento County Line (~ SAC R7.768 to SAC 23.136) is named the "William
Alexander Leidesdorff, Jr. Memorial Highway". It was named in memory
of William Alexander Leidesdorff, Jr., a prominent civic leader and
pioneer in the successful quest for California to become the 31st state in
the United States. William Alexander Leidesdorff, Jr. (October 23, 1810
– May 18, 1848) was one of the earliest biracial-black U.S. citizens
in California and one of the founders of the city that became San
Francisco. A highly successful, enterprising businessman, he was a West
Indian immigrant of African Cuban, possibly Carib, Danish and Jewish
ancestry. He was Treasurer of the City of San Francisco, owned the largest
home in the city, constructed the first City Hotel, built the first
commercial shipping warehouse, and donated the land to build the first
public school in California. Born in St. Croix, Virgin Islands in 1810 to
Anna Marie Sparks, an African woman, and William Leidesdorff, Sr., a
citizen of Denmark In 1841, Leidesdorff sailed the first United States
shipping vessel, the Julia Ann, into the sleepy Mexican fishing Village of
Yerba Buena, modern day San Francisco, to establish a world maritime
center. In 1843, he was naturalized as a Mexican citizen in order to
facilitate acquiring a vast land grant from the Mexican authorities in the
Sacramento Valley, and was an early advocate of creating dual United
States citizenship. In 1844, William Alexander Leidesdorff, Jr. obtained
title to Rancho Rio de Los Americanos, well over 35,000 acres of prime
real estate along the south bank of the American River. His global trade
and commerce projects financed, developed, and helped stabilize the
Sacramento Valley. In 1845, he accepted the position of United States
Vice-Consul to the Mexican Alta California region; as such, he was the
first African-American diplomat in history, and was affectionately known
as the "African Founding Father of California". In 1846, he was an active
leader in the Bear Flag Revolt during the Mexican-American War. He went on
to captain the first and only steam ship in California prior to the Gold
Rush of 1848, the Sitka. His maiden steam voyage up the Sacramento River
is immortalized on the California State Seal and recognizes his vision for
increased maritime transportation of California's agricultural products to
world markets. In 1848, prior to his untimely death from brain fever, he
received official notification of vast quantities of gold on his immense
cattle and wheat ranch along today's Route 50 corridor. He is buried near
the entrance of the Old San Francisco Mission Delores Sanctuary. Named by
Assembly Concurrent Resolution 131, Chapter 41, May 3, 2004.
(Image source: Wikipedia)
The interchange at Hazel Avenue and US 50 in the County of Sacramento (~ SAC 15.779) is named the "Senator
Dave Cox Memorial Interchange". Named in memory of State Senator
Dave Cox, who was first elected to the California State Senate in November
2004, and was reelected in 2008. Senator Cox represented the residents of
the First Senate District, which includes all or portions of the Counties
of Alpine, Amador, Calaveras, El Dorado, Lassen, Placer, Plumas, Modoc,
Mono, Nevada, Sacramento, and Sierra. Senator Cox served as Chair of the
Senate Committee on Local Government, Vice Chair of the Senate Committee
on Appropriations, and as a member of the Senate Committee on Banking,
Finance and Insurance, the Senate Committee on Energy, Utilities and
Communications, the Senate Committee on Public Employment and Retirement,
and the Senate Committee on Health. Senator Cox was first elected to the
California State Assembly in November 1998, and the voters overwhelmingly
re elected reelected him in 2000 and 2002. In March of 2001, the Members
of the Assembly Republican Caucus elected then Assembly Member Cox to
serve as their Assembly Republican Leader, a position he held until
January of 2004. During his tenure as Assembly Republican Leader, Dave Cox
led efforts to successfully unite the Republican Caucus against proposals
to raise billions of dollars in new taxes while advocating for a stronger
economy and jobs climate. Dave Cox led the fight against tripling of the
car tax and helped trim waste from the state budget, freeing up money
needed to fund essential education, public safety, and health care
programs. Senator Cox served as a Member of Governor Arnold
Schwarzenegger’s Transition Team. In January of 2009, Senator Cox
was awarded the Patti Mattingly Distinguished Legislator Award by the
Regional Council of Rural Counties. Senator Cox was recognized as the
California Building Industry Association Outstanding Legislator of 2003,
and as Legislator of the Year by the American Electronics Association in
2002, the Consulting Engineers and Land Surveyors of California in 2001,
and the California Business Properties Association in 2001. Senator Cox
was awarded the President’s Award by the California State
Association of Counties in 2001 in recognition of his commitment to
developing sound public policy and service to the citizenry of California.
