California Highways (www.cahighways.org): Route 50

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.

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.

Former US 50 South and West of Sacramento

U.S. 50 W of Sacramento - 1959 Original US 50

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)

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).

1926 Defn of US Highways 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.

US 48

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.

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)

Livermore to Tracy

U.S. 50 rerouting in Altamont Pass, 1938 Around 1937-1938, the routing of US 50 near Altamont was changed. Between Greenvale and Mountain House, US 50 was aligned off the Altamont Pass Highway to a new alignment. It appears that the pre-1937 alignment used Byron, Grant Line, and Altamont Pass through the Pass, connecting to 11th Street in Tracy. This routing was renumbered I-205 and I-580 in 1964.
(Source: Oakland Tribune, 8/3/1938, via Joel Windmiller, 2/3/2023)

The plan was for the new Altamont Pass to be ready for opening on Labor Day 1938. The existing road had been inadequate to handle modern high-speed traffic owing to limited sight distances and tortuous curves. The new road provides for two lanes of traffic in each direction, separated by a four foot dividing strip. At Greenville, approximately 3 mi E of Livermore, the new routing crosses the tracks of the Western Pacific RR and the Southern Pacific RR with a new overhead structure. At Redmond (or Stone Cut) approx. 3 mi E of Greenville, the railroads are crossed again with an underpass for the Western Pacific and an overpass for the Southern Pacific. The overhead structure provides for two 23' two-lane highway traffic roadways and two 3' pedestrian lanes, with a 4' separation.
(Source: Tracy Press, 3/18/1938 via Joel Windmiller, 2/20/2023)

Stockton

Stockton was along the route of the Lincoln Highway (which generally followed what became US 50). The Lincoln Highway was formally dedicated on October 31st, 1913 and would be aligned south from Sacramento southward towards Stockton via the existing highway corridor. From Galt, the Lincoln Highway southwards followed existing LRN 4/Lower Sacramento Road through Woodbridge and Lodi onward into Stockton. The original alignment of the Lincoln Highway through Stockton followed Pacific Avenue, Maple Street, El Dorado Street, Weber Avenue, Center Street and French Camp Parkway towards French Camp. LRN 4 (which would become Route 99), by 1917, was planned as a direct alignment from Galt to Lodi, bypassing Woodbridge. The LRN 4 realignment used an eastern approach to Stockton via today's Cherokee Road. Thus, by 1920, the route of Lincoln Highway through Stockton followed Cherokee Road, Waterloo Road, Wilson Way, Weber Avenue, Center Street and French Camp Turnpike. As the US highway system came into place in 1926, US 99 entered Stockton along the Lincoln Highway/LRN 4 from Lodi towards French Camp, where it intersected US 48 (future US 50). By 1927, a new bridge over Stockton Diverting Canal would serve as a new entrance for US 99/LRN 4 into the City of Stockton via an extension of Wilson Way (it opened in 1929). In 1927, the first Carquinez Bridge over Carquinez Strait near Vallejo opened to traffic, resulting in the realignment of the Lincoln Highway out of Stockton and Altamont Pass onto the new structure multiplexed with the Pacific Highway.
(Source: Gribblenation Blog (Tom Fearer), “The Lincoln Highway, US Route 99 and US Route 50 in Stockton”, May 2021)

In 1929, a planned relocation of existing US 99/LRN 5 between Stockton and French Camp was announced along a new grade intended to replace French Camp Turnpike south of Stockton. This was required as the existing road had been aligned over high dirt fill. The relocation would result in the state abandoning the existing State Highway on French Camp Turnpike upon completion to the new grade of US 99/LRN 5. Additionally, LRN 4 had been relocated in 1928 from being aligned from Stockton towards Manteca via French Camp and Lathrop, following Mariposa Road and Hogan Road south from Wilson Way in Stockton on a more direct alignment towards Manteca. This shifted US 99 out of French Camp and Lathrop on the new new direct highway to Manteca. The Division of Highways subsequently made a request to the AASHO during February 1929 to extend US 48 via LRN 5 to US 99/LRN 4 in Stockton, aligned over the new grade of LRN 5 from French Camp northward into Stockton. The proposal included an additional southern spur of US 48 to connect with US 99/LRN 4 in Manteca This was rejected by AASHO, who offered instead to truncate US 48 from San Jose to Hayward and from French Camp to Mossdale. This alternative conceptualized US 101E and the US 99W/US 99E split from Stockton-Manteca. The truncation of US 48, creation of US 101E and creation of the US 99W/US 99E Stockton-Manteca split was approved in April of 1929 by the AASHO Executive Committee.
(Source: Gribblenation Blog (Tom Fearer), “The Lincoln Highway, US Route 99 and US Route 50 in Stockton”, May 2021)

By 1930, US 99/LRN 4 entered Stockton southbound via Wilson Way. At the intersection of Wilson Way and Charter Way US 99E/LRN 4 split towards Manteca via Charter Way eastbound and Mariposa Road southbound. US 99W/LRN 5 split towards French Camp via Charter Way westbound and McKinley Avenue (now El Dorado Street) southbound. In June 1931, the Division of Highways requested AASHO to extend US 50 from Stockton to Oakland. The AASHO approved US 50 to subsume all of remaining US 48 shortly afterward. The extension of US 50 aligned it through Stockton via Wilson Way on a multiplex of US 99 /LRN 4 and onward towards French Camp via what had been US 99W/LRN 5. US 99 south of Wilson Way reverted to a single mainline route to following what had been US 99E/LRN 4 via Mariposa Road and Hogan Road. In 1935, the Charter Way underpass (subway) under the SPRR Tracks was constructed, opening in 1937. More subways followed. By 1946, an ongoing project to convert 8.2 miles of US 99/US 50/LRN 4 between Stockton and Lodi to a limited access four lane expressway was in progress, originating at the Calaveras River four miles north of Stockton at the end of Wilson Way and including construction of two new concrete travel lanes. At this time, there were also plans to convert US 99/LRN 4 to freeway from the Calaveras River south to Mariposa Road via a bypass of Stockton. The Stockton Bypass opened in 1950. By this time, US 99/US 50/LRN 4 bypassed Wilson Way in favor of the Stockton Bypass. US 50/LRN 5 departed US 99 and the Stockton Bypass at Charter Way. Route 4 westbound traversed northward from Farmington Road onto a multiplex of US 99/LRN 4 on the Stockton Bypass to Charter Way, departing the Stockton Bypass at Charter Way where it began a multiplex through Stockton on US 50/LRN 5. There were occasional at-grade intersections. By late 1957, the planned freeway upgrade to US 50/LRN 5 from the San Joaquin River north to Richards Avenue in French Camp was in progress, including an interim improvement that would expand US 50/LRN 5 to four lanes from French Camp to Charter Way in Stockton. By 1959, US 50/LRN 5 was split into one-way couplets immediately south of Charter Way. Eastbound US 50 reached Charter Way via El Dorado Street (formally McKinley Avenue) whereas westbound US 50 departed via Center Street. I-5 was announced by 1960; it extended 256 miles north from Wheeler Ridge towards Stockton as a western bypass. The West Side Freeway (I-5) was intended to replace US 50 from the outskirts of Tracy towards Stockton and supplement US 99 north of Wheeler Ridge. The Harding Way underpass was fully completed by August 25th, 1960 and provided a grade separation for US 99/US 50 under the Southern Pacific Railroad. The Calaveras River-Lodi freeway segment of US 99/US 50/LRN 4 was completed during November 1963 alongside the Lodi Bypass Freeway. US 50 was truncated back to Sacramento in 1963, but remained field signed until the early 1970s and the completion of I-5 in the area. El Dorado Street south of Charter Way was relinquished by 1975; Charter Way would remain part of Route 4 into the early 1990s when it was finally relinquished due to the Crosstown Freeway being completed between Route 99 and I-5.
(Source: Gribblenation Blog (Tom Fearer), “The Lincoln Highway, US Route 99 and US Route 50 in Stockton”, May 2021)

