Routes 1 through 8
Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
1 · 2 · 3 · 4 · 5 · 6 · 7 · 8
Route 1, from its junction with I-5 at Dana Point in Orange County to its junction with US 101 at Leggett in Mendocino County was designated as a Blue Star Memorial Highway. This designation was made by Assembly Concurrent Resolution 58, Chapter 108, July 29, 2003.
[SHC 164.10] Entire route.
Overall statistics for Route 1:
The basic routing for what became LRN 1 was first defined in the 1909 First Bond Act, as part of a route from San Francisco to Crescent City. It was extended to the Oregon Border by the 1919 Third Bond Act. Ground was broken for the route in August 1912; a picture of the groundbreaking may be found here.
By 1935, LRN 1 had been codified into the SHC as "from a point in Marin County opposite San Francisco to the Oregon State Line via Crescent City and the Smith River". It was a primary route in its entirety.
LRN 1 corresponds to present-day Route 101 (US 101) and Route 199 (US 199). It was signed as US 101 between the Golden Gate Bridge and the vicinity of Crescent City, and then as US 199 to the Oregon border. Portions of the original route are current Route 254, Route 271, and Route 283.
The following segments are designated as Classified Landscaped Freeway:
[SHC 164.10] From the north urban limits of Los Angeles and Route 138.
Overall statistics for Route 2:
The route that would become LRN 2, from San Francisco to San Diego, was added to the state highway system in the 1909 First Bond Act. Note that this segment did not go to the Mexican border; it terminated in National City, about 10 miles from the border.
The June 1925 issue of CHPW noted that the Bay Shore Highway, from San Francisco to San Jose, was added to the state highway system. This changed the description of LRN 2 from 1923 definition of "the county line of the city and county of San Francisco to and through the county of San Mateo" to "from San Francisco to the city of San Jose."
It was extended from San Diego to the Mexico Border in 1931 (Chapter 82). Prior to 1931, the existing state highway only went as far S as National City; the remaining 10 miles to the border was traversed by county highways. The extension used portions of the county roads with an ultimate connection to the Mexican line that depended on the selected site for the US Customs House. It was anticipated that the extension would carry a large volume of local traffic but when the proportion of such traffic that can be analyzed (as of is of a transient nature) is added to the traffic originating at distant points, it was determined that the routing served principally a class of traffic that was of State rather than local nature.
By 1935, it had been codified into the SHC as:
The portion from San Diego to San Francisco was considered a primary state highway.
In 1945, Chapter 1214 specified that the northern end of the route was the Golden Gate approach (“the junction of [LRN 56] (Funston Approach) and the approach to the Golden Gate Bridge in the Presidio of San Francisco”)
In 1957, Chapter 1911 changed segment (2) to end N of Santa Maria.
After the 1959 changes establishing the F&E system, the route was defined as follows:
[SHC 263.2] Entire route.
Overall statistics for Route 3:
In the initial 1934 state signage, Route 3 was the routing that is present-day Route 1 from US 101 near El Rio to US 101 (present-day I-5) near San Juan Capestrano (LRN 60). This was re-signed as US 101A in 1935, and was later renumbered as Route 1.
LRN 3 was defined as part of the 1909 First Bond Issue to run from Sacramento to the Oregon Line.
By 1935, it was codified into the SHC as:
The route was considered a primary route in its entirety.
In 1949, the text about the bridges was removed by Chapters 909 and 1467, but the routing was changed to indicate the route ran "from Sacramento to the Oregon State line via Yreka".
This route was signed as US 99E, US 99, and as Route 65 (between Roseville and Lincoln). Post-1964 signage is as Route 256 (1964-1994), Route 65, Route 99, and I-5. Portions were cosigned with US 40 (between Sacramento and Roseville). A small portion in Yreka between I-5 and Route 263 was later redesignated as part of Route 3.
The old Route 4 alignment through Angels Camp, between the junction of Route
49 and Vallecito Rd.
[SHC 164.10] Between the east urban limits of Antioch-Pittsburg and Route 89.
Some portion of this highway is named the Ebbets Pass Highway. The designation begins about ½ mile east of the town of Murphys (about 7 miles east of Angels Camp), and continues all the way over Ebbets Pass to approximately 2 miles west of Markleeville (the point at which the narrow, winding 1 one lane road widens back out to standard two lane highway.
Overall statistics for Route 4:
The route that was to become LRN 4 was defined as part of the state highway system in 1909, and was defined generally to run between Sacramento and Los Angeles, 358 mi.
By 1935, the route was defined to be “from Sacramento to Los Angeles”, but 1935 Chapter 274 amended that definition to:
Portion  was considered a primary highway.
The 1935 change surved the purpose of keeping the old alignment in Saugus. In 1937, Chapter 194 extended this older definition to Newhall by changing the wording of  to “to [LRN 23] near Newhall via Saugus”. In 1939, that old alignment was removed from the definition by Chapter 473, although that routing was added to an extension of LRN 79.
In Los Angeles, the routing generally ran along San Fernando Road. It was signed as US 99 from Los Angeles to French Camp (near Manteca), and cosigned as US 50/US 99 between French Camp and Sacramento. Also, in 1935, the cosigning with US 50 was moved to Stockton. A small portion in Sacramento was cosigned with Route 24 (now Route 160).
In Los Angeles, after the freeway was constructed, a portion of LRN 4 was unsigned, running along San Fernando Road between Colorado and Ave 26 near Figueroa, then along Ave 26 to Daly St, then along Daly St to Marengo, and then along Soto to end at Whittier Blvd. The freeway routing of this was I-5 from US 101 N (it is unclear where the difference was between LRN 4 and LRN 161). A portion of original LRN 4 was designated as Route 163 between 1964 and 1965.
From the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, the westerly side of the San Joaquin Valley, Sacramento, and Yreka; also passing near Santa Ana, Glendale, Woodland, and Red Bluff.
Originally, there was also an I-5W. This routing dates back to the original definition of I-5 in 1947. At that time, I-5 was defined to run along the present-day Route 99 routing from N of Los Angeles to Sacramento. I-5W was defined to run along a routing that corresponds to present-day Route 120, I-205, I-580, I-80, and I-505. US 50 was multiplexed on the I-580 section. The route was resigned to the present-day route numbers in 1964 as part of the regularization of state and legislative route numbers. Note that the CalTrans history shows that I-505 and I-580 were approved as interstate the same time as I-5 in 1947, but that I-205 wasn't defined until 1957, when the West Tracy bypass was constructed. However, it appears the three-digit routes were not signed until 1965. Perhaps this was done to avoid confusing the travelling public, as the interstate signage was new (and before 1965, coexisted with the pre-1964 route signage). According to Calvin Sampang, one issue of California Highways and Public Works has a picture showing an I-5W shield on a segment of present-day I-580.
A proposal unearthed by Richard Moeur from the AASHTO files indicates that, at least in 1957 and 1958, there was at least a proposal for an I-5E. These proposal had I-5 running along the traditional alignment (Route 99 in 1957; "Westerly Alignment" in 1958) until either Modesto (1957) or Tracy (1958). The route then split, with I-5W going off as described above, and I-5E continuing along present Route 99 (1957)/I-5 (1958) into Sacramento. Evidently, AASHTO liked the routings, but didn't like I-5E, because that was never signed.
Over on AAroads, Sparker provided significant history of the suffixed
routing in a number of posts (combined below):
The original I-5E/I-5W split was, designation-wise, more of a political decision than one made at the planning level. The 48,300 mile Interstate plan was one of the earlier more extensive plans to be proffered; the immediate postwar years under the Truman administration saw the Interstate concept opened up for input and comment from various states; the composite of what was proposed by 1952 was similar in scope to that "48.3" plan, but with about 900 less total miles; but one consistent similarity was two routes planned between L.A. and Northern California, one along US 101 and the other following US 99. When the plans were retrenched to (more or less) the original MacDonald plan of '44, featuring a little under 40K miles, by the incoming Eisenhower administration in 1953, the US 101-based route was again eliminated from consideration. Prior to 1958 there was a connector from US 99 in Modesto to Oakland via Route 132, a new-terrain route extending Route 132 northwest from its terminus at Route 33 to Altamont Pass, and thence west along US 50 to the east end of the Bay Bridge. The original number proposed for that route was I–72, but complaints began rolling in from Bay Area political figures that such a designation didn't place the region on the Interstate north-south grid. Thus, when the first "final" sets of numbers were established in 1958, the I-5E/I-5W concept was put into place -- which would, of course, require a substantial multiplex from Emeryville to Vacaville (about 48 miles) with I-80.
In 1963 the Division of Highways issued the "one road/one number" credo that instigated the vast 1964 renumbering effort, and the shift away from I-5E/I-5W began. The multiplex with I-80 would have stretched approximately 48 miles, from the present I-80/I-580/I-880 interchange in Emeryville north and northeast across the Carquinez Bridges to Vacaville, where I-5W would have turned north along LRN 90, which, despite its longstanding use as a connector to north US 99W, had never received signage; the basic alignment is today's I-505. Not wanting to cosign I-5W and I-80 for that distance, the Division, after exploring several numbering permutations, settled on I-580 for the Oakland-Tracy segment and I-505 for Vacaville-Dunnigan. Except for short sections of freeway at the junctions of Route 128 and Route 16, I-505 remained largely a 2-lane road for several years after its designation. Expansion to a full freeway began in the mid-70's; it was completed circa 1980. Prior to completion the road was signed as "Temporary I-505"; this signage extended to BGS's on I-80 and I-5.
Along today's I-580, I-5W shields were indeed deployed from the Emeryville interchange east along the MacArthur Freeway, at the time co-signed with US 50. That initial section of I-5W only extended for a few miles east to Grand Ave. in eastern Oakland; it was the only stretch to receive signage as 5W. I-580 signage was applied to that segment in early 1964 and further east as the freeway was completed. Aside from that original stretch of the MacArthur Freeway between the first "Distribution Structure" and Grand Ave., there were no other I-5W shields posted in the field. Despite being technically multiplexed along I-80 for 48 miles north from Oakland, no I-5W reassurance shields were ever posted along that route; the only mention of 5W was on the approach BGS's from I-80 -- and those lasted about as long as the shield shown in the pictures. There is one legacy, however, from the I-5W signage: if you have ever looked at the post miles on I-580, you might notice that they actually decrease as you head eastbound, rather than increase (the exit numbers increase, as expected). The I-80 interchange with the northern independent section of I-5W wasn't constructed until 1965, a year after the number change to I-505 occurred.
At that point (1960) the routing of (then) I-5E was still TBD; the Division of Highways was trying to juggle the desire of Sacramento interests who didn't want the freeway coming through the downtown district (which was then planned for renovation [read gentrification!]), so I-5E was tentatively routed through West Sacramento, which had little political clout to oppose the routing. But because of the location of the Yolo Bypass flood-control facility to the west, which north of Broderick was separated from the Sacramento River itself only by the levee on which Route 16 and the Sacramento Northern railroad tracks were located, a West Sacramento routing would have meant three separate high-level crossings of the navigable Sacramento River -- a very expensive proposition. In addition, the Division was trying to find a route between Sacramento and Stockton that was feasible to construct -- a problem because that area was mostly marshland immediately east of the Sacramento Delta. The route preliminarily adjudged the most feasible followed the Western Pacific RR tracks, which were in turn closely followed by Franklin Blvd. (County Route J8). That is the road that Rand McNally utilized as the place to plop down the I-5E shield west of Lodi. Eventually the constructed I-5 alignment did closely follow County Route J8 north of Stockton, but veered slightly west north of Route 12 before turning north again; this was to avoid the taking of valuable grape-growing tracts in the area (mostly table grapes then; now Lodi has evolved into a recognized wine-grape growing district), a politically charged phenomenon then as it would be today.
By 1964, I-5E (none of which had been constructed at the time) gave way to mainline I-5 via Sacramento. Additionally, by this time anti-freeway grumblings were beginning to be heard from San Francisco and other Bay locations; the concept of the Bay Area being located on a major north-south Interstate axis was no longer of any importance.
The first section of I-5 to be completed in the Sacramento area was the E-W segment west of El Centro Ave. (Route 99); 2 lanes of the eventual 4 (2 + 2) were constructed between El Centro and Garden Highway (at the Sacramento River) and opened to traffic in early 1967. These became the eventual I-5 northbound lanes; the southbound side was grubbed by that time; grading & paving came later. The initial berms for the Sacramento River bridge were under construction at that time as well. As the Sacramento airport was also under construction immediately to the north, this initial 2-lane segment served as a construction access road to the airport site. It saw little traffic until I-5 was completed both north and south of the segment.
Temporary I-5 was signed, from 1972 to about 1976,
from the present Charter Way (Route 4 WB) interchange in Stockton, east along
Route 4 to Route 26 (old US 50), on Route 26 east to Route 99, then north on
Route 99 north to I-80 (now Business Route 80/US 50) at the Oak Park interchange in
Sacramento. From there it was signed west on I-80 to Route 113, then north on
Route 113 to Route 16, which at that time remained on its original E-W route
through downtown Woodland. It turned west on Route 16 to the old US 99W
alignment northward to the present I-5 alignment (this currently is the eastern
end of the western segment of Route 16), where it veered northwest along old US
99W, which was gradually being supplanted by I-5. The reason why Temporary I-5
was not routed from Sacramento to Woodland along Route 16, the most direct
route and the one closest to the nascent I-5 alignment was the same as that of
the original US 99W: Route 16 traversed the Yolo Bypass flood-control facility
at ground level and was inundated during heavy rains, when the weirs along the
Sacramento River were opened to avoid overflow in Sacramento. I-80, and US
40/US 99W before it, crossed the Bypass on a bridge structure, so it remained
open even when the bypass was flooded. After 1976, when the I-5 bridge over the
Bypass opened, completing that route north of Sacramento, the temporary section
was truncated back to the (then) I-5/I-80 interchange in Sacramento, using
Route 99 via Lodi until I-5 was opened between Stockton and Sacramento in 1981.
In 1963, the routing was defined by Chapter 385 as "Route 5 is from the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, a point on Route 99 south of Bakersfield, the westerly side of the San Joaquín Valley, and via Yreka; also passing near Santa Ana, Norwalk, Elysian Park in Los Angeles, Glendale, Woodland, and Red Bluff. That portion between Route 99 south of Bakersfield and Route 113 near Woodland may include all or portions of any existing state highway route or routes." The routing was simplified in 1984 (Chapter 409) to the present "Route 5 is from the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, the westerly side of the San Joaquín Valley, Sacramento, and Yreka; also passing near Santa Ana, Glendale, Woodland, and Red Bluff."
In San Diego, the "Montgomery" Freeway portion of I-5 was built for US 101 and existed before I-5, as part of US 101. When the San Clemente section of I-5 was finished, it was connected to the rest of the "San Diego" Freeway, which was connected to the "Montgomery". The Montgomery was then updated to be to Interstate standard. When the San Clemente section was finished, US 101 was multiplexed to San Diego. At the time, the section of I-5 from I-8 to Mission Bay Dr. was not finished, so the rest of US 101 from the northern end of the Montgomery to Mission Bay was part of US 101. When I-5 was finished there, US 101 was decomissioned south of the East Los Angeles Split (the present-day US 101/I-5 junction).
In Oceanside, US 101 (I-5) previously ran along Hill Street.
According to a book on the history of Buena Park, there was a debate regarding the routing of Route 5 through Buena Park. Apparently there were three proposed routes each of which were established as temporary highways while the freeway was being planned, and there was even a AAA map published that showed all three routes. Apparently one route was the site of the original El Camino Real Highway, which thru Orange County went up roughly what is now Route 57, and then went west on La Habra Blvd. Knotts Berry Farm, which was then the Amusement Park as this was pre-Disneyland, wanted the route that went up Beach Blvd, Route 39. Buena Park, itself, did not want to be divided by a freeway and was opting for the Manchester route which is the current route. [Thanks to David Whiteman for this information.]
Sparker provided more history of the construction of the Golden State Freeway (the portion of I-5 N of the East LA interchange):
The first section of the Golden State Freeway (eventual I-5) to be constructed and opened was between Riverside Drive near the L.A. Zoo in Griffith Park and Alameda Ave. in Burbank; that was opened in early 1957. By the end of that year it had been extended south to between Glendale Blvd. and Los Feliz Blvd, using temporary ramps to empty out onto Riverside Drive. Included in that segment was the Colorado Blvd. extension (part of LRN 161/Route 134). By mid-1958 US 99/US 6 had been rerouted onto the freeway using the Colorado extension (an arrangement that lasted for about 3 years). Northbound, US 99/US 6 remained on San Fernando Road (the original alignment) to the Colorado extension, then used that extension to the freeway mainline. It went north on the freeway to Alameda, where it turned west with Route 134 to Victory Blvd. At Victory Blvd. the temporary routing turned north, using that street to the "Five Point" intersection of Victory Blvd., Burbank Blvd., and Victory Place. While Victory Blvd. turned due west at that intersection, the US 99/US 6 temporary routing continued north on Victory Place, which merged with the original San Fernando Road alignment east of Lockheed (now Hollywood/Burbank) airport. This rerouting was necessary because northward construction on the Golden State Freeway used the alignment of Front Street, the former route, in central Burbank; the street was demolished in late 1957 to make room for the freeway, which was opened to traffic as far north as Burbank Blvd. in the spring of 1959.
The segment along Riverside Drive, which included the Route 2/Glendale Freeway interchange, was opened to traffic in the spring of 1961; southbound, it emptied all US 99/US 6 traffic onto the southbound Pasadena Freeway over the present ramp system bordering Elysian Park. The first Golden State Freeway section to actually receive I-5 signage, between Broadway on the north and Boyle St. on the south (near Hollenbeck Lake, just north of Wilshire Blvd., and including the San Bernardino Freeway interchange), had opened in early 1960, with the I-5 ramps to the southbound Santa Ana Freeway (US 101) opening a year later. The final section, between Broadway and just north of the Pasadena Freeway (including the interchange with that freeway, then US 66, and the L.A. river bridge) opened in late 1962.
North of Burbank, the segment between Burbank Blvd.
and Lankershim Blvd. in Sun Valley opened in the spring of 1961, extending
north to Van Nuys Blvd. in early 1963 (this section included the inital ramps
to the planned Hollywood Freeway -- originally intended to be part of US 6,
but, after the '64 renumbering, becoming Route 170). The final I-5 segment
between Van Nuys Blvd. and the existing Golden State Freeway alignment north of
Sylmar was opened to traffic in the fall of 1963, essentially finishing the
freeway from its inception at the E.L.A. interchange to the point where it
departed the San Fernando Valley.
In the historic downtown Los Angeles community of Boyle Heights, full of
Craftsman bungalows and Victorian homes, city planners saw fit to run a stretch
of I-5 right through Hollenbeck Park in 1960 (despite a petition against it
bearing an estimated 15,000 signatures and the dissent of then Councilman
Edward Roybal). Hollenbeck originally includes a lovely lagoon ringed by trees.
That lagoon now has a freeway running through it.
On I-5 south at Route 118 there's a section of a bridge just before Paxton where it looks like the exit for Paxton originally went before Route 118 was built. It's an extra lane on the right with the original round rails but a little bump of concrete has been put down to kind of block off that lane.
The truck route for the current I-5 near Newhall Pass is from 1954 (when the route was still US 99). At the point where the truck routes cross Sierra Highway, there is an old tunnel similar to the one on the truck routes today. Its about half-filled with dirt and is open on one side. You can even see where the lights used to be. It was an undercrossing for an onramp that no longer exists connecting southbound Sierra Highway with southbound I-5 or US 99.
More specifically, the history of the "truck route" in this area is as follows: The original "road" was the railroad, which still goes through the tunnel built in 1875. The surface roads were pretty primitive in those days, with a mere dirt path going through Beale's Cut less than a mile north. That road was improved in stages, and became San Fernando Road, running continuously from LA all the way up into Newhall. The road NW to Castaic Junction was extended in 1915 along the Ridge Route, connecting LA to the Central Valley. When the roads got numbered in the 1930s, the road NW became US 99 (and the Ridge Route was bypassed by a new divided highway), and the road NE got the US 6 designation, but was renamed the Sierra Highway, which is why there is now a disjoint section of San Fernando Road up in Newhall. This was also Route 7. At this time, all the traffic was going through the old Newhall Tunnel. This tunnel was constructed in 1910, and was only 17' 5" wide, and accomodated two lanes of traffic. In 1928-1929, to alleviate traffic in this tunnel, the state constructed a bypass route along Weldon Canyon. This diverted the traffic going N to Sacramento and the San Joaquin Valley. However, the tunnel remained a bottleneck. In the late 1930s, a project called the Mint Canyon Short Cut was started. This process involved creating a divided road, and completely eliminating the tunnel by excavating and opening the top. The purpose of the Mint Canyon Short Cut was to carry the US 6/Route 7 traffic. This project also involved some rerouting of the end of Foothill Blvd. At some point, US 99 in the Sylmar area was rebuilt again as a divided highway next to "The Old Road", and its interchange with Sierra Highway was rebuilt as a three-level structure, with a short tunnel to carry southbound US 6. You can still find a bit of that tunnel on the ground, but it is mostly filled in with dirt. US 99 became I-5 officially in 1964, and US 6 became Route 14. Through the 60s, the Sierra Highway was gradually replaced by a freeway following a different alignment; the freeway construction started in the Antelope Valley and worked its way south. This project was finally completed in 1971 when the old I-5 (US 99) was redefined as truck lanes, the side of the hill was carved away, and new auto lanes were built, including the connection to the new Route 14 freeway. This involved eliminating most of the connectivity to Sierra Highway. This interchange still shows signs of the plans to continue Route 14 S. Half way through this construction, the Sylmar earthquake hit, and knocked a lot of the flyover ramps down, delaying the completion of the project. Similar damage happened in 1994.
In the Santa Clarita area, I-5 was built in segments: Castaic to Castaic
Junction - 1967. Castaic Junction to Saugus Junction - 1964, Saugus Junction to
Calgrove Blvd - 1968. Calgrove Blvd to the top of Weldon Summit - 1967.
Often, folks ask about the famous "French Switch", where the two sides of I-5 swap which side of the road they are on. This occurs to give southbound - downhill - traffic a gentler descent so as to reduce the incidence of trucks losing their brakes. The uphill lanes are curvier and much steeper, as they follow the previous route of US 99/Golden State Highway. Uphill traffic stays on the valley floor until it reaches the base of the mountains, then takes a path through the canyons as it travels to the top of the first major set of hills. Downhill traffic takes a nearly straight constant-grade path that doesn't come down to the valley floor until nearly a mile south of the point where northbound leaves the valley floor.
In 2013, it was reported that volunteers had been
attempting to maintain the original Ridge Route roadway, and were running into
resistance from the US Forest Service, which technically owns the two-lane road
that was created by horse-drawn scrapers in 1914 across ridge tops dotting the
Sierra Pelona mountain range north of Castaic. The Forest Service closed the
20-foot-wide road to the public in 2005 after heavy rains washed out parts of
it. Federal officials later spent millions of dollars to repair the damage and
repave 1½ miles of the road. It is now passable, although some areas remain
unpaved because of pipeline relocation projects conducted by petroleum and gas
companies whose lines run parallel to the road. The Forest Service also will
not allow members of the nonprofit Ridge Route Preservation Organization to use
mechanized equipment to clean out culverts and remove rocks that occasionally
tumble onto the roadway, and have balked at designating the road a National
Forest Scenic Byway. The organization, as of 2013, was sitll using shovels and
wheelbarrows to clean out drains. The volunteers also use sledgehammers to
break up steamer-trunk-sized boulders that sometimes fall onto the road where
it slices through a steep ridge at a place called Swede's Cut. The Forest
Service has indicated the roadway might reopen to the public later in 2013
after the utility companies undertake a $10-million slope-shoring project that
will protect both their pipelines and the pavement at Osito Canyon, near the
road's halfway point.
In 2016, there was another update on the volunteers
maintaining the original Ridge Route, and why it may never be reopened again.
Opened in 1915, and credited by historians with uniting the economies of
Northern and Southern California, the notoriously slow and dangerous roadway
had been superseded in 1933 by Route 99, itself to be replaced in 1970 by I-5.
Harrison Scott first met the roadway in 1955, but did not return to the route
until exploring it again in 1991, this time on a road trip with his son. After
Route 99 bypassed it, the Ridge Route began losing its businesses. The cafes
and gas stations were gradually shuttered, many of them in the 1940s and '50s.
Sandberg's was destroyed in a 1961 fire. The once-grand but fading Hotel Lebec
was torn down three years later. The Gorman Hotel was demolished in 1972.
Working with government officials, Scott succeeded in 1997 in getting the
highway listed on the National Register of Historic Places. He wrote a book
about the road, formed the nonprofit Ridge Route Preservation Organization to
raise funds to maintain it, and organized volunteer work crews to ensure it was
safe for driving, biking and hiking. He hoped to have the route named a
National Scenic Byway, like the Blue Ridge Parkway in the Appalachians, or the
Natchez Trace Parkway, which runs through Mississippi, Alabama and Tennessee.
That would have qualified the Ridge Route for federal money, Scott said, for
signage, guardrails, vista pullouts and other improvements. But Scott gradually
found his proposal snarled in red tape. In 2005, the Los Angeles County Board
of Supervisors elected to vacate the Ridge Route, giving up their control of
the mountain motorway and ceding stewardship to the U.S. Forest Service, over
whose land the road had always traveled. Massive rainstorms in 2005 forced the
Ridge Route's closure. The Forest Service, without sufficient funds to repair
storm damage to the road, erected huge metal gateways, and shut off access to
all but the utilities and energy companies whose gas pipes or power lines still
follow the Ridge Route. Worse, the transfer of control of the roadway also
relinquished easements onto it. Suddenly, access to the northern and southern
ends of the Ridge Route, already gated, was in the hands of homeowners. Today,
the stalemate continues. The Forest Service confirmed that it had given up the
easements in question, and that the public Ridge Route is now landlocked by
private citizens. The southern gate to the roadway is a 12.5-acre parcel owned
by retired graphic artist Greg Olson, who said he has lived on the property for
26 years. Olson said he had several conversations with Forest Service officials
and Scott's Ridge Route Preservation Organization about granting right of
passage, and was prepared to give it to them free of charge. But those
conversations ended in 2008 and never resumed. Olson, who has plans to develop
the property, is no longer willing to reopen the road to full-time traffic.
Today, Scott, as founder of the Ridge Route nonprofit, is one of only a few
private citizens with keys to the gates that block the historic roadway.
Many ask why the Westerly routing in the San Joaquin Valley was constructed. One poster on MTR noted that in 1965 or thereabouts, in response to a legislative request, the then California Division of Highways prepared a report on the effect of the Interstate system on California highway development. One important point noted in this report was that although both I-5 and Route 99 were planned for eventual development as freeways, I-5 had received artificially higher priority over Route 99 because it was funded as an Interstate and so attracted federal completion deadlines. This in turn meant that more resources were being devoted to I-5 even though it was projected to be far less busy than Route 99. This might imply that the Division had had the decision to build I-5 on an independent alignment wished on it—possibly by the Legislature, the Highway Commission, or even the B.P.R.—and would rather have chased the traffic on Route 99, possibly by building it as an Interstate, while leaving the facility now known as I-5 to be developed as a western relief route at some point in the relatively distant future.
Sparker at AARoads provided a nice explanation for the delay in completion of I-5 between Stockton and Sacramento on 7/17/2016:
The reason for the delay in the completion of [this segment] was largely due to the fact that the ground along the alignment was highly unstable, the routing essentially lying along the eastern fringe of the Sacramento River delta. Grading that sunk hours after being completed was more common than not along this section; there was a lot of fill involved, often with rocks and rip-rap trucked in from other projects. One section, between Route 12 and San Joaquin County Route E13 (the western non-state extension of Route 104 west from the Galt area) was particularly problematic; they built twin bridges over the Mokelumne River (at that point practically a bayou rather than a river) — but every time they tried to build the embankment approaches (there were levees on both sides of the river), it would sag almost immediately because the water-saturated ground upon which they were building wouldn't support the additional weight. Eventually, they had to resort to pumping as much water out as they could, replacing it with a fill composition more resistant to saturation. Pretty much every technique used along that route was trial-and-error; neither Caltrans nor their various contractors had encountered anything like it previously. The preliminary grubbing for that route segment had started about 1967; it was 14 more years until it finally opened.
