California Highways: 
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Routing
From Route 101 near Longvale to Route 5 near Willows via the vicinity of Covelo
and Mendocino Pass.
Post 1964 Signage HistoryThis segment was transferred from Route 261 in 1972 by Chapter 1216: "(a) Route 101 near Longvale to Route 5 near Willows via the vicinity of Covelo and Mendocino Pass."
Pre 1964 Signage HistoryThis segment was not a state route before 1965. The route runs (signed as Route 162) along Covelo Road into Covelo. From that point, state maintenance end, but the traversable route then runs E along Mendocino Pass Road (unsigned, but marked FH-7) through the Mendocino National Forest. Mendocino Pass Road becomes Alder Springs Road in Glenn County. Signage of the road resumes near Elk Creek when Route 162 exits the National Forest. The route enters Willows along Wood Street.
Status
Unconstructed from Covelo (Mendocino County PM34.05) to near Elk Creek (Glenn County PM37.65). The traversable local routing is
Mendocino Pass Road and Alder Springs Road (both part of Forest Highway
(FH) 7) and the unnamed portions of FH 7. As of October 1997, FWHA,
Caltrans, and the USFS had decided not to reconstruct and pave 47 miles of
FH 7. Mendocino Pass Road is primitive and unsuitable for use in a state
highway. Alder Springs Road was improved in 1972 and repaired in 1978.
Federal funds of $4M were allocated towards the improvement of Route 162 E
of Alder Springs, but the road is still not to state standards.
In January 2009, the CTC authorized relinquishment of right of way in the county of Mendocino along Route 162 from Route 101 to 0.1 mile easterly, consisting of superseded highway right of way.
South Eel River Bridge Project - MEN 8.2
In April 2020, Caltrans posted a Notice of Intent
regarding a seismic project to provide Route 162 at MEN 8.2 with an
earthquake-resistant bridge structure capable of resisting a maximum
credible earthquake. Three alternatives are in consideration for the South
Eel River Bridge Project.
(Source: Notice from Caltrans District 1 on FB, 4/10/2020)
NamingHistorically, this route is close to the original "El Camino Real" (The Kings Road). A portion of this route has officially been designated as part of "El Camino Real by Assembly Bill 1707, Chapter 739, on October 11, 2001. [Note: That's what the bill says. Likely, there was an error and what was meant was Route 262. Still, we go by what is in the state highway code, so this is named part of El Camino Real, no matter what the reality is. -- DPF]
From Route 5 near Willows to Route 45.
Post 1964 Signage HistoryThis segment was defined in 1963 as the original (a).
Pre 1964 Signage HistoryThis segment was part of LRN 45, defined in 1919. It was not a signed route before 1964.
Naming
From Route 45 to Route 99 near Biggs.
Post 1964 Signage HistoryThis segment was defined in 1963 as the original (b).
Pre 1964 Signage HistoryThis segment was part of LRN 45, defined in 1919. This does not appear to have been signed before 1964.
StatusSacramento River Bridge (03-Gle-162, PM 76.3/78.6)
In March 2016, it was reported that Caltrans was
reconsidering a number of alternatives to demolishing and replacing the
Sacramento River Bridge on Route 162 near Butte City. The original plans
was that Caltrans would demolish the current steel truss bridge —
built in 1947 and no longer earthquake-safe — and build a new one
along the current road alignment. That approach would close Route 162 at
the crossing for 18 months, spanning from June 2020 to November 2021.
Caltrans proposed redirecting traffic — an average of 2,400 vehicles
per day, 20% of which are trucks — on a 34-mile detour to use the
bridge at Ordbend. Many members of the public were curious as to why a new
bridge could not be built beside the old one, so that Route 162 could
remain open during construction. The primary challenge to that approach is
connecting a new bridge to the causeway leading up to the old one. Other
options include putting a temporary bridge in place, but additional costs
would be added with that approach, also. After hearing comments from the
public, Caltrans is re-evaluating.
(Source: Andy3175 @ AAroads, 3/3/2016; Appeal-Democrat, 2/23/2016)
In June 2019, the CTC approved for future consideration
of funding project is located on Route 162 near Butte City in Glenn County
(03-Gle-162, PM 76.3/78.6). The project proposes to replace the Sacramento
River Bridge (No. 11-0017). The project proposes to seismic retrofit the
existing bridge by replacing both segments of the current bridge and
reconstruct the east side roadway to conform with the new structure. The
proposed project addresses issues of the current bridge built in 1948 and
deemed seismically vulnerable to section losses in pilings as well as
viaduct concrete girders exhibiting signs of distress due to insufficient
shear capacity. This project proposes to preserve and extend the useful
life of the existing roadway and meet current design standards. The
project is currently programmed in the 2018 State Highway Operation
Protection Program (SHOPP) for an estimated total of $54.0 million which
includes Construction (capital and support) and Right-of-Way (capital and
support). Construction is estimated to begin in fiscal year 2021-22. The
scope, as described for the preferred alternative, is consistent with the
project scope programmed by the Commission in the 2018 SHOPP.