Lodi and Galt

As noted above, when the Lincoln Highway was dedicated in 1913, it would be aligned from Galt southwards following existing LRN 4 on Lincoln Way and Lower Sacramento Road through Woodbridge onward to Lodi. By 1917, a direct alignment was planned from Galt to Lodi that would bypass Woodbridge, using an eastern approach to Stockton via what is now known as Woodson Road and Cherokee Lane. Upon completion of the Carquinez Bridge in 1927, the Lincoln Highway was realigned out of Stockton and Altamont Pass onto the new structure multiplexed with the Pacific Highway. This just left US 99 on LRN 4. US 50 was extended from Sacramento to Oakland in 1931, taking over former US 48. Cherokee Lane was widened and paved in the early 1930s. In 1938, work was started on the realignment of US 99/US 50/LRN 4 in Galt. This would move US 99/US 50/LRN 4 off of Lincoln Way and Woodson Road in Galt onto a bypass route. The new bypass route of Galt eliminated numerous curves and saved traffic 0.57 miles of travel. In 1942, the Mokelumne River Bridge west of Lodi opened on a new alignment of Route 12/LRN 53. The bridge project included an adoption of existing Kettleman Lane east from Terminous to Lodi. This new alignment of Route 12/LRN 53 shifted the multiplex of US 99/US 50 north from Kettleman Lane to Victor Road. In 1946, 8.2 miles of US 99/US 50/LRN 4 between Stockton and Lodi was converted to a limited access four lane expressway, originating at the Calaveras River four miles north of Stockton at the end of Wilson Way. In 1954, construction started on the Sacramento-Lodi Freeway segment of US 99/US 50/LRN 4. This was completed in the 1956-1957 timeframe. The freeway bypass of Lodi was completed in 1963.
(Source: Gribblenation Blog (Tom Fearer), “The Lincoln Highway, US Route 99 and US Route 50 in Lodi and Galt”, May 2021)

US 50 Approach into Sacramento

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 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.

US 50 from Sacramento to the Nevada State Line

US 50 in Sacramento

Tom Fearer has identified the following as the original routing of US 50 in Sacramento:
(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)

Folsom Boulevard to Alhambra Boulevard.
Alhambra Boulevard to L Street.
L Street either to 16th Street, 12th Street, or even the State Capitol. Oddly the original 1926-1932 western terminus of US 50 seems to have been lost to time.

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.

There was also a Bypass US 50, portions of which were LRN 98. The routing had Bypass US 50 continuing north on 65th Street to rejoin US 50/then-Route 16 at Folsom Boulevard.

The October/November 1962 California Highways & Public Works announced a freeway alignment of US 50/LRN 11 had been adopted from Stockton Boulevard in Sacramento east to Brighton.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

The First State Highway

The origin of the Lake Tahoe Wagon Road is stated to begin with the opening of Johnson's Pass in 1852. Johnson's Pass was opened as an emigrant trail by Colonel J.B. Johnson between Carson Valley westward via a cutoff following the south shore of Lake Tahoe (then Lake Bigler) and South Fork American River to Placerville. Prior to the opening of Johnson's Pass most emigrant travel traversed the Sierra Nevada Mountains to the south via Carson Pass. In 1853 Congress ordered survey to locate a possible route for a railroad line over the Sierra Nevada Mountains. The conclusion of the 1853 Congressional survey suggested any route over the Sierra Nevada Mountains was infeasible due to deep snows which occurred every winter.
(Sources: Fedco Reporter (Richard Bauman), Joel Windmiller (site deprecated); Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

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 at the time. The State of California ordered its own survey in 1855 to investigate the feasibility of constructing a wagon road from Sacramento Valley east to Carson Valley. The survey concluded that the only viable options for a wagon road would be at Johnson's Pass or Carson Pass, and Johnson's Pass was the better choice due to the lower elevation potentially permitting all-year travel. During 1857 the counties of; Yolo, Sacramento and El Dorado contributed $50,000 dollars towards construction of a wagon road over Johnson's Pass. 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. The Lake Tahoe Wagon Road east of Placerville had become a El Dorado County public highway during 1886.
(Sources: Fedco Reporter (Richard Bauman), Joel Windmiller (site deprecated); Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

On March 26th, 1895, the legislature created the State Bureau of Highways and approved the creation of the Lake Tahoe State Highway. The Lake Tahoe State Highway was defined to originate near Smith's Flat at the intersection of the Placerville Road (Lake Tahoe Wagon Road) and Newtown Road. The Lake Tahoe State Highway was to cross the Sierra Nevada Mountains easterly to the Nevada State Line via Johnson's Pass following the existing Lake Tahoe Wagon Road. The Lake Tahoe State Highway became effective upon being signed into law on February 28th, 1896 and was the first California State Highway.
(Sources: Fedco Reporter (Richard Bauman), Joel Windmiller (site deprecated); Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

The Lake Tahoe State Highway was extended westward from Smith's Flat was part of the legislative changes in 1897 Legislative Ch. 176, which authorized "A public highway or wagon road shall be built from a point on the E limits of the city of Sacramento to Folsom in Sacramento Cty as near practicable along the route of the present most direct line of county roads between these two points...” This resulted in the state taking over the former toll road, then known as the Placerville Road. The 1897 extension of the Lake Tahoe State Highway left some gaps from Folsom eastward to Placerville. The first work conducted on the Lake Tahoe State Highway was a new 80-foot stone arch bridge over the South Fork American River at Riverton which was completed during 1901.
(Sources: Fedco Reporter (Richard Bauman), Joel Windmiller (site deprecated); Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

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.

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 1840s.
(Source: Gribblenation Blog: Lake Tahoe Circle Tour Part 3, 10/2018)

US 50 from Folsom to Placerville

Note: Much of the following is summarized from the Gribblenation Blog “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville” (Tom Fearer). See the blog for a lot more details, including links to source publications and maps.