In 2004, the Northern California Power Agency named Senator Cox as its
State Legislator of the Year. The California State Sheriffs’
Association recognized Senator Cox as one of their Outstanding Senators in
2005, 2007, and 2008; and Prior to his election to the State Assembly,
Senator Cox served for six years on the Sacramento County Board of
Supervisors. Senator Cox also served as a member of the Sacramento
Municipal Utility District Board of Directors, Senior Warden for St.
Francis Episcopal Church of Fair Oaks, and a member of the boards of
directors for the American Red Cross, the Sacramento Metropolitan Chamber
of Commerce, Easter Seals, and KVIE-Channel 6, where he served as Chairman
in 1982. Senator Cox earned a Bachelors in Business Administration at the
University of San Diego in 1961, and a Master of Science in Taxation
Degree at Golden Gate University in 1983. It was named in honor of Senator
Cox’s service to his constituents, the Senate of the State of
California, and to all residents of the state. Named by Senate Concurrent
Resolution 97, Resolution Chapter 105, on August 31, 2012.
(Image sources: Sen. Ted Gaines Newsletter, Galt Herald)
The portion of US 50 in the County of El Dorado
from (ED 0.01) to the Latrobe Road Under Crossing (ED 0.857) is named the
"Deputy Sheriff Robert “Bobby” French Memorial Highway".
It was named in memory of Sacramento County Deputy Sheriff, Robert "Bobby"
French, born in January 1965, who was killed in the line of duty on August
30, 2017. Deputy Sheriff French was a 21-year veteran of the Sacramento
County Sheriff’s Department and was a training officer with the
north area patrol division. He was well respected and he was someone
deputies would go to for advice and counsel according to Sheriff Scott
Jones . Even at 52 years of age and with 21 years on the force, Deputy
Sheriff French still loved the daily routines of being a cop: putting on
the uniform, talking to community members, and driving his patrol car
around the vast suburban landscape north of the American River. Deputy
Sheriff French was a patrol deputy since 2000 and a training officer who
mentored new deputies. On his days off, he also worked as a school
resource officer for the San Juan Unified School District. Deputy Sheriff
French was a resident of El Dorado Hills. Named by Assembly Concurrent
Resolution (ACR) 212, Res. Chapter 153, 8/17/2018.
(Image source: Facebook; Hartford Courant)
The portion of US 50 in El Dorado County from Cambridge Road Over Crossing 2583 (PM ED
4.962) to Cameron Park Drive Under Crossing 25-84 (PM ED 6.570) is named
the "Deputy Sheriff Danny P. Oliver Memorial Highway". It was
named in memory of Danny P. Oliver, who grew up in the Del Paso Heights
neighborhood of Sacramento and graduated from Grant High School. Growing
up in that “tough part” of town “allowed him to
understand people” and gave him a street sense that served him well
as a sheriff’s deputy, according to his wife. While Danny
Oliver’s father was a firefighter and would have enjoyed having his
son seek the same professional path, Danny instead gravitated toward a
career in law enforcement. He attended the sheriff’s academy and
finished at the top of his class academically while his wife worked two
jobs to support his training and their family. Deputy Sheriff Oliver
joined the Sacramento County Sheriff’s Department in 1999 and worked
the graveyard shift for a decade. Deputy Sheriff Oliver was a dedicated
street cop who always showed up for work an hour early and went after the
worst criminals on his beat. Though he loved catching the “bad
guys,” Deputy Sheriff Oliver also had a soft side. He once arrested
a woman on a drug charge who was with her daughter. She appeared stable,
so he uncuffed the suspect and let her sit with her young daughter. As he
left them, the suspect’s daughter called Deputy Sheriff Oliver a
teddy bear—a term that became his nickname in the department. Deputy
Sheriff Oliver was also dedicated to his family. He helped his daughters
with their schoolwork and did CrossFit exercises with them, but he never
felt that they had to be like him. . Deputy Sheriff Oliver also had a soft
heart and enjoyed connecting with the Sacramento County community he was
charged with protecting, answering emails from concerned citizens, and
never declining to attend a neighborhood meeting. Deputy Sheriff Oliver,
at 47 years of age, was shot and killed on October 24, 2014, in the
parking lot of a Motel 6 on Arden Way in Sacramento County as he and
Deputy Sheriff Michael David Davis, Jr., who was on assignment as an
acting detective, were investigating a suspicious vehicle. A male occupant
of the vehicle had opened fire on the deputies with a 9mm handgun,
striking Deputy Sheriff Oliver in the forehead. The man and a female
occupant then fled in the vehicle as his partner returned fire. A short
distance away the male shot a civilian when the couple attempted to
carjack the man’s pickup truck. The couple then carjacked two other
vehicles as they continued fleeing the area. The man suspected of killing
Deputy Sheriff Oliver, Luis Enrique Monroy-Bracamonte, is also accused in
the shooting death of Placer County Deputy Sheriff Michael David Davis,
Jr. that same day in the City of Auburn. Named by Senate Concurrent
Resolution 152, Res. Chapter 184, 9/9/2016.