In Sacramento, before the route was completed in the late 1960s, it appears that I-5 split off of Route 99, and ran W along Broadway, and then continued W co-signed with the West Sacramento Freeway, then signed as I-80/I-5 (now Business Route 80, unsigned Route 50). Given that, it was likely then route N temporarily along Route 113 back to the present route of I-5. Additionally, while the West Side Freeway portion was being completed around 1975, I-5 had a temporary routing that entered the Sacramento area via Route 99 (South Sacramento Freeway), then followed Route 99 westbound on the WX Freeway past the Oak Park Interchange (co-signed with I-80), before merging with the constructed portion of the West Side (but still co-routed with Route 99).
In January 2005, the CTC considered a resolution to vacate the public’s right to use roadway connectors in the City of Sacramento, along Interstate 5 (I-5) between N Street and Capitol Mall and between Capitol Mall and L Street. The connectors were constructed around 1964 as part of the I-5 freeway project. At the time, Capitol Mall (formerly LRN 6, which was signposted as US 40) was the principal route for traffic traveling between Sacramento and San Francisco resulting in high volumes of inter-regional and local traffic using the same corridor. Upon completion of the freeway system in Sacramento, inter-regional traffic on Capitol Mall was almost completely eliminated. Traffic operation studies have concluded that these connectors are no longer necessary. The connectors are currently maintained by the City of Sacramento and reimbursed by Caltrans. Terminating the public’s right to use the connectors creates excess land that can be combined with other excess parcels and sold.
The exit for Route 99 North is also labeled "To CA 70". This was placed after the original Route 70/Route 99 co-designation was removed between here and the current junction. The overhead sign at the exit had a Route 70 shield on it until around the year 2000. The Route 99/Route 70 co-designation signage that remained as of 2003 were (1) on eastbound Elkhorn Blvd at the onramp to NB Route 99; (2) on Capitol Avenue at 5th Street; and (3) on I Street and 4th Street at the Amtrak station.
I-5 almost bypassed Redding entirely. Early plans would have had the freeway skirt the town near what is now Redding Municipal Airport. News reports from 1962 say that as many as four routes originally were considered, but residents, city leaders and business owners chose the one nearest to Redding. Cypress Avenue and Hilltop Drive soon became the main pit stops for travelers, leaving many businesses on former Route 99 in south Redding, downtown and the Miracle Mile to wither away.
In the Lake Shasta area, I-5 replaced the former Route 99 routing, which was submerged when the lake was filled. Relics of this routing reappears when the lake water level drops, as noted in this story: "A bridge from Highway 99, the precursor to Interstate 5, was being used last week as a makeshift low-water boat ramp at Antlers Resort & Marina near Lakeshore Drive in Lakehead."
In 1953, it was proposed that I-5 bypass Yreka. However, California Senator Randall Collier made the route go through Yrkea. The original plan was to have I-5 run on the east side of those hills near Shasta Lake, straight across that gently rolling plain instead of taking a big bend to the west. However, although the interstate was a federal project, the California Highway Commission had the final say in where the freeway would go, and in the early 1960s, State Sen. Randolph Collier was chair of the CHC. In 1947, Collier wrotethe Collier-Burns Act, which created the funding for the California highway network. Collier grew up in Yreka, and began his political career as Yreka's police judge, a position he held for 13 years until 1938, when he was elected California senator. For 37 years he was the representative for six Northern California counties. In 1963, when the government proposed to bypass Yreka by routing I-5 directly from Grenada to Hornbrook, Collier went to work. By the end of the year, the planned length of the freeway had increased nearly two miles, with the route swerving to the west and passing through Collier's hometown of Yreka before turning back east, adding an additional $7 million to the $28 million project. Until his death in 1983, Collier's opponents whispered under their breath, calling his freeway diversion "Collier Curve," "Politician Hill" and the "Randolph Collier Monument."
(Source: Mail Tribune, July 2009)
Research by J. Ledbetter noted that I-5 was completed from the Oregon state line to the Hilt interchange sometime in 1966. This coincides with the opening of I-5 in Oregon, from the S. Ashland Interchange (Exit 11) to the California state line, as a full freeway on June 21, 1966. (The northbound lanes were opened to two-way traffic six months earlier, on December 21, 1965, while the southbound lanes were still under construction) In particular, the November-December 1965 of CHPW notes "In Siskiyou County, conversions of a short section of I-5 in and north of Dunsmuir and a 1.5-mile section south of the Oregon line to full freeway standards are nearing completion, and the budget will finance the construction of 3.3 freeway miles on this route, approximately 11 miles north of Yreka."
The following freeway-to-freeway connections were never constructed:
In 1934, Route 5 was signed along the route from Jct. Route 13 (now Route 17) near Glenwood to Jct. Route 1 at San Francisco (along Skyline Blvd) . This route was LRN 55. This was renumbered on July 1, 1964 as Route 35, although parts of the original Route 5 alignment follow the current alignment of Route 280. Before Route 280 was constructed, Route 5 began at the intersection of Route 9 (LRN 42) and Skyline, proceeded up to the junction of Route 92 (LRN 105), and then went over Crystal Springs Reservoir, and then turned north following the existing portion of Route 280 from the Route 92/I-280 interchange north to until where Skyline Blvd exits to the left.
The segment of I-5 (that is, former US 101) between the Mexican Border and Santa Ana (Route 72) was defined as part of the state highway system as LRN 2. It was originally signed as US 101. The segment between San Diego and Santa Ana was added in the first bond issue in 1909/1910.
LRN 2 (US 101) was extended to the Mexico border in 1931. Prior to 1931, the existing state highway only went as far S as National City; the remaining 10 miles to the border was traversed by county highways. The extension used portions of the county roads with an ultimate connection to the Mexican line that depended on the selected site for the US Customs House. It was anticipated that the extension would carry a large volume of local traffic but when the proportion of such traffic that can be analyzed (as of is of a transient nature) is added to the traffic originating at distant points, it was determined that the routing served principally a class of traffic that was of State rather than local nature.
The LRN 2 / original US 101 routing between Santa Ana and Los Angeles is present-day Route 72, which was part of the 1909 LRN 2. From San Juan Capestrano, the LRN 2 routing of US 101 ran N through El Toro and Irvine to Santa Ana. It ran along 1st Street, Main Street (Santa Ana), Santa Ana Blvd, Los Angeles Blvd (renamed after 1970 to Anaheim Blvd), and Spadra (renamed in 1967 to Harbor Blvd). It ran N on Spadra/Harbor to Whittier Blvd, and W along Whittier Blvd into Los Angeles County to Mission Road. It ran N along Mission Road to Sunset Blvd. This portion of the routing has been bypassed by I-5.
LRN 161 and LRN 174 were planned limited-access reroutings. The current segment between Main Street in Santa Ana to Firestone Boulevard (former Route 42) near Norwalk was defined as part of the state highway system in 1933 was LRN 174, and was signed as US 101.
The segment from LRN 172 (3rd Street, eventual Route 60) at the intersection of Downey Road to Firestone Blvd near Norwalk (LRN 174; former Route 42) was LRN 166, defined in 1933. The routing was moved in 1941 from Telegraph Road between Los Nietos Road and I-5. LRN 166 also included the segment of 1964-1965 Route 245 along Downey Road between Route 60 (LRN 172). This was also part of US 101.
The segment between Downey Road (eventual Route 60, LRN 172) and downtown Los Angeles was the remainder of the original 1909/1910 LRN 2. The segment between downtown Los Angeles (the current start of US 101) and Route 14/Tunnel Station was defined in 1909 as part of LRN 4. It was signed as US 99. Portions of this were later bypassed by LRN 161, leaving the only the portion between downtown and Route 110, and the portion N of Colorado Street in Glendale, as what was LRN 4. LRN 161 (between Route 110 and Colorado Street (originally Route 134)) was defined in 1947. The Burbank section was completed in 1959; the San Bernardino Split in 1947, and the San Fernando section in 1963. This segment was signed as US 99 until 1961.
An August 1941 report issued by the Regional Planning Commission of Los
Angeles County entitled "A Report on the Feasibility of a Freeway Along the
Channel of the Los Angeles River" proposed a four-lane roadway on each
levee from Anaheim Street in Long Beach north to Sepulveda Boulevard in the San
Fernando Valley; excepting between Soto Street and Dayton Street in downtown
Los Angeles, where, due to a lack of right-of-way along the river, the
alignment matches the future alignment of the US 101 portion of the Santa Ana
Freeway. There is no mention in the report of a master plan of freeways like
that issued in 1947, although the maps showed connections to the
already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo
The segment between Wheeler Ridge and Woodland (the "westerly realignment") was defined in 1957 (Chapter 26), and was LRN 238. Before the westerly realignment, the route (as US 99) continued along US 99 (LRN 4) through Bakersfield to Sacramento. It then ran, as US 99W (cosigned with US 40), from Sacramento along LRN 6 (the present day routing approximates I-80) to just W of Davis, where it turned N, running cosigned as Alt US 40/US 99W (LRN 7; present-day Route 113) to Woodland. Currently, portions of this routing include LRN 138 (defined in 1955, Chapter 1912) from Route 33 near Oilfields to Route 33 and LRN 5 from I-205 east of Tracy to Route 4 in Stockton (defined in 1909/1910).
The segment from Red Bluff to the Oregon State Line was defined in 1909 as part of LRN 3. It was signed as US 99. See NAMING for more details on this history of this segment (see Stone Turnpike Memorial Freeway). Portions of this LRN have since been renumbered (as bypasses have been constructed) as Route 263, Route 265, and Route 273.
Note: More information on HOV construction is in the Status section below.
In San Diego County, HOV lanes exist between the Mexico and US ports of entry. These require four or more passengers, and operate 24 hours a day on weekdays.
HOV lanes are also planned for I-5 in San Diego as follows: (1) from I-8 to I-805; (2) from I-805 to 0.3 mi N of Del Mar Heights Road overcrossing (construction starts January 1998); (3) from 0.3 mi N of Del Mar Heights Road to 0.1 mi N of Manchester Road (construction starts January 1999); (4) from 0.1 mi N of Manchester Avene to Pointsettia Lane; (5) from Pointsettia Lane to Route 76; from Route 76 to the Orange County line from the I-5/I-805 junction to Del Mar Heights Road.
An EIR has been prepared for either an HOV or a general purpose lane on I-5 between Route 91 and I-605 (January 2002 CTC Agenda, Agenda Item 2.2a). See the main status section for more details on this project.
In Orange County, HOV lanes have been constructed on I-5 between the Route 91 and the Pacific Coast Highway (Route 1). The first segment to open was between Route 405 and Tustin Ranch Road; this opened in October 1992. In November 1995, the segment between Tustin Ranch Road and .2 mi S of 4th Street in Tustin opened. In May 1996, the following segments opened: (1) .1 mi S of Avery Parkway to I-405; (2) .2 mi S of 4th Street to the Santa Ana River, and (3) Route 1 to Ortega Highway. In June 1996, the segment between Ortega Highway and Avery Parkway, opened. HOV lanes between Route 22 and Route 91 opened in 2001. All lanes require two or more occupants, and are always in operation.
In Los Angeles County, HOV lanes are proposed between Route 14 and I-10 (with proposals, planning, and eventual construction in various phases), and between the Orange County Line and I-710 (again, in various phases, TCRP Project #42). The "Ultimate HOV Project" (District 7 TCRP Project #42) plans to add HOV lanes between Route 91 and Route 710. The programmed cost is $1.25 billion, and the estimated construction completion date is January 2013, with lanes being opened in five phases, possibly as early as July 2008. The project would add one general purpose lane between Route 91 and I-605, and one HOV lane between Route 91 and I-710. Construction should start in 4Q2004.
There is also a plan to add HOV lanes from Route 170 to Route 118, and from Route 118 to Route 14 (TCRP Project #41). There are various alternatives, owing to the nature of the I-5/Route 170 interchange, but the basic plan is to add one HOV lane in each direction, with truck lanes in the section near Route 14. The overall project involves the construction of one High Occupancy Vehicle (HOV) lane in each direction in the median on Route 5, from Route 170 to Route 14. The project also involves constructing new soundwalls on each side of freeway, widening several under-crossings, ramp improvements, and reconstructing Route 5/170 Interchange to provide direct HOV connectors between Route 5 and Route 170. The overall project has been segmented into two subprojects for implementation: #41.1 (Segment 1): Route 118 to Route 14 ’150; HOV lanes with mitigating soundwalls; #41.2 (Segment 2): Route 170 to Route 118 ’150; HOV lanes. Bids for the HOV lane project were $15,790,000 over the engineer’s estimate, likely due to industry wide material shortage of concrete and reinforcing steel and by increases in oil prices resulting in higher costs for asphalt concrete and fuel. Instead of descoping the project, Caltrans utilized $7,000,000 in TCRP funds from Project #50 (Route 71 Freeway) and an additional $8,790,000 provided by the Los Angeles County Metropolitan Transportation Authority (LACMTA) to allow the project proceed according to the revised schedule. This was originally scheduled for completion in October 2009. In June 2006, the CTC agenda noted that the HOV lanes for the #41.1 portion, Route 118 to Route 14, are currently under construction, and that construction of the soundwalls will commence upon the completion of the HOV lanes. However, completion of the HOV lanes was extended to Fiscal Year 2011 due to delays in awarding the project and for additional working days for the construction contract. As for the #41.2 portion, Route 170 to Route 118, the June 2006 CTC agenda noted that the project’s cost has increased due to a revised noise report requiring additional soundwalls, additional widening to meet FHWA requirements, and the escalation in cost of construction materials, such as steel and concrete, and right-of-way. The schedule was updated to allow adequate time to complete design and right-of-way acquisition and begin construction in the FY 2007-08; completion (as of June 2006) was scheduled for Fiscal Year 2009. Construction actually started in October 2010.
In Sacramento County, HOV lanes are planned between the I-5/I-80 interchange and Pocket Road (STIP Project #1, June 2002 CTC Agenda Item 2.5b(1))
San Diego County
San Yisidro Port of Entry
In November, 2014, the first phase of the modernization of the San Ysidro POE was inaugurated, consisting of expanding to 25 northbound lanes with 46 tandem booths – and the construction of a new Customs and Border Protection (CBP) administrative building – in order to reduce border wait times to 15-40 minutes. This goal was achieved during the first three months of operation after the expansion, however, wait times are once again on the rise. The remaining phases are expected to be concluded by 2018. The overall modernization project consists of three phases: phase one was the primary and secondary inspection facilities, the administration building, and the San Ysidro bridge; phase two will be the construction of a new northbound pedestrian crossing; and phase 3 will connect I-5 directly to the El Chaparral southbound facilities, as well as invert the old southbound lanes and add them to the 25 existing northbound lanes to reach a total of 33 lanes.
According to a General Services Administration (GSA) study, more than 50,000 vehicles cross through San Ysidro each day, and that number is expected to grow by up to 87% by 2030. Because more than 18 million vehicles and 8 million pedestrians cross through this POE each year, reducing border wait times has become a priority for both Californias. The San Ysidro Chamber of Commerce has stated that these border wait times cost San Diego County $7 million a year in losses.
San Ysidro will also receive a Pedestrian West Facility and a Virginia Avenue Transit Center in Summer 2016. Located adjacent to the Las Americas Outlet Mall, the GSA already unveiled designs for the Pedestrian West Facility back in May 2014. At the time, community members said it looked like a “road stop bathroom.” The GSA presented the same design at The Front, this time without public comment. The Pedestrian West facility will have ten northbound and two reversible pedestrian inspection booths.
The status of the project as of January 2016 was (more information at the project webpage):
(Source: Andy3175 @ AAroads, 1/30/2016)
In National City, there are plans to construct an auxiliary lane from 24th St. to Harbor Drive.
In March 2012, the CTC approved funding for two projects: (1) In San Diego at Civic Center Drive and the Wilson Avenue/I-5 northbound onramp: $1,150,000 to add signalization; add northbound lane on Wilson Avenue; widen northbound I-5 onramp; lengthen left-turn pocket from westbound Civic Center to Southbound I-5; add left-turn pockets for eastbound/westbound Civic Center. (TCIF Project 72); (2) In San Diego at Bay Marina Drive and I-5. $910,000 to widen Bay Marina Drive and add right turn lane onto Southbound I-5. (TCIF Project 69)
In June 2013, the CTC authorized $5,052,000 on I-5 in the city of San Diego, from 0.1 miles south of Route 8 to 0.3 miles north of Tacolote Creek Bridge; also on Route 8 from Route 5 to 0.3 mile east of Morena Boulevard. Outcome/Output: Construct auxiliary lanes and widen connector to improve traffic operations.
In December 2014, Steve O, the star of the
television series Jackass was cited for illegally modifying a sign near Sea
World. The Los Angeles-based entertainer, whose full name is Stephen Gilchrist
Glover, posted a YouTube video in August showing him climbing up the freeway
sign to attach the word "sucks'' after the words "Sea World." The stunt was
meant as a show of support for critics of SeaWorld who assert that the park
mistreats its orcas. People for the Ethical Treatment of Animals -- which has
long been critical of SeaWorld -- has agreed to pay any fine assessed against
the entertainer. The citation can be settled by paying a $239 fine before Dec.
22. Steve-O also has the option of a trial before a traffic court commission.
The stunt damaged the sign and posed a distraction for drivers that could have
caused an accident, the city attorney's office said.
In September 2011, the CTC approved for future consideration of funding a project to reconstruct the I-5/Genessee Avenue Interchange in the city of San Diego. The scope of work includes replacing existing overcrossings at Genesee Avenue and Voigt Drive, ramp widening at Genesee and at Sorrento Valley Road interchanges, construction of I-5 auxiliary lanes, realignment of Gilman Drive and various measures to improve pedestrian and bicycle access. The entire I-5/Genesee Interchange Reconstruction project will be constructed and designed in phases. Phase 1 includes the reconstruction of the I-5/Genesee Interchange, the addition of auxiliary lanes north of Genesee Avenue, and improvements to the Sorrento Valley Road on-and off-ramps. Phase 2 includes the addition of auxiliary lanes south of Genesee Avenue, replacement of the Voigt Drive Overcrossing and realignment of Gilman Drive. Phase 1 is fully funded with local and federal dollars and is estimated to begin construction in 2014. Phase 2 is fully funded through Plans, Specifications, and Estimates only. Depending on the availability of funding, construction of this phase is estimated to begin between 2015 and 2020. The realignment and widening of the Genesee southbound off-ramp (PPNO 0129P) is programmed in the 2010 State Highway Operation and Protection Program (SHOPP). Total cost of this portion of the project is $12,987,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The approximate estimated cost of the entire Interstate 5/Genesee Interchange Reconstruction Project, including the SHOPP funding, is $145,000,000. The SHOPP scope of work as described scope programmed by the Commission in the 2010 SHOPP. A copy of the MND has been provided to Commission staff. The project will mitigate potential impacts to traffic, biological resources, aesthetics, noise, and paleontology to a less than significant level by incorporating measures to minimize, avoid, restore, and replace impacted resources. As a result, an MND was completed for this project.
In May 2013, the CTC authorized $8,423,000 to realign and widen the Genesee southbound off-ramp. The CTC also authorized $8,000,000 of Prop 1B funds to reconstruct I-5 Genesee Bridge and interchange including ramps and retaining walls; add Type 1 bicycle facility between Voigt and Sorrento Valley Road.
In San Diego, there are plans to add an auxiliary lane at the Mission Bay Overcrossing to Route 52 (PM R24.1/R25.8). [CTC February 2002 Agenda Item 5.2b(1) Project 4]. There are also plans to realign the freeway at Virginia Avenue approaching the San Ysidro Port of Entry [CTC April 2002 Agenda Item 2.1c.(1) TCRP Project #88]. According to Don Hagstrom in October 2002, plans to re-align the southbound I-5 lanes towards the old Virginia Avenue crossing, allowing a conversion of the current southbound lanes into northbound lanes, to alleviate some of the waits and congestion there. This would mean that I-5 southbound into Mexico would veer sharply to the right to meet the new crossing. It is likely that a suitable connection to the Calle Internacional (a 4-lane divided highway in Tijuana that parallels the border fence) will be constructed, since this important highway is the main gateway to the MEX-1D toll freeway to Rosarito and Ensenada.
In August 2015, the CTC vacated right of way in the city of San Diego along Route 5 at 0.2 mile north of Carmel Mountain Road, consisting of a drainage easement no longer needed for State highway purposes.
In January 2010, the CTC authorized use of ARRA funds for a project that consists of extending the high occupancy vehicle lanes from the Route 5/Route 805 merge to Carroll Canyon, constructing a north facing Direct Access Ramp with Carroll Canyon and extending Carroll Canyon to Sorrento Valley road. This project is an excellent candidate for Recovery Act funds as the project will likely create approximately 660 jobs in San Diego County. In accordance with AB 3X-20, which authorizes the Commission to allocate bond funds displaced by Recovery Act funds, SANDAG plans to request that the $57,500,000 in CMIA funds be reprogrammed to other eligible projects in the region at a future Commission meeting.
In August 2015, the CTC authorized relinquishment of right of way in the city of Solano Beach on Marine View Avenue, consisting of a reconstructed city street.
I-5 Widening - North San Diego to Camp Pendleton
In November 2010, there was additional information on the project that would widen I-5 between the I-5/I-805 interchange and the Camp Pendleton boundary. There are a number of different options for expansion (shown in the figure to the right, from the S-D Union Tribune). There is lots of opposition. At least four cities along the corridor have paid for their own impact studies and will be conveying their conclusions to Caltrans. Del Mar’s City Council urged Caltrans to look at alternatives to move people and goods, rather than just cars and trucks. SANDAG sought to contain any construction to the existing right of way and to protect the six lagoons and ocean views traversed by the highway. Community groups have hired attorneys to fight the plan every step of the way. Groups like the Audubon Society and Sierra Club have weighed in against the expansion. Allan Kosup, Caltrans director for the I-5 corridor, says it will take until the middle of 2011 to sort through and address all the comments and then pick a preferred option. Construction could begin in 2013.
SANDAG later indicated that their preferred approach is a phased-in development of the 12-lane highway that retains the inner-freeway but would require far less taking of private land and homes along the corridor. Their letter to the CTC stated that the board of directors supported the 8+4 option for the highway and encouraged Caltrans to minimize right-of-way impacts to adjacent properties to the corridor. It backed a gradual introduction of the HOV/HOT lanes, starting with two in the center (one in each direction) and expanding only if necessary. They also suggested that the design minimize and mitigate visual, noise and air quality impacts as well as effects on the corridor’s coastal lagoons.
In July 2011, it was reported that had decided to go with the 4-lane widening option. The decision to build only four express lanes (open to buses, carpools and drivers willing to pay a fee) reduces the project cost to $3.5 billion. It also cuts in half the number of homes and businesses slated for seizure and removal to make way for the project. Caltrans must still obtain a development permit from the California Coastal Commission before the agency can widen the freeway. Caltrans estimates the first phase of construction—a northbound and southbound express lane from Encinitas to Oceanside—could start as early as 2013.
In September 2012 additional details were provided.
The new information about the project is contained in a draft supplemental
Environmental Impact Report, which was officially released for public comment
on Aug. 31, 2012. The public has until Oct. 15 to review and comment on the
document. Additional documents to be released in the coming months include a
final EIR and a “public works plan.” The project involves the
addition of four carpool lanes — for a total of 12 lanes — between
La Jolla and Oceanside, as well as rail improvements such as double-tracking,
enhancements to North County lagoons, bicycle paths along the entire 27 miles
of the project, and pedestrian walkways. In preparing the supplemental EIR,
Caltrans commissioned hydraulic and other studies to determine how best to
protect and enhance the health of the lagoons. The study found that longer
bridges over three lagoons — San Elijo, Batiquitos and Buena Vista
— are needed to provide better water flow in and out of the lagoons.
Bridges across Penasquitos, San Dieguito and Agua Hedionda were found to be
adequate. Caltrans has also acquired 100 acres of land along the lagoons, which
will be preserved as open space to compensate for environmental impacts of the
I-5 project. Planners have also added bicycle lanes along the entire project
corridor; some will be within the freeway right-of-way, while others will be on
local streets. Construction on the road improvements and environmental
mitigation could begin in 2014, pending approval by the California Coastal
Commission and other agencies. The road portion of the project will cost $3.5
billion, while the total project, including rail improvements, is pegged at
$6.5 billion. The estimated completion date for the entire project is 2035.
In October 2012, more information on the EIR was obtained. There are five alternatives being considered:
In March 2014, the CTC approved for future consideration of funding a project in San Diego County that will construct roadway improvements on I-5 for 27 miles from Oceanside to San Diego. Phase 1 (PPNOs 0615A, 0615B, and 0615C) will extend the existing High Occupancy Vehicle lanes from Manchester Avenue to Route 78, replace the San Elijo and Batiquitos Lagoon bridges, and build soundwalls. Phase 1 is programmed in the State Transportation Improvement Program and is fully funded. The total estimated cost of this phase is $481,820,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16. The remaining phases are not yet funded. The locally preferred alternative was Alternative 4: 8 + 4 buffer.
In August 2014, it was reported that the North
Coast Corridor program, a $6.5 billion package that would add freeway, rail,
bicycle, pedestrian and environmental improvements along a 27-mile stretch from
La Jolla to Oceanside, won unanimous approval from the California Coastal
Commission. The new freeway lanes, called express lanes, would be added to the
middle of I-5, eventually stretching the entire 27 miles and costing an
estimated $3.5 billion. Like the I-15 express lanes, they would be open to
carpools, buses, motorcycles, select clean air vehicles and toll-paying solo
In May 2016, it was reported that work will begin in late Summer 2016 on part of the $6.5 billion North Coast Corridor Program — led by the California Department of Transportation and the San Diego Association of Governments — that will ultimately stretch 27 miles from La Jolla to Oceanside. The plan includes an ambitious collection of transportation, environmental, and coastal access projects that will take shape over the next 30 years. Key among them is adding four express lanes to I-5. The $700 million first phase of the corridor project will begin in the next several months with freeway work in Encinitas, where an eight-lane bridge that crosses the San Elijo Lagoon will slowly be replaced with a larger, wider structure. Work will also begin on another freeway bridge that crosses the Batiquitos Lagoon in Carlsbad. The $700 million Phase 1 work will include:
All of the Phase 1 construction is scheduled to be
completed by the end of 2020. The price tag includes $480 million for the
highway improvements, $140 million for railway improvements and $80 million for
environmental work. The freeway between La Jolla and Oceanside carries an
average of more than 700,000 vehicle trips a day, according to SANDAG. Growth
forecasts vary, but the county’s population has more than doubled since
the freeway was built, and traffic is certain to increase in the decades
In September 2015, it was reported that property
acquisition was underway for a future park and ride and direct access ramp at
Manchester Avenue in Encinitas along I-5 north county corridor. Plans call for
a 5-acre Park and Ride, with five acres to be set aside for agriculture and 10
acres for open space. The projects are part of Caltrans’ $6.5 billion
package of rail, freeway and lagoon improvements for the I-5 corridor.
They’re scheduled to be completed during phase one of plans, 2016 to
2020. It was also reported that, in August 2015, the California Coastal
Commission unanimously signed off on the widening plan, which would widen I-5
to include four new express lanes and provide a series of rail, public transit,
bicyclist and pedestrian improvements between La Jolla and Oceanside. Four
lanes designed for car pools, buses and toll-paying solo drivers would be built
along the middle of the freeway. Two conventional lanes would also be added.
The project was estimated to cost $6.5 billion to be funded through a
combination of federal, state, and local funds. Environmental groups had
expressed concerns about the impact on wildlife living in six coastal lagoons,
32 acres of wetlands and 74 acres of coastal sage. Developers have since said
they’ve addressed these concerns. Now that planners have received
approval from the CCC, a carpool lane from Manchester to Birmingham will begin
construction next year. That will be the first phase of an 11-mile HOV
extension from Manchester to Route 78.