The Lincoln Highway was formally dedicated on October 31st, 1913 and would cross the Sierra Nevada Mountains via North/South branches. The South Lincoln Highway entered the State of California from Stateline, Nevada and followed LRN 11 west towards Sacramento. The Lincoln Highway Association's Official Map shows the following alignment of the first generation South Lincoln Highway from Folsom eastward into Placerville:
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

Folsom Boulevard to Sutter Street in downtown Folsom.
Sutter Street to Riley Street in downtown Folsom.
Riley Street to Bidwell Street in Folsom.
Bidwell Street east from Folsom to Placerville Road.
Placerville Road to White Rock Road.
White Rock Road east through some abandoned right-of-way to Old White Rock Road.
Old White Rock Road through the ghost town of Clarksville under the US 50 freeway to Tong Road.
Tong Road to Old Bass Lake Road.
Abandoned right-of-way under the US Route 50 freeway to Marble Valley Road.
Abandoned right-of-way under the US Route 50 freeway to Country Club Drive.
Country Club Drive to abandoned right-of-way under the US Route 50 freeway to Rodeo Road.
Rodeo Road through abandoned right-of-way to Durock Road.
Durock Road through abandoned right-of-way to Mother Lode Drive in Shingle Springs.
Mother Lode Drive, Buckeye Road, Rocking Horse Lane, Cutty Sark Lane, Old French Town Road, Greenstone Cutoff and Mother Lode Drive to Pleasant Valley Road.
Pleasant Valley Road to Route 49 in El Dorado.
Route 49 to Forni Road.
Forni Road through abandoned right-of-way under the US 50 freeway to Placerville Drive.
Placerville Drive through abandoned right-of-way to Pierroz Road.
Pierroz Road to Cold Springs Road.
Cold Springs Road through abandoned right-of-way under the US 50 freeway to Main Street in Placerville.
Main Street through downtown Placerville via an abandoned alignment connecting directly with Broadway.

The US Route System within California was approved by California Highway Commission with no changes recommended by January 1926. Originally US 50 was not slated to replace the South Lincoln Highway in California. It was to terminate at US 40 near Wadsworth, NV. But by the November 1926 finalization of the system, it included US 50 being extended to a terminus at US 99 in Sacramento via the South Lincoln Highway/LRN 11.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

Sacramento to Folsom Fwy Alternatives In 1962, it was reported that two alternate routings were under consideration for a 2.7 E/W segment of the El Dorado Freeway (LRN 11 (US 50)) between a point near 34th and T Streets and Brighton. Alternate A would follow an alignment just S of the Southern Pacific RR tracks along R Street between 34th and 57th Streets, then it would turn S to a corridor just S of S Street and then N to the intersection of Folsom and Jed Smith Drive (now State University Drive). This would cost $15.4 million and displace 611 structures. Alternate B would follow an alignment between the T-U Streets alley and V Street from 34th to 57th Street and then would follow Alignment A to Brighton. This would cost $17 million and displace 813 structures. The city's preference was Alternative A. It appears Alternative A was chosen.
(Source: Sacramento Bee, 5/18/1962 via Joel Windmiller, 2/2/2023)

Upon completion of the Carquinez Bridge in 1927, the South Lincoln Highway was realigned in Folsom off of US 50/LRN 11 over the American River (now Lake Natoma) via the 1919 Rainbow Bridge, and followed Greenback Lane westward to reach the US 40 and the North Lincoln Highway. Construction of the 1919 Rainbow Bridge led to the abandonment of the 1893 Folsom Truss Bridge, which was disassembled and shipped to be used on the Klamath River of Siskiyou County. The 1893 Folsom Truss Bridge was to be placed along Walker Road on the Klamath River north of Yreka near US 99/Pacific Highway. In 1937, there was a major realignment project along US 50/LRN 11 southwest of Placerville towards Folsom, with a goal of saving 1.9 miles of travel and eliminating numerous short radius curves. A new bridge over Weber Creek is featured as part of the new alignment of US 50/LRN 11 which bypassed the older route via Forni Road. The new alignment of US 50/LRN 11 was dedicated on June 19th, 1938 and is now largely part of Mother Lode Drive. Additional realignments occured in 1939-1940 from the outskirts of Folsom to two miles east of Clarksville, This realignment completely bypassed Clarksville to the north.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

In 1949, the Folsom Bypass.was opened. The Folsom Bypass saved 2.9 miles of travel originating west of Nimbus east through Folsom to the Southern Pacific Railroad crossing near White Rock Station and Clarksville. In 1957, US 50/LRN 11 on Folsom Boulevard had been converted to four lanes from the Brighton Underpass in Sacramento east to Alder Creek in Folsom. The Folsom Bypass branched to the N of the existing highway at a point about 1 mi W of Nimbus. Circling Nimbus, it crossed the SP Railroad tracks, and the Folsom Highway, at a grade crossing at a point between Nimbus and Natomas about 5 mi W of Folsom. From that point, it ran in a straight line to join the existing highway at a point where that road crosses the SP tracks NE of White Rock, where a concrete overpass was constructed.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021; Folsom Telegraph 6/25/1948 via Joel Windmiller, 8/26/2023 )

In 1940, the Clarksville Cutoff opened. The cutoff is six miles long, running from a point 3¾ mi E of Folsom to a point 2¼ E of Clarksville. The saving in distance is 2 mi over the old highway that winds around by Whiterock.
(Source: Sacramento Bee, 10/9/1940 via Joel Windmiller, 8/26/2023)

In 1947, there was a realignment of US 50/LRN 11 from Shingle Spring east to the outskirts of El Dorado. The realignment was 3.4 miles in length and saved 0.4 miles in travel from the previous alignment. The new Shingle Springs-El Dorado alignment of US 50 reduced the number of curves from 35 down to 6. The alignment can be found today via Mother Lode Drive from Shingle Road east to Pleasant Valley Road.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

Between Shingle Springs and Perks Corner, US 50 used to take a routing on what is now Mother Lode Drive.

Proposed Routings near Perks Corner and Placerville In 1956, the state held hearings on potential freeway routings to the E and W of Placerville: Specifically, from Perks Corner to the W city limits of Placerville, and from Washington Street to the railroad crossing E of Placerville. The alignment would be just N of the existing road between Perk Corner and the El Dorado County Fairgrounds, and then run eastward through the old Form ranch and join the existing Placerville Freeway at the west city limits. The segment at the E end of Placerville would begin at the Washington Street interchange and run N of the existing road to the vicinity of the Seventh Day Adventist School. It would then parallel the existing road on the N to a junction with the present route just E of the railroad crossing.
(Source: Publication unnamed, 1956, via Joel Windmiller, 1/29/2023)

In the early 1950s, construction started on the bypass of Placerville. In 1951, planning began for a bypass of the Placerville Business District on Main Street. The project allocation is stated to include grade separations over the Southern Pacific Railroad and Washington Street. The project is stated to begin at the Southern Pacific Railroad crossing east of Placerville and terminating at Five Mile Terrace. This continued until 1955 when the completion of the Clarksville-Shingle Springs Expressway and Placerville Freeway segments were announced.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

The West Placerville Freeway was completed in 1963, beginning at the western City Limit of Placerville, crossing Weber Creek and intersecting existing Mother Lode Drive at Perks Corner. The West Placerville Freeway opened to traffic on August 15th, 1963 and saw the 1938 Weber Creek Bridge removed from the State Highway System. The Folsom-Clarksville US 50 freeway segment is was completed during November 1965. Also in 1965, it was announced that funds had been allocated to extend the Folsom-Clarksville freeway segment of US 50 to the existing West Placerville segment. By 1970, US 50 had been completed on a freeway grade west from Placerville to Shingle Springs. The Clarksville-Shingle Springs freeway segment of US 50 was completed during the early 1970s.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

Note: The freeway adoption for the segment from Riverton to Meyers occurred in the 1963-1964 timeframe, and is discussed in the post-1964 section above.