(Image sources: Sacramento Bee; Officer Down Memorial Page)
The portion of US 50, in the vicinity of eastbound PM ED 08.533
and westbound PM ED 08.598 in the community of Shingle Springs in El
Dorado County, is named the "CHP Officer Douglas "Scott" Russell
Memorial Freeway" This segment was named in memory of Douglas
"Scott" Russell, who was born on September 18, 1960, in Castro Valley. He
graduated from Amador High School in 1978, where he played offensive
tackle on the football team, saxophone in the school band, and clarinet in
the marching band, and he later attended Chabot College for two years
before joining the California Highway Patrol (CHP) Academy. After
graduation from the academy in October of 1985, Officer Russell, CHP badge
number 11619, served four years in Hayward. Officer Russell later had
assignments in the Bridgeport area and the Investigative Services Section,
where he was selected to serve on the Campaign Against Marijuana Program.
In June of 2000, Officer Russell was assigned to the Placerville area.
Officer Russell was admired for his keen investigative skills, strong work
ethic, enchanting sense of humor, impressive athletic ability, stunning
professionalism, and heartfelt concern for the safety and well being of
others. Officer Russell was well respected by his fellow officers and
supervisors, which earned him Officer of the Year in 2003. In his spare
time, Officer Russell was an avid golfer and forged many life-long
friendships while on the golf course. On July 31, 2007, Officer Russell
was tragically struck by a fleeing suspect's vehicle as he deployed a
spike strip to end a pursuit on eastbound US 50 in the community of
Shingle Springs in El Dorado County. Officer Russell was married to the
love of his life, Lynn McCourtney, in April of 1997. They enjoyed dining
out with friends, spending time in their backyard oasis, and entertaining
during the Christmas holidays. In 2007 Lynn was diagnosed with breast
cancer. Officer Russell went into battle alongside his wife. He was a
wonderful caregiver and even shaved his head in show of support when his
wife was undergoing chemotherapy. Officer Russell is survived by his wife,
Lynn M. Russell, as well as his mother Betty Elliot, sister, Heidi Kaye,
nephew Scott Kaye, and nieces Danielle and Dawn Kaye. Officer Russell will
always be admired for his hard work and dedication to the CHP and the
citizens of California. Officer Russell was an outstanding man and will
never be forgotten. Named by Senate Concurrent Resolution (SCR) 100,
Resolution Chapter 70, on 8/4/2010.
(Image source: Mountain Democrat; Mountain Democrat)
The portion of this route commencing at PM ED 38.5, which is west of Ice House Road
outside of Pollock Pines, and terminating at PM ED 40.5 in El Dorado
County is named the "Stephanie Marie Frazier Memorial Highway".
This segment was named in memory of Stephanie Marie Frazier, who was born
on October 12, 1980 and passed away on December 16, 2000, when she was
just 20 years of age, from injuries sustained in an automobile accident on
US 50 near Ice House Road. As a child, Stephanie attended Tabernacle
Baptist School in Concord, California until the eighth grade, and
subsequently attended high school at Liberty Union High School in
Brentwood, California, where she was on the volleyball team, basketball
team, and swim team. After graduating from high school in 1998, Stephanie
attended Diablo Valley College in Pleasant Hill, California as a full-time
student where she was on the student council and supported herself
financially through her employment with Dennis Tierney and Associates.
Stephanie's dream was to attend the University of California at Davis, and
she had been accepted to transfer there in the fall of 2001, to major in
managerial economics. Stephanie's life was taken on December 16, 2000,
when another car crossed over the center divider on US 50, just west of
Ice House Road, and hit the car in which Stephanie and her sister,
Lindsey, were riding. The accident occurred during finals week, and for
the first time in its history, Diablo Valley College awarded an honorary
associate of arts degree in Stephanie's memory during its graduation
ceremony. After the accident, Stephanie's family worked diligently with
the Department of Transportation to improve US 50 where the accident
occurred, analyzing 14 years of accident data, and hiring a highway
traffic consultant who suggested specific improvements to make that
portion of the highway safer. In July 2006, the majority of those changes
were completed, including restriping the dangerous section, doubling
maintenance patrols, and in 2007, a special deicing agent will be placed
on the road. The Frazier family also established a nonprofit foundation in
Stephanie's memory, the Stephanie Marie Frazier Memorial Foundation, to
provide meals to families whose children are hospitalized. Through their
program, the Network of Care, which serves 31 hospitals in 12 counties
throughout the state, they have helped over 10,000 families with the gifts
of comfort, hope, and nourishment. Named by Senate Concurrent Resolution
(SCR) 22, Resolution Chapter 88, on 7/10/2007.