I-5/Route 78 Interchange
In June 2015, it was reported that Caltrans is in
the process of rebuilding the I-5/Route 78 interchange that spills traffic into
a residential neighborhood. Caltrans first shared information on proposed
interchange improvements in January 2015, and followed up with additional
community briefings since then. This was reolated to a number of planned I-5
corridor improvements, and the necessity to upgrade both ends of Route 78
before future work on I-5 begins. The roadway improvements would be designed to
ease expected traffic flow for 30 years out. There was a specific community
concern about flyovers; the community wanted flyovers to be eliminated as an
idea. Caltrans indicated that a flyover would be studied for traffic, cost and
impact on neighborhoods, along with other alternatives. However, they
appreciated community feedback, and it provided Caltrans great ideas, including
consideration of a roundabout and bike lane. In addition to objections to noise
and pollution, residents expressed concern over the lack of progress in Buena
Vista Lagoon restoration, which the interchange will cross. Another big concern
of residents and city council members was the speed of traffic that exits the
interchange and barrels through a South Oceanside neighborhood.
In October 2013, the CTC relinquished right of way in the city of Encinitas adjacent to Route 5 along Regal Road, consisting of non-motorized transportation facilities. The CTC also relinquished right of way in the city of San Diego along Route 5 on Roselle Street, consisting of roadway and sidewalks.
There are currently vague plans to add high-occupancy tolls lanes to the route in Northern San Diego County.
I-5/Route 56 Interchange
In San Diego: In July 2005, the CTC received a notice of EIR preparation for Route 5 and Route 56 in San Diego County that would provide a connector between Route 5 and Route 56 near Del Mar Heights (NOP). This is funded in the 2005 Transportation Bill. The alternatives being considered are:
In San Diego, TCRP Project #82 reconstructed the I-5/I-805 interchange, from Genesee Avenue to Del Mar Heights Road. The basic plan was to extend C/D (Collector/Distributor) roadways along I-5 from Route 56 to I-805. Trucks would also be directed onto the C/D roads, so they would also serve as truck bypass lanes, separated from the main lanes by concrete barriers. The "C/D lanes" (4 in each direction) are labelled as the "LOCAL BYPASS" (not truck lanes). Northbound the signage (from both I-5 and I-805) is "LOCAL BYPASS/Junction 56 EAST", reflecting that one must use the bypass to access Route 56); southbound it is "LOCAL BYPASS/Carmel Mountain Rd". The bypass includes a new Carmel Mountain Rd exit in both directions. Route 56 traffic going south merges into the bypass.
In April 2007, the CTC considered an amendment to TCRP Project #82.2 that changed the project from constructing of northbound and southbound auxiliary lanes from Via De La Valle to Lomas Santa Fe Drive (including soundwalls and bridges) to extending the existing HOV lane from just south of Via de la Valle to just south of Manchester Avenue, and realigning ramps at the Lomas Santa Fe Drive Interchange. The original proposal was part of a larger project to revise the interchange at Lomas Santa Fe Drive. However, the estimated cost of the interchange work increased beyond the region’s funding capability. The auxiliary lane work was then removed from the larger project and is now being constructed as part of another project. A Value Analysis Study suggested that the region would likely be able to fund the interchange work if the construction was combined with a planned extension of a High Occupancy Vehicle (HOV) lane in each direction from just south of Via de la Valle to just south of Manchester Avenue. The HOV work would provide significant congestion relief by allowing HOV users to continue through an area of daily recurring congestion. By removing the scope of the auxiliary lanes and combining the interchange work and the HOV extension project, the region expected to be able to fully fund the project. The project is scheduled for completion in FY 2009/2010.
In January 2007, the CTC considered relinquishment of right of way in the city of San Diego on Vista Sorrento Parkway, north of Sorrento Valley Boulevard, consisting of frontage road.
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening this route for HOV lanes, Mixed Flow and Auxiliary Lanes.
2007 CMIA. A number of projects on I-5 in San Diego County were submitted to the Corridor Mobility Improvement Account for funding. These projects included the North Coast Corridor, Stage 1A, Unit 1 ($64 million requested); the N Coast Corridor, Stage 1B, Encinitas HOV ($327 million); the N Coast Corridor, Stage 1C, Carlsbad HOV ($92 milllion); the N Coast Corridor, Stage 1F, Voigt Dr-I-805 HOV ($158 million); and the N Coast Corridor, Stage 1E, Genesee Av interchange ($78 million). None were recommended for funding.
In the City of Carlsbad, the small segment at KP 78.0 was up for relinquishement in September 2002.
Near San Clemente, there is a freeway crossing sign (5-feet × 7-feet) warning of people attempting to run across this freeway. This is because there is a border crossing checkpoint on NB I-5 in this area, and people wishing to avoid the INS often attempt (stupidly) to run across the freeway. The unusual signs are a reminder of an era when San Diego County had by far the most freeway pedestrian deaths in the nation. In the 1980s, dozens of illegal aliens were killed or injured each year as they tried to cross the treacherous freeways near the U.S.-Mexico border. Recent efforts have reduced the death rate. There are a variety of factors: beefed-up law enforcement, a doubling of patrols at the border and increased public awareness. The problem reached its height in 1989, when 24 illegal aliens were killed on the freeways near the border. From 1985 to 1987, 128 died and 105 were injured. In 1992, Caltrans erected a special warning sign, and built 10- to 12-foot high median fences in the area. Since that time, the number of injuries and deaths has dropped. Part of this is due to Operation Gatekeeper, a joint operation that fortified walls between San Diego and Tijuana that moved the cross-border traffic to the east. There were none in 1997, the year the California Highway Patrol stopped keeping track. There were no pedestrian fatalities between 1998 and 2002, and there is currently talk that the sign has outlived its usefulness and should be taken down. The sign itself was designed by John Hood, a longtime CalTrans graphic artist in 1990. There were several versions of the sign, some stuffed in the envelopes of residential electric bills, other posted at rest stops. In some, the characters had eyes and other features; officials felt those would be too detailed for motorists to discern at high speed. In another, the mother juggled a baby and a sweater, but that too was deemed overly complicated for the freeway. The artist is quoted in an article on the sign in the Los Angeles Times (4/4/2008) as saying, "People are going fast. It had to be simple." In the end, the artist thought about family, noting "When you think about a little girl, you are more sensitive to something horrific.". Additionally, the choice of a family permitted the artist to give the girl pigtails -- a visual tool that made it easy to demonstrate the idea of motion, of running. A photograph of the sign is hanging at the National Museum of American History, part of the Smithsonian Institution in Washington.
In December 2011, the city of San Clemente has asked Caltrans to remove a 16-foot sound wall that was constructed along the I-5 Freeway near South El Camino Real. San Clemente's city attorney thinks Caltrans might have violated the California Environmental Quality Act by not notifying residents east of the freeway that the wall was planned. They have also asked Caltrans to reopen the environmental-review process for the $5.3 million project, which also calls for a see-through wall on the west side of the freeway atop the El Camino Real overcrossing. In February 2012, Caltrans offered to consider changes to the design. Changes could include extending and lowering the existing wall, though Caltrans told the city in October that the wall is the height required to meet a mandatory level of sound reduction for residents west of I-5.
Orange County Line to Route 22
In January 2010, the CTC approved for future consideration of funding a project in Orange County that will widen southbound on and off ramps at Camino Capistrano, reconfigure the hook-ramp interchange and construct roadway improvements on I-5 in the city of San Juan Capistrano. The project is fully funded in the 2008 State Transportation Improvement Program. The total estimated project cost is $19,015,000, capital and support. Construction is estimated to begin in Fiscal Year 2009-10.
In May 2016, it was reported that developers of the
416-home Pacifica San Juan development are looking to make life easier for I-5
drivers who use the often-backed-up northbound Camino Capistrano exit. Work
will begin in late May 2016 to convert the disjointed intersection at the top
of the off-ramp into a roundabout, aiming to smooth the flow of traffic. The
roundabout is part of an agreement between the developers and the city to
complete a 257-acre residential project originally approved in 1992. The
project has had stops and starts, from a landslide to the recession to
bankruptcy of the financial backer, officials said. The City Council, on May
17, approved a five-year extension of the agreement, which was to expire this
year, so a new builder, Taylor Morrison Homes, can see it through. The
development is between the intersection of Camino las Ramblas at Avenida
California and Vista Marina at Valle Road, east of I-5, south and east of
McCracken Hill, south of San Juan Meadows and west of Lomas San Juan.
In December 2016, the CTC authorized relinquishment of right of way in the city of San Juan Capistrano along Route 5 on Camino Capistrano, consisting of collateral facilities. The City, by freeway agreement dated April 17, 2012, agreed to accept title, and by Resolution dated August 2, 2016, agreed to waive the 90- day notice requirement and accept title upon relinquishment by the State.
In August 2011, the CTC approved $5,978,000 in SHOPP funding for repairs near Dana Point and San Clemente from south of Camino De Estrella Road to south of Via California Road that will construct an auxiliary lane between two interchanges and widen overcrossing structure to alleviate traffic delay.
Avenida Pico Interchange/Widening
In March 2012, it was reported that a new $275 million project will add a carpool lane in each direction and rebuild the Avenida Pico interchange, including widening the northbound Avenida Pico on-ramp to three lanes. Construction is expected to start in late 2013. In early March 2012, the OCTA board authorized the acquisition of ten properties, most commercial and one residential building, to make way for construction. Some of the properties include: Saint Andrew's by the Sea Methodist Church, Victoria Land Partners, and Faith Lutheran Church of Capistrano Beach.
The CTC minutes from February 2012 clarified the March 2012 report above. In late February 2012, the CTC approved for future consideration of funding a project that widen I-5; adding one HOV lane in each direction and re-establishing and constructing auxiliary lanes between Avenida Pico and San Juan Creek Road; in the cities of San Clemente, Dana Point, and San Juan Capistrano. The project is not fully funded, however, the project is entirely funded through the environmental, planning, design, and right of way phases with federal and local dollars. The total estimated project cost is $275,000,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The project will mitigate potential impacts to biological resources, aesthetics, noise, and water quality to a less than significant level. Proposed mitigation measures include pre-construction surveys for rare and endangered species, establishment of fenced Environmentally Sensitive Areas (ESA), incorporation of sound control features in final project design, landscaping, and adherence to Best Management Practices (BMP) for erosion and water quality.
In November 2012, it was reported that the OCTA has
approved projects on I-5 in S Orange County. In 2013, construction will begin
to add lanes, improve interchanges and ease congestion at Avenido Pico to San
Juan Creek Road. Approximately 241,000 vehicles currently travel through the
area daily, leading to traffic and congestion during peak hours. By 2040, the
number of vehicle trips is expected to rise by 24 percent, or 300,000 vehicles
traveling across the freeway. Construction will come in three phases, with the
final segment of Avenida Pico to Vista Hermosa expected to be completed in
2016. Upon completion of that project, work will begin in 2018 to widen the
stretch from the Route 73 toll road to El Toro Road.
In January 2013, it was reported that the first
work being done on “Segment 2” of the larger Orange County
Transportation Authority project, the widening of I-5 between the San Clemente
city line to just south of Avenida Vista Hermosa, has begun. The project will
widen I-5 to accommodate a high occupancy vehicle lane through the length of
the project and is slated to last until 2014. The third segment of the total
project, which includes the widening of the Avenida Pico exchange, is scheduled
to begin construction in 2014 and last until 2017.
In May 2013, the CTC received notice that the OCTA was going to propose amending the 2012 STIP for the I-5 High Occupancy Vehicle (HOV) Lane – South of Avenida Vista Hermosa to South of Pacific Coast Highway project (PPNO 2531E) to reduce Regional Improvement Program (RIP) construction by $10,000,000, from $47,381,000 to $37,381,000 and backfill with Congestion Mitigation and Air Quality (CMAQ) Program funding. It is also proposed to reprogram the $10,000,000 in RIP funds to the design phase of a new STIP project, I-5 widening – El Toro Road to Route 73 (PPNO 2604B) in Orange County.
In January 2014, freeway construction started on the project that will add carpool lanes between San Juan Creek Road and Avenida Pico.
In January 2014, it was reported that the $275
million I-5 widening that will add carpool lanes between San Juan Creek Road in
San Juan Capistrano and just past Avenida Pico in San Clemente could lead to a
second widening in San Clemente. Specifically, a new OCTA long-term
transportation plan will propose I-5 carpool lanes between Pico and the San
Diego County line. However, there is no timetable for the second project, and
the OCTA has yet to determine the project’s scope and a source of funding for
it. Work could begin on the current I-5 widening project late this month, with
completion by the end of 2016. The second widening project (widening I-5 in
downtown San Clemente) figures to be costly and could be tricky, with tight
tolerances, impacting homes and businesses. A wider freeway would not only need
a broader roadbed but longer bridges, new sound walls and re-engineered on- and
off-ramps. The San Diego Association and Caltrans are proposing widening I-5 by
2035 to 12 lanes from La Jolla to the north end of Oceanside, 27 miles north.
Beyond that, a long-term plan from the San Diego Association shows four toll
express lanes from Oceanside north to the county line. The San Diego County
group is figuring four toll express lanes will be needed based on population
and traffic projections, but it's too far out to be certain. Additionally, some
San Clemente residents have voiced fears that ending the southbound carpool
lane at Pico will create a bottleneck right away, narrowing I-5 there from five
to four lanes on an uphill.
In September 2015, it was reported that pile
driving was scheduled to begin in late October 2015 for the new portion of the
Avenida Pico bridge on the southbound side of I-5 in San Clemente.
Reconstruction of the Avenida Pico interchange is part of the $230 million I-5
South County Improvement Project, which also extends the carpool lane from San
Juan Creek Road in San Juan Capistrano to Avenida Pico in San Clemente. Before
pile driving can begin, crews have to excavate the massive piles of dirt where
the new portion of the bridge is being built. The dirt, known as surcharge,
ensures the ground beneath it is completely compacted and will fully support
the new bridge. Crews also will install temporary shoring adjacent to
southbound lanes to support the existing freeway while the bridge is being
built. In parallel, crews will be reconstructing the sound walls along the
southbound I-5 freeway, between Camino de Estrella and the bridge over Avenida
Vaquero. Further north, near the PCH connector to I-5, efforts continue to
widen three bridges and finish several retaining walls.
In December 2015, it was reported that crews have
finished driving about one hundred steel piles for the new I-5 bridge over
Avenida Pico in San Clemente, part of the $230 million I-5 South County
Improvements Project. Pile driving is set to resume in January 2016 for another
part of the Pico bridge, which must be widened to accommodate the new carpool
lanes. The steel piles will support the footings of the new bridge.
In February 2016, it was reported that crews
recently completed driving steel piles for the foundation of the new bridge
being constructed adjacent to the southbound side of the freeway. Now they are
focused on building the bridge abutments, which will support the bridge deck.
At the same time, construction has begun on the new retaining wall along
westbound Avenida Pico, just before the on-ramp to northbound I-5. Crews are
excavating dirt and constructing the wall from the top down. The new wall will
allow Avenido Pico to be widened to accommodate dedicated turn lanes onto the
freeway on-ramps in both directions.
In April 2016, it was reported that pile driving
for the Avenida Pico bridge foundation on the west side of the interchange is
done, and crews are building the bridge abutments and pilasters, which will
support the bridge deck. Work also is beginning on large retaining walls
adjacent to the southbound Pico off-ramp and on-ramp. Crews have already begun
installing steel beams for the bridge falsework, the temporary structure used
during construction of the bridge and bridge deck. The beams will extend across
Pico, requiring several full nighttime road closures, currently scheduled for
early to mid-April. Once this new portion of bridge is completed, freeway
traffic will be shifted onto it and the remainder of the old bridge will be
demolished and rebuilt. The traffic shift is expected to take place toward the
end of the year.
In July 2016, it was reported that crews have hit
some significant milestones on the I-5 South County Improvements Project, a
$230 million effort that extends the carpool lane from San Juan Capistrano to
San Clemente and reconstructs the Avenida Pico interchange. The new deck on the
recently constructed bridge over Avenida Pico has been poured, and crews have
lowered the temporary structure supporting the concrete bridge as the concrete
cured. The temporary structure, known as falsework, will be moved to the east
side of the interchange once work starts there. The deck required 603 cubic
yards of concrete, enough to completely cover a football field with about four
inches of concrete. The nine-hour pour took 61 trucks that delivered 1,182 tons
of concrete. Traffic lanes are tentatively scheduled to be switched over to the
new bridge in September, after which crews will demolish the remainder of the
old bridge. Then work will begin on the second half of the Pico bridge,
starting with pile driving for the foundation. Sound walls have gone up on the
southbound side of I-5 between Avenida Vista Hermosa and Camino de Estrella.
Drivers exiting at Avenida Vista Hermosa encounter new configurations on some
ramps as crews shift traffic to move forward with the next stage of
construction. That stage includes a series of long-term ramp closures coming in
Summer 2016 at Avenida Vista Hermosa and Camino de Estrella. The full closures
– ranging from 55 hours to nine days – will allow crews to work
more efficiently to realign the ramps. A little further north, crews are
pouring the face of the retaining wall along southbound I-5, just past the
PCH/Beach Cities exit. The wall face is constructed using specially crafted
form liners that, once removed, will reveal an architectural treatment
displaying pelicans and waves. In all, it’s about 21 weeks of work.
Ortega Highways Interchange
In December 2005, the OCTA approved use of Measure M
money to widen the I-5 interchange with Ortega Highway (Route 74). In April
2012, it was reported that groundbreaking on the project will occur in early
2013. The first phase of construction entails rebuilding the Ortega Highway
overpass, first demolishing the south side of the bridge and diverting traffic
to two lanes on the north side. It also includes widening the overpass and
diverting traffic to southbound lanes and building the first portions of the
realigned Del Obispo and a new loop-shaped northbound on-ramp. During this
first phase, the southbound on-ramp will be closed temporarily so it can be
raised 4 feet; the existing northbound on-ramp will be closed to allow for
construction of the new one; and Ortega Highway will be closed to traffic to
complete the reconstruction of the overpass. In the second phase, travelers
will be able to drive on the new Del Obispo alignment—which will
eliminate the left-hand turn off Ortega Highway—while work continues on
the northbound on-ramp. CalTrans has set aside $28 million to buy the land it
needs to complete the interchange project. Businesses that will be demolished
include the Chevron gas stations on the east and west sides of Ortega, Arby's
and Jack in the Box.
In January 2013, it was reported that work on the
Ortega interchange would begin in mid-February 2013. The $86.2 million project
will completely rebuild the Ortega Highway bridge over I-5, construct a new
northbound loop on-ramp, reconfigure the northern portion of Del Obispo Street
leading to the bridge and apply several changes to existing on- and off-ramps.
Estimated completion is Spring 2015. Additional information on this project can
be found here.
In June 2015, it was reported that work on the
Interstate 5 (I-5)/Ortega Highway Interchange Improvement Project is 80%
complete, and the project is expected to wrap up sometime in late 2015. The $86
million project, which began construction in February 2013, widens the Ortega
Highway bridge as well as the existing ramps and adds a loop on-ramp to
northbound I-5. The project also realigns Ortega Highway to curve into Del
Obispo Street. This will improve traffic flow on Ortega Highway as well as ease
regional commutes. The deck for the second half of the new bridge was poured at
the end of May 2015. The wood forms supporting the structure are set to be
removed by late June or early July. Concrete pours to fill the small gap
between the north and south sides of the bridge are scheduled for mid- to late
July 2015. In late June, motorists will see crews placing white foam blocks at
the southbound I-5 off-ramp to Ortega. These strong, lightweight blocks, known
as geofoam, are used as fill for the ramp, taking the place of dirt, which
requires time to compact. The northbound on-ramp and the remaining portion of
the southbound off-ramp are scheduled to be paved by the end of July, but they
won’t open until the bridge opens in late August or early September
In September 2015, it was reported that
construction was completed on the Ortega Highway interchange with I-5. The
California Department of Transportation and the Orange County Transportation
Authority began improvements on the intersection of Ortega Highway and I-5 in
February 2013 to relieve traffic congestion around San Juan Capistrano’s
primary connection to the freeway. The $81 million project was finished the
first week of September 2015 with improved traffic flow and freeway access.
Construction included remodeling the bridge over the freeway, widening on- and
off-ramps and a new northbound on-ramp loop. The new plans also smoothed out
the traffic flow west of the freeway by making Ortega Highway lead into Del
Obisbo street and diminishing two intersections to one. The project was
officially opened on October 1, 2015. The 2.5-year project includes a
reconstructed Ortega Highway bridge over the I-5 freeway, increasing the number
of lanes on the bridge from four to eight, including turn lanes and through
lanes, realignment of Ortega Highway west of the I-5 into the downtown area of
San Juan Capistrano, and a new northbound loop on-ramp; and widened north and
south I-5 on- and off-ramps to improve traffic flow. The project highlights a
“bridging of history,” as San Juan Capistrano’s Spanish
architectural style is reflected in colored concrete on the new bridge and
textured retaining walls that were painted by hand. All lanes on the bridge and
on- and off-ramps are open as of 10/1/2015, and only minor work remains before
Caltrans, the lead agency on the project, gives it final approval.
In August 2014, the CTC approved for future consideration of funding a project that will widen I-5 from Route 73 to El Toro Road. The total estimated cost is $418,474,000 for capital and support, and construction was expected to commence in FY18-19.
In October 2006, the CTC considered a resolution to relinquish right of way in the city of Tustin, between Browning Avenue and Pasadena Road, consisting of frontage roads.
In December 2006, the CTC considered a resolution to relinquish right of way in the city of Orange, at Chapman Avenue, consisting of reconstructed and relocated city streets and frontage road.
In January 2010, the CTC approved relinqishment of right of way in the city of Santa Ana along Route 5 between Santa Ana Boulevard and Seventeenth Street, consisting of relocated and reconstructed city streets and frontage roads
HOV Lane Project - Tustin to Orange
In June 2015, the CTC approved for future consideration of funding a project in Orange County that will add one HOV Lane in each direction on a 2.9-mile portion of I-5 within the city of Santa Ana. The project is programmed in the 2014 State Transportation Improvement Program. The estimated cost is $42,471,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Transportation Improvement Program.
In May 2016, the OCTA reported that the roject to
improve traffic congestion on I-5 between Route 55 and Route 57 is moving
forward. The section of I-5, used by more than 390,000 motorists each day, is
currently subject to delays that are expected to increase over time. By 2030,
the number of daily travelers is expected to rise to 464,000 – an
increase of 19 percent. OCTA, in partnership with Caltrans, is adding a second
carpool lane in each direction to relieve traffic congestion, alleviate
bottlenecks and improve traffic operations on this corridor within the cities
of Santa Ana, Orange and Tustin. The project also includes removing the
I-5/Main Street carpool on- and off-ramps. The project is in the final design
stage. In this stage, project information is reviewed and updated, the scope of
the project is refined, and data is collected on a number of factors such as
the latest traffic operations, utility locations, existing road and bridge
conditions, terrain and soil properties and drainage. Experts including
transportation planners, engineers, environmentalists, landscape architects,
geologists and others use the data to develop a complete set of project plans
that include a refined estimate of the construction costs and best practices
for the construction phase. The plans are about two-thirds complete.
Construction is expected to begin in early 2018 and continue through 2020.
Newspaper reports in February 2009 have indicated that art projects installed along I-5 S of Route 22 are melting and shredding. These panels were part of a $956,000 project by the California Department of Transportation "to provide aesthetic enhancements on existing sound walls and to deter graffiti where sound wall vine coverings are not feasible." Caltrans put about 2,400 of these panels on freeways throughout Orange County. The project was funded by specifically designated funds for transportation-related beautification projects from the Transportation Enhancement Activities (TEA) program within the federal Intermodal Surface Transportation Enhancement Act. Each panel cost approximately $250, and were created by Orange County artist Janet Inez Adams. There are four images: one abstract flower, and three wildflowers native to Orange County. Caltrans believes the damage to the panels are from vehicular accidents, not vandalism.
Orange County — Route 22 to LA County Line
I-5 has been beautifully reconstructed between Route 91 and Route 22. North of Route 91, the freeway narrows to three lanes and the pavement gets horried. However, it appears that construction to fix this section of I-5 (specifically, from Route 91 to the Los Angeles County border) together with a companion project up to I-605, should begin in 2006, depending on land acquisition and bond sales. Caltrans needs to acquire 68 parcels for the freeway, including full and partial properties. The state's goal is to purchase all land by next June. This has started showing up on the CTC RADAR. The August meeting agenda shows an amendment to designate $21M in funding for the Los Angeles County segment widening, and there is also discussion on the Orange County portion of the widening.
In July 2005, the CTC considered relinquishment of right of way in the City of Anaheim, between Euclid Way and Cherry Street, consisting of reconstructed and relocated city streets, frontage roads and cul-de-sacs.
In August 2011, the CTC approved relinquishment of right of way in the city of Anaheim along Route 5 on W. Lincoln Avenue and N. Manchester Avenue, consisting of collateral facilities.
In August 2009, the CTC approved relinquishment of right of way in the city of Anaheim along Route 5 between Ball Road and Santa Ana Street, consisting of reconstructed city streets.
In January 2011, the CTC relinquished right of way in the city of Anaheim along Route 5 at the intersection of South Walnut Street and West Broadway Street, consisting of collateral facilities. It also approved relinquishing right right of way in the city of Anaheim along Route 5 on South Anaheim Boulevard, consisting of collateral facilities; right of way in the city of Anaheim along Route 5 on Gene Autry Way, Santa Cruz Street, and Stanford Court, consisting of collateral facilities, and right of way in the city of Anaheim along Route 5 at Katella Avenue, consisting of collateral facilities..
In December 2004, the CTC considered a resolution to relinquish right of way in the City of Anaheim, at Mariposa Place, consisting of a cul-de-sac. The City, by freeway agreement dated November 9, 1992 and by amendment to freeway agreement dated July 9, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expired November 10, 2004.
In January 2011, the CTC reqlinquished right of way in the city of Anaheim along Route 5 at Katella Avenue, consisting of collateral facilities.
In July 2006, the CTC considered Resolution No. R-3638, relinquishment of right of way between PM 37.7 and 37.9 in the City of Anaheim, on Disneyland Drive between Ball Road and 0.2 mile northerly of Ball Road, consisting of reconstructed and relocated city street and frontage road.
In August 2016, the CTC authorized relinquishment of two segments of right of way in the city of Anaheim (City) along Route 5 on Disney Way (12-Ora-5-PM 34.0/36.9), consisting of collateral facilities. The City, by freeway agreement dated November 9, 1992 and by amendment to freeway agreement dated July 9, 1996, agreed to accept title upon relinquishment by the State. The City, by letter dated May 20, 2016, waived the 90-day notice requirement and agreed to accept the relinquishment.
In August 2012, the CTC approved relinquishment of right of way in the city of Anaheim along Route 5 on Santa Cruz Boulevard, consisting of collateral facilities; right of way in the city of Anaheim along Route 5 on Fir Avenue, Ivy Lane, Maple Street, Holly Street, and Catalpa Avenue, consisting of collateral facilities; right of way in the city of Anaheim along Route 5 on Anaheim Way, consisting of collateral facilities; right of way in the city of Anaheim along Route 5 on Illinois Street, consisting of collateral facilities; and right of way in the city of Anaheim along Route 5 on Westmont Drive, consisting of collateral facilities.
In June 2014, the CTC authorized relinquishment of right of way in the city of Anaheim along Route 5 on Euclid Street, Loara Street, and Wilshire Avenue, consisting of reconstructed city streets. The City, by freeway agreement dated November 9, 1992, and by amendment to freeway agreement dated July 9, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expires June 8, 2014.
In November 2006, the Control City for Orange County was changed to Santa Ana. However, it isn't signed consistently.
In July 2010, the CTC approved relinquishment of right of way in the city of Anaheim along Route 5 on Palm Street, consisting of relocated or reconstructed city streets and frontage roads. They also approved relinquishment of right of way in the city of Santa Ana along Route 5 between Santa Ana Boulevard and Seventeenth Street, consisting of a collateral facility that is appurtenant to a previously relinquished collateral facility and was inadvertently omitted from said relinquishment. In August 2010, they authorized relinquishment of right of way in the city of Anaheim along Route 5 between the southerly city limits and South Harbor Boulevard, consisting of collateral facilities.
In October 2010, the widening of I-5 between Route 91 and the northern Orange County line was completed.
In March 2016, the CTC authorized relinquishment of right of way in the city of Buena Park along Route 5 from Western Avenue to Stanton Avenue, consisting of relocated or reconstructed city streets. The City, by freeway agreement dated June 28, 2005, agreed to accept title upon relinquishment by the State. The 90-day notice period expired January 18, 2016.
2007 CMIA. Two projects on I-5 in Orange County were submitted to the Corridor Mobility Improvement Account for funding. These projects were a transitway interchange at Gene Autry Way ($17.5 million) and the I-5/Route 74 interchange ($38 million). Neither was recommended for funding.