Echo Summit (~ ED 66.807)

In 1938, US 50/LRN 11 was realigned off of Johnson's Pass to Echo Summit, which made keeping the highway open over the crest of the Sierra Nevada Mountains during winter more feasible.
(Sources: Gribblenation Blog (Tom Fearer) “Former US Route 50 and the South Lincoln Highway from Folsom east to Placerville”, 6/2021)

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" 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)

U.S. 50 Rte Adption in Lake Tahoe, Dec 1962 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)

Business Routes

Freeway

Status

General Route Status

Ocean City, Maryland Mileage

[Ocean City Sign] 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.

Sacramento through Folsom

Postmile Note: Mileage W of the interchange of US 50/Route 99/Route 51 (Business Route 80) in Sacramento County is L mileage. PM reset to 0 at that interchange, and continue E restarting from 0.

Yolo Route 80 Managed Lanes Project (~ 04-SOL-80 40.791 to 03-YOL-80 9.506, 03-YOL-50 0.00 to 03-SAC-50 L0.118)

80 improvements dixon to sac In December 2017, it was reported that Caltrans is hoping to ease congestion on the stretch of highway on I-80 between Sacramento and Dixon by adding 21 miles of bus and carpool lanes on both the east and west bound sides of the freeway. The proposal – which would expand a portion of I-80 from 3 to 4 lanes on both sides – would extend from Kidwell Road near Dixon all the way to the corridor where I-80 meets I-5 and US 50. It would also expand the bike path through the Yolo Bypass. Caltrans says their projections show the additional carpool lanes could decrease traffic delays by as much as 38% during the evening traffic rush and by 53% in the morning. The proposal is estimated to cost between $500-$750 million, and Caltrans hopes more, if not all, of it would be covered by revenue from California’s new gas tax. If it gets approved, construction is expected to begin in the summer of 2021.
(Source: KXTV ABC 10, 12/6/2017)

In May 2018, it was reported that Caltrans has started to hold public meetings regarding a 16-mile widening of I-80 through Yolo and Solano counties. The initial idea, Caltrans says, is to build a carpool lane, also known as a high occupancy vehicle or diamond lane, east of Dixon to the Sacramento County line in West Sacramento. That would widen the freeway in key bottleneck spots that occur where I-80 merges down to three lanes. While the problem affects weekday commuters, some of the worst slowdowns occur when Bay Area and Sacramento residents alike cram onto I-80 for weekend getaways. The most challenging section would be the Yolo Causeway, the 3-mile elevated bridge and berm that crosses the Yolo floodplain between Davis and West Sacramento. A fourth lane in each direction would extend to the Sacramento River on I-80 at the Bryte Bend Bridge and on US 50 at the Pioneer Memorial Bridge, which carries commuter traffic into downtown Sacramento. The project could cost $400 million. Caltrans plans to apply for state and federal grants to cover the cost. Project officials said, they would consider charging a toll for peak-hour users if the state can't fund the project other ways — and if an economic analysis shows a toll lane makes sense. The state tentatively plans to begin construction of the I-80 Yolo/Solano widening project in 2024. The project will include improvements to the causeway bike and pedestrian path.
(Source: Sacramento Bee, 6/4/2018)

In November 2019, it was reported that Caltrans is moving ahead with plans to ease traffic congestion plaguing I-80 from Solano County through Natomas in north Sacramento. Besides making roadway improvements, it hopes to add a commuter lane in each direction on the Yolo Causeway, which is the source of slowdowns during commute hours and on weekends. It will present several ideas for public input at an I-80 improvement open house scheduled in November 2019. Among the solutions could be a toll lane or a two-way lane that would be switched according to the volume of vehicles going in one direction or the other. A bicycle or pedestrian add-on in the causeway is also possible because it would be cheaper than widening the causeway for vehicle traffic. The solutions could range from $100 million to $600 million. Additional public meetings are likely to be held in West Sacramento and Sacramento at later dates. Construction on the improvements is scheduled to begin in the summer of 2024.
(Source: Fox 40 News, 11/15/2019)

Rte 80 Rte 50 Yolo Managed Lanes In February 2020, it was reported that Caltrans was holding community meetings on the Yolo/I-80 Corridor Improvement project. The Yolo/I-80 Corridor project proposes improvements to I-80 from Kidwell Road west of Davis to West El Camino Avenue, including US 50 to the I-5 interchange in Sacramento. Some of the options under consideration include adding additional lanes to the freeway between the Yolo-Solano County line and the Yolo Causeway, as well as adding lanes to the causeway itself and building a separated bicycle/pedestrian crossing over the bypass.
(Source: Davis Enterprise, 2/19/2020)

In June 2021, the CTC approved amending the STIP to use the funding available through the 2021 Mid-Cycle STIP and share distribution of the federal Coronavirus Response and Relief Supplemental Appropriations Act of 2021 funds (COVID Relief Funds) to add a new project to the STIP: Yolo Route 80 Managed Lanes Project (PPNO 8922); program $4,000K to the PA&ED phase in FY 2021-22.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(19))

In July 2021, it was reported that the Federal Highway Administration (FHWA) awarded the Yolo County Transportation District $85.9 million in grant funding to improve traffic flow in the I-80 corridor on the west side of the Sacramento-Yolo metro area. Project elements include: implementing approximately 17 miles of managed lanes (i.e., Express or Toll lanes) from the Yolo/Solano County line through Yolo County to West El Camino Avenue on I-80 and to I-5 on US-50 in Sacramento County; the construction of new lanes on some segments and restriping to add lanes or using existing lanes for approximately 2.7 miles of the project; adding ITS elements along I-80 and US-50, including fiber optics, detection, changeable message signs, and ramp meters; improvements to the Yolo Causeway cycling and pedestrian facility through reduced curve radii and additional crosswalk, sidewalk lighting, and safety elements. The project will also include two auxiliary lanes and will add ramp meters at seven locations.
(Source: FHWA Grant Award, July 2021)