(Image sources: Romick in Oakley; Legacy)
The portion of US 50 from the intersection
with Mount Ralston Road (PM ED R61.845) to Echo Summit (PM ED R66.483) in
the County of El Dorado (near the community of Twin Bridges) is named the
"Firefighter Michael “Mikey” Hallenbeck Memorial Highway".
It was named in memory of Michael “Mikey” Hallenbeck, a
resident of Shingle Springs, California, who in 2015 was in his first year
as a firefighter working as a member of Organized Crew 36 of the Lake
Tahoe Basin Management Unit of the United States Forest Service, which is
responsible for 191,000 acres of national forest lands. Prior to becoming
a firefighter, Michael had been employed as a ski lift operator in the
Lake Tahoe area. In early August 2015, the Sierra Fire started in the
jurisdiction of Michael’s firefighting unit, and Michael was struck
by a falling tree while fighting to control the blaze. Michael, 21, later
succumbed to the injuries he tragically sustained while combating the
Sierra Fire. Michael’s sacrifice serves as a reminder of the heroic
work done by men and women, like Michael, who put themselves in danger,
and of the importance of continuing to learn from these misfortunes and
adjusting safety measures during the arduous wildfire season. Named by
Senate Concurrent Resolution 149, Res. Chapter 182, 9/9/2016.
(Image source: Tahoe Fund; National Fallen Fire Fighters Foundation)
The Mather Field Road overcrossing in Rancho Cordova (Bridge 24-0175, SAC R009.51) is named the
"Alice Livingston Memorial Overcrossing". Alice Livingston was born
Elisa Espinosa, the third of eight children, on August 4, 1936, in
Norwalk, California. She graduated from Huntington Beach Union High School
and Orange County Coast Community College. In 1958, she moved to Spain,
working for the United States government as a civil service employee. She
married an airman in the US Air Force and gave birth to her first daughter
Terrie. In 1962, she returned to the United States, settling in El Cajon,
California, where she gave birth to her second daughter Susan. In December
1979, she moved with her younger daughter to Sacramento, California, and
began more than 20 years of service with the California State Assembly as
a member of the Assembly stenography pool. In January 1980, Alice
Livingston joined the staff of the Assembly Committee on Revenue and
Taxation, chaired by then Assembly Member Wadie Deddeh. In 1983, she began
working for then Speaker pro Tempore Frank Vicencia. In March 1987, she
began working for the Assembly Transportation Committee, where she
provided exemplary service as committee secretary under several chairs
over the course of 15 years; including former Assembly Members Richard
Katz (1987-95), Antonio Villaraigosa (1995-96), and Larry Bowler
(1996-97), then Assembly Members and current Senators Kevin Murray
(1997-99) and Tom Torlakson (1999-2001), and finally Chair Assembly Member
John Dutra. Alice Livingston grew to serve as a mentor to others in the
position of committee secretary, and was ultimately designated to help
train staff for the position. In May 2002, she fell ill and was later
diagnosed with lung cancer, ultimately succumbing to the condition at the
age of 65 on the morning of Thursday, June 6, 2002. In the midst of her
illness, she continued to inquire about her colleagues in the Legislature
and the daily business of the Assembly Transportation Committee,
requesting copies of the Senate and Assembly Daily Files and offering
several times to "come in and help out at work". During her years of
service to the Legislature, and most notably her tenure as a committee
secretary, Alice Livingston served with great distinction and ceaseless
dedication, observing the highest standards of conduct and ethics as a
professional Legislative staff member. Named by Assembly Concurrent
Resolution 223, Chapter 144, on September 3, 2002.
(Image source: Flikr)
The bicycle bridge on the Hazel Avenue overpass over US 50 (Bridge 24-0366, SAC 16.17) is named the George M. Clark Memorial Bicycle Bridge. It was named in memory of George M. Clark (1938-1996), who died while on a hike looking for new species of flowers in Lake County, California. He worked at Aerojet General Corporation as a chemist, was an avid outdoorsman and was President of the California Native Plant Society. As a resident of Orangevale, he commuted by bicycle to his job at Aerojet every day. was instrumental in convincing the County of Sacramento to construct a bicycle bridge over US 50 at Hazel Avenue between Fair Oaks and Rancho Cordova to provide a safe bicycle route through this heavily traveled corridor. Named by Assembly Concurrent Resolution 151, August 19, 2004, Chapter 149.