Los Angeles County — General General
In June 2015, it was reported that, in its latest analysis of California
Highway Patrol data from 2012, the Southern California Associations of
Governments (SCAG) included sections of this route in its list of freeway
sections in L.A. County and the Inland Empire with the highest concentrations
of truck crashes per mile annually. These sections were I-710 at Route 60 in
the East L.A. Interchange, with 7.2 accidents; I-710 between I-105 and the
Route 91, with 5.8 accidents; the convergence of Route 60 and Route 57, with
six crashes; and I-5 between I-710 and I-10, also in the East L.A. Interchange,
with 6.6 crashes. The analysis also identified that the second-highest number
of truck crashes can be found on three parts of Route 60 between I-605 and
I-710, between the I-15 and Route 71 — the Chino Valley Highway, formerly
known as the Corona Expressway — and immediately east of I-215. That
category also includes I-10 between Route 71 and I-215, I-605 between Route 60
and I-10, and Route 710 between Route 91 and the Port of Long Beach as well as
between I-5 and I-105. With the nation's largest combined harbor, the Los
Angeles area also is one of the busiest in the country, if not the world, for
trucking. I-710 often handles more than 43,000 daily truck trips, Route 60 up
to 27,000 and I-5 about 21,500, according to Caltrans.
Los Angeles County - Orange County Line to Route 710
Interstate 5 Major Improvement Project — General
Detailed information on the I-5 Improvement project may be found at http://www.dot.ca.gov/dist07/travel/projects/I-5/. The project is divided into the following segments, with the indicated schedule as of 2011:
Interstate 5 Major Improvement Project — Carmenita Road
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening and improving the SB Carmenita Road Interchange. This is TCRP Project #43. This project, costing $165 million, should start in summer 2009. In November 2007, the CTC had more information on this interchange. The proposed project is the re-construction of an interchange at Route 5 and Carmenita Road. The project would provide added capacity for two HOV lanes and two mixed flow lanes, as well as provide for a grade separation for a railroad crossing south of the freeway. It has received a mitigated negative EIR. The reconstruction design proposes an arterial overcrossing structure with a railroad grade separation (maintaining existing freeway profiles). The scope of work includes raising the profile grade of Carmenita Road to span both the Route 5 freeway and the Union Pacific Railroad located to the southwest of Route 5. An overcrossing structure above the freeway and an overhead structure above the railroad will be constructed. The interchange will be reconstructed to be consistent with the ultimate configuration of the Route 5 HOV project.
Ground for this segment was broken in late June 2011. The bridge is two lanes wide at present. The new bridge will widen it to 10 lanes, according to Caltrans, with a scheduled completion date of 2015. The $380 million project is financed by federal, state and local funding, which includes $15 million from the state’s 2006 Proposition 1B and $288.7 million programmed through Metro. This project is the first of six, totaling $1.24 billion, to improve I-5 from the Orange County line to the San Gabriel River Freeway (I-605). The Carmenita project will replace the existing two-lane steel overpass with a ten-lane concrete structure nearly five times its current size, and widen the freeway by adding one High Occupancy Vehicle (HOV), or carpool lane, and one general purpose lane in each direction from Alondra Boulevard to Shoemaker Avenue, a distance of 1.2 miles.
According to plans, commuters will have to wait until 2016 to see what is predicted to be a $1.4-billion expansion from the Orange County line through the L.A. County cities of La Mirada, Norwalk, Santa Fe Springs and part of Downey to the junction with I-605 Freeway. This is TCRP Project #42.1 ’150; Route 5; widen Santa Ana Freeway to 10 lanes (two HOV & eight mixed flow), Orange County line to Route 605, with related major arterial improvements, in Los Angeles County ’150; Orange County line to Route 605. This project is to widen Route 5 from six lanes to ten lanes (two HOV and eight mixed flow) from the Orange County line to Route 605 and will also improve related major arterials. This project will improve the level of service during peak hours and improve access to regional transit. The project is now projected to be completed in FY 2015/2016. The funding for this project includes $387 million in funds from the Corridor Mobility Improvement Account and SAFETEA-LU monies.
In April 2007, it was announce that full funding ’150; $1.2 billion
’150; has been secured to widen the Santa Ana (I-5) Freeway at the
gateway between Orange and Los Angeles counties, from the county line in Buena
Park north to the San Gabriel River (605) Freeway. Construction on the 6.4-mile
stretch is to begin in 2009 and will take about seven years to finish. In
Norwalk, 21 homes must be razed to make way for the wider freeway. Five homes
have already been bulldozed as of April 2007, the remaining residents must
vacate by November 2007. In Buena Park, the Western Avenue bridge over I-5 was
demolished in November 2006. The Stanton Avenue and Beach Boulevard bridges
will come down next, though some lanes will always remain open on Beach as that
bridge is slowly dismantled beginning in spring 2008. Work on the Orange County
side is scheduled for completion in 2010.
In March 2007, the CTC was asked to comment on the Draft EIR. This EIR provided the following options:
In July 2008, the CTC approved an increase in funding for this project due to cost increases. This project will widen I-5 with HOV and mixed-flow lanes from just south of Artesia Avenue to just north of the Florence Avenue overcrossing. The project will eliminate the bottleneck as a result of a lane-drop between the Orange/Los Angeles county line, improve the performance of major intersections and interchanges along the corridor, and improve access to regional transit and HOV facilities. This amendment proposes to increase the programmed amount for PA&ED, PS&E and Right of Way Support to address GF-RIP support expenditures on the project. These support components are now capped at this programming level for this fund type and any future increases, if necessary, will be funded through other means. It is also proposed to increase construction support from $34,500,000 to $80,068,000. Construction support is currently funded with $34,500,000 in LACMTA funds. An additional $45,568,000 is needed to fully fund the component.
According to material submitted to the August 2008 CTC, the project in Los Angeles County would widen the facility from three lanes in each direction to four mixed-flow lanes and one HOV lane in each direction for a total of ten lanes near Buena Park. The project is programmed with Corridor Mobility Improvement Account funds, Regional Improvement Program funds, Interregional Improvement Program funds, Traffic Congestion Relief Program funds, Congestion Mitigation and Air Quality Program funds, Federal Demonstration funds, and local funds. The total estimated project cost, capital and support, is $1,240,524,000. Construction is estimated to begin in Fiscal Year 2010-11.
605" hspace="10" vspace="5">In September 2010, the CTC received notice of a proposal to amend the Corridor Mobility Improvement Account (CMIA) Program, the State Transportation Improvement Program (STIP) and the Traffic Congestion Relief Program (TCRP) for the Route 5 High Occupancy Vehicle (HOV), Orange County Line to Route 605 project (PPNO 2808) in Los Angeles County as follows: ’149; Split the project into five constructible segments ’149; Revise the programmed components for the overall project ’149; Revise the schedule for staging and construction purposes. This project is a $1.24 billion project and includes $387,000,000 in Proposition 1B - CMIA funding. This project will widen Interstate 5 through the addition of one mixed-flow lane and one HOV lane in each direction from just south of Artesia Avenue to just north of the Florence Avenue overcrossing. The Route 5 corridor is one of the most congested areas in the Los Angeles basin. It connects Los Angeles county (population 10 million) and Orange County (population 3 million), two of California’s largest counties. Construction of this project will eliminate the bottleneck as a result of the lane drop between the Orange / Los Angeles County line, improve the performance of major intersections and interchanges along the corridor and improve access to regional transit and HOV facilities. The project will also upgrade the corridor to meet current Department and FHWA design standards, improve freeway Level of Service during AM and PM peak hours, reduce travel time delays and congestion related accidents and improve the mobility in the region. The proposal is to split the $1.24 billion project into five manageable segments to facilitate construction staging and delivery, and maximize efficiency and contract bidding competitiveness. The proposed segments are:
The project is funded from a variety of sources, including $387 million of CMIA funds. The Proposition 1B Bond Act mandates that the inclusion of a project in the CMIA program be based on demonstration that the project can commence construction or implementation no later than December 31, 2012. The project location spans through both industrial and residential areas, with the need to acquire or obtain easements for 344 parcels. Right of way issues on a project of this magnitude are substantial. There were delays due to changes in the Code of Civil Procedures for Order of Possessions, changes in the Streets and Highways Code regarding the right of way appraisal process and delays due to the closure of Department 59 of the Los Angeles Superior Court which hears eminent domain cases. Many parcels were identified as needing further investigation, monitoring, or clean up, leading to additional delays in the right of way process. Right of way mapping and acquisition activities were further delayed due to staffing issues related to the state mandated furlough program and the lack of available STIP and TCRP funding.
In November 2010, the CTC amended the Corridor Mobility Improvement Account (CMIA) Program, the State Transportation Improvement Program (STIP) and the Traffic Congestion Relief Program (TCRP) for the Route 5 High Occupancy Vehicle (HOV), Orange County Line to Route 605 project (PPNO 2808) in Los Angeles County as follows: ’149; Split the project into five constructible segments ’149; Revise the programmed components for the overall project ’149; Revise the schedule for staging and construction purposes. The Route 5 HOV Orange County Line to Route 605 project (PPNO 2808) is a $1.24 billion project and includes $387,000,000 in Proposition 1B - CMIA funding. This project will widen Interstate 5 through the addition of one mixed-flow lane and one HOV lane in each direction from just south of Artesia Avenue to just north of the Florence Avenue overcrossing. The proposed segments are:
This project is funded from a variety of sources, including $387 million of CMIA funds. The Proposition 1B Bond Act mandates that the inclusion of a project in the CMIA program be based on demonstration that the project can commence construction or implementation no later than December 31, 2012. It is proposed to consolidate the CMIA funding into Segments 1, 3, and 4. These are the segments the Department is confident can be delivered by the 2012 deadline through active risk management. The key areas that have been focused on are right of way acquisition and utilities. Due to issues affecting delivery, the schedule has now slipped as shown in the following table. These issues included the complexities of the project and its affect on the cities along the corridor (La Mirada, Santa Fe Springs, Norwalk, and Downey), the individual City’s concerns that affected negotiation and approval of each City’s Freeway Agreement. Additionally, the project location spans through both industrial and residential areas, with the need to acquire or obtain easements for 344 parcels. Right of way issues on a project of this magnitude are substantial. There were delays due to changes in the Code of Civil Procedures for Order of Possessions, changes in the Streets and Highways Code regarding the right of way appraisal process and delays due to the closure of Department 59 of the Los Angeles Superior Court which hears eminent domain cases. Many parcels were identified as needing further investigation, monitoring, or clean up, leading to additional delays in the right of way process. Right of way mapping and acquisition activities were further delayed due to staffing issues related to the state mandated furlough program and the lack of available STIP and TCRP funding. The most significant right of way challenges are within the limits of segments 2 and 5. These segments include 114 parcels, mostly commercial, with extensive right of way acquisition and utility relocation issues. The overall construction estimate has increased due to the discovery of previously undocumented existing utilities, unanticipated changes to required design strategies and more costly foundation designs due to unfavorable soil conditions in the area. It should be noted, however, that the end of construction and project benefits for the entire corridor will be realized by the end of 2016, as indicated in the original CMIA Baseline Agreement schedule.
In August 2011, the CTC updated the schedule for this project, which will add one HOV lane and one mixed flow lane in each direction on the I-5 mainline freeway, reconstruct Alondra Avenue bridge, Alondra Avenue/North Fork Coyote Creek bridge, and reconstruct adjacent frontage roads. This project was originally planned to be ready for advertisement in March 2011. However, difficulties in obtaining necessary federal and county permits for the project, including right of entry permits to conduct hazardous waste investigations, delayed the project baseline design, R/W and construction milestones. In March 2012, it was reported that construction was about to begin on the $110 million project. The Alondra Boulevard Bridge Project is expected to be completed by mid-2015.
In August 2011, it was reported that construction is expected to start in
late 2011 and continue through 2016 on the approximately $1.6 billion, six-mile
widening project. The project will include an estimated 365 parcels of land to
be acquired. Most of the affected property owners have been notified as of
August 2011 that their properties are required and will be visited or have
already been visited by agents to discuss the valuation of the site, sale and
relocation. The only unknown properties impacted might be a small percentage in
the Florence Avenue area, pending completion of design, which is about 80%
finished. Plans are to widen the freeway, currently averaging three lanes in
each direction, to five lanes both ways including a high occupancy vehicle, or
carpool, lane. The widening will match the width of the freeway in Orange
County to the point east of La Mirada. The project has been divided into six
segments, two in Santa Fe Springs and four in Norwalk. First to get under way
this fall is construction of a new, 10-lane bridge taking Carmenita Road in
Norwalk and Santa Fe Springs over the freeway at Excelsior Drive. It will be
built beside the current two-lane bridge, which will be demolished when the new
structure is completed in late 2015. Also planned are the re-alignment and
upgrading of frontage roads between Alondra Boulevard north of Excelsior and
Shoemaker Avenue. Estimated cost is $380 million. The 1.2-mile stretch will
take about 65 parcels of land. In early 2012 widening will start on the freeway
portion between North Fork Coyote Creek and Marquardt Avenue in Santa Fe
Springs with reconstruction of bridges at North Fork Coyote Creek and Alondra
Boulevard and upgrading frontage residential roads. Cost is estimated at $110
million. Completion is expected in mid 2015. Three other segments, all in
Norwalk, are: (1) About 1.29 miles from Shoemaker Avenue and Rosecrans Avenue
northwest to Silverbow Avenue west of Bloomfield Avenue, including alignment
and reconstruction of bridges at Alondra, Shoemaker and Rosecrans and removal
of the pedestrian crossing at Silverbow and the re-alignment of the Firestone
Boulevard frontage road. It will affect 48 parcels and cost about $214 million.
Construction begins in late 2012 and ends in mid 2016. (2) About 1.89 miles
from Silverbow Avenue to Orr and Day and Studebaker roads affecting 196 parcels
and costing about $302 million. Work includes bridges at San Antonio Drive,
Imperial Highway and Pioneer Boulevard and a new southbound off-ramp at
Imperial Highway. Construction is to start in late 2012 and end in mid-2016.
(3) About 1.71 miles on 56 parcels from Orr and Day Road and Cecilia Street
northwest to Florence Avenue and the San Gabriel River at the Downey city
limits. Work includes widening bridge structures at Orr and Day and Florence
Avenue and construction of a pedestrian crossing at Cecilia and Buell streets.
Work is to start in mid-2013 and be completed in late 2016 at a cost of $198
million. A sixth segment planned is reconstruction of the bridges at Valley
View Avenue in La Mirada from Artesia Boulevard northwest to Coyote Creek,
upgrading Valley View, Artesia Boulevard and Coyote Creek frontage roads and
re-alignment of the Firestone Boulevard frontage road. Cost is estimated at
$416 million. Work is to start in mid-2013 and be finished in mid-2016.
In June 2013, the CTC approved amending the 2012 STIP, the CMIA Baseline Agreement, and TCRP Project #42 for the Route 5 Carpool Lane-Orange County Line to I- 605 project (I-5 South Corridor project) in Los Angeles County to program an additional $35,709,000 from Los Angeles County’s share balance and to update the project funding plan and schedule for the corridor.
In August 2013, it was reported that Caltrans will fully close the southbound Santa Ana Freeway (Interstate 5) off-ramp at Pioneer Boulevard/Imperial Highway beginning Thursday, August 15 at 8 a.m. The ramp will remain fully closed for eight months, through April 2014, when a new elevated off-ramp is complete and re-opens.
In July 2014, construction began on the $1.8 billion I-5 Freeway expansion near Norwalk. The initial impact was on the northbound lanes between Valley View Avenue and Rosecrans Avenue. Construction will follow through the summer, closing four off- and on-ramps and shifting traffic into other lanes as work is done. The Shoemaker Avenue bridge over the freeway reopened to much fanfare in May. Updated project information can be found at i-5info.com.
In August 2011, the CTC approved $6,736,000 in Prop 1B state-administered CMIA project fundings for the Route 5 South HOV Lane-Segment 1 in Santa Fe Springs, from North Fork Coyote Creek Overcrossing to Marquardt Avenue. This funding will reconstruct Alondra Avenue bridges, widen I-5 freeway by adding two lanes in each direction (one mixed flow and one HOV), and reconstruct frontage roads.
On November 28, 2011, the CTC awarded the construction contract with a cost savings of 20,308,000, reducing the original CMIA allocation for construction from $65,555,000 to $45,247,000, from the I-5 Carpool Lane - Orange County Line to I-605 (Segment 1) project (PPNO 4153) in Los Angeles County.
In April 2012, the CTC approved $335 million total allocation for two segments of the I-5 South Corridor Widening and Improvement Projects from the Los Angeles/Orange County line to I-605:
In February 2013, it was reported that work had begun on Segment 3, from Shoemaker Avenue to Silverbow Avenue. This will widen the 5 freeway for 1.2 miles between Shoemaker and Silverbow avenues by adding a general purpose lane and HOV lane in both directions. The project will also widen three bridges over the freeway — at Shoemaker, Rosecrans and Bloomfield. Metro is contributing $42 million of the $214 million cost of the project, with Metro’s money coming from Prop C (1990) and Measure R (2008) sales tax increases approved by county voters. The Rosecrans, Shoemaker and Bloomfield Avenue bridges will be demolished and reconstructed to accommodate the wider freeway.
In May 2013, it was reported that Caltrans and the Los Angeles County Metropolitan Transportation Authority (LACMTA) propose to amend the CMIA Baseline Agreement, the 2012 STIP and Traffic Congestion Relief Program (TCRP) Project 42 for the Route 5 Carpool Lane-Orange County Line to I-605 project (I-5 South Corridor project) in Los Angeles County to program an additional $35,709,000 from Los Angeles County’s Regional Improvement Program share balance and to update the project funding plan and schedule for the corridor. This solves a known funding gap on the corridor. As has been previously reported, the location of this project is extremely complex, with the Department’s Risk Management Plan indicating potential increases for acquiring right of way and associated costs for delays and hazardous materials. Specifically, city requirements necessitated setbacks more than originally planned which added significant right of way costs and additional complications with public utilities. The FHWA began requirements that property be purchased at the value of existing mortgages if the amounts were higher than fair market value, significantly adding to right of way costs. Additional scope added at the Valley View Bridge also increased right of way and construction costs. In December 2012, the Commission approved a financial allocation adjustment (Assembly Bill 608) for award savings on the I-5 North – Empire/Burbank project, returning $35,709,000 in RIP funds to Los Angeles County’s regional share balance. LACMTA now proposes to program the $35,709,000 to the I-5 South Corridor to fund increases to support and capital components on the various segments. This action, along with the proposal to increase federal demonstration and CMAQ funding will further close the gap in funding for the overall project.
In December 2014, it was reported that the project still has four years to
go. Contractors for Caltrans have torn the freeway apart, demolished bridges
and rebuilt them, and removed some of the off- and on-ramps. It’s all
part of the $1.8 billion, 6.7-mile widening project to add a general-purpose
lane and a car pool lane on each side to the existing six-lane freeway. The
state also has purchased 426 parcels – some in part, other in full
– including residential, commercial, industrial, governmental uses. One
of the largest to go was the seven-unit shopping center at the northwest corner
of Florence Avenue and Orr and Day Road. The widening project consists of six
segments – two of which have yet to start. The Alondra Boulevard project
– from just north of Valley View Avenue to just north of Alondra is 80%
complete. The Carmenita Road segment from just north of Alondra to Shoemaker
Avenue is 56% done; Rosecrans and Bloomfield Avenue from Shoemaker to Silverbow
Avenue, 43%; and Imperial Highway/Pioneer Boulevard from Silverbow to Orr and
Day Road, 42%. The Florence Avenue segment to the north and Valley View Avenue
to the south have yet to begin.The next significant milestone expected to be
completed will be the new Carmenita Road bridge. The road will be widened from
its two-lane width to 10 lanes. It is expected to be completed in
In June 2015, the CTC allocated $19,690,000 towards the widening from from Artesia Boulevard to Coyote Creek Overcrossing.
605 to I-710" height="373" border="0" hspace="10" vspace="5">In April 2008, the CTC reviewed a notice of preparation for an EIR for roadway improvements near Commerce. The proposed project would construct additional lanes and upgrades to existing lanes and shoulders to current standards. The project is programmed in the 2006 State Transportation Improvement Program for environmental only. The project is fully funded for Project Approval/Environmental Document in the amount of $2,592,000 in the 2006 State Transportation Improvement Program (Transportation Facilities Account) - Regional Improvement Program ($432,000) and Federal Demonstration funds ($2,160,000). Depending on the alternative selected, the total estimated project cost ranges from $900 million to $1.6 billion (including right of way and construction). Construction is estimated to begin in Fiscal Year (FY) 2016-17. The proposal intially saw the following options:
According to the Caltrans website, the improvements to I-5 will finally remove the left-exit for Firestone Blvd.
In November 2011, the Downey Patriot provided more information. According to the Downey public works department, 12 homes in northeast Downey will be impacted by the widening freeway, which will overtake Dollison Drive and turn several streets in the area into cul-de-sacs. Florence Avenue, one of the major frontage roads along the I-5 Freeway, will also be widened to accommodate another lane, which is expected to help ease traffic along the overcrossing from Studebaker Road to Orr and Day Road. By 2013, all six projects will be under construction. Caltrans officials anticipate construction will conclude in 2016.
In March 2013, it was reported that the NB I-5 Firestone off-ramp (the infamous left-exit) would close permanently in April 2013.
In May 2013, it was reported that Metro and Caltrans broke ground in late May on the I-5 Carpool Lane Widening/Imperial Highway and Pioneer Boulevard Project, the fourth of six segments to begin construction. The I-5 Carpool Lane Widening/Imperial Highway and Pioneer Boulevard Project will widen nearly two miles of freeway in Norwalk by adding one carpool lane and one regular lane in each direction from Silverbow Avenue to Orr and Day Roads; and bridges at San Antonio Drive, Imperial Highway, and Pioneer Boulevard will be rebuilt to accommodate the wider freeway. The improvements also include a new southbound I-5 off-ramp at Imperial Highway, new sound walls and frontage roads. The project is primarily funded ($167.5 million) by Proposition 1B, a 2006 voter-approved transportation bond. To date, nearly $15 billion in Proposition 1B funds have been put to work statewide. The project also received $104 million in state transportation funds and $30.5 million from Metro’s Proposition C and Measure R.
In March 2016, the Los Angeles MTA presented its full proposal for what
transit lines could be built -- and when -- if Los Angeles County voters
approve a half-cent sales tax increase in November 2016. This proposal included
funding for the I-5 South Corridor Improvements (I-605 to I-710). The new
project will add 1 Mixed-Flow lane and 1 HOV lane in each direction, from I-710
to I-605 for a total of 7 miles, for a total of 5 Mixed-Flow lanes and 1 HOV
lane in each direction.
Los Angeles County — I-710 to Route 134
For a short period of time in October 2015, a sign error mistakenly labeled
"Los Feliz Blvd" as "Los Fezil Blvd". Luckily, someone was there to
take a picture. The sign fail was the fault of the manufacturer, and that
Caltrans' design engineers—who have professional licensing throughout
California—wrote very specific instructions for the sign to be made.
However, the manufacturer, which was hired by a subcontractor, messed up. The
Caltrans inspector on site quickly noticed the misspelling after workers put up
the sign, and took it down within 30 minutes, Chandler said. Crews then put
back up the original sign they had that they had been trying to replace. The
reason this sign was being replaced in the first place was because Caltrans has
been working for months repaving I-5. One of the safety enhancements was to
upgrade the signage on the freeway with newer signs that are more reflective so
they're easier for drivers to see at night. The subcontractor will be
delivering a new and correct sign to Caltrans to replace the "Los Fezil Blvd"
one, at no extra cost since it was the manufacturer's mistake, by November.
I-5 HOV Lanes - Route 134 to Route 210.
There appear to be plans for a study to improve the I-5/Route 134 interchange (March 2001 CTC Agenda). This study should be complete in early 2001; it is District 7 TCRP Project #154. It plans to explore completing the "back moves", i.e., from Eastbound Route 134 to Northbound I-5, and from Southbound I-5 to Westbound Route 134.
In Burbank, there are plans to construct a new interchange. [Per Sept. 2002 CTC Agenda.]
There are plans to add HOV lanes between Route 134 and Route 170. This is not on the TCRP list, but is SAFETEA-LU High Priority Project #570, which funded $400K. It was considered by the CTC in May 2001, but there has been no action since. However, the Corridor Mobility Improvement Account allocated $73 million for this project. According to the Daily News, the cost is about $605 million, and construction should start in spring 2009. In May 2008, the scope was changed to add an Empire interchange to the project. It will be constructed in four segments: I-5 HOV lanes from N of Buena Vista to Route 170; lanes from S of Empire Ave to Buena Vista, including the Empire interchange; S of Burbank Blvd to S of Empire Ave; and Route 134 to S of Burbank Blvd. This also involves railroad realingment. The second and third segments have been moved to FY 2009-2010. In July 2008, this was formalized by the CTC. This project is to construct one HOV lane in each direction for approximately ten miles on Route 5 from Route 134 to Route 170. The work involves the reconstruction and modification of the Burbank Boulevard interchange, the realignment of a short segment of Route 5, railroad realignment and elevation, and the construction of a grade separation at Buena Vista. The amendment added the Empire Avenue Interchange project to the scope of the Route 5 CMIA Project. This would close a one-mile gap, completing the HOV lanes along the Route 5 corridor from Route 134 to Route 170. Benefits would include mainline improvement, direct access to the Burbank airport, and safety enhancements as a result of the elimination of an adjacent railroad at-grade crossing. The cost and funding for the combined project is equal to the sum of the cost and funding of the individual projects. The combined cost is $609,539,000.
In July 2009, the CTC received a proposal to use local Proposition C funds to move forward with the HOV lane project in Burbank. The plan also involves funding changes to the other two segments along the corridor to consolidate all CMIA funds on the Route 5-South of Burbank Boulevard to south of Empire Avenue project (PPNO 3986) and STIP programming on the Route 5-South of Empire Avenue to north of Buena Vista Street project (PPNO 3985). With respect to the segment from South of Burbank Boulevard to south of Empire Avenue: The total project cost has increased from $50,844,000 to $123,765,000. The majority of the increase is due to the need to realign a portion of the mainline and reconfigure the interchange from a cloverleaf type interchange to a tight diamond interchange to meet geometric standards. The need to acquire additional property, the complexity of the interchange, as well as additional utility relocation costs substantially increased the right of way and construction estimates. With respect to the segment from South of Empire Avenue to north of Buena Vista Street: The total project cost has increased from $248,627,000 to $315,500,000. The majority of the increase is due to the extensive railroad work on the project. During design, it was determined to be more cost effective for the railroad work to be completed by Southern California Regional Rail Authority (Metrolink) through a C&M contract. The C&M agreement streamlined the design and approval process, brought in railroad experts and placed Metrolink in direct responsibility for their own lines. As details of the design evolved, the estimates for the project were updated to reflect the complex staging and coordination of the railroad and roadway. This is particularly challenging because both freeway and railroad must be kept in operation during the entire construction period.
In January 2012, it was reported that construction was back on track for the HOV construction between Route 134 and Magnolia Blvd in Burbank. Construction had been delayed so that Caltrans could iron out electricity and gas line issues with the city-owned utilities in Glendale and Burbank. Construction on this segment is expected to be competed in 2014.
In May 2010, Caltrans put out a request for bid to construct HOV lanes, retaining walls, sound walls and replace concrete pavement in Burbank from 0.3km South of the Cohasset Street Undercrossing to 0.1km North of the Sheldon Street Overcrossing. This includes replacement of the Cohasset St. Bridge, built in 1960. The estimate was $63M.
In November 2010, the CTC approved combining the Route 5 Empire Avenue Interchange project (PPNO 3985) and the Route 5 Burbank Boulevard reconstruction project (PPNO 3986) for staging and construction purposes and to revise the schedule and funding plan accordingly. As background, at its meeting in July 2008, the Commission approved a CMIA baseline amendment for the Route 5 HOV widening project in Los Angeles County to combine the original CMIA project (PPNO 0142F) with the STIP Route 5 HOV/Empire Interchange project (PPNO 3985) and split the resultant project into four constructible segments. Two of the segments (PPNOs 0142F and 3987) have been delivered. It is now proposed to combine the remaining two segments (PPNO 3985 and 3986) for construction purposes.