In August 2021, virtual open houses were held for this project. The project information page notes that the proposal is to construct improvements consisting of managed lanes, pedestrian/bicycle facilities, and Intelligent Transportation System (ITS) elements along I-80 and US-50 from Kidwell Road near the eastern Solano County boundary (near Dixon), through Yolo County, and to West El Camino Avenue on I-80 and I-5 on US-50 in Sacramento County. The project proposes to add managed lanes on I-80 and US 50 by a combination of lane conversion, restriping, shoulder and median reconstruction with a concrete barrier. Drainage modifications would be required due to median reconstruction in the locations to which sheet flow currently drains. Existing Intelligent Transportation System, (ITS) elements and infrastructure would be expanded and modified and would include ramp meters, fiber-optic conduit and cables, and overhead signs. Utility relocation would also occur. The Build Alternatives are listed below. While each Build Alternative proposes a different managed lane type, only two unique geometric footprints are proposed (e.g., Build Alternatives 2-6 and Build Alternative 8). Build Alternative 7 would not construct new lanes. This project contains a number of standardized project features, which are employed on most if not all Caltrans projects and were not developed in response to any specific environmental impact resulting from the proposed project.
(Source: Project Page, retrieved 9/1/2021)

No build: Alternative 1: This alternative does not address the purpose and need of the project by not making corridor improvements and relieving traffic congestion.
Build Alternative 2: Add a High Occupancy Vehicle (HOV) lane in each direction for use by vehicles with two or more riders (HOV 2+).
Build Alternative 3: Add a High Occupancy Toll (HOT) in each direction for use by vehicles with two or more riders (HOT 2+).
Build Alternative 4: Add a HOT lane in each direction for use by vehicles with three or more riders (HOT 3+) Lane in Each Direction.
Build Alternative 5: Add an Express Lane in each direction (everyone using the lane pays to use the lane, regardless of number of riders.).
Build Alternative 6: Add a Transit-only lane in each direction.
Build Alternative 7: Repurpose the current #1 general purpose lane to HOV 2+.No new lanes would be constructed.
Build Alternative 8: Add a HOV 2+ lane in each direction with I-80 connector ramp.

The anticipated schedule is: Draft Environmental Document (DED) for Public Review: Winter 2021; Environmental Clearance Complete: Spring 2022; Design Complete: Spring 2024; Construction Start: Fall 2025.
(Source: Project Page, retrieved 9/1/2021)

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 and carpool.
(Source: Sacramento Bee, 7/17/2017)

HOV lanes in Sacramento 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 March 2021, it was reported that Caltrans was starting a a four-year effort to modernize and widen US 50 from I-5 to Watt Avenue in downtown Sacramento. The $460 million projects not only is the most expensive in the region’s history, but it is also one of the most unusual. The state will construct a third freeway bridge between the two existing elevated sections of the freeway through downtown, between W and X streets. The new bridge will be attached to the two existing eastbound and westbound spans, essentially turning the W-X into a nearly block-wide superstructure, allowing space for new carpool or High-Occupancy Vehicle lanes in each direction. To do that, Caltrans will have to slice off the interior concrete section of each of the two existing bridges – basically the center median area – to affix the new bridge. Elmhurst will get a new soundwall, and light rail will get funding for extra service to the city of Folsom. The main goal for the project is to extend the existing US 50 carpool or HOV lanes from Watt Avenue into downtown where they will end just before US 50 hits I-5. That will create the longest tandem of carpool lanes in the region, running from El Dorado Hills into downtown. Caltrans also is adding carpool lanes on I-5 through south Sacramento to the southern edge of downtown. State highway officials also are doing initial planning work now to extend those carpool lanes on I-5 through downtown, over the American River and through Natomas to Sacramento International Airport. The US 50 project includes plans to lower the freeway about one foot for a mile through the East Sacramento area in order to create more room for taller freight trucks to pass under crossings, such as the 48th, 51st and 59th street bridges. Another section of the freeway also will be lowered between Watt and Howe avenues, where it is bridged by the Occidental Drive overpass. Caltrans will also be rebuilding about seven miles of the freeway surface in both directions between Watt Avenue and the Route 99 interchange.
(Source: Email from Joel Windmiller, 3/23/2021)

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 ramps.
(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)

Rte 50 Buspool 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:

Build Alternative 10D-1: Construct bus/carpool lanes from Sunrise Boulevard to the Oak Park Interchange (US 50/SR 99/BR-80 interchange) using existing medians. The new bus/carpool lanes would not be continuous between Sunrise Boulevard and the Oak Park Interchange because of right of way constraints. Two small slivers of acquisition from commercial properties for ramp widening at the Zinfandel Drive Interchange will be required.
Build Alternative 10D-3: Construct bus/carpool lanes from Sunrise Boulevard to Watt Avenue. The proposed bus/carpool lanes from Watt Avenue to Bradshaw Road would be constructed in the existing median. Between Bradshaw Road and Sunrise Boulevard, the existing median is not sufficient. New right of way would be acquired to accommodate the new lanes.
No Build Alternative.

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)

In October 2020, the CTC approved the following allocation for construction: $9,020,000 for Sacramento 03-Sac-50 PM R7.7/R9.5. PPNO 03-6197 ProjID 0300001101 EA 1F150. US 50 In Rancho Cordova, from Bradshaw Road to Mather Field Road. Outcome/Output: Construct auxiliary lanes in both westbound and eastbound directions to improve highway operations and mobility. Con Eng $1,080,000; Const $7,800,000. (CEQA - CE, 9/30/2019; Re-validation 8/13/2020) (NEPA - CE, 9/30/2019; Re-validation 8/13/2020)
(Source: October 2020 CTC Agenda, Agenda Item 2.5b.(1) #4)

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

High Priority Project #420: Folsom Blvd. (former US 50) transportation enhancements in the City of Rancho Cordova. See also HPP #3795, which seems to provide additional funding. $5,600,000. (~ SAC R10.027)
High Priority Project #3795: Folsom Blvd. (former US 50) corridor transportation enhancements between Rod Beaudry Drive and Sunrise Boulevard in the City of Rancho Cordova. This is either an add-on or extra funds for HPP #420. $1,000,000. (~ SAC R8.796 to SAC 12.485)

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:

Alternative 3 (Proposed Project) – This alternative would construct a tight diamond (L-1) interchange and overcrossing structure including four through lanes, one left-turn pocket, shoulders, and a shared bicycle/pedestrian lane on one side of the interchange structure. The eastbound ramps would create a four-way intersection at the overcrossing which would terminate at a T intersection with the westbound ramps. A new four lane arterial roadway (Rancho Cordova Parkway) including paved shoulders for bicycle and pedestrian access would be constructed from where the interchange touches down just south of the Folsom South Canal extending south to a new signalized intersection at White Rock Road. This alternative would also include auxiliary lanes in both directions on US 50 from Sunrise Boulevard to Rancho Cordova Parkway and from Rancho Cordova Parkway to Hazel Avenue.
No Build Alternative (2037 Conditions without the Project) – This is the no-build alternative. This alternative assumes certain Tier 1 roadway improvements contained in the SACOG 2035 MTIP and other future roadway improvements planned as part of the City’s General Plan would be constructed but that the proposed Rancho Cordova Parkway Interchange including the Rancho Cordova Parkway connection to US 50 would not be constructed.

Folsom through Placerville

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:

High Priority Project #337: Construct an interchange on US 50 at Empire Ranch Road in Folsom. $1,440,000. (~ SAC 22.815)

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.

[Latrobe to Shingle] In September 2008, the CTC also considered 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.