Bridge 25-0005, the "Weber Creek Bridge" in El Dorado county (ED 015.42), is officially designated the "El Dorado County Vietnam
Veterans Bridge". Named by Assembly Concurrent Resolution No. 7,
Chapter 51, in 1993.
(Image source: Facebook)
The overcrossing that spans Route 50 at Ray Lawyer Drive in the County of El
Dorado (~ ED 16.527) (near Placerville) is named the "Staff Sergeant
Sky R. Mote Memorial Overcrossing". It was named in memory of Staff
Sergeant Sky R. Mote, who was assigned to the 1st Marine Special
Operations Battalion at Camp Pendleton, California. Staff Sgt. Mote was
killed August 10, 2012, in Helmand province, Afghanistan, along with two
other Marines. Staff Sergeant Mote was born in Bishop, California, and
raised by his father and his new wife, in El Dorado, California. From an
early age, he spoke of joining the military, motivated in part by a love
of airplanes and the desire to work with them. Staff Sergeant Mote
graduated from Union Mine High School in El Dorado in 2003 and joined the
Marines that same year. He deployed to Iraq as a bomb-disposal specialist,
and twice to Afghanistan to work with the Marines special forces. After
his death, people who served with Staff Sergeant Mote spoke about his
heroism in battle. In one case, a captain spoke of stepping on an
improvised explosive device in Afghanistan, and of how Mote found his way
to him, applying tourniquets and preventing him from bleeding to death.
Staff Sergeant Mote received the Navy Cross, a Purple Heart, a Navy-Marine
Corps Commendation Medal, a Navy-Marine Corps Achievement Medal, two
Combat Action Ribbons, and three Good Conduct Medals. By his undaunted
courage, intrepid fighting spirit, and unwavering devotion to duty in the
face of certain death, Staff Sergeant Mote saved his comrades from further
injury or possibly death, thereby reflecting great credit upon himself and
upholding the highest traditions of the Marine Corps and the United States
Naval Service. It was named by Assembly Concurrent Resolution 97,
Resolution Chapter 37, on 05/30/14.
(Image source: Village Life)
Bridge No. 25-0098 and Bridge No. 25-0099 (ED R044.12 and R044.24) near the junction of Alder Creek and the South Fork of the American River are officially designated the "El Dorado County Veterans Bridges". They were built in 1990, and named by Senate Concurrent Resolution No. 58, Chapter 134, in 1994.
This part was part of the coast-to-coast "Lincoln Highway" between the Nevada border and the junction with US 40 into San Francisco.
The Lincoln Highway presently would encompass not only US 50, but a
portion of I-5 and a portion of I-580.
This route (in fact, the entire original US 50 route) was
also part of the "Victory Highway".
The portion of the route between Stockton and the California border was part of the original "Santa Fe Trail".
The portion of this route from Placerville to Lake Tahoe was named the "Pioneer Trail".
Overall statistics for US 50:
The portion of US 50 from the Business Route 80/I-80 interchange in W. Sacramento to the Business Route 80/Route 99/US 50 junction in Sacramento, approximately 5 miles, is still on the books as being chargable I-305, although that specific route number is not used by the state. The FHWA Interstate Route log, however, shows it as 8 miles. I-305 was approved as chargable interstate in May 1980.
US 50 was submitted for inclusion in the interstate system in 1968; not accepted.
[SHC 263.4] From Route 49 near Placerville to the Nevada state line near Lake Tahoe.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
The portion of this route that is former US 40 was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.
[SHC 164.13] Entire route.
The route that would become LRN 50 was first defined in 1915 by Chapter 283, which authorized the location and survey of a route "commencing at the town of Rumsey, in the county of Yolo and following generally the meanderings of Cache Ck...to the town of Lower Lake, in the county of Lake" (this was later repealed in 1935). The 1919 Third Bond Act defined a similar route running from Rumsey to Lower Lake. In 1933, the route was extended with a portion from [LRN 50] near Rumsey to [LRN 7] near Woodland. The route was codified in the 1935 highway code as:
"[LRN 15] to Sacramento via Rumsey and Woodland"
This definition remained until the 1963 renumbering. It was signed as Route 16 between Route 20 (LRN 15) and Capitol Ave. in Sacramento. It was signed as Route 24 (although this is no longer part of Route 24) between Capitol Avenue and E across Broadway until Freeport Blvd (Route 24/US 99W junction).
Acronyms and Explanations:
Route 49 Route 51
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