In May 2012, it was reported that costs for this project were coming in higher than expected (which would be covered by reallocating money from different funds). In particular, there was a $9,000,000 cost increase to the design phase. The increase was because (a) The initial proposal of replacing the flood control channel with a shallower but wider covered channel in order to maintain the existing freeway elevation was not acceptable to the US Army Corps of Engineers. The recommendation was to cap the existing channel using concrete piles and precast slabs. This resulted in the redesign of 20 – 30 percent of the completed highway and construction staging plans. (b) Plans for the relocation of utilities within the railroad right of way were not acceptable to the Burbank City Council because of the length of construction. Alternate methods of utility relocation were redeveloped and designed. (c) It was necessary to redesign portions of the railroad plans to be consistent with the reworked utility relocation and the redesigned roadway staging plans. The additional design work activities, along with extremely complicated right of way coordination, resulted in a seven month delay to project delivery. The design has now been delivered and was scheduled for a construction allocation at the May 2012 Commission meeting.
In March 2011, Caltrans broke ground on a nearly $70-million project that will add new carpool lanes on both directions to the 4.4-mile stretch of the I-5 between the Route 170 Freeway interchange and Buena Vista Street. Funding for the project comes from nearly $40 million in federal stimulus money and $22.6 million in Los Angeles County Proposition C revenue. In addition to the carpool lanes, the project will also include repairing damaged pavement, installation of sound walls and the realignment of the Hollywood Way on- and off-ramps. Crews will first reconstruct the Empire Avenue interchange. The new interchange will be at West Empire Avenue near the Scott Road off-ramps to the I-5 and will connect Empire Avenue west of Victory Place to San Fernando Boulevard through an undercrossing with Victory Place, railroad tracks and the freeway. The off-ramp will be converted to allow full access to the freeway from Empire Avenue and San Fernando Boulevard. The existing San Fernando Boulevard undercrossing of the freeway will be eliminated. In one of the largest of the project’s impacts, the Burbank Boulevard bridge over the I-5 will be closed for nearly 14 months as crews reconstruct the overpass with new on- and off-ramps starting in 2013. Demolishing the Burbank Boulevard bridge will partially cut off access to the downtown area. Vehicles traveling northbound on the I-5 will only be able to turn right to reach the Burbank Town Center and vehicles traveling southbound will only have the option of turning right toward Costco and the Empire Center.
In late April 2011, Caltrans broke ground on the segment from Magnolia to Route 134. The $57.8 million project will create a high-occupancy vehicle lane between the Ventura Freeway and Magnolia Boulevard in Burbank, a segment of 2.7 miles in each direction.
In February 2012, it was reported that Caltrans was offering contractors
millions of dollars in incentives to finish the Burbank portion of the I-5
project ahead of schedule. The incentives come after representatives for
Caltrans heard concerns that the work on the I-5 corridor through Burbank would
isolate neighborhoods around the Empire Center and limit access to Bob Hope
Airport. They hope the incentives will shave up to a year off the project
timeline. An estimated $5 million to $7 million in incentives for the
contractors will shorten the construction time by six to nine months for the
Empire Interchange and four to six months for the Burbank Boulevard interchange
if the early benchmarks are met, according to the agencies. About $2 million to
$3 million in incentives will help with the Burbank interchange work. Some of
the concern arose from a request to close San Fernando Boulevard to facilitate
railroad and utility relocation work. The agencies estimated the street could
be closed for roughly three years, prompting fears among Burbank officials that
the closure would isolate some residents. The early closure of San Fernando is
critical to accommodating a project schedule that preserves state funding for
the project, transportation officials have said. Further delays would result in
a funding lapse that would jeopardize the entire project.
In late May 2012, the CTC approved $224.1 million for work on the I-5 HOV lanes from Magnolia Boulevard to Buena Vista Street in Burbank. The project extends from Empire Avenue to Burbank Boulevard and includes interchange modifications and railroad realignment. The work is scheduled to begin in early 2013 and the total project cost is estimated at $452 million.
In May 2014, as part of the Empire project, Caltrans permanently closed a portion of San Fernando Road. Specifically, the northbound I-5 Lincoln Street off-ramp and southbound San Fernando Boulevard on-ramp will be closed permanently. The southbound Scott Road/Burbank Boulevard off-ramp will be closed when San Fernando Boulevard is closed and will be integrated into the new Empire Avenue interchange. This is part of a $355 million project that will improve I-5 in Burbank between Magnolia Boulevard and Buena Vista Street. It includes elevating the railroad tracks, building a new interchange at Empire Avenue, reconstructing the Burbank Boulevard Bridge, adding carpool lanes in both directions and more.
In late September 2010, Caltrans broke ground on a $140.2-million project to add carpool lanes to a nearly 10 miles of I-5 from Route 170 to Route 118. The project will also widen under-crossings and reconstruct the carpool connector between Route 170 and I-5. The project is scheduled to be completed in fall 2015.
Los Angeles County — I-210 to Kern County Line
started in late 2008 on a $156 million project to elevate a two-lane car-pool
lane to connect car-pool lanes on I-5 and Route 14. The project should be done
by 2012. The project appears to have gone to bid in November 2007, with an
estimate of $120M for the connectors in Los Angeles County (Santa Clarita) on
I-5 from 0.2 Km South of the Balboa Boulevard overcrossing to 0.9 Km South of
Weldon Canyon and on Route 14 from the I-5/Route 14 separation to 2.0 Km North
of the Sierra Highway undercrossing. According to the Daily News, in mid-August
2008 transportation officials broke ground on the project. When the $161
million, two-lane elevated connector is finished in 2012, drivers will no
longer have to get out of the car-pool lane on one freeway and weave through
traffic to get back into the car-pool lane on the other. The direct car-pool
lane connector will be the third in Los Angeles County. The others are at the
Route 57/Route 60 interchange in Orange County and the I-105/I-110 interchange
in South Los Angeles. Most of the construction and road closures will be done
during off-peak hours. The roughly half-mile-long, nearly 70-foot-high
connector is being paid for by a mix of federal, state and county
In March 2009, the CTC recieved a draft EIR for review concerning a project in Los Angeles County will construct high occupancy vehicle lanes in each direction and roadway improvements from I-5/Route 14 interchange to just south of Parker Road Interchange near the City of Santa Clarita. The project is not fully funded. The project is programmed with Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEALU) funds and private funds in the amount of $63,200,000. The total cost of the project is estimated to be between $506,000,000 and $605,000,000. Assuming the availability of funding, construction is estimated to begin in Fiscal Year 2010-11. There are three alternatives:
In February 2010, the CTC approved for future consideration a project in Los Angeles County that would construct high occupancy vehicle (HOV) lanes, truck climbing lanes, and additional auxiliary lanes on I-5 from Route 14 on the south to Parker Road on the north. Proposed improvements include extending the existing HOV lanes on Interstate 5 from Route 14 to south of Parker Road and adding truck climbing lanes from the State Route 14 Interchange to Calgrove Boulevard (northbound) and to Pico Canyon Road/Lyons Avenue (southbound). The project is scheduled in phases. The construction of the truck lane improvements from the Route 14 Interchange to south of the Pico Canyon Road/Lyons Avenue Interchange is fully funded with Proposition 1B in the 2008 State Highway Operation and Protection Program for $75,000,000 for capital and support. This phase also includes $55,000,000 of local funds. Construction of this phase is estimated to begin in Fiscal Year 2010-11. The total estimated project cost of all phases is $456,000,000. A Final Environmental Impact Report (FEIR) has been prepared as the project will involve construction activities resulting in biological impacts including the loss of oak woodlands.
In early November 2010, it was reported that funding sources and environmental reviews have been completed for this project, called the "Interstate 5 Gateway Improvement Project". It will be constructed in three phases, cost upwards of $500 million, and will add two truck lanes and a high-occupancy-vehicle lane both southbound and northbound on I-5 from the Route 14 interchange north to Parker Road. Construction will likely not start until late 2011 or 2012. Caltrans, the project lead, has a design team working on the first truck lanes, from Route 14 to Lyons Avenue. Selection of a contractor will start in the fall of 2011, with construction starting shortly after. The project will take two to three years to complete. This first phase alone will cost $130 million. The Los Angeles County Metropolitan Transportation Authority will use $56 million from Measure R, the half-cent sales tax Los Angeles County voters approved in November 2008. Caltrans will pay for the remaining $74 million with SHOPP funds, Raptis said. Federal dollars have helped too, with $1.6 million used for environmental reviews. The second and third phases of the project will add a carpool lane, an auxiliary lane and second truck lanes to Santa Clarita’s stretch of I-5, from the Highway 14 interchange to Parker Road.
In November 2011, it was reported that the first phase of the widening project was going out to bids, with construction anticipated to start in early 2012. The first phase will extend truck lanes from just north of Newhall Pass to Calgrove Boulevard on the northbound side and from the Pico Canyon Road/Lyons Avenue bridge to just north of the Newhall Pass on the southbound side. Caltrans estimated that constructing the first phase would cost $100 million; bids are coming in at $43 million. The $543-million project's second phase will extend high-occupancy vehicle lanes on the I-5 through Santa Clarita.
In May 2012, local and state officials announced a $72-million project to add truck lanes on I-5 through Newhall Pass and into Santa Clarita. The truck lanes are needed to separate heavy big-rig traffic from passenger vehicles and create safer, quicker passage for a growing population in the Santa Clarita Valley. The southbound truck lane will extend 3.7 million from Pico Canyon Road/Lyons Avenue in Santa Clarita to Route 14 (3.7 miles); the northbound lane will run 1.4 miles from Route 14 to Gavin Canyon. Construction is slated to be completed in early 2014.
In December 2012, the HOV connector between I-5 and Route 14 opened. The long-awaited connector allows motorists in the HOV lanes on I-5 and Route 14 to remain in the HOV lanes while traveling between the two freeways. It opened in late December and a ribbon-cutting ceremony was held in January 2013 to celebrate the project, which began in 2008 and cost $175.8 million.
In December 2014, it was reported that Caltrans held a ribbon-cutting for completion of the I-5 Truck Lane Project. The project, which began construction in May 2012, has added a fifth mixed-flow lane to northbound I-5 between Route 14 and the Gavin Canyon undercrossing, a distance of 1.4 miles. The 3.7 miles of southbound I-5 improvements include a fifth mixed-flow lane between Pico Canyon Road/Lyons Avenue and a half-mile south of Gavin Canyon, and a new segment of truck lane that begins north of Weldon Canyon and merges with the existing truck lane north of the Route 14 connector. New median and outside retaining walls were also built to accommodate the widening.
In February 2013, it was reported that Metro officials were looking into building a new combination of toll and carpool lanes along 13-1/2 miles of I-5 in northern Los Angeles County (what's new here is the toll aspect). Allowing toll users on the new lanes would allow them to be constructed by 2018, instead of waiting 30 years for sales tax revenue to accumulate for the project. The agency proposes to use Fast Trak toll devices to charge solo or two- occupant vehicles a varying charge for using the lanes, which would be free to carpools with three or more people. The lanes would extend in both directions between the Antelope Valley (14) Freeway on the south, and Parker Road in Castaic, in 2018. Under current Measure R schedules, those lanes are 30 years away from opening.
In April 2013, Members of the Planning and Programming Committee for the Los Angeles County Metropolitan Transportation Authority voted unanimously to approve the toll road concept and file the environmental impact report for the project. As proposed, the project would add two new 13.5-mile carpool lanes through the Santa Clarita Valley from Parker Road in Castaic to the I-5 junction with Route 14, one in each direction.
In May 2013, the CTC received notice of the preparation of an EIR regarding a project in Los Angeles County that will construct high occupancy toll lanes on I-5 from Route 14 to Parker Road in the City of Santa Clarita and unincorporated Los Angeles County. The project was originally proposed to construct high occupancy vehicle lanes. A Final Environmental Impact Report was approved for the project in September of 2009. The Department and the Los Angeles County Metropolitan Transportation Authority are now proposing to implement high occupancy toll lanes instead of the previously proposed high occupancy vehicle lanes on this 13.5-mile portion of I-5. In August 2013, the CTC approved this for future consideration of funding.
In April 2014, it was reported that Metro and Caltrans have decided to publicly finance the HOT project instead of seeking a public-private partnership (known as a PPP). This is because it is less expensive to publicly finance the project by using $352 million in now-available Measure R and other funds and a federal low-interest loan for $175 million. This project as originally proposed was also unusual because it included new sound walls for I-210 in Pasadena and Arcadia and Route 170 and I-405 in Los Angeles, and adding extra lanes for a short stretch of Route 71 in Pomona. Under the public financing deal, those projects will be built separately. The toll revenues would be reinvested and used for transit services and traffic operations in the 5 freeway corridor in the Santa Clarita Valley. The current forecast calls for the HOV lanes on I-5 to open in 2021, the soundwalls to be completed in 2019 and for the additional lane on the southbound side of Route 71 to be done in 2021 and the lane on northbound Route 71 to be finished in 2028.
In March 2016, the Los Angeles MTA presented its full proposal for what
transit lines could be built -- and when -- if Los Angeles County voters
approve a half-cent sales tax increase in November 2016. This proposal included
funding for the I-5 North Capacity Enhancements (from Route 14 to Lake Hughes
Rd.): Conversion of the existing facility (4 Mixed-Flow lanes in each
direction) with a new project starting from Route 14/I-5 Interchange to Lake
Hughes Rd. in Castaic along I-5 for a total of 14 miles. The new project
consists of adding 1 Truck lane and 1 HOV lane in each direction, while
maintaining existing mixed-flow lanes"
In June 2008, the CTC approved relinquishment of right of way in the county of Los Angeles, on The Old Road at 0.1 mile north of the Route 126 Freeway, consisting of superseded highway right of way.
In January 2012, the CTC approved relinquishement of right of way in the city of Santa Clarita along Route 5 on Wayne Mills Place, consisting of collateral facilities.
In May 2007, there was a report of plans to update I-5 to address the growth
in northern Los Angeles County, where the population is expected to grow to
1.18M by 2030. Specifically, in Summer 2007, Los Angeles County plans to start
construction on the Hasley Canyon interchange in Castaic. The project will
include a bridge replacement and the construction of roundabouts to ease
congestion. That project is expected to be completed by early 2010. Long-term
projects for the freeway include the construction of a carpool lane as well as
a truck climbing lane from Route 14 to Castaic. Construction on the $259M
project is expected to begin in the summer of 2010. As of May 2007, the City of
Santa Clarita was also constructing the $50M second phase of a project funded
by the city of Santa Clarita to improve the Magic Mountain Parkway freeway
Gary Richards (Mr. Roadshow) reported that Caltrans will begin replacing the rough concrete with rubberized asphalt in late 2010 from Castaic to the Visa Del Lago Road overcrossing, a yearlong project. In 2014 the state will repave I-5 from San Fernando Road to Lake Hughes Road
In August 2011, the CTC approved $130,000,000 in SHOPP funding for repairs in and near Gorman, from Vista Del Lago to the Kern County Line, that will rehabilitate 127 lane miles of road way to improve safety and ride quality. Project will replace pavement on outside shoulders, grind and overlay median shoulders and ramps, place concrete termini on seven ramps, install ADA curbs, replace bridge approach and departure slabs, and replace dike.
In November 2007, Caltrans put out a request for bids to remove the Brake Check area N of Lebec from 0.1 Km North of Cressey Cattlepass Bridge to 0.7 Km South of the Lebec Road Overcrossing. This had been closed since 1995.
I-5 "Westside Extension" — Kern → Tulare → Kings → Fresno → Madera → Merced → Stanislaus → San Joaquin Counties
According to Gary Roberts (Mr. Roadshow), plans call for the widening I-5 to six lanes through Madera, Fresno, Kings, Tulare and Kern counties. Long-range plans call for eight lanes. But don't hold your breath.
In March 2012, the CTC authorized SHOPP funding on I-5, 06-Fre-5 22.8/26.8 Near Coalinga, from north of Tuolumne Avenue to south of Route 33. $2,171,000 to construct double thrie beam median barrier to reduce the number and severity of traffic collisions along 4 centerline miles.
In August 2011, the CTC approved $1,271,000 in SHOPP funding for repairs near Santa Nella at the Santa Nella Weigh Station Facilities that would restore two structures, improve lighting and replace guardrail to improve safety for vehicle traffic.
TCRP Project #108 plans to add a northbound lane to the freeway through the Mossdale "Y", from I-205 to Route 120 in San Joaquin County -- specifically, to extend the #1 lane in the northbound direction of Route 5 from Route 205 to Route 120. The project will provide five continuous through-lanes on northbound Route 5 within this segment. In June 2006, it was reported to the CTC that the project is ready to go to construction, but that the schedule required updating due to the previous transportation funding shortfalls (with a corresponding escalation of project costs). The project is now scheduled to complete in FY 2006-2007.
2007, the CTC received an EIR regarding a project near Stockton that would
construct roadway improvements including a new interchange on Route 5 near
Stockton. The project is fully funded in the 2006 State Transportation
Improvement Program (STIP). The total estimated project cost, capital and
support, is $40,000,000. Construction is estimated to begin in Fiscal Year
In September 2011, it was reported that the pavement rehabilitation near Stockton is taking an interesting approach. This approach, known as "continuously reinforced concrete pavement", is made from concrete reinforced with steel and is estimated to last 40 years. Concrete roads in the state are more commonly built with breaks - called joints - that help keep the surface from cracking as the concrete changes shape. Using reinforcing steel makes this project different.
Seemingly related to HPP #3494, during its April 2006 meeting the CTC considered the draft EIR for construction of an interchange at French Camp Road (San Joaquin County Route J9), together with an extension of Sperry Road in the City of Stockton in San Joaquin County (PM 22.1/23.6). There were three alternatives being considered: (1) Full-Build Alternative: Interchange improvements, auxiliary lanes, and eight-lane Sperry Road extension; (2) Reduced-Build Alternative: Interchange improvements, auxiliary lanes, and four-lane Sperry Road extension; (3) No-Build Alternative. The report found that there will be potentially significant impacts associated with traffic circulation changes and biological issues, and thus indicated that an Environmental Impact Report is being prepared.
Seemingly related to HPP #2067, during its July and September 2006 meetings the CTC considered reprogramming funds into a project to reconstruct the interchange at I-5 and French Camp Road in the city of Stockton (City). In the 2006 STIP, SJCOG proposed programming construction funding in FY 2007-08 for the project. The Commission was unable to program the project in the 2006 STIP, due to insufficient funding capacity for San Joaquin County. Since the adoption of the 2006 STIP, SJCOG and the City have been looking for ways to fully fund this project. The City is the implementing agency for the project, and indicates the environmental document of the project is nearly complete. The PS&E phase will be done and the project will be ready for construction in FY 2009-10. SJCOG is requesting the Commission reprogram the $16,667,000 from Route 12 (Bouldin Island) Passing Lanes (PPNO 7350) to CON in FY 2009-10 for the new I-5/French Camp Interchange project. The $16,667,000 of RIP funds, in combination with $23,333,000 of local funds from the City, will fully fund the project. In July 2009, the CTC approved this for future consideration of funding, given the negative FEIR.
In January 2011, it was reported that the I-5/French Camp Interchange project was programmed in the 2010 STIP with $18,229,000 in Regional Improvement Program (RIP) funds for construction in Fiscal Year (FY) 2012-13. The RIP programming had been delayed twice due to limited STIP capacity. However, the City of Stockton had continued with project development using local funds. It was expected that this project will be ready for a RIP allocation in June 2011, and an advance allocation was not feasible, nor was an AB 3090 replacement project. Therefore, it was proposed that the CTC delete $18,229,000 RIP construction from this project, fund construction with $18,229,000 of SJCOG Measure K funds, and begin construction in August 2011. (Information Only in January 2011). This was approved in March 2011.
In January 2011, the CTC approved for future consideration of funding a project in San Joaquin County that will construct HOV lanes, auxiliary lanes, traffic operation systems, soundwalls and rehabilitate pavement. Phase 1 of this project, from 8th Street Undercrossing (PM 25.0) to Hammer Lane Undercrossing (PM 32.9) is programmed in the Corridor Mobility Improvement Account. Total estimated project cost of Phase 1 is $119,500,000 for capital and support. Construction of Phase 1 is estimated to begin in Fiscal Year 2010-11. Resources that may be impacted by the project include: farmlands, visual resources, biological resources, water quality, paleontological resources, residential relocations, and noise. Potential impacts associated with the project can all be mitigated to below significance through proposed mitigation measures.
In August 2012, the CTC approved SHOPP funding of $41,779,000 on I-50 San Joaquin PM PM 25.1/28.6 in and near Stockton, from Charter Way to Country Club Boulevard. Outcome/Output: Rehabilitate roadway, including reconstruction of the existing eight freeway lanes, widening inside shoulders, reconstructing outside shoulders and auxiliary lanes in order to improve safety and ride quality along 28 lane miles.
There are also plans to add an Auxilliary Lane from the Monte Diablo on-ramp to the Country Club off-ramp, northbound. In March 2009, the CTC recieved more specifics on this project in the notice of preparation of an EIR. The proposed project would construct two additional lanes on Route 5 (one in each direction) between Country Club Boulevard and Eight Mile Road, modify two existing interchanges (Hammer Lane and Eight Mile Road), and construct two interchanges (Otto Drive and Gateway Boulevard). It is proposed that the project be funded from San Joaquin Measure K funds, future bond funds, developer contributions, and local public facility fees generated by ongoing development. The total estimated project cost is $500,000,000. Construction of the mainline improvements is estimated to begin in Fiscal Year (FY) 2010, with the interchange improvements to follow in phases with final completion estimated for FY 2020. The alternatives being considered are:
A project to add HOV lanes in North Stockton was submitted to the Corridor Mobility Improvement Account for funding ($225 million). It was not recommended for funding.
In December 2015, the CTC approved the following SHOPP funding: 10-SJ-05 26.5 I-5 In Stockton, at the Stockton Channel Viaduct Bridge No. 29-0176 L/R. Bridge rehabilitation to address structural and load carrying capacity deficiencies. $815,000K.
In August 2016, the CTC authorized relinquishment of two segments of right of way in the city of Stockton (City) along Route 5 at French Camp Road (10-SJ-5-PM R22.5), consisting of collateral facilities. The City, by freeway agreement dated January 29, 2008, agreed to accept title upon relinquishment by the State. The 90-day notice period expires July 24, 2016. At the same time, the CTC also authorized relinquishment of six segments of right of way in the county of San Joaquin (County) along Route 5 between Manthey Road and French Camp Road (10-SJ-5-PM R22.0/R22.7), consisting of collateral facilities. The County, by freeway agreement dated May 13, 2008, agreed to accept title upon relinquishment by the State. The 90-day notice period expires July 21, 2016.
Sacramento Area — Sacramento and Yolo Counties
In March 2009, the CTC approved for future consideration of funding a project located in the southwest quadrant of the City of Sacramento that would extend Cosumnes River Boulevard from its current westerly terminus at Franklin Boulevard to an interchange at I-5, and then farther west to an at-grade intersection with Freeport Boulevard (Route 160) in the currently unincorporated town of Freeport. The project would improve route continuity, reduce existing and projected traffic congestion improving traffic safety, and redistribute traffic along I-5, thereby reducing travel time and delay. The proposed action would accommodate future development of the project area both west and east of I-5 in accordance with the land uses in the adopted City of Sacramento General Plan. The EIR evaluated two build alternatives in addition to the no build alternative. Alternative A: Franklin to Freeport North Alignment and Alternative B: Franklin to Freeport South Alignment. Alternative A was identified as the preferred alternative because it would avoid bisecting the Bufferlands property, has the support of the local landowners, and parallels the Lower Northwest Interceptor alignment and the Freeport Regional Water Project pipeline, thereby reducing right-of-way requirements for roads and utilities. According to Caltrans, the project is estimated to cost $110,172,000 and is fully funded with STIP ($15,608,000) and Local ($94,564,000) funds.
In December 2012, the CTC approved allocating $18,191,000 for the locally administered multi-funded Proposition 1B State-Local Partnership Program (SLPP)/State Transportation Improvement Program (STIP) I-5 / Cosumnes River Boulevard Interchange (PPNO 3L42). The project will construct interchange and roadway extensions for the I-5 / Cosumnes River Boulevard Interchange in the city of Sacramento, between the Meadowview Road and Laguna Boulevard Interchanges on Route 5.
A portion of this roadway is already constructed, extending from Franklin Boulevard east to Route 99, where the roadway becomes Calvine Road within unincorporated area of Sacramento County. Calvine Road is a major arterial, extending to the east to Grant Line Road and servicing major growth areas in south Sacramento County. The proposed project will improve circulation in southern Sacramento by providing route continuity between I-5 and Route 99. In addition, this project will provide access to land currently targeted for development in the City and County General Plans. Traffic studies predict that this project will accommodate anticipated travel demand through the year 2025. Construction of the I-5/Cosumnes River Boulevard interchange was originally identified in a study of the Route 148 corridor conducted by the Department in the early 1960s. On February 27, 1963, the Department adopted the Route 148 freeway corridor segment between I-5 and Route 99. In 1974, the Commission withdrew the freeway designation of Route 148 due to financial constraints. In a memorandum dated July 1, 1974, the County of Sacramento’s Department of Public Works recommended that the City of Sacramento maintain the adopted route as an east-west transportation corridor that would be less than freeway status. The City of Sacramento then embarked on the necessary steps to begin preserving right-of-way within the Route 148 corridor. On November 4, 1981, the Sacramento City Council certified an Environmental Impact Report for the Route 148 Arterial Plan and adopted the route alignment for the arterial. That approval allowed the City to begin reserving the right-of-way for the future development of Route 148 and to construct segments of the approved route as funds became available. After approval of the Route 148 Arterial Plan, the name of the proposed facility was changed to Cosumnes River Boulevard. The names Route 148 and Cosumnes River Boulevard are synonymous and refer to the same proposed facility within the city of Sacramento. The estimated construction cost for the interchange is $36,000,000 and right of way costs are roughly $6,000,000. The project is programmed in the State Transportation Improvement Program and includes funds from the Regional Surface Transportation Program, Sales Tax Measure A, and local developer fees.
Also in Sacramento, the city of Sacramento has plans to bridge over the depressed section of I-5 to reconnect to its waterfront.
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV lanes in Sacramento County. In December 2007, the CTC received notice of preparation of an EIR regarding construction of these lanes. The proposed project would construct bus/carpool lanes on a portion of Route 5 in and near Sacramento in Sacramento County. The project is not fully funded. Sacramento Transportation Authority has agreed to contribute $121 million of Measure A funding. The total estimated project cost is $200,000,000. This project should be ready for construction in Fiscal Year 2011-12, depending on the availability of funds.
In May 2013, the CTC received notice of the preparation of an EIR for a project in Sacramento County will add bus/carpool lanes to I-5 from 1.1 miles south of Elk Grove Boulevard to US 50. The project is programmed in the 2012 State Transportation Improvement Program for design and right of way only. The total estimated cost for construction and support is $125,200,000. Depending on the availability of funding, construction is estimated to begin in Fiscal Year 2017-18. There are four alternatives under consideration: (1) No Build Alternative; (2) Bus/Carpool HOV lanes in both directions plus additional lanes in each direction from 1.1 miles south of Elk Grove Blvd. to just south of the I-5/US 50 interchange; (3) Includes the construction of mixed flow or general-purpose lanes in both directions rather than HOV lanes; (4) convert an existing lane to a HOV lane. This alternative would re-stripe and sign the existing inside shoulder lane to prohibit non-HOV traffic during peak periods.
There are also plans to close the depressed section of freeway in 2008 for major repair work lasting eight months. The sunken section of freeway has sprung leaks, and the roadway is in danger of flooding if a heavy winter storm hits. Beginning in February or March and lasting through October, Caltrans will close one or two freeway lanes in each direction from Richards Boulevard on the north to the I-5 junction with US 50 on the south. This section of freeway is the busiest stretch on I-5, north of Los Angeles. Caltrans officials said they had contemplated doing the $55 million project the normal way -- at night and during weekends -- but figured that could take five years. The portion of the freeway, called the "boat section," is 34 years old and sits beneath river level, literally surrounded by water. Years of leaks are crumbling the roadway. Drainage pipes have become clogged with silt and can't keep up. Workers will dig up the roadway, replace the extensive pump and drain system underneath, then rebuild the road and a 6-inch concrete slab underneath. The new drainage system will be electronically controlled and monitored. Until the fix, Caltrans inspectors will continue to drive through the section during storms to see if the pumps are keeping up.