Latrobe Road/El Dorado Hills Boulevard Interchange Improvement Phase 2B Project (03-ED-50 0.7/1.1)

Latrobe Road/El Dorado Hills Blvd Interchange In December 2022, the CTC accepted the Final Environmental Impact Report and Addenda for the Latrobe Road/El Dorado Hills Boulevard Interchange Improvement Phase 2B Project (Project) in El Dorado County and approved the Project for future funding consideration. The Project will construct eastbound on-and-off ramp interchange improvements on US 50 at the Latrobe Road and El Dorado Hills Boulevard interchange ramps in El Dorado County. On May 23, 2000, the El Dorado County Board of Supervisors adopted the Final Environmental Impact Report and found that the Project would not have a significant effect on the environment after mitigation. On November 5, 2002, the El Dorado County Board of Supervisors re-adopted the Final Environmental Impact Report and provided additional clarification regarding Alternative 1 per the Writ of Mandamus. The County also issued three Addenda to address minor, non-substantial design changes. The El Dorado County Board of Supervisors approved the Addenda accordingly: the first Addendum was approved on March 6, 2005, the second Addendum was approved on August 5, 2008, and the third Addendum was approved on February 16, 2012. On November 8, 2022, the County confirmed that the Final Environmental Impact Report and Addenda remain valid and that there are no new identified impacts requiring mitigation. This project goes back to the "HOV Lanes - El Dorado Hills to Bass Lake" project. Back in September 2008, the CTC considered reconstructing the El Dorado Hills Blvd/Latrobe Rd Interchange. That project 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 that project was 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). This project is what is left.
(Source: December 2022 CTC Agenda, Agenda Item 2.2c.(4))

In December 2022, the CTC approved the following STIP allocation: $874,000. 03-ED-50 0.7/1.1. PPNO 03-5606; ProjID 0322000029; EA 4PSEL. Latrobe Road/ El Dorado Hills Blvd Interchange Improvements Phase 2B. On US 50 in El Dorado Hills, from PM 0.7 to PM 1.1. Construct remaining ultimate improvements to the eastbound on- and off-ramps at the El Dorado Hills Blvd / Latrobe Road Interchange. Improvements include reconstruction of the EB diagonal on-ramp, EB on-ramp auxiliary lane, and the EB loop off-ramp. CEQA - EIR, 05/23/2000; Re-validation 02/28/2012. NEPA - FONSI, 08/23/2000; Re-validation 04/13/2012. Concurrent consideration of funding under Resolution E-22-104; December 2022. Allocation: PS&E $874,000.
(Source: December 2022 CTC Agenda, Agenda Item 2.5c.(2))

Silva Valley Parkway (~ ED R1.826R)

Silva Interchange 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)

U.S. 50 - Cameron Park 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 consideration:
(Source: Mountain Democrat, 7/30/2018)

Alternative One would widen existing lanes, including both the eastbound and westbound off-ramps. It would add northbound and southbound through lanes on Cameron Park Drive, require the construction of four retaining walls and involve acquisitions of residential and commercial land. This alternative has the lowest cost at $43.5 million, but carries the longest travel time for motorists, requires bridge replacements and may cause backups on local roads.
Alternative Three would involve the same northbound and southbound through lanes and westbound off-ramp widening as Alternative One, but would raise the eastbound off-ramp over Cameron Park Drive. The eastbound on-ramp would be removed and replaced by a configuration that hooks down to Coach Lane. This option would require the construction of a new bridge and retaining walls. Commercial land would have to be acquired as well, and though this project would be less sensitive to traffic signal timing, it has the second-highest cost: $55.9 million.
Alternative Four uses a design called the “diverging diamond”. Like the previous two, this option would add northbound and southbound through lanes to Cameron Park Drive and widen the eastbound off-ramp, among other changes. But the main component of this alternative is the crisscrossing northbound and southbound traffic on Cameron Park Drive. Traffic would pass through a series of diagonal intersections, with motorists in each direction crossing to the other side of the road. This allows drivers to turn onto on-ramps without stopping and waiting for other traffic to pass. Benefits to this alternative include reduced conflict points at intersections and smoother traffic flow. It has the second-lowest cost, at $51.1 million.

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.

Placerville through the Nevada State Line

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:

High Priority Project #3280: Construct Western Placerville interchanges on US 50. $2,400,000.

Ray Lawyer Interchange Improvements 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.

Updated Ray Lawyer - PM are approx In August 2017, the CTC approved for future consideration of funding 03– ~~Placer~~ El Dorado 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 Year 2017/18.

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 August 2022, the CTC authorized relinquishment of a Park and Ride Lot and collateral facilities in the city of Placerville (3 segments, 03-ED-50-PM 16.3/16.5), along US 50 on Ray Lawyer Drive and Forni Road, under the terms and conditions as stated in the relinquishment agreement dated May 16, 2017. The City, by Resolution No 8999 dated August 24, 2021, waives the 90-day notice requirement and accepts title upon relinquishment by the State.
(Source: August 2022 CTC Agenda, Agenda Item 2.3c)

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.

In October 2023, the CTC revised the following project in the 2022 SHOPP: 03-ED-50 18.7/21.9. PPNO 03-3337; ProjID 0319000280; EA 0J400. US 50 In and near Placerville, from west of Carson Road Overcrossing to west of Still Meadows Road; also at 5 Mile Road in westbound direction (PM 22.6/22.9); also near Camino, from 1.1 miles west of Snow Road Undercrossing to east of Sawmill Undercrossing (PM 24.2/R29.1). Rehabilitate pavement, construct acceleration lane, upgrade facilities to Americans with Disabilities Act (ADA) standards, rehabilitate drainage systems, upgrade concrete barrier, signs, and Transportation Management System (TMS) elements, and construct maintenance vehicle pullouts. Note: Update description, construction support, and construction capital to add the scope of constructing acceleration lane for improved safety and operations. This additional need will be funded through Infrastructure Investment and Jobs Act (IIJA) funds. Allocation ($ × 1,000): PA&ED $2,250; PS&E $2,310; R/W Sup $500; Con Sup ~~$3,150~~ $3,800; R/W Cap ~~$610~~ $760; Const Cap ~~$32,950~~ $36,150; TOTAL ~~$41,770~~ $45,770.
(Source: October 2023 CTC Agenda, Agenda Item 2.1a.(1d) #7)

Placerville Safety Improvements / Camino Safety Project (03-ED-50, PM 21.95/24.45)

Placerville Safety Improvement In January 2018, the CTC amended the following project in the SHOPP: 03-ED-50 ~~22.0/24.3~~ 21.9/24.5. US 50 Near Placerville and Camino, from ~~0.1~~ 0.2 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, construct an undercrossing, and construct access to the undercrossing from local roads. Total Cost: ~~$47,000,000~~ $48,000,000.
(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 funding.
(Source: Biz Journals, 2/20/2020)

In June 2021, it was reported that Caltrans was hosting a public meeting to update the community on the US 50 Camino Safety Project. This $55 million project consists of installing a continuous concrete median barrier on US 50 from Still Meadows Road to Carson Road that will eliminate left-hand turns at at-grade intersections. A new undercrossing is being built to provide access north and south of the highway. The project also includes drainage improvements, a wildlife undercrossing and local road improvements. The El Dorado County Department of Transportation provided $7.3 million in funding for the project. Construction started in August 2020 and completion is expected by December 2022.
(Source: Caltrans District 3, 6/18/2021)