(Source: June 2019 CTC Minutes, Agenda Item
2.2c.(1))
In June 2019, the CTC approved the following SHOPP SB1
support phase allocation: $6,900,000 03-GLE-162 76.3/78.6 PPNO 2633 ProjID
0312000052. Route 162 At Butte City, from Route 45 to 0.1 mile east of
McDougall Street. Replace Sacramento River Bridge and Viaduct No. 11-0017
and reconstruct east side roadway to conform with new structure. PS&E
$5,500,000 R/W Support $1,400,000. (Concurrent consideration of funding
under Resolution E-19-49; June 2019.) (As part of this allocation request,
the Department is requesting to extend the completion of the R/W Sup phase
an additional 17 months beyond the 36 month deadline.) (Concurrent SB 1
Baseline Agreement approval under Resolution SHOPP-P-1819-13B.)
(Concurrent amendment under SHOPP Amendment 18H-010.)
(Source June 2019 CTC Minutes, Agenda Item
2.5b.(2b) Item 4)
The 2020 SHOPP, approved in May 2020, included the
following Bridge Preservation item of interest (carried over from the 2018
SHOPP): 03-Glenn-162 PM 76.3/78.6 PPNO 2633 Proj ID 0312000052 EA 3F060.
Route 162 at Butte City, from Route 45 to 0.1 mile east of McDougall
Street. Replace Sacramento River Bridge No. 11-0017 and viaduct approach,
and reconstruct east side roadway to conform with new structure.
Programmed in FY20-21, with construction scheduled to start in July 2021.
Total project cost is $110,400K, with $88,000K being capital (const and
right of way) and $22,400K being support (engineering, environmental,
etc.),
(Source: 2020 Approved SHOPP a/o May 2020)
NamingThis segment is part of the "Biggs-Willows Road", named by Resolution Chapter 542 in 1919.
From Route 99 near Richvale to Route 70 near Oroville.
Post 1964 Signage HistoryThis segment was defined in 1963 as the original (c)
Pre 1964 Signage HistoryThis segment was part of LRN 21, defined in 1909. It was not a signed route before 1964.
StatusIn July 2020, it was reported that Caltrans has repaved a stretch
of Route 162 between Christian Avenue in Oroville (BUT 12.678) and the
Feather River (BUT 15.588) using recycled asphalt pavement and liquid
plastic made with single-use, plastic bottles – the first time the
department has paved a road using 100 percent recycled materials. The
pilot project features work on three lanes of a 1,000-foot highway
segment. The department is testing the material for later use throughout
the state. A one-mile segment of pavement using this treatment will
recycle 150,000 plastic bottles. Using this new technology developed by
TechniSoil Industrial of Redding, a recycling train of equipment grinds up
the top 3 inches of pavement and then mixes the grindings with a liquid
plastic polymer binder, which comes from a high amount of recycled,
single-use bottles. The new asphalt material is then placed on the top
surface of the roadway, eliminating the need for trucks to bring in
outside material for a paving operation. By eliminating the need to haul
asphalt from the outside, this process can significantly cut greenhouse
gas emissions. The "plastic" roadway has been found in previous tests to
be more durable and last two to three times longer than traditional
hot-mixed asphalt pavement. This pilot will be the first test on a state
highway. Contrast this with the traditional process, where Caltrans uses a
cold in-place asphalt recycling program that uses large machines to remove
3 to 6 inches of roadway surface and grind up the asphalt while mixing it
with a foamed binding agent made of bitumen, a leftover sludge from oil
refining. However, the recycled material used in this process is only
durable enough to serve as the roadway base. Trucks need to deliver
hot-mix asphalt from a production plant miles away and place a final layer
over the base.
(Source: Caltrans Press Release, 7/30/2020)
From Route 70 near Oroville to Foreman Creek Road via the Bidwell Bar Bridge.
Post 1964 Signage HistoryThis segment was added in 1970 by Chapter 1473: "(d) Route 70 near Oroville to Foreman Creek Road via the Bidwell Bar Bridge." This segment appears to have been previously signed Butte County Sign Route B1.
Pre 1964 Signage HistoryThis segment was not a state legislative route in 1963. It may have, at one time, been part of LRN 30.
In the late 1930s, there was a temporary routing of Alternate US 40 that took a more southern alignment than the current Route 70 routing, running through Berry Creek and Bucks Lake to Quincy along Orville-Quincy Highway, Spanish Ranch, and Bucks Lake Road. Much of that route is no longer part of the state highway system, although the portion from Oroville to Brush Creek is part of Route 162.