2007 CMIA. Two projects on I-5 near Sacramento were submitted to the Corridor Mobility Improvement Account for funding. These projects were a I-5 to Route 113 direct connector, auxiliary lanes from Consumnes River to Pocket Rd, and the Richards Blvd interchange ramp widening. None were recommended for funding.
In March 2005, the CTC considered a resolution to vacate the public’s right to use roadway connectors from I-5 in the City of Sacramento, along I-5 between N Street and Capitol Mall and between Capitol Mall and L Street. The connectors were constructed around 1964 as part of the I-5 freeway project. At the time, Capitol Mall (formerly LRN 6 which was signposted as US 40) was the principal route for traffic traveling between Sacramento and San Francisco resulting in high volumes of inter-regional and local traffic using the same corridor. Upon completion of the freeway system in Sacramento, inter-regional traffic on Capitol Mall was almost completely eliminated. Traffic operation studies have concluded that these connectors are no longer necessary. The connectors are currently maintained by the City of Sacramento and reimbursed by Caltrans. Terminating the public’s right to use the connectors creates excess land that can be combined with other excess parcels and sold.
In July 2010, the CTC authorized relinquishment of right of way in the city of Sacramento along Route 5 at Richards Boulevard on Bercut Drive and Jibboom Street, consisting of collateral facilities.
In October 2013, the CTC considered for future approval of funding an FEIR regarding a project that would construct High Occupancy Vehicle lanes and sound walls in both directions from US 50 to Morrison Creek on I-5. Phase 1 is funded through Plans, Specification, and Estimate with federal dollars, and is programmed in the 2012 State Transportation Improvement Program for Right of Way only. The total estimated cost is $127,200,000 for capital and support. Depending on the availability of funding, 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 2012 State Transportation Improvement Program. Phase 2 (PPNO 5836) will construct High Occupancy Vehicle Lanes from Morrison Creek to south of Stone Lake Creek. Phase 2 is not yet funded. The total estimated cost for capital and support is $70,600,000. Depending on the availability of funding, construction is estimated to begin in Fiscal Year 2019-20.
In August 2011, the CTC approved $13,734,000 in SHOPP funding for repairs near Sacramento, from Sacramento River Bridge to 0.2 mile north of Adams Creek Bridge, that will rehabilitate 49.0 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 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.
North of Sacramento — Colusa, Glenn, Tehama, Shasta, Siskiyou Counties
In October 2014, the CTC approved a future road connection to I-5 as part of a project related to Route 20. The project is located approximately 2,000 feet east of the I-5/Route 20 interchange in the City of Williams in Colusa County. The project will create a new public road connection between the I-5 northbound off-ramp and Husted Road, construct improvements on Route 20 for turning movements, extend Margurite Street 3,200 feet from Ella Street to Route 20, and install a concrete culvert and drainage for the new segment of Margurite Street. As a result of this project the designation of Route 20 between I-5 and Husted Road will change from “freeway” to “controlled access expressway”. Impacts that require mitigation measures to be reduced to a less than significant level relate to Transportation & Traffic, Cultural Resources, Paleontology, Air Quality, Noise, Biological Resources and Climate Change. Mitigation measures include, but are not limited to: preparation and implementation of a traffic management plan, monitoring efforts for archaeological and paleontological artifacts during construction including measures to address the inadvertent discovery of cultural or paleontological resources, development and implementation of a lead compliance plan, measures to reduce noise, dust and emissions from construction equipment and operations, implementation of erosion control and stormwater pollution prevention measures, preconstruction surveys and establishment of buffer zones and other avoidance and compensatory measures to minimize impacts to nesting birds, the Swainson’s Hawk, the Burrowing Owl, and the Giant Garter Snake, and measures to minimize the spread of invasive plant species. The project is estimated to cost $6,860,000 and is fully funded through construction with STIP ($3,500,000) and Local ($3,360,000) funds. Construction is estimated to begin in fiscal year 2014/15.
There are plans to add a truck climing lane near Red Bluff. This was discussed during the March 2005 CTC Meeting, Agenda Item 2.2c.(1). This project is fully funded in the 2004 State Highway Operation and Protection Program (SHOPP), and had a negative environmental declaration.
In January 2012, the CTC approved 2.9 million to extend on-ramps and reduce the number and severity of collisions at the Bowman Road overcrossing on I-5 just south of Cottonwood.
In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). one request was funded: Cottonwood Hills Truck Climbing Lanes ($22.902M). Requests to construct a I-5/Route 44 direct connector, expand the route to 6 lanes from Bechelli to Churn Creek S of Redding, improvements to the South Avenue interchange in Tehama County, and widening the route to 6 lanes from Bonnyview to Riverside in North Anderson were not recommended for funding.
In August 2011, the CTC approved $41,999,000 in SHOPP funding for repairs in Tehama and Shasta Counties, in and near Red Bluff, from south of Adobe Road to the Gas Point Road Overcrossing that will rehabilitate 40.9 lane miles of roadway to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life.
In August 2011, it was reported that Caltrans recently wrapped up a $16.479
million dollar project that saw a third lane open over Cottonwood Hill. A new
lane was installed in the north and southbound directions on I-5 from Gas Point
Road to Deschutes Road. Construction on the project started in June of 2011,
and while rain delayed the completion, it was still finished on schedule.
Tullis Construction was the main contractor, but the entire project was a group
effort between Caltrans, Shasta Regional Transportation Planning Agency, Shasta
County and Tullis Construction. A portion of the project—$13.7
million—was funded by California’s Proposition 1B.
In April 2012, the CTC approved $6 million for the City of Anderson to fund for construction of the Deschutes Road/Factory Outlets Drive roundabout east of I-5. The allocation will allow Anderson and California Department of Transportation officials to move forward with construction likely to start in August 2012. Construction should be completed and the roundabout operating by late-summer 2013. Construction plans include a new northbound off-ramp from I-5 to Deschutes Road and a modern roundabout intersection that will connect three roads and a freeway on-ramp to the off-ramp, all without need of a signal light. Also included is a new retaining wall, a pathway for pedestrians and bicycles as well as lighting and landscaping at the roundabout intersection.
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing an additional freeway lane in both directions in Shasta County.
Anderson / South Redding Widening
In April 2012, Caltrans was holding open houses regarding plans to widen I-5 to six lanes between Anderson and south Redding. The estimated $60 million project will connect with the six freeway lanes currently scheduled for completion by August or September 2012 in Redding and with the existing six lanes south of Deschutes Road in Anderson that were completed in September 2011.
In December 2016, the CTC approved for future consideration of funding a project in Shasta County that will add new lanes on I-5 from the city of Anderson to just south of the city of Redding. The project is programmed in the 2016 State Transportation Improvement Program. The project is not fully funded. The total estimated cost is $65,886,000 for capital and support. Depending on the availability of funding, 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 2016 State Transportation Improvement Program.
In August 2008, the CTC approved relinquishment of right of way along I-5 in the county of Tehama near Red Bluff at Adobe Road, consisting of a relocated and reconstructed county road.
In January 2013, the CTC approved a $3.7 million bridge rehabilitation
project that includes 19 spans in Shasta and Siskiyou counties. These bridges
are Flume Creek Road, Creekside, Conant Road, Castella Sidehill Viaduct,
Castella, Soda Creek Road, South Dunsmuir, Willow Street, Dunsmuir Avenue,
South Mt. Shasta, Moonlit Oaks Avenue, Oberlin Road, Yreka Creek, Miner Street,
Miner Street, North Yreka Separation, and Henley Way. The bridges will be
rehabilitated by replacing their damaged decks. The decks will be sealed with
methacrylate, a viscous material that acts as a bonding agent that keeps the
water out to better protect the steel structure. Workers also will place
polyester concrete overlays and repair joint seals on the bridges. Work is
expected to start in summer 2013 and be complete before fall 2013.
In July 2011, Caltrans removed safety cable barriers installed along the I-5
median through Redding. The cables were installed in 2009 to prevent vehicles
from crossing the median into oncoming lanes during traffic incidents. They
were removed as part of a project to widen the freeway through Redding. When
the $2.2 million cable barrier was installed Caltrans had plans to widen the
freeway but had no definite timeline when it would receive funding. The Shasta
Regional Transportation Planning Agency regularly applied for the needed funds,
but didn't expend the award (which occurred in 2011). I-5 is being widened to
three lanes in both directions from the Smith Road overcrossing south of
Redding, to north of the Hilltop Drive overcrossing. The money to widen the
highway comes from 2006's Proposition 1B, which was approved by voters
statewide and allows the state to sell up to $20 billion in bonds to pay for
transportation and transit projects. When the widening project is complete, the
cables will be reinstalled, for $443,000. Except for a section of highway
between Cypress Avenue and the Route 44 interchange, where there will be a
concrete barrier, after the widening is done there will be cable barriers from
Gas Point Road to just north of the Route 44 interchange.
In November 2011, it was reported that a $5.9 million project to add two lanes to southbound I-5 at the Route 44 interchange was completed ahead of schedule, thanks in part to a financial incentive from the California Department of Transportation. Caltrans had offered the contractor $64,500 for early completion. Work on the bridge over Route 44 should wrap up in summer 2012.
In May 2011, the CTC amended the baseline agreement for a project that will widen I-5 by adding an additional lane in the northbound (NB) and southbound (SB) directions from 0.3 mile south of Smith Road to 0.2 mile north of the Route 5/Route 299 Separation.
In May 2011, Caltrans closed a culvert under I-5 near Mountain Gate that locals had used to cross the freeway. Caltrans requires workers accessing the culvert to first test the air quality inside the culvert for the presence of toxic gases and an appropriate oxygen level — between 19.5 and 23.5 percent. Then, it mandates laborers pair up, with one person inside working while another watches, to rescue the other if he passes out. Workers regularly encounter rattlesnakes, posing serious danger to a single person in the culvert. Given this, Caltrans could not have the culvert open to the public; Caltrans is facing a lawsuit from the family of a man who died after crawling through a culvert in Mariposa County in 2010 to reach a famous scenic view. Those wishing to cross the freeway must now use a traditional overpass with a 40 mph speed limit and about four feet of room to walk.
In June 2007, the CTC considered authorization for replacement of a bridge in Shasta County near Redding. This project is fully funded in the 2006 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $213,881,000. Construction is estimated to begin in FY 2009-10. The project will involve construction activities in the environmentally sensitive habitat of the bald eagle, a federally listed threatened species. In addition, visual concerns related to the construction of a larger bridge than currently exists resulted in a Mitigated Negative Declaration being completed for this project. This could be the Antlers Bridge. In May 2009, Caltrans advertised a project for replacement of the I-5 Sacramento River bridge at Antlers ($230 million)--the project also includes relocating the approaches to the bridge to ease sharp curves on I-5, and entails a massive road cut.
2016, it was reported that the Antlers Bridge was nearing completion, and that
it featured artwork that will only be visible for a short time:
twenty-five-foot largemouth colorful concrete bass leaping at minnows is
repeated four times on the new Antlers Bridge under construction on Interstate
5 about 25 miles north of Redding. There's a few of the art from the current
Antlers Bridge spanning the lake’s Sacramento Arm at Lakehead; however
when traffic switches to the new bridge, which is expected to happen in late
summer or fall 2016, the I-5 blur-by will no longer be a viewing option. The
artwork is 150 feet above the lake bottom, or 65 feet from the surface of a
full Shasta Lake. After the old bridge, built in 1941, is demolished, the best
places to angle for a view will be from the shoreline or boat. The art reflects
Caltrans' philosophy of providing a sense of place and grace to designs, of
incorporating aesthetic elements into projects. Tutor-Saliba Corporation is
contractor for the $125 million bridge replacement. About 1 percent of a
project’s budget can be for architectural/aesthetic features. With the
Antlers Bridge it’s about 0.2 percent—or $250,000. Largemouth bass
seemed a good choice for Antlers Bridge because of their link to the lake. The
idea began with senior bridge architect Javier Chavez in the Caltrans
Sacramento office (since retired), and became a collaborative effort with
others in the architecture unit and district office. Turning fish on paper into
something concrete was complicated. The massive fish first were carved in foam,
with plenty of back and forth to get eye sockets and other details just right.
The foam sculptures then were used to make rubber molds for the concrete. Once
the fish in a relief were on the bridge, it was time to bring in the colorists.
Jim Currie of Currie’s Quality Painting in Redding and Jerry Stuart of
Jerry Stuart Painting Company practiced on a ground-level mockup before
stepping into the small basket of a hydraulic lift to color the bridge fish.
They used stain, which permeates the concrete and will hold up better than
paint to winter rains and searing summer sun in the canyon. Currie and Stuart
applied the stain mostly with sprayers. There was much taping to be done to
protect from overspray. Currie, a longtime fisherman, wanted the colors to be
realistic, not cartoonish. Hues were meticulously blended and multiple coats
applied. Each panel took a week or so. Work days were eight to 10 hours. It was
highly challenging – as in being way off the ground. The painters also
did the faux stonework on the bridge abutments. They had to be sure their work
didn’t get in the way of the bridge builders.
In May 2016, it was reported that some are upset
about the mural on the Antlers bridge. Their concern? Once the old bridge is
torn down, no one will be able to see the mural (so why spend the money).
Caltrans, on the other hand, is confident that thousands of people will get to
enjoy the murals because many boaters, swimmers, and water skiers frequent the
area. As for the cost, $250,000 of the budget went into the aesthetics of the
bridge including the rock detailing and the fish art. That's less than half a
percent of the total cost of the project. This particular project took
advantage of some toll credit so now it's being reimbursed and 100 percent
federal funding. The federal money was allocated for the project in 2009 and
has already been set aside to complete the bridge. The complete project from
construction to demolition is expected to be completed by November or December
In October 2016, it was reported that a small stretch of roadway near Exit
707 (Vollmers) has had at least 10 semi truck crashes in the 2014-2016 —
including four so far in October 2016 and three in the same month of 2014.
Virtually all of the crashes at the exit alternately called "Vollmers," "Dog
Creek" and "Delta" happened in the rain, and eight of the 10 occurred in
October. The wet weather is only one common factor in the crashes. The spot has
a curve that's known to the CHP and truckers alike. "The way it curves and that
situation of the road (being wet) causes them just about 100 percent of the
time to connect with that guardrail," CHP Sgt. Matt Larsen said, referring to
the crashes. But the California Department of Transportation's District 2
office in Redding says the road is fine — people just need to drive more
carefully. Others in the trucking industry say signs can be the reminder
— or first notice —a trucker needs to avoid catastrophe. Caltrans
uses skid tests to measure how well a road will hold up in such conditions, and
one conducted there at the beginning of the year had "good" results, said
Caltrans District 2 Spokeswoman Denise Yergenson. However, CHP officials say
the October factor is probably not a coincidence — the first rains of the
year make roads extra slick, since oil and other liquids embedded in the
asphalt are activated into liquid form again. The area was recently re-graded.
By Caltrans policy, most types of warning signs are only posted if the stretch
of roadway is out of compliance with standards.
In October 2008, the CTC considered relinquishment of right of way in the county of Shasta near the Pollard Flat overcrossing along Route 5, consisting of relocated or reconstructed county roads or frontage roads.
In April 2012, the CTC authorized $373,000 to construct a viewing area on I-5, at Castella Vista Point.
According to Gary Araki, in 2006 Caltrans made a change in the City of Weed. Pre-2006, the transition from SB I-5 to Route 97 used to direct motorists to use exit 747, the Central Weed exit; traffic then was routed to use S Weed Blvd, and then turn right to get on to Route 97. In Summer 2006, new signage went up directing SB traffic to exit 748, Edgewood Road, which is now signed with "To Route 97" (and the Central Weed signage has been removed for Route 97) . In other words, Route 97 traffic is suggested to use Route 265 to get to Route 97 in Weed.
In August 2011, the CTC approved $22,000,000 in SHOPP funding for repairs near Weed, from 0.1 mile south of Route 5/Route 97 Separation to 0.1 North Edgewood Overhead, that will rehabilitate 25.2 lane miles of roadway to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life.
In October 2009, the CTC approved for future consideration of funding a project that will replace the Shasta River Bridge (note that this bridge is not on I-5 proper, but appears to be on the former US 99 alignment next to I-5). The existing bridge is a two span concrete bridge built in 1922. The new bridge will be placed in the same location as the existing bridge and will be a single span concrete structure on piles with two traffic lanes. The project is estimated to cost $1,542,000. The project is programmed for funding with STIP ($177,000) and Highway Bridge Program ($1,365,000) funds. Construction is estimated to begin in fiscal year 2009/10. On September 23, 2009 the County provided confirmation that the scope addressed in the MND is consistent with the scope of work that is programmed in the STIP.
In August 2011, the CTC approved $52,000,000 in SHOPP funding for repairs near Yreka, from 0.3 mile south of Shasta River Bridge to 0.1 mile south of Klamath River Road Undercrossing, that will rehabilitate 28.0 lane miles of roadway to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life.
In May 2012, the CTC authorized SHOPP funding on I-5, in Siskiyou County, 02-Sis-5 R50.6/52.1 Near Yreka, from 0.6 mile south of Shasta River Bridge to 0.2 mile south of Vista Point. $8,200,000 to replace bridge decks and upgrade the structures to maintain structural integrity, reduce the risk to lives and properties, and to meet the current seismic strengthening standards.
In August 2016, the CTC approved for future consideration of funding a project on I-5 (02-Sis-5, PM R58.1) in Siskiyou County that will rehabilitate the water and waste water systems and construct a break room at the Randolph Collier Safety Roadside Rest Area near the city of Yreka. The project is programmed in the 2016 State Highway Operation and Protection Program. The total programmed amount is $7,496,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. 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.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures for or near this route:
The segment of Route 5 from Route 10 to Route 99, and from the northern I-5/Route 99 junction to the Oregon border, is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993.
Some portions of I-5 have been signed as part of Historic Route 99:
Historically, the portion of this route from the Mexican border to the roads connecting to Route 72 is close to the original "El Camino Real" (The Kings Road). This portion has officially been designated as "El Camino Real by Assembly Bill 1769, Chapter 1569, in 1959.
The entire route in California has been submitted to be part of the National Purple Heart Trail. The Military Order of the Purple Heart is working to establish a national commemorative trail for recipients of the Purple Heart medal, which honors veterans who were wounded in combat. All states in the union will designate highways for inclusion in the commemorative trail, and all of the designated highways will be interconnected to form the National Purple Heart Trail. Named by Senate Concurrent Resolution 14, Resolution Chapter 79, July 10, 2001.
The segment of Route 5 from the Mexico border to Route 94 is named the "John J. Montgomery Freeway". John J. Montgomery (1858-1911) was one of the pioneers in the field of aviation. He was born in in Yuba City, California, in 1858, and moved to Oakland when he was 5. He was always interested in flight. He attended St. Ignatius College in San Francisco (MS, circa 1880), and Santa Clara College (PhD, 1901). In 1894 Montgomery joined the faculty of St Joseph's College, Rohnerville, California, where he taught mathematics while continuing studies of air and water current impacts on edged surfaces, parabolic and plane. He later experimented with 4 foot and 8 foot wingspread model aeroplanes and built a wind-tunnel to vary experiments in degrees of parabolic wing-curve and length, fore and aft, rudder and rear stabilizer control. At Santa Clara College (now University), he worked part time for Rev. Richard H. Bell, S.J., on improvements in the Marconi Wireless. Montgomery patented an "Improvement in Aeroplanes" in 1906 and in 1909 completed an electric typewriter and patented an alternating current rectifier, which he sold to a San Francisco company. His findings and airplane designs finally earned him a well-deserved place with Octave Chanute and Dr. Samuel Pierpont Langley as American pioneers in controlled flight before the Wright brothers. It was named by Assembly Concurrent Resolution 16, Chapter 83, in 1949.
The interchange between I-5 and Route 905 in the County of San Diego is named the "Caltrans Equipment Operator II Richard Gonzalez Memorial Interchange" . It was named in memory of Caltrans Equipment Operator II Richard Gonzalez, a dedicated maintenance worker. Richard Gonzalez, while working on a special programs crew at the connector of I-15 and Route 94, was struck on the morning of June 20, 2011, and died in the line of duty at the age of 52 as a result of injuries sustained in the collision. Richard Gonzalez was an exemplary employee who gained the respect of supervisors, management, and peers for his devotion to the values of integrity, commitment, and teamwork. Richard Gonzalez's passion was restoration of classic cars and serving as a mentor and role model to his family and friends. Named by Senate Concurrent Resolution 52, Resolution Chapter 94, on September 15, 2011.
The segment of Route 5 starting from Route 94 in San Diego to the southern I-405/I-5 junction is designated the "San Diego" Freeway. It was named by the State Highway Commission on April 25, 1957. San Diego refers to the eventual southern terminus of the route (after all merges). The name refers to Saint Didacus of Alcalá, a Franciscan saint of the 15th century. The bay was named by Vizcaíno in 1602, the mission in 1769, the county in 1850 and the new city in 1856.
The portion of I-5 from Leucadia Boulevard to La Costa Avenue in the City of Encinitas is officially named the "C.H.P. Officer Stephen M. Linen, Jr. Memorial Freeway". It was named in memory of California Highway Patrol Officer Stephen M. Linen, Jr.. Officer Linen, Jr. was killed in the line of duty during the morning of August 12, 2001 while issuing a citation on I-5 near Leucadia Boulevard in Encinitas when a drunken-driving suspect collided into his patrol vehicle and struck the officer. Born on July 22, 1970, Officer Linen graduated from California State University, San Diego with a degree in Criminal Justice in 1993. He joined the CHP on July 25, 1994., and began service in the Monterey area as an officer on January 26, 1995. He made significant contributions to traffic safety and assisting the motoring public while assigned to the Monterey, San Diego, and Oceanside Area offices. He was nominated for the Burn Institute's "Spirit of Courage Award" for his 1998 act of bravery and heroism when he rescued a man trapped in a burning vehicle on I-5 in San Diego. Named by Senate Concurrent Resolution 24, Chapter 127, 9/12/2003.
The portion of I-5 from Tamarack Avenue to Route 78 in the City of Carlsbad is officially named the "C.H.P. Officer Sean Nava Memorial Freeway". Named in memory of California Highway Patrol Officer Sean Nava. Officer Nava was killed in the line of duty during the morning of October 28, 2000 while investigating an earlier traffic collision on I-5 in the City of Carlsbad when a drunken driving suspect collided into him. Born on April 8, 1967, in West Covina, Officer Nava served his country as an Army Military Police Officer in Germany and in Herlong, California. As an Army Military Police Officer, he conducted undercover narcotics investigations with the Army Criminal Investigation Division. Sean Nava was honorably discharged at the rank of sergeant. He joined the California Highway Patrol on July 31, 1989. His first assignment was in the San Jose Area. He made significant contributions to traffic safety and assisting the motoring public while assigned to the Monterey, San Diego, and Oceanside Area offices, and was posthumously awarded the Medal of Valor for his off-duty act of bravery and heroism when he attempted to rescue the driver of a vehicle that had collided with a residence and propane tank, and subsequently erupted in flames. Without regard to his own personal safety, Sean Nava and a citizen made repeated attempts to rescue the trapped driver. Named by Senate Concurrent Resolution 24, Chapter 127, 9/12/2003.
The portion of Route 5 between Harbor Drive and Route 78, in the County of San Diego, is named the "Oceanside Police Officer Daniel S. Bessant Memorial Highway". It was named in memory of Officer Daniel S. Bessant, who was born in Oceanside, California, on October 16, 1981. Officer Bessant attended local schools in Oceanside where his father served as a member of the faculty. He then served with the Oceanside Police Department for six years, three years as a police officer and three years as a civilian with the department. On December 20, 2006, Officer Bessant was killed in the line of duty while assisting another officer with a traffic stop and was shot from behind by a gang member who was not involved in the traffic stop. Officer Bessant's father, in his role as a teacher, had tried unsuccessfully to intervene with one of the gang members convicted of killing Officer Bessant after noticing that the young man was becoming involved with gangs. Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
The segment of Route 5 between the Basilone Road exit and the N, and the main gate of USMC Camp Pendleton to the S is named the Gunnery Sergeant John Basilone Memorial Freeway. Sgt. Basilone was a member of "C" Company, 1st Battalion, 7th Regiment, 1st Marine Division who was in charge of two sections of heavy machine guns defending a narrow pass that led to Henderson Airfield in Guadalcanal, Solomon Islands, during WWII (1942). Sgt. Basilone, at great risk to life, battled through hostile lines to provide shells for his gunners. For this, he recieved the Congressional Medal of Honor. Later, in 1944, he rejoined the USMC and, on Iwo Jima, single-handedly destroyed an enemey blockhouse while braving a bombardment of enemy heavy caliber file. For this, he was posthumously awarded the Navy Cross and the Purple Heart, and has a life-sized bronze statue in Raritan, NJ. He also has a destroyer, U.S.S. Basilone, named after him (subsequently scuttled, as it was no longer seaworthy). There is a 2nd status in honor of Sgt. Basilone somewhere in San Diego, as well as a bridge and a football field. Supposedly, a postal stamp with his likeness will be issued in 2005. Named by Senate Concurrant Resolution 25, Resolution Chapter 72, on July 23, 1999.
The segment of Route 5 between the Avenida San Luis Rey exit and the Camino De Estrella exit in the City of San Clemente is officially designated the "Officer Richard T. Steed Memorial Highway". It was named in memory of San Clemente Police Officer Richard (Rick) Thomas Steed. Steed was born on December 27, 1947, to Henry and Martha Steed, and grew up in Alexandria, Virginia with his brother Hank and sister Donna. After high school, Steed enlisted in the United States Marine Corps, where he served for eight years and rose to the rank of Staff Sergeant. During his service Rick spent one tour of duty in Vietnam as a radio technician in the Recon Platoon, and also served in Okinawa. Rick was awarded a Navy Commendation Medal, a Good Service Medal, and a Combat Action Ribbon. He also earned his jump wings. While still on active duty Rick became interested in law enforcement and became a reserve police officer with the San Clemente Police Department in July 1975. After receiving his associate of arts degree in criminal justice from Saddleback Community College, Rick was hired as a full-time police officer with the San Clemente Police Department on June 6, 1977. Officer Steed attended the Police Academy at Los Medanos College in Pittsburgh, California, where he was elected class president. On his final patrol shift, on November 29, 1978, Officer Steed answered a call for medical aid in an adjacent beat. Officer Steed announced his arrival to the dispatcher and indicated that he saw a subject approaching from behind his vehicle. As he exited the car and turned toward the subject, Officer Steed was immediately, and without provocation, shot twice with a .38 caliber handgun, and died from those injuries. A massive manhunt involving multiple law enforcement agencies resulted in apprehending the suspect and retrieving the murder weapon. The suspect was incarcerated in a state mental hospital. Officer Steed is the only San Clemente police officer to die in the line of duty was of 2011. Officer Steed was enshrined on Honor Rolls in the Santa Ana Courthouse, Sacramento, and Washington, D.C., and named in the Honor Roll and Officer Down Memorial Internet Web sites, and on memorial bricks in the Vietnam section of the Saddleback College Veterans Memorial and at the Marine Corps Museum in Quantico, Virginia. Additionally, a 64-acre park and sports complex was named the Richard T. Steed Memorial Park, and a plaque prominently displayed at Park Semper Fi near the San Clemente Pier. Named by Assembly Concurrent Resolution 33, Resolution Chapter 73, on August 23, 2011. The dedication was written up in the Orange County Register on 11/29/11. The article notes that the actual sign drops the word "Officer", and indicates there is an attempt in process to correct the sign and include the fact he was a San Clemente Police officer.
The interchange of I-5 and Route 91 in the City of Fullerton is named the “Fullerton Police Detective Tommy De La Rosa Memorial Interchange”. It was named in memory of Fullerton Police Detective Tommy De La Rosa, who at 43 years of age paid the ultimate sacrifice in the line of duty. Detective De La Rosa was born on May 12, 1947, and served his country during the Vietnam War while in the Marine Corps. Detective De La Rosa joined the Fullerton Police Department on September 26, 1980. While off duty, Detective De La Rosa liked to speak with children from neighborhoods heavy with drugs, gangs, and prostitution and urge them to be good and stay in school. On June 21, 1990, Detective De La Rosa was ambushed and shot five times during an undercover reverse sting narcotics operation, but, although gravely injured, was still able to return fire and fatally wound one of the suspects before succumbing to his injuries. Three other suspects were convicted of Detective De La Rosa’s murder and were sentenced to life without parole. Detective De La Rosa provided the public with exemplary service and dedication to his job throughout his nine-year career with the Fullerton Police Department. Named by Senate Concurrent Resolution (SCR) 28, Res. Chapter 128, Statutes of 2015, on July 22, 2015.