In April 2022, it was reported that a key component of the US 50 Camino Safety Project has been completed, allowing work to proceed on the remaining elements of the $55.4 million project. Specifically, the two El Dorado Irrigation District water lines have been replaced, clearing the way for the contractor, Security Paving Inc., to move ahead with local road improvements, which include a roundabout connecting to the new Pondorado Undercrossing being built. This safety project consists of installing a continuous 56-inch-high concrete median barrier on a three-mile stretch of US 50 from Still Meadows Road to “upper” Carson Road that will restrict left turns at all at-grade intersections. This segment of US 50 has seen numerous collisions, including multiple fatalities, over the past decade.
(Source: South Tahoe Now, 4/8/2022)

In September 2022, it was reported that the roundabout and undercrossing on the US 50 Camino Safety Project opened to traffic. This is likely the interchange at Carson Road.
(Source: District 3 on Twitter, 9/26/2022)

In August 2023, the CTC authorized relinquishment of right of way consisting of collateral facilities to the County of El Dorado along US 50 on Camino Heights Drive, Sierra Blanca Drive, and Pondorado Road, (03-ED-50-PM 23.2/23.5, 1 segment) under the terms and conditions as stated in the relinquishment agreement dated May 12, 2023. The County, by Resolution No. 072-2023, dated May 2, 2023, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
(Source: August 2023 CTC Agenda, Item 2.3c)

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, Caltrans said.
(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.

Sidehill Bridge 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:

Alternative 1A – This alternative would remove the existing 24 foot wide bridge and replace it with a 26 foot wide bridge. This alternative would be completed in one construction season.
Alternative 1B – This alternative is similar to alternative 1A except the bridge replacement would be completed in two construction seasons.
Alternative 2A – This alternative would remove the existing 24 foot wide bridge and replace it with a 30 foot wide bridge allowing for bicycle traffic. This alternative would be completed in two construction seasons.
Alternative 2B – This alternative is similar to Alternative 2A with the exception of a slightly shorter construction time.
Alternative 3 – This alternative would repair and rehabilitate the existing bridge and retain the existing lane widths. Construction time would be determined by the extent of the repairs needed.

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:

PA&ED	PS&E	RW	Const
~~$540K~~	~~$1,153K~~	$16K	~~$1,324K~~
$624K	$1,317K	$16K	$1,502K

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 support structures.
(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)

In August 2020, it was reported that after a delay in getting materials in 2019, Caltrans has scheduled a full closure of US 50 for the Echo Summit Sidehill Viaduct Replacement Project for two weeks beginning Friday, Sept. 18. After the delay last year, the contractor on the project was going to install the bridge girders in June of 2020, but many wanted that timeframe postponed due to the the opening of tourist season after COVID-related closures in Spring 2020. The closure is required to install seven 96-foot bridge girders and associated work. There will be one-way traffic control 24/7 scheduled to begin Sunday, Sept. 13 until Friday, Sept. 18 to demolish the existing bridge before installing the girders. The full closure of US 50 is set to start Friday, Sept. 18 and expected to conclude on Friday, Oct. 2. Weather or other unexpected delays may prolong the closure.
(Source: South Tahoe Now, 8/18/2020)

In September 2020, it was reported that US 50 over Echo Summit opened five days ahead of schedule after bridge improvements. Caltrans shut down US 50 west of South Lake Tahoe on Sept. 18 to install seven 96-foot bridge girders, to pour ultra-high-performance concrete to connect the girders, to build barrier walls and approach slabs, to apply a polyester overlay on the bridge and to pave the bridge, among other work. Caltrans and contractor Q&D Construction also safely removed large concrete portions of the old bridge, including using spider excavators over a precariously steep grade. The $14.1 million project replaced the existing bridge, which was finished in 1939. Work started in May 2019. Using accelerated bridge construction that closed the highway, the project was accelerated by about three months and completed in two seasons rather than extending into 2021.
(Source: KOLO 8 News Now, 9/27/2020)

In December 2020, Caltrans acknowledged the completion of the US 50 Echo Summit Sidehill Viaduct Replacement Project with a virtual ribbon cutting. Employing an accelerated bridge construction method (ABC), Q&D Construction was able to complete the $14.1 million project three months ahead of schedule. The original bridge (two lanes, 129-ft. long and two spans), constructed in 1939 for $25,000 in El Dorado County, served motorists for more than 80 years as the primary route between Sacramento, Calif., and South Lake Tahoe. The new structure, two lanes and 96-ft. long single span, meets current safety and seismic standards. The work was complex as crews from Q&D also took on the difficult challenge of safely removing large concrete portions of the old bridge, which utilized specialized equipment – Kaiser S2 spider excavators positioned over a precariously steep grade on the side of the mountain and operated by Dyer All Terrain Excavation. The work began in May 2019 with the construction of the abutments under the bridge and related elements. In Summer 2019, crews focused on constructing the substructure beneath and around the existing structure. Between Labor Day and the winter shut-down in 2020, crews resumed work that required lane closures. Extensive planning and layout work was done prior to the marathon closure to ensure cranes were sized appropriately and would fit between the uphill cliff and the hinge point of the road. Tolerances were so tight that the Link Belt ATC 3210 [210 ton hydraulic crane] counterweight nicked the bark of a tree on the uphill side of the road with the crane positioned as close to the downhill edge as our engineer would allow. They didn't have an inch to spare. The old bridge was demolished over a nine day span. Crews focused their efforts on the outside half of the 24-ft. wide bridge while traffic remained on the western half. The precast, prestressed girders were installed with ultra-high-performance concrete used to permanently interlock the longitudinal joints. The use of this type of concrete was a first on a Caltrans project at this high elevation – 7,240 ft. above sea level.
(Source: Caltrans District 3 on FB; Construction Equipment Guide, 6/2/2021)

In September 2021, it was reported that the Echo Summit project won an award from the Western Association of State Highway Transportation for Best Use of Technology & Innovation, Small category.
(Source: Equipment World, 9/20/2021)

US 50/Route 89 Roundabout (03-ED-50 PM 70.62)

Rte 50 Myers Roundabout 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 2019.
(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)

Tahoe Safety Project (03-ED-50-75.4 to 03-ED-50-80.1)