The routing that was to be LRN 30 was defined in the 1909 First Bond Issue as running from Oroville to Quincy. This was likely the Oroville-Quincy Highway. In the 1919 Third Bond Issue, the route was abandoned as a state highway and LRN 21 extended to cover the mileage to Quincy.
The route of LRN 30 east of Oroville appears to have used the following
route:
(Source: Gribblenation Blog "California State Route 162 to the Bidwell Bar Bridge (both the 1965 and 1856 variants)")
StatusThe SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
In March 2019, the CTC approved for future consideration of funding a
project on Route 162 in the city of Oroville in Butte County. The project
proposes to widen shoulders. The proposed project will provide a two way
left turn lane, standard shoulders, and a clear recovery zone. The project
also proposes to construct drainage ditches, culverts, sound and retaining
walls, and sidewalks. The proposed project addresses the issues of
multiple existing driveways along this portion of Route 162 and the need
to provide a safe means of travel, and alleviate traffic congestion due to
vehicle use of these driveways. This project is fully funded and currently
programmed in the 2018 SHOPP for approximately $22.4 million, construction
is estimated to begin in Fiscal Year 2020-21. The scope, as described for
the preferred alternative, is consistent with the project scope programmed
by the Commission in the 2018 SHOPP.
(Source: March 2019 CTC Minutes, Agenda Item 2.2c.(1))
Named Structures
Bridge 12-0193, crossing Feather River, W of the Routes 162 and 70 Juncture (BUT 015.57), is named the "Randy
Jennings Memorial Bridge". It was named by Assembly Concurrent
Resolution 84, Chapter 100 in1998. Butte County Deputy Sheriff Randy
Jennings was killed in the line of duty while investigating a domestic
dispute on May 21, 1977. The plaques mounted on the bridge note that on
May 21, 1997 Deputy Randy Jennings became the first Butte County
Sheriff’s Deputy to be murdered in the line of duty, at the age of
38. Randy was a member of the Special Incident Response Team, served as
the Department Range Master and was named Officer of the Year for 1996.
For his action in this final call Deputy Jennings was posthumously awarded
The Medal of Valor. A second plaque notes that Jennings graduated Oroville
High School, 1977, Butte College, AA, 1981, and Simpson College, BA, 1984,
and had a passion for motorcycles.
(Image source: Bridgehunter; Historical Marker Data Base; Officer Down Memorial Page)
Bridge 12-0188 over Lake Oroville in Butte County (BUT 026.87) is unofficially named the "Bidwell Bar Bridge". It was constructed in 1965.
Pre 1964 Signage HistorySigned Route 162 was not defined as part of the initial state signage of routes in 1934.
Other WWW Links
StatisticsOverall statistics for Route 162:
Pre-1964 Legislative RouteIn 1933, the route from "[LRN 60] at Santa Monica to Colorado Boulevard near Eagle Rock" was added to the highway system. In 1935, this route was added to the highway code as LRN 162 with that definition.
In 1957, Chapter 1911 removed the portion east of LRN 61, making the definition "[LRN 60] near Santa Monica to [LRN 61] near Avenue 36"
This route ran from LRN 60 (Route 3; later US 101A; later Route 1) near Santa Monica to LRN 61 (US 66) near Avenue 36. This segment was the westernmost segment of both state Route 2 and US 66. Signed as Route 2, it ran SW on Alverado St to cosigned US 66/US 101 (along a path approximately equal to the Glendale freeway). It then briefly ran NW along US 66/US 101 (prior to the freeway, it ran along Sunset Blvd), then then along Santa Monica Blvd, signed as US 66 (present-day Route 2) to Lincoln Blvd, where it terminated. One Caltrans map (as well as the 1959 Renie Atlas) shows LRN 162 as continuing from LRN 2 (US 101) along Hyperion, cutting over along Rowena to Fletcher, and then along Eagle Rock Blvd to LRN 161 (Colorado Blvd).
A 1954 issue of CHPW confirms that the widening of US 101 near Vermont was in anticipation for the future Route 2 freeway (LRN 162, called, at that time, the "Santa Monica Freeway" as it ran along Santa Monica Blvd, vice LRN 173, the Olympic Freeway (Route 26), which eventually became I-10): "The design finally adopted for the Hollywood Freeway at the crossing. with Vermont Avenue was influenced by the contemplated future construction of the Santa Monica Freeway and also the possibility of rail rapid transit facilities being installed on the future Santa Monica Freeway. This required the lengthening of the Vermont Avenue Bridge and other bridges in the vicinity. The added cost providing for future rail rapid transit facilities was financed by the City of Los Angeles from city funds. Similarly financed from city funds were the bus transfer facilities at Alvarado Street and Vermont Avenue and Western Avenue."
© 1996-2020 Daniel P. Faigin.
Maintained by: Daniel P. Faigin
<webmaster@cahighways.org>.
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