The portion of I-5 between the San Gabriel River Bridge (bridge number 53-213) at post mile 7.06 and the Rio Hondo River Bridge (bridge number 53-639) at post mile 9.46 in the City of Downey in the County of Los Angeles County is named the "Downey Police Officer Ricardo Galvez Memorial Highway". City of Downey Police Officer Ricardo Galvez was born in April 1986 in the City of Los Angeles. He was raised in the Cities of Los Angeles and Bell Gardens, California, where he attended elementary school and high school. Ricardo began his law enforcement career in 2006 when he was hired by the Downey Police Department as a police aide. In 2008, Ricardo enlisted in the United States Marine Corps Reserve and was stationed out of the Cities of Pico Rivera and Los Alamitos. Ricardo served as a Marine Corps Reservist for approximately six years, during which time he was deployed overseas as part of Operation Iraqi Freedom in Afghanistan and Iraq. Ricardo was hired by the Downey Police Department as a police cadet in March 2010, graduated from the Orange County Sheriff’s Academy in September 2010, and began his career as a Downey Police Officer when he was sworn in on September 2, 2010. Over the next five years, Ricardo worked patrol, establishing himself as a competent and compassionate police officer, and strove to be a K-9 officer, volunteering to become an “agitator” to better prepare himself for the position. On November 18, 2015, after finishing a training session with the department’s K-9 team, Ricardo returned to the station to complete his shift and, while he was seated in his vehicle adjacent to the police station, two individuals approached his car on foot and the individual on the driver’s side of the vehicle fired one round from a handgun into Ricardo’s vehicle, striking and killing him. Ricardo’s compassion and willingness to help others was always on display, and he routinely volunteered his time to coach kids from his home neighborhood in Boyle Heights at “State Park”. That willingness to help was evident when Ricardo, after stopping an elderly female for having expired registration and discovering that she had recently lost her husband and did not have the money to register her vehicle, decided to let her go with a warning and then paid her registration himself. Ricardo was an avid runner and fitness fanatic who could often be seen training for the Baker to Vegas Challenge Cup Relay, which is often referred to as the ultimate foot pursuit, and is a difficult 20 stage, 120-mile relay race that starts in Baker, California, and ends in Las Vegas, Nevada. Ricardo was not only a valued member of his Baker to Vegas Challenge Cup Relay team, but was also instrumental in organizing the Downey Police squad for the event. Named by Senate Concurrent Resolution (SCR) 111, Res. Chapter 95, Statutes of 2016, on August 5, 2016.
The I-5/I-710 interchange in Los Angeles County is officially named the "Marco Antonio Firebaugh Interchange". This interchange was named in memory of Marco Antonio Firebaugh, who at the age of 39 years was running for the California State Senate when he succumbed to health ailments on March 21, 2006. Born in Tijuana, Mexico on October 13, 1966, Firebaugh emigrated to the United States when he was a young boy. He worked hard to pay his own way through school and earned his bachelor of arts degree in political science from the University of California, Berkeley and a law degree from the UCLA School of Law. He was the first in his family to attend college and was committed to the notion that free universal public education is the cornerstone of our democratic society and worked hard to improve educational opportunities for all California students. Firebaugh was elected to the California State Assembly at the age of 32 years; and he served in the California State Assembly from 1998 to 2004, representing the 50th Assembly District located in southeast Los Angeles County. During his tenure in the Assembly, Firebaugh was recognized for his impressive legislative and advocacy record on behalf of California's working families and their children, establishing him as a leader and role model in the Latino community. He demonstrated outstanding leadership in introducing legislation aimed at improving the lives of immigrants and low-income families including undocumented immigrants who come to California to work and give their children a better life. He authored air quality legislation that provides funding for the state's most important air emissions reductions programs and that ensures that state funding be targeted to low-income communities that are most severely impacted by air pollution. He also authored legislation funding a mobile asthma treatment clinic known as a Breathmobile to provide free screenings and treatment for school children in southeast Los Angeles and fought hard in the Legislature to make California the first state to outlaw smoking in a vehicle carrying young children to protect them from the hazards created by breathing secondhand smoke. In 2002, he championed AB540, which allowed undocumented California high school students to pursue a college education and pay in-state tuition fees. From 2002 to 2004, Firebaugh served as Chairman of the California Latino Legislative Caucus where he was responsible for managing the development of the Latino Caucus' annual "Agenda for California's Working Families" as a policy document that focuses on issues affecting California's diverse population. Because of his effectiveness both as a policymaker and political leader, Marco Antonio Firebaugh was appointed Majority Floor Leader in 2002, and served as Floor Leader from 2002 to 2004, making him the highest ranking Latino in the Assembly and one of the chief negotiators for Assembly Democrats. Firebaugh also served six years on the State Allocation Board, which provides funding for public school construction and modernization. Named by Assembly Concurrent Resolution (ACR) 142, Resolution Chapter 132, on 9/7/2006.
The portion of I-5 between East Olympic Boulevard and South Atlantic Boulevard, in the City of Commerce, is officially named the ’147;Arnold C. Garcia Memorial Highway’148;. This segment was named in honor of Arnold C. Garcia, a Los Angeles County Probation Department group supervisor, who worked the graveyard shift at the Dorothy E. Kirby Center, supervising locked cottages housing some of Los Angeles County's youngest and most troubled offenders. As all Los Angeles County Probation Department employees, Arnold C. Garcia was equipped with only two weapons: muscle and guile. Although department guidelines recommend one guard for every 10 juveniles in custody, Arnold C. Garcia was charged with watching over a 20-bed cottage. During night shifts at the center, Arnold C. Garcia frequently bent the rules, bringing candy and videos for the most well-behaved wards. According to coworkers, he always had his Bible in hand, passing the lonely hours by praying for the wards. On April 4, 1994, Arnold C. Garcia heard a knock from inside one of the bedroom doors. The ward inside, who was serving time for burglary and possession of a concealed weapon, asked for permission to use the restroom. After opening the door, Arnold C. Garcia was struck in the head with a metal object from a disassembled desk in the room. The alleged assailant fled with another ward, but was captured a short time later. Arnold C. Garcia was the first Los Angeles County Probation Department employee killed in the line of duty since the department was formed in 1903, and the tragic death of Arnold C. Garcia serves as a symbol of the increasingly hazardous mission faced by employees at Los Angeles County's three juvenile halls and 20 probation camps. Named by Assembly Concurrant Resolution (ACR) 130, 8/30/2010, Resolution Chapter 111.
The I-5/I-10/Route 60/US 101 interchange, commonly referred to as the East Los Angeles Interchange, is named the ’147;Medal of Honor Recipient , Eugene A. Obregon, USMC, Memorial Interchange’148; (it was originally named the ’147;Marine Private First Class Eugene A. Obregon Interchange’148;). This interchange was named in memory of Medal of Honor Recipient Eugene A. Obregon, USMC. While serving as an ammunition carrier with Golf Company, Third Battalion, Fifth Marine Regiment, First Marine Division (Reinforced), during the Korean War, PFC Obregon was killed in action on September 26, 1950. The machine-gun squad of Private Obregon was temporarily pinned down by hostile fire; and during this time, he observed a fellow marine fall wounded in the line of fire. Armed only with a pistol, Private Obregon unhesitantly dashed from his cover position to the side of the fallen marine. Firing his pistol with one hand as he ran, Private Obregon grasped his comrade by the arm, and despite the great peril to himself, dragged the marine to the side of the road. Still under enemy fire, Private Obregon was bandaging the marine's wounds when hostile troops began approaching their position. Quickly seizing the wounded marine's rifle, Private Obregon placed his own body as a shield in front of the wounded marine and lay there firing accurately and effectively into the approaching enemy troops until he, himself, was fatally wounded by enemy machine-gun fire. By his courageous fighting spirit, and loyal devotion to duty, Private Obregon enabled his fellow marines to rescue the wounded marine. By fate and courage, Private Obregon is one of the valiant Mexican Americans to receive the Congressional Medal of Honor, the nation's highest military honor for bravery. Named by Senate Concurrent Resolution (SCR) 109, Resolution Chapter 66, on 6/26/2008.
The segment from the Route 5/Route 10/Route 60/US 101 interchange to Route 14 is officially named the "Golden State" Freeway. It was named by the Metropolitan Transportation Engineering Board (MTEB) on February 28, 1958, based on the fact that the route traverses the "Golden State" of California. The first segment of the Golden State Freeway opened in 1954 (the segment from the Route 7 (now Route 14)/US 6/US 99 Junction to Weldon Canyon); the last in 1975. The truck route dates to 1954. [The MTEB came into existence sometime after the passage of the Collier-Burns Highway Act of 1947 and lasted until the freeway system was finalized in the late 1950s. It was described as "...a voluntary group of the administrative officials of State, County and forty-three of the Municipalities within the Los Angeles Metropolitan District." Among the forty-seven members of the LAMTAC were the following notables: Leonard K. Firestone, Firestone Tire an Rubber Co.; M. Richard Gross, Treasurer, Richfield Oil Co.; Kenneth W. Kendricks, Dist. Sales Mgr., Standard Oil of California; Harry March, Secretary, Signal Oil Co.; J.W. Miller, Union Oil Co.; D.W. Sanford, Vice President, Goodyear Tire and Rubber Co.; and R.D. Stetson, Manager, LA Div., Shell Oil.]
The I-5/Route 134 interchange is named the "Gene Autry Memorial Interchange". Gene Autry was best known as a singing cowboy of stage and screen. He was also the original owner of the Anaheim Angels baseball team, and owned various media properties (KTLA-TV, KMPC-AM) in the Los Angeles area. The named interchange is near the Gene Autry Western Heritage Museum, opened in 1988. Named by SCR 17, Resolution Chapter 61, on July 16, 1999.
The portion of I-5 between West Burbank Boulevard in the city of Burbank and Hollywood Way in the City of Los Angeles is named the Burbank Police Officer Matthew Pavelka Memorial Freeway. It was named in memory of Burbank Police Officer Matthew Pavelka (1977-2004). Officer Pavelka served in the United States Air Force from 1997 to 2001, where he was awarded two medals for meritorious service. He was hired as a Police Recruit in August of 2002, attended the Ventura County Sheriff's Academy, and was promoted to Police Officer in January of 2003. He was just 26 years of age when he was called to assist veteran Officer Gregory Campbell with a routine traffic stop at the Ramada Inn on North San Fernando Road on the night of November 15, 2003. Tragically, the two men Officer Campbell had pulled over opened fire, injuring Officer Campbell and killing Officer Pavelka. Officer Pavelka was the first police officer to be killed in the line of duty in the Burbank Police Department's 82 year history. Named by Assembly Concurrent Resolution 156, August 19, 2004, Chapter 150.
The interchange of I-5 and Route 118 in the City of Los Angeles is named the "David M. Gonzales Medal of Honor World War II Memorial Interchange". It is named in memory of David M. Gonzales, Private First Class (PFC), United States Army. Gonzales was born in 1923 in East Los Angeles and raised in Pacoima, California. David M. Gonzales joined the Army during World War II on March 31, 1944, at Fort MacArthur, and was deployed to the Philippines as an infantry replacement in December 1944. PFC Gonzales’ heroic service on the Villa Verde Trail in Luzon, Philippines, on April 25, 1945, earned him, posthumously, the Congressional Medal of Honor. On April 25, 1945, PFC Gonzales and his unit, Company A, 127th Infantry, 32nd Division, were pinned down by enemy fire when a 500-pound bomb exploded in the company’s perimeter, burying five men of Company A. Without hesitation, PFC Gonzales seized an entrenching tool, and, under a hail of fire, crawled 15 yards to his entombed comrades, while his commanding officer, who also rushed forward to help, was struck and instantly killed by machine gun fire. Undismayed, PFC Gonzales set to work swiftly with the entrenching tool, and continued to dig out the five trapped men, while enemy sniper fire and machine gun bullets struck him. After PFC Gonzales had successfully freed one of the men, he stood up to be able to dig faster, despite the fact that such a position exposed him to greater danger, and while he successfully freed another man, PFC Gonzales was mortally wounded by enemy fire as he finished liberating the third trapped man. In the words of President Harry Truman, “Private Gonzales’ valiant and intrepid conduct exemplified the highest tradition of the military service”. The other two buried soldiers were later saved when the intense enemy fire subsided. PFC Gonzales was killed on April 25, 1945, while serving our country and saving the lives of his comrades on the field of battle during World War II. PFC Gonzales was survived by his then 25-year-old widow, his one-year-old son, and his mother. Named by Senate Concurrent Resolution No. 72, Resolution Chapter 148, September 05, 2014.
The portion of I-5 between the Rye Canyon Road overcrossing and Magic Mountain Parkway in the County of Los Angeles is named the "California Highway Patrol Officers James E. Pence, Jr., Roger D. Gore, Walter C. Frago, and George M. Alleyn Memorial Highway". It was named in honor of four CHP officers who made significant contributions to traffic safety and to the motoring public while assigned to the Newhall Area Office and who were killed in the line of duty in the early morning hours of April 6, 1970, by armed assailants during a traffic enforcement stop in Newhall: California Highway Patrol Officer James E. Pence, Jr., badge number 6885; California Highway Patrol Officer Roger D. Gore, badge number 6600; California Highway Patrol Officer Walter C. Frago, badge number 6573; and California Highway Patrol Officer George M. Alleyn, badge number 6290. Named by Senate Concurrent Resolution (SCR) 93, Resolution Chapter 92, on 8/11/2006.
The portion of Route 5 between Palomas Wash Bridge and 5 miles north of Palomas Wash Bridge in the County of Los Angeles is named the "CHP Officers Gayle W. Wood, Jr. and James E. McCabe Memorial Highway". It was named in memory of California Highway Patrol (CHP) officers Gayle W. Wood, Jr. and James Edward McCabe. Officer Gayle Wesley Wood, Jr. was born March 26, 1937, to Gayle and Dorothy Wood, in Barstow, California. He graduated from Glendale High School in 1954, and attended Life Pacific College. He was employed by the Huntington Beach Police Department as a car and motorcycle driver prior to becoming a CHP officer. Officer Wood, graduated from the CHP Academy in 1969 and was president of his class, and upon graduation he was assigned to the Santa Ana Area Office. After approximately one year with that office, CHP Officer Wood was transferred to the South Los Angeles Area and was assigned to motorcycle duty until being transferred to the Van Nuys Airport in 1973 as a helicopter pilot, where he spent the remainder of his career. Officer James Edward McCabe was born July 8, 1944, to Bud and Ruth McCabe in Los Angeles, California. Officer McCabe graduated from Don Bosco High School in 1962, and continued his education by attending California State University, Los Angeles, where he graduated with a Bachelor of Science Degree in Police Science and Administration in 1974. Prior to joining the CHP, Officer McCabe earned his helicopter license and joined the army, where he served in the Air Operations Division in Vietnam. Officer McCabe graduated from the CHP Academy in 1971 and was assigned to the West Los Angeles Area Office, where he earned his emergency medical technician and paramedic certificates, and was subsequently transferred to the Malibu Area Office, back to the West Los Angeles Area Office, and finally to the Van Nuys Airport for Air Operations, where he spent the remainder of his career. On September 1, 1978, the state suffered a tragic loss when these officers made the ultimate sacrifice while performing their sworn duty. Named by Assembly Concurrent Resolution 70, Resolution Chapter 109, on September 28, 2011.
Portions of this route from the vicinity of Route 14 to the
I-5/Route 99 junction are historically named the "Ridge Route". Mike
Ballard's site can provide
additional specifics. The Ridge Route first opened in 1915 and was paved four
years later using mule-powered graders. The 20-foot wide ribbon of concrete
hugged the top of the San Gabriel and Tehachapi Mountains - often precariously
- as it climbed over the Tejon Pass. A trip from L.A. to Bakersfield took 12
hours, and could be a harrowing experience. Since funds for blasting were
non-existent at the time of its construction, its engineers were forced to
follow the contours of the hills. This created nearly 700 curves in one 36-mile
stretch between Castaic and Gorman. The road was just wide enough for two
Model-T's to pass, and to jump one of its few curbs could send a vehicle
tumbling hundreds of feet down a canyon. Stretches of the route were so steep
that it was common to see cars, which lacked fuel pumps at the time, going up
backwards. The current I-5 routing from Route 138 south to Castaic is a bit to
the west of the old Ridge Route. From Route 138 to Grapevine, I-5 parallels or
sits on the alignment (the southbound lanes up the hill from the San Joaquin
Valley sit on the old road). Sometime in the 30's, a new road was built away
from the original Ridge Route; this was US 99. I-5 follows most of this
alignment, with the exception of the section between Templin Hwy (at Violin
Summit, north of Castaic) and Smokey Bear Rd (formerly Hungry Valley Rd). Most
of that alignment is now under Pyramid Lake. You can still travel the Ridge
Route: From Los Angeles, take I-5 north, exit at Lake Hughes Rd, turn right,
and turn left after a few blocks on Ridge Route (yes, that's the street name).
It winds its way through the mountains, although most of the curves have been
now cut off. You can still see many of the original concrete patches. It comes
out at Lake Elizabeth Rd. (Los Angeles County Route N2) Turn left, and you eventually
meet up with Route 138. Additionally, a 17.6 mile stretch that runs through the
Angeles National Forest was placed on the National Registry of Historic Places
in 1997. This section has been closed to the public since floods washed out
parts of it in 2005. But one Saturday a month the gates are opened to allow a
group of Ridge Route Preservation
Organization (RRPO) volunteers entry for the "privilege" of cleaning drains
and clearing rocks in hopes of re-opening the old road in the near future. You
can find much more history at the RRPO
website, and there is also a good article on the Ridge Route from the Automobile Club.
The segment of Route 5 that was cosigned with US 6 (i.e., from Route 14 to
Route 110) was named the "Grand Army of the Republic Highway" by
Assembly Concurrent Resolution 33, Chapter 73, in 1943. The GAR is a membership
organization founded in Decatur, Illinois on April 6, 1866 by Benjamin F.
Stephenson. It's membership was limited to honorably discharged veterans of the
Union Army, Navy, Marine Corps or the Revenue Cutter Service who had served
between April 12, 1861 and April 9, 1865. The GAR is responsible for the
establishment of Memorial Day, which began in 1868 when GAR Commander-in-Chief
John A. Logan issued General Order No. 11 calling for all Departments and Posts
to set aside the 30th of May as a day for remembering the sacrifices of fallen
comrades. The final Encampment of the Grand Army of the Republic was held in
Indianapolis, Indiana in 1949 and the last member, Albert Woolson died in 1956
at the age of 109 years.
The I-5/Route 14 interchange is officially designated the "Clarence Wayne Dean Memorial Interchange". Clarence Wayne Dean was a Los Angeles Police Officer. After being awakened on January 17, 1994, by the Northridge earthquake, Mr. Dean was proceeding, in the early morning darkness on his police motorcycle, to his division for assignment in the damaged area fell to his demise at the collapsed interchange of Route 5 and Route 14 in Los Angeles County. Named by Assembly Concurrent Resolution No. 111, Chapter 64, in 1994.
The portion of I-5 between Newhall Ranch Road and Hasley Canyon Road in Los Angeles County is named the "Los Angeles County Sheriff’s Deputy Shayne Daniel York Memorial Highway". It was named in memory of Deputy Shayne Daniel York, who faithfully served the Los Angeles County Sheriff’s Department as a deputy sheriff assigned to the East Facility of the Peter J. Pitchess Detention Center. Deputy York committed his life to his family and friends, and his career to the Los Angeles County Sheriff’s Department and to the safety of his fellow deputies and the residents of Los Angeles County. On August 14, 1997, Deputy York and his fiancée were at a Buena Park beauty salon when two armed men entered and attempted to rob the business and its patrons. Deputy York, his fiancée, and the other patrons of the salon were ordered to lie face-down on the floor. When one of the men identified Deputy York as a law enforcement officer, he shot Deputy York in the back of the head. Deputy York died two days later, on August 16, 1997, at just 26 years of age. Named by Assembly Concurrent Resolution (ACR) 16, Res. Chapter 86, Statutes of 2015, on July 1, 2015.
The portion of I-5 from the Fort Tejon Exit to the Grapevine Exit in Kern County is named the "CHP Officer Erick S. Manny Memorial Highway" This segment was named in memory of CHP Officer Erick S. Manny. Erick S. Manny was born on May 24, 1970, in Bakersfield, California. He attended Highland High School in Bakersfield, where he was a three-sport athlete, participating in baseball, football, and wrestling. Manny entered the California Highway Patrol Academy on November 13, 2000, and, after graduating, was assigned to the Fort Tejon CHP office on May 11, 2001. Officer Manny was killed in the line of duty on December 21, 2005, when he was in pursuit of a speeding driver on I-5 near the "Grapevine," when he lost control of his patrol car. Named by Assembly Concurrent Resolution (ACR) 58, Resolution Chapter 114, on 9/10/2007.
Between the southern Route 5/Route 99 junction and Woodland, this route is named the "West Side" Freeway. It was named by location (on the "west side" of the San Joaquin Valley). There have also been references to this as the "Apollo" freeway.
Between Route 152 and Route 165, this route is named the "CHP Officer Alfred R Turner Memorial Highway.". CHP Officer Alfred R. Turner was born in a little log and rock house in rural Chester, Arkansas on February 9, 1940. He moved to Susanville, California in 1944, and joined the United States Navy at age 17. Seven years after joining the California Highway Patrol, on December 16, 1975, Officer Alfred R. Turner was shot and killed by a motorist on I-5 near Los Banos, after stopping the vehicle because of a burned-out headlight. Officer Turner was unaware that the car he stopped had just been stolen in San Leandro, and when the officer stepped out of his patrol car, the motorist exited his vehicle, and, as the two men began walking toward each other, the motorist suddenly pulled a .357 magnum revolver and opened fire. Officer Turner was hit with three bullets, but returned fire and hit his assailant with five shots. Officer Turner, although critically wounded, managed to return to his patrol car and radio for help. He died 12 days later. Named by Senate Concurrent Resolution 80, Chapter 97, on July 14, 1998.
I-5 from Stockton to Sacramento is officially named the "Carlton E. Forbes Freeway". It was named by Assembly Concurrent Resolution No. 62, Chapter 26, in 1982. Carlton E. Forbes was Chief Engineer of the California Department of Transportation from 1974 to his retirement in 1980.
I-5 from Eight Mile Road to French Camp Road in Stockton is officially designated as the "CHP Officer Dale E. Newby Memorial Highway". Officer Dale E. Newby graduated from the California Highway Patrol Academy and was appointed a peace officer of the great State of California on April 24, 1967. He was killed while in the line of duty on July 17, 1982, during a traffic stop at I-5 and Eight Mile Road. He had stopped a motorist for speeding and erratic driving, After scuffling with the motorist, an ex-mental patient, Officer Newby was shot and killed. The tragedy was compounded when the gunman fled the area and took a hostage, who was subsequently shot and killed by the perpetrator prior to taking his own life. An estimated 850 people attended Officer Newby's funeral, including law enforcement personnel from Massachusetts, Oklahoma, Ohio, New Jersey, Florida, Louisiana, and Michigan, in addition to then Governor Edmund G. Brown, Jr. and then Lieutenant Governor Mike Curb. Officer Newby was only 36 years of age at the time of his death and was survived by his wife, Beverly, and their three sons, Sean, Jeffrey, and Dale, Jr. Named by Senate Concurrent Resolution 89, Chapter 155, September 11, 2002.
I-5 between Q Street and J Street in the City of Sacramento is named the "Deputy Sheriff Sandra Powell-Larson Memorial Highway". This segment was named in memory of Sacramento County Deputy Sheriff Sandra Powell-Larson, who died in the line of duty at 48 years of age while transporting state prisoners on northbound I-5 at 375 feet south of R Street in Sacramento. Deputy Sheriff Powell-Larson graduated from Rio Linda High School in 1968, and began her career with the Sacramento County Department of Social Services. She continued her county career with the Sacramento County District Attorney's Office while becoming a Sacramento County Reserve Deputy Sheriff. Deputy Sheriff Powell-Larson became a full-time Sacramento County Deputy Sheriff on September 30, 1974, while continuing her secondary education at Sacramento City College, where she received an Associate of Arts degree in criminal justice. Deputy Sheriff Powell-Larson was known by her fellow officers for her dedication to the Sacramento County Sheriff's Officers Association, and to the protection of the citizens of our state. Deputy Sheriff Powell-Larson was the first female officer to die in the line of duty in the over 150 -year history of the Sacramento County Sheriff's Office. Named by Senate Concurrent Resolution (SCR) 96, Resolution Chapter 113, on 8/18/2006.
In local usage, I-5 between Sacramento and Red Bluff is called the "West Side Highway". This name derives from the fact the route runs along the west side of the valley.
The portion of I-5 from Pocket Road to the southern boundary of the City of Sacramento is named the "CHP Officer Artie J. Hubbard Memorial Freeway". This segment was named in memory of California Highway Patrol Officer Artie J. Hubbard. Officer Hubbard was born on December 17, 1951, in Stockton, California. He graduated from East Union High School in Manteca, California in 1970. After high school, Officer Hubbard attended Delta College and graduated in 1973 with an AA degree in Criminal Justice. He joined the California Highway Patrol in January of 1974. After completing academy training, he reported to the Central Los Angeles Office. Throughout Officer Hubbard's years in Central Los Angeles, he was assigned to motorcycle patrol, as a field training officer, and worked protective services details. In 1984, Officer Hubbard was voluntarily transferred to the South Sacramento Office. On April 5, 1985, Officer Hubbard was involved in a serious car accident, where he sustained major head injuries. While bravely responding to an 11-99 (officer needs help) call, Officer Hubbard failed to negotiate a curve and his CHP Mustang slid off the roadway and struck a utility pole. He was placed on life support and was cared for in his parents' home for more than ten years. Tragically, on December 8, 1995, Officer Hubbard, 43, succumbed to his injuries as a result of the collision. Named by Senate Concurrent Resolution (SCR) 12, Resolution Chapter 73, on 7/12/2005.
The interchange of I-5 and US 50 in Sacramento County 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 interchange of Route 5 and Route 113 is named the "CHP Sergeant Gary R. Wagers Memorial Interchange" This interchange was named in memory of CHP Sergeant Gary R. Wagers, who died in a patrol vehicle collision in the line of duty while pursuing a traffic violator at high speed in the early morning hours of March 15, 2001, on Route 113 at the interchange with Route 5, in Woodland. Sergeant Wagers graduated high school in Allegan, Michigan and was a graduate of California State University, Sacramento. He joined the California Army National Guard in 1970 and retired in 1998 at the rank of Lieutenant Colonel, after receiving many awards, including the Army Achievement Medal, Reserve Commendation Medal, Meritorious Service Medal, and the National Defense Medal. He graduated from the California Highway Patrol Academy and was appointed as a State Traffic Officer on August 9, 1979; he was promoted to the rank of State Traffic Sergeant on March 1, 1992. He served in the West Los Angeles, Westminster, South Sacramento, Riverside, Santa Ana, and Woodland Areas as well as at CHP Headquarters and California Highway Patrol Air Operations. Named by Assembly Concurrent Resolution (ACR) 16, Resolution Chapter 70, on 07/07/2005.
The portion of Route 5, from the Sunset Hills Drive overcrossing at milepost 38.716 to the Nine Mile Hill overcrossing at milepost 36.371, in the County of Tehama, is named the "California Highway Patrol Officer Robert James Quirk Memorial Highway". It was named after California Highway Patrol Officer Robert James Quirk. Born in 1922, Officer Quirk enlisted in the United States Navy in January 1942 and completed Naval Aviator Training. He was commissioned as a Lieutenant Junior Grade and saw action on the Philippine Islands while serving as a squadron commander of B-24 bombers and flew multiple bombing raids during the battle of Kwajalein. He was recognized for his many achievements and, in 1947, and was honorably discharged from the Navy. In 1951, Officer Quirk moved to San Diego, California, and began working at Consolidated Aircraft Company. In 1954, Officer Quirk was hired by the CHP and assigned to the Compton CHP Office where he worked from 1955 until 1963, when he was transferred to the Red Bluff CHP Office where he served until his untimely death in 1971. On April 11, 1971, after being involved in a foot pursuit, during which time he singlehandedly caught three suspects, Officer Quirk suffered a fatal heart attack. Following in his father’s footsteps is his son, Sergeant Ken Quirk of the Storey County Nevada Sheriff’s Department, who demonstrates the highest standards of law enforcement while carrying his father’s handcuffs and wearing his father’s brass belt buckle. Named by Assembly Concurrent Resolution (ACR 3), Resolution Chapter 73, on 8/15/2013.