U.S. 50 Tahoe Safety Project In March 2021, it was reported that Caltrans was seeking feedback on a proposed safety project (EA 03-4H890, PPNO 0319000072) on US 50 in South Lake Tahoe. The purpose of this $16.8 million project is to reduce vehicle collisions with those who walk and bicycle within this segment of the highway (also referred to as Lake Tahoe Boulevard within city limits) from the junction of Route 89 at the “Y” to Pioneer Trail. The project proposes to improve roadway lighting and implement a complete street vision for the corridor by installing a green bike lane treatment and enhanced visibility crosswalks. Placement of the proposed green bike lane treatment will be focused in areas where bike and vehicle conflicts have occurred as well as near driveway areas and in bike lane extensions approaching intersections. The project will also improve bicycle signage throughout the project limits and install a two-stage turn queue box for bike crossings at multiple locations for additional bicycle safety. In addition, the project scope of work includes installing pedestrian signals at mid-block crossings between Truckee Road and River Drive (PM 76.3), between Brockway Avenue and Blue Lake Avenue (PM 77.0), and between Herbert Avenue and Ski Run Boulevard (PM 79.1). These mid-block crossings will provide cyclists and pedestrians a safe opportunity to cross the highway. A full signalized intersection will be installed at Johnson Avenue (PM 78.8). Typically, bicyclists operate as both vehicles and pedestrians depending on the context, rider abilities, availability, quality, and efficiency of the facilities. This project will mark and color all intersections and pedestrian crossings. The final environmental document is anticipated to be approved in May, with bid advertising in the summer of 2023. Construction is expected to begin in the spring or summer of 2024 and scheduled for completion in the fall or winter of 2025.
(Source/Image Source: Tahoe Daily Tribune, 3/5/2021)

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).

Lake Tahoe Bypass (~ ED 80.022 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)

U.S. 50 Bypass Proposal 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:

Alternative A - No Build
Alternative B - Triangle Alternative. New four-lane alignment for US 50, roundabout at Lake Pkwy. intersection. Existing US 50 from Park Lane to Lake Pkwy. reduced to two lanes with bike lanes and sidewalks.
Alternative C - Triangle One-Way Alternative. Two one-way, two-lane alignments, eastbound on existing US 50 from Pioneer Trail to Lake Pkwy., westbound from eisting Lake Pkwy. onto Montreal Rd. Bike lanes and sidewalks.
Alternative D - Project Study Report Alt. 2. Route variations for Triangle Alternative US 50 realignment, with or without roundabout, with signalized intersections at Heavenly Village Way and Harrah’s Rd.
Alternative E - Skywalk Alternative. a.k.a. the Elevated Pedestrian Mall, a concrete bridge over the entire width and length of existing US 50 from Stateline Ave. to the eastern end of Montbleu Resort.

(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)

Commuter Lanes

Naming

The portion of this route in metropolitan Sacramento was named the "El Dorado Freeway".

In 1996, the portion that is cosigned as Business Route 80 between I-80 and the Route 50/Route 99/Route 51 interchange (~ YOL 0.509 to SAC L2.345) was renamed the "Capital City Freeway".
(Image source: AARoads)

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.

The portion of this route between I-5 and Route 99 (~ SAC L0.243 to SAC L2.386) is known as the "WX Freeway" (because it overlays W and X Streets).

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)

Deputy Sheriff Robert (Bobby) French Memorial Highway 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)

Dep Sheriff Danny P. Oliver Memorial Highway 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)

CHP Officer Douglass (Scott) Russell Memorial Fwy 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)

Dep. Sheriff Brian (Ish) Ishmael The portion of US 50 in the County of El Dorado from east of the Missouri Flat Road Overcrossing OC#25-121 (post mile R15.08) to west of the Ray Lawyer Drive Overcrossing OC#25-117 (post mile 16.32) is named the Deputy Sheriff Brian “Ish” Ishmael Memorial Highway. It was named in memory of Brian David “Ish” Ishmael, who was born in Placerville, California in December 1981. Brian was a local child who attended schools in the County of El Dorado, graduating from Ponderosa High School in 2000. In high school, Brian showed a special interest in, and excelled at, auto body shop and peer counseling. It was during these early years that Brian made some of his lifelong friendships, which would lead him to meeting his wife, Katie, at the age of 16. After high school, Brian moved to Texas where he attended Universal Technical Institute, but he maintained his close friendships in the County of El Dorado. After returning from Texas, Brian became an auto body technician, and, although he loved working on cars, Brian regretted not having served in the military and found he had a calling to become a police officer. With his 30th birthday approaching, Brian felt it was his last chance to follow through on his dream of becoming a police officer. With a wife and two young daughters at home, and while working full time, Brian entered the Basic Law Enforcement Academy offered through American River College. After completing his training, Brian found his first law enforcement family with the Placerville Police Department in March 2013. In October 2015, Brian found his final law enforcement family with the El Dorado County Sheriff’s Office and, as he did in every facet of his life, Brian immediately became a favorite of his partners and all who met him on a personal and professional level. Brian’s demeanor while performing law enforcement duties exemplified fairness, compassion, and a willingness to serve, which will leave a lasting impression on those with whom he came in contact throughout his career. Brian, who was meant to be a police officer and took much pride in wearing the badge, was a hard worker, a role model, and leader who shared his joy for life with everyone he met. In the early hours of October 23, 2019, Brian was on patrol and responded to a call for a theft of marijuana from what was later found to be an illegal marijuana grow. Brian and his off-duty ride-along were immediately met with gunfire and returned fire. During the gun battle, Brian was struck multiple times. The off-duty officer, having also been shot, was able to assist in removing Brian from the scene in an attempt to save his life. Sadly, Brian passed away in the ambulance on the way to the same hospital where he was born 37 years before. After an extensive investigation, three men who were tending the illegal marijuana grow and the homeowner were arrested. Named by Senate Concurrent Resolution (SCR) 89, Res. Chapter 34, 09/11/20.
(Image source: Mountain Democrat)

Another name historically applied to the portion of this route from E of Smith Flat (~ ED 20.384 to Nevada) to Lake Tahoe is the "Lake Tahoe Wagon Road".

Stephanie Marie Frazier Mem. Hwy. 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)

Firefighter Michael (Mikey) Hallenbeck Memorial Highway 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)

County	Route	Starting PM	Ending PM
Yolo	50	0.00	2.69
Sacramento	50	L0.28	L2.48
Sacramento	50	R0.00	R2.89
Sacramento	50	R3.00	R4.59
Sacramento	50	R5.75	R6.24
Sacramento	50	R9.53	R10.00
Sacramento	50	R10.25	R10.73
Sacramento	50	12.08	12.84
El Dorado	50	18.04	18.64
El Dorado	50	18.97	19.32
El Dorado	50	20.16	20.48

California Highways:
www.cahighways.org

US Highway 50

Routing

Alternate Routes

Post 1964 Signage History

Pre 1964 Signage History

Business Routes

Freeway

Status

Commuter Lanes

Naming

Named Structures

National Trails

Statistics

Interstate Submissions

Exit Information

Other WWW Links

Scenic Route

Classified Landcaped Freeway

Blue Star Memorial Highway

Interregional Route

Pre-1964 Legislative Route

California Highways: www.cahighways.org

US Highway 50

Routing

Alternate Routes

Post 1964 Signage History

Pre 1964 Signage History

Business Routes

Freeway

Status

Commuter Lanes

Naming

Named Structures

National Trails

Statistics

Interstate Submissions

Exit Information

Other WWW Links

Scenic Route

Classified Landcaped Freeway

Blue Star Memorial Highway

Interregional Route

Pre-1964 Legislative Route

California Highways:
www.cahighways.org