The portion of Route 5 between Gyle Road and Flores Avenue in Tehama County is named the "Nomlaki Highway" This segment was named in honor of the people of the Nomlaki Indian Nation, who are the original native inhabitants of Tehama County and have lived in the region since time immemorial. Historically, the Nomlaki greeted the Spanish explorers when they came into Tehama County with the Alferez Gabriel Moraga expedition in 1808. The boundaries of the Nomlaki lands changed with the arrival of the Europeans, but once extended within the Sacramento River Valley including most of present-day Tehama County. The Nomlaki had a sophisticated social, political, and religious structure and were wise stewards of the land and natural resources. The original trails through the Mendocino National Forest and connecting the valley and the mountains were cleared and used by the Nomlaki, some of which evolved into current highways in Tehama and Glenn Counties. Alas, of its original 25,000 acres, the Nomlaki tribal government now has jurisdiction over only approximately 2,300 acres of federal trust land concentrated in a reservation in Tehama County. Named by Senate Concurrent Resolution (SCR) 15, Resolution Chapter 93, on 7/12/2007.
The portion of I-5 between County Road 25 and Route 32 in the County of Glenn is named the "CHP Officer Charles T. Smith Memorial Highway". It was named in memory of Officer Charles Taylor Smith, who was born April 9, 1928, in Denison, Texas, and had four siblings, Tom, William, Virginia, and Vickie. Officer Smith graduated from Armijo High School in Fairfield, California, and joined the United States Marine Corps shortly thereafter; and after two years in the United States Marine Corps, and after achieving the rank of officer, Charles Smith married his best friend, Juanita (Jae), on November 15, 1948, and had two wonderful children, Terry and Toni. Officer Smith graduated from the California Highway Patrol Academy in 1952, and, upon graduation, was assigned to the El Centro Area. Officer Smith was killed in the line of duty on September 9, 1956, during what appeared to be a routine traffic stop for a speeding violation. Both occupants of the vehicle were absent without leave from the United States Marine Corps and were on a crime spree. While he was frisking the driver of the vehicle, the passenger shot Officer Smith three times in the back. Despite being fatally wounded, Officer Smith returned fire and fatally shot both suspects. Named by Assembly Concurrent Resolution 75, Resolution Chapter 113, on September 28, 2011.
The portion of Route 5 from the Bowman Road overcrossing to the northbound Main Street on ramp in the City of Cottonwood is named the "Captain Mark Ratledge Memorial Highway". It was named in memory of Captain Mark Ratledge, who began serving the Cottonwood Fire Department as a volunteer in 2003, was promoted to Captain in 2008, and served the department for nine years utilizing expertise he obtained while performing the perilous duties of fire protection as a member of the Redding Fire Department and the United States Forest Service. Captain Ratledge was always willing to share his knowledge and skill as a Training Officer for the Cottonwood Fire Department. Captain Ratledge died, at 35 years of age, on February 29, 2012, after being struck by an out-of-control vehicle while he was working the scene of another accident. Named by Senate Concurrent Resolution 78, Resolution Chapter 88, on August 24, 2012.
The portion of Route 5 at the interchange of I-5 and Route 44 in Shasta County in the City of Redding is named the "Merle Haggard Memorial Overpass". It was named in memory of Merle Ronald Haggard, who was born to James and Flossie Haggard in April 1937, in Oildale, just north of Bakersfield, California. Merle’s father was a railroad worker, and Merle grew up during the Great Depression. He lived with his family in a boxcar that they had converted into a home. As a child, Merle suffered from a respiratory condition that frequently kept him out of school and confined to bed rest. James Haggard died from a brain tumor when Merle was nine years of age. After his father’s death, Merle became rebellious. In an attempt to straighten her son out, his mother put him in several juvenile detention centers, but it had little effect on Merle’s behavior. As a teenager, Merle fell in love with country music, particularly the songs of Bob Wills, Lefty Frizzell, and Hank Williams. When he was 12 years of age, Merle was given his first guitar by his older brother. He then taught himself how to play by listening to records. Continuing to rebel, he went to Texas with his friend Bob Teague and, after returning to California, he moved to Modesto, where he made his performing debut with Teague at a bar named the Fun Center. The two were paid five dollars and given all the beer that they could drink. In 1958, at 20 years of age, Merle was sentenced to the California State Prison at San Quentin for burglary and an attempted escape from county jail. While serving a two-and-one-half-year term, he played in the prison’s country band and took high school equivalency courses. In 1959, he was a member of the audience that witnessed Johnny Cash’s first performance at San Quentin. Merle Haggard would later be officially pardoned in 1972 by then-Governor Ronald Reagan. In 1962, Merle Haggard signed with a small label called Tally Records for which he recorded five songs, including his debut single, “Sing a Sad Song,” which rose to No. 19 on the country music charts. In 1965, he formed his own band, The Strangers, before signing with Capitol Records, and later that year the band released its debut self-titled album. The group’s followup album, “Swinging Doors,” reached No. 1 on the country music charts the following year, and in 1967 the group’s single “I’m a Lonesome Fugitive” did the same. Later that year, Merle Haggard continued his runaway success with “Branded Man,” his first self-penned No. 1 song. During the remainder of the 1960s, Merle Haggard produced a string of No. 1 singles, culminating with what would become his signature song and his most controversial recording, “Okie from Muskogee.” Released in 1969, the song became an anthem for middle Americans whose patriotism and traditional values were under attack from Vietnam War protesters and hippies. “Okie from Muskogee” crossed over to the pop charts and in 1970 earned Merle Haggard the Country Music Association’s awards for Single, Entertainer, and Top Male Vocalist of the Year. The album of the same name also won Album of the Year. All told, Merle Haggard released nearly 70 albums and 600 songs, 250 of which he wrote himself. Among his most memorable albums were “The Fightin’ Side of Me” (1970), “Someday We’ll Look Back” (1971), “If We Make It Through December” (1974), and “A Working Man Can’t Get Nowhere Today” (1977). In 1982, he recorded a duet album with George Jones called “A Taste of Yesterday’s Wine,” which yielded the chart toppers “Yesterday’s Wine” and “C.C. Waterback.” The following year, he collaborated with Willie Nelson to record the widely praised compilation “Pancho & Lefty.” In addition to an impressive title track, “Pancho & Lefty” featured the touching ballads “It’s My Lazy Day,” “Half a Man,” “Reasons to Quit,” and “All the Soft Places to Fall”. Merle Haggard was elected to the Songwriters Hall of Fame in 1977. In 1994, his wealth of artistic achievements, including 38 No. 1 hits, earned him induction into the Country Music Hall of Fame. Though his musical output waned over the years, he continued to find success with albums such as “If I Could Fly” (2000), “Haggard Like Never Before” (2003), and his 2015 reunion album with Willie Nelson, “Django & Jimmie,” which placed him atop the country music charts one more time. In 2008, Merle Haggard was diagnosed with lung cancer and underwent surgery to remove a tumor. Reflecting on the situation, he referred to it as “the greatest test of my fortitude”. Merle Haggard died at home on his northern California ranch in Palo Cedro in Shasta County on April 6, 2016, his 79th birthday. He had been suffering from double pneumonia and had to cancel a string of scheduled concerts with Willie Nelson. The 11 days he spent trying to recover from his illness had become so difficult that he reportedly told his friends and family that he would die on his birthday. Named by Senate Concurrent Resolution 139, Res. Chapter 180, 9/9/2016.
The portion of Route 5 in Siskiyou County from PM 35.7 to PM 39.5, inclusive is designated as the Shawn BakerMemorial Highway. It was named in memory of Shawn Baker, born in 1963. Mr. Baker served his country in the United States Navy for five years. In 1999, Mr. Baker and his family moved to Siskiyou County and eventually settled in Weed, California. On January 31, 2001, Mr. Baker began his career with the Department of Transportation as a permanent-intermittent equipment operator in Yreka, California, and then transferred to the Yreka special projects crew in April 2004. Mr. Baker was hired as a permanent full-time equipment operator in November 2004, then transferred to the Grass Lake maintenance crew in December 2004 and the Yreka special projects crew in April 2006. On April 24, 2013, a group of eight Caltrans District 2 employees was performing rock scaling operations to remove loose material from a rocky hillside on State Highway Route 96 near Happy Camp in Siskiyou County when a rock slide occurred, tragically killing Mr. Baker and Mr. Jones, and injuring a third employee. Named by Senate Concurrent Resolution 53, Resolution Chapter 4, on 2/3/2014.
The portion of Route 5 in Siskiyou County from PM 41.5 (R41.5, near Shamrock Road / Old Hwy 99 N of Grenada CA) to PM 43.5 (R43.5, near Shamrock and Schulmeyer Rd), inclusive, is designated as the Robert Jones Memorial Highway. Robert Jones was born in 1973 in Yreka, California. The Department of Transportation hired Mr. Jones in November 2005 as a temporary employee for the Mount Shasta maintenance crew; Mr. Jones became a permanent-intermittent equipment operator for the Mount Shasta maintenance crew in November 2006, and then transferred to the Yreka special projects crew in December 2006. In June 2008, Mr. Jones was hired as a permanent full-time equipment operator for the Grass Lake maintenance crew, then transferred to the Yreka special projects crew in December 2010. In his spare time, Mr. Jones deeply enjoyed his time as a volunteer firefighter at the Mayten Fire Department. On April 24, 2013, a group of eight Caltrans District 2 employees was performing rock scaling operations to remove loose material from a rocky hillside on State Highway Route 96 near Happy Camp in Siskiyou County when a rock slide occurred, tragically killing Mr. Baker and Mr. Jones, and injuring a third employee. Named by Senate Concurrent Resolution 53, Resolution Chapter 4, on 2/3/2014.
The portion of Route 5 between the Pit River Bridge in Shasta County and the Shasta-Siskiyou County line is officially designated the "Stone Turnpike Memorial Freeway". In the decade of the Gold Rush, miners, farmers, and merchants of the Counties of Shasta and Siskiyou were unable to communicate with the outside world or bring their produce to market except over dangerous pack trails due to the rugged terrain in the Sacramento River Canyon. After other wagon road building efforts failed, Elias B. Stone and his sons secured a state franchise to build a wagon road. With brawn, black powder, mules, and oxen, the Stone family built nine bridges across the Sacramento River, 15 bridges across creeks and gulches, and a narrow road notched into the Sacramento River Canyon's walls, running 43 miles, from the Siskiyou-Shasta county line to the Stone family's ferry boat and landing on the Pit River, a few miles above that river' s junction with the Sacramento River. The Stone family completed the Stone Turnpike in the Sacramento River Canyon in 1861, but after only a few months of collecting tolls, disaster, in the form of the worst winter storm known in the area to that time, destroyed most of their work. The Stone family mortgaged all of its property and rebuilt a better toll road despite several legal entanglements. Other parties finally gained full control of the Stone family's company and the Stone Turnpike in 1868. In the 1870s, the Stone Turnpike became the major north to south stage route to Oregon; in 1887, the steel rails of the Central Pacific Railroad displaced the Stone Turnpike in some sections to complete the rail link into southern Oregon. In 1915, the dusty old stage road became Shasta County's part of the Pacific Highway, the predecessor of US 99, which is now I-5. Named by Assembly Concurrent Resolution No. 94, Chapter 98, in 1994.
The portion of Route 5 from the Riverside Avenue overcrossing to the North Red Bluff overcrossing in the City of Red Bluff is named the "Officer David F. Mobilio Memorial Highway". It was named in memory of Officer David F. Mobilio, who was born and raised in the San Francisco Bay area, and graduated from Saratoga High School in 1990. Officer Mobilio moved to the City of Chico, where he met and married Linda Dias, the true love of his life, and decided to pursue his dream of becoming a law enforcement officer. Officer Mobilio graduated from the Butte College Police Academy on November 30, 1995. On October 17, 1997, David Mobilio was hired as a Level II Reserve Police Officer for the Red Bluff Police Department and in 1998 he was promoted to a full-time, permanent police officer. After approximately two years of service as a patrol officer responding to calls ranging from vandalism, domestic violence, robbery, drug violations, and driving under the influence, Officer Mobilio was assigned as a Drug Abuse Resistance Education (DARE) Officer for the Red Bluff Police Department, providing antidrug-use education to elementary schoolchildren. On November 19, 2002, Officer Mobilio covered the graveyard shift for another officer, and at approximately 1:30 a.m. he checked out at a gas station to fuel his patrol car. Following several minutes without communication from Officer Mobilio, thedispatcher attempted to make radio contact with him. Following several more minutes of no response, a sergeant was dispatched to the location and found Officer Mobilio shot to death near his patrol car. Officer Mobilio had been ambushed while fueling his patrol car by an unknown suspect who was later apprehended with the assistance of many allied law enforcement agencies and who was subsequently convicted of murdering Officer Mobilio. Named by Senate Concurrent Resolution 78, Resolution Chapter 88, on August 24, 2012.
Historically, the portion of this route from Red Bluff to the Oregon state line was called the "Cascade Wonderland Highway".
Bridge 57-487, at Del Mar Heights Road in Del Mar in San Diego county, is named the "David A. Hoffman Memorial Bridge". It was built in 1964, and was named by Senate Concurrent Resolution 60, Chapter 69, in 1988. David Hoffman, a 30 year old Caltrans engineer, was killed by an errant motorist as he supervised a construction project on I-5 near Oceanside on March 16, 1987.
Bridges 57-845, 57-844, the Route 54/Route 5 interchange, is named the "George R. Volland Memorial Bridge". George R. Volland, United State Navy veteran of three wars, died of a heart attack brought on by the effort he exerted to assist the children who were injured in a tragic bus accident in Martinez on June 23, 1976. It was named by Assembly Concurrent Resolution 60, Chapter 30 in 1998.
The Mission Avenue bridge over I-5 in the City of Oceanside is named the
Dr. Martin Luther King, Jr. Memorial Bridge to honor the life and
achievements of Dr. Martin Luther King, Jr. Dr. Martin Luther King, Jr.
(January 15, 1929 – April 4, 1968) was an American clergyman, doctor of
theology, activist, and leader in the African American Civil Rights Movement,
who is best known for his role in the advancement of civil rights using
nonviolent civil disobedience. Dr. King, who has become a national icon, became
a Baptist minister and a civil rights activist early in his career. Dr. King
led the 1955 Montgomery Bus Boycott and helped found the Southern Christian
Leadership Conference (SCLC) in 1957, serving as its first president. With the
SCLC, Dr. King led an unsuccessful struggle against segregation in Albany,
Georgia in 1962, and organized nonviolent protests in Birmingham, Alabama that
attracted national attention following television news coverage of the brutal
police response. Dr. King also helped to organize the 1963 March on Washington,
D.C., where he delivered his “I Have a Dream” speech. There, he
established his reputation as one of the greatest orators in American history
and said to the crowd: “With this faith we will be able to hew out of the
mountain of despair a stone of hope. With this faith we will be able to
transform the jangling discords of our nation into a beautiful symphony of
brotherhood”. On October 14, 1964, Dr. King received the Nobel Peace
Prize for combating racial inequality through nonviolence. In 1965, he and the
SCLC helped to organize the Selma to Montgomery marches, and the following
year, he took the movement north to Chicago. In the final years of his life,
Dr. King expanded his focus to include poverty and the Vietnam War. Dr. King
was assassinated on April 4, 1968, in Memphis, Tennessee and was posthumously
awarded the Presidential Medal of Freedom and the Congressional Gold Medal.
Martin Luther King, Jr. Day was established as a United States federal holiday
in 1986 and a memorial statue on the National Mall in Washington, D.C. was
opened to the public in 2011. Named by Assembly Concurrent Resolution 41,
Resolution Chapter 64, on August 5, 2013.
In downtown Los Angeles there are signed directing motorists to "The Wall Las Memorias Project AIDS monument". This designation relates to the The Wall Las Memorias Project, which was founded in 1993 with the mission of educating the Latino community about the HIV/AIDS epidemic and building an eternal monument to honor loved ones who have died from that disease. It was envisioned by local community activist, Richard Zaldivar, who believed that a public symbol would create a focal point for discussion and healing among those impacted by the HIV/AIDS epidemic. Over the past decade, The Wall Las Memorias Project has built support for the AIDS monument through innovative prevention programs, leadership training, and grassroots community organizing, which have led to a coalition of elected officials, community-based organizations, churches, schools, entertainers, union leaders, and community members. It was designed by architect David Angelo and public artist Robin Brailsford, and is located at Lincoln Park in the historic community of Lincoln Heights, northeast of downtown Los Angeles. It is designed as a Quetzalcoatl serpent, an Aztec symbol for rebirth, and it consists of eight wall panels, six murals depicting life with AIDS in the Latino community and two granite panels containing the names of individuals who have died from AIDS, and includes a serene park setting for personal meditation. The sign is located on SB I-5 between exit 135 and 136, and on NB I-5 between Plaza de la Raza and the Main Street sign. Named by Senate Concurrent Resolution (SCR) 3, Resolution Chapter 102, on 7/16/2007.
At the junction of Route 5 with Route 126, there will be a "1915 Ridge Route Highway Historical Monument". Begun in 1914 and completed in late 1915, the Ridge Route Highway, officially named the "Castaic-Tejon Route," connected Castaic Junction in Los Angeles County to Bakersfield. It was one of the first products of the newly formed State Bureau of Highways, paid for through the passage of a 1910 bond act. It was considered an engineering marvel of its day and was the first mountain highway built in California. Many credit the 1915 Ridge Route Highway, which opened up travel and commerce between the Los Angeles basin and the San Joaquin Valley, with having prevented California from separating into two separate states. Workers carved out the original 20-foot wide roadway by using horse and mule drawn scrapers and graders, going from ridge top to ridge top across the western San Gabriel mountains. Originally completed as an oiled, graded gravel road, the 1915 Ridge Route Highway was paved in 1919; and was well known for its 697 curves, the most notorious of which was Deadman's Curve near Tejon, that if added together, would make 110 complete circles. The 1915 Ridge Route Highway was replaced in 1933, by a straighter, three-lane highway, which was later widened and became Route 99. On September 25, 1997, 17.6 miles of the 1915 Ridge Route Highway south of Gorman, was accepted into the National Registry of Historic Places. Named by Assembly Concurrent Resolution 98, Chapter 150, October 2, 2001. Note: The Ridge Route Preservation Organziation (RRPO) worked with Assemblyman Runner (author of ACR 98) for the purpose of getting permission to place a historical marker at Castaic Junction, the official beginning of the route on the southern end. ACR 98 directs Caltrans to issue RRPO a permit to construct the monument. Unfortunately, after the passage of ACR 98, they ran into a road block with the permit. They are currently working to resolve the issue.
Bridge 22-025, over the Sacramento River between Sacramento and Yolo counties, was named the "Elkhorn Bridge" or "Elkhorn Causeway" through historical and long usage. The name relates to the location, which is near where the Elkhorn Ferry used to run. The ferry may have run as late as 1971.
In 1969, the Elkhorn Bridge was renamed the "Vietnam Servicemen Memorial Bridge" by Senate Concurrent Resolution 145, Chapter 357. The Vietnam Servicemen Memorial Bridge is dedicated to the memory of over 600 men from Sacramento, Placer, Yolo, Yuba and El Dorado County who were killed in action in South Vietnam.
Bridge 06-021, the Pit River Arm Bridge at Shasta Lake in Shasta county, is named the "Veterans of Foreign Wars Memorial Bridge". It was built in 1941, and named by Senate Concurrent Resolution 59, Chapter 150, in 1994. The Veterans of Foreign Wars of the United States traces its roots back to 1899 when veterans of the Spanish-American War (1898) and the Philippine Insurrection (1899-1902) founded local organizations to secure rights and benefits for their service. After chapters were formed in Ohio, Colorado and Pennsylvania, the movement quickly gained momentum. By 1915, membership grew to 5,000; by 1936, membership was almost 200,000. The VFW planned the establishment of the Veterans Administration, and has been a tireless promoter for veteran's rights. More information on the organization can be found at http://www.vfw.org/.
According to the Caltrans publication "Named Freeways, Highways, Structures and Other Appurtenances in California, 1996", Bridge 06-027, at Dog Creek in Shasta county, is named the "Harlan D. Miller Bridge". Harlan D. Miller, Chief of the California Highway Commission Bridge Department from 1924 to 1926, advocated aesthetically pleasing as well as physically substantial bridges. It was built in 1956, and named by Senate Concurrent Resolution 140 in 1974. This was a replacement for the old concrete arch bridge, built on the Pacific Highway in 1927 and now decommissioned. According to California Highways and Public Works, Jan 28, that bridge was was also named after Harlan D. Miller, who was the chief bridge engineer for the California Highway Commission. Mr. Miller died on October 19, 1926. A few days before his death, the CHC designated he structure as the Harlan D. Miller bridge in recognition of his service to the state. You can still see the old bridge from I-5 if you know where to look, and that the Caltrans Library has a lovely photo showing both the new bridge and the old bridge.
Bridge 06-192L, the Sacramento River Bridge O.H., is officially named the "Earl Sholes Memorial Bridge", and the highway bridge 06-193L, is officially named the "Dan Heryford Memorial Bridge". On May 25, 1950, in the vicinity of the twin bridges, Shasta County Undersheriff Earl Sholes and Shasta County Deputy Sheriff Dan Heryford were killed by two prisoners that the officers were transporting to Redding on charges that the prisoners had stolen a motor vehicle. Named by Senate Concurrent Resolution No. 2, Chapter 61, in 1997.
This route also has the following Safety Roadside Rest Areas:
This route is part of the De Anza National Historic Trail.
The portion of I-5 N of Sacramento was part of the "Pacific
The portion of this route from I-205 to Route 120 (former US 50) was part of the coast-to-coast "Lincoln Highway" and the "Victory Highway". A good page with the history of the Lincoln Highway can be found here. It notes that a 1924 guide book noted that Elk Grove had a population of 500, an express company, telegraph, and no tourist accommodations, while Arno was listed with a population of 100, with meals, a garage, and gas available, one express company, one telegraph company, telephone, one general business place, and one public school. The same Guide lists Galt with a population of 985 with three hotels, two garages, large fruit orchards, and 'The longest iron bridge in California, one mile south of Galt. It also notes that trucks from the Calaveras Cement Company brought cement to pour on the road bed that was given free of charge by many cement companies along the way. In the early 1930's the federal government and the state funds created another state-wide route called Route 99. The new highway skirted the town of Galt east of the Lincoln Highway. The old Lincoln Highway south of Dry Creek Bridge became known as "Lower Sacramento Road", and that portion of the Lincoln Highway that ran through Galt was named "Lincoln Way" to remind the citizens of the community that Galt had played a significant role in the history of transcontinental transportation.
The following are Route 5 Business Loops or surface street former routings:
Approved as chargeable Interstate on 7/7/1947; the original routing was along Route 99, this was later changed to the westerly realignment. This route was originally approved as I-5 (with the route splitting near Tracy into I-5W (current I-580 and I-505) and I-5E). In November 1957, the California Department of Highways suggested using I-11 for this route (to permit use of I-3 [I-280] and I-5 [I-680] in the San Francisco Bay Area, and I-7 [I-405] and I-9 [I-605] in the Los Angeles area), but this was rejected.
As noted above, the designation I-5 was proposed in November 1957 for what is now I-680.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959 by Chapter 1062.
[SHC 263.3] From the international boundary near Tijuana to Route 75 near the south end of San Diego Bay; and from San Diego opposite Coronado to Route 74 near San Juan Capistrano; and from Route 210 near Tunnel Station to Route 126 near Castaic; and from Route 152 west of Los Banos to Route 580 near Vernalis; and from Route 44 near Redding to the Shasta Reservoir; and from Route 89 near Mt. Shasta to Route 97 near Weed; and from Route 3 near Yreka to the Oregon state line near Hilts.
The following segments are designated as Classified Landscaped Freeway:
The portion of this route that is former US 99 was designated as a "North-South Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947. This route (I-5) was designated as a "North-South Blue Star Memorial Highway" by Senate Concurrent Resolution 61, Ch. 116 in 1971.
[SHC 164.10] Entire route.
Overall statistics for Route 5:
The route that was to become LRN 5 was first defined in 1909. In appears that in 1925, the segment from Point San Quentin to San Rafael was added.
The route was again extended in 1933 with a segment from Stockton to Mokelumne Hill. By 1935, it was codified into law as follows:
It was not a primary highway. In 1961, Chapter 1146 rerouted the highway in San Jose, changing the definition to:
Chapter 2155 in 1963 extended the route to West Point.
The signage of this route was as follows:
From Route 395 near Bishop to the Nevada state line near Montgomery Pass.
The definition of Route 6 is unchanged from the 1963 definition.
Before US 6 was truncated to end in Bishop, it consisted of the
In 1934, State Signed Route 6 was defined to run from Santa Monica to Jct. Route 39 near Fullerton. This routing was similar to that of what was later Route 26 (also LRN 173), so it is likely that once US 6 was established, Route 6 was renumbered as Route 26, and then 1934 Route 26 was dropped from the state highway system. This routing was along Pico Blvd E from signed Route 3 (Lincoln) [later signed US 101A (LRN 60), now Route 1], N on Robertson to Olympic, E on Olympic to Crenshaw, N on Crenshaw, E on 10th Street and 9th Street, then E on Mines Ave near Huntington Park, then SE along Anaheim-Telegraph Road to Santa Fe Springs, then SE along Los Nietos Road, S on Valley View, SE on La Mirada Road to Route 39. This routing appears to have disappeared by 1939 and for much of it, there is not a parallel legislative route.
Prior to the definition and signage of US 6, the portion of the route from Bishop to the California-Nevada state line was signed as part of state signed Route 168. This was an eastern extension of Route 168 from its present-day terminus in Bishop.
In 1937, it was proposed that US 6, from Provincetown MA to Los Angeles CA be designed the Grand Army of the Republic Highway. In 1943, the California Department of Transportation adopted the name Grand Army of the Republic Highway for US 6. According to CalTrans in March 1994, the Grand Army route is now US 6, then US 395 to Route 14, Route 14 to I-5, I-5 to I-110, and then south to San Pedro. A monument marking the western terminus of the Grand Army Highway may be found on the wall on the S side of Ocean Avenue, in front of the Terrace Theatre. It was named by Assembly Concurrent Resolution 33, Chapter 73, in 1943.
One map from 1938 shows US 6 as being named the "Roosevelt" Highway.
ACR 26 requested the Department of Transportation, upon application by an interested local agency or private entity, to identify any section of former U.S. Highway Route 6 that is still a publicly maintained highway and that is of interest to the applicant, and to designate that section as Historic U.S. Highway Route 6. Chaptered July 3, 2007. Resolution Chapter 67.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959. Note that although the route is legislatively designated as freeway, it is not constructed to freeway standards (i.e., there are grade crossings).
Overall statistics for Route 6:
[SHC 164.10] Entire route.
The routing that would become LRN 6 was defined in the 1909 First Highway Bonds, running from Sacramento to Woodland Junction. It was extended in 1933 to run from [LRN 8] near Napa to Winters via Wooden Valley and Berryessa Valley. By 1935, the routing had been codified as being:
Only the first segment was considered a primary route.
In 1939, Chapter 473 changed the reference to "Woodland Junction" to [LRN 7]. In 1957, Chapter 36 filled the gap between the two segments, changing the second segment to read "[LRN 8] near Napa to [LRN 90] near Winters". In 1959, Chapter 1062 added the north bypass of Napa, changing the second segment again to [LRN 49] near Napa to [LRN 7] near Davis.
Signage on the route was as follows:
From the northerly boundary of the Federal Port of Entry near Calexico to Route 8 near El Centro.
In 1963, Route 7 was defined as "from Route 11 [Present-Day Route 110] in San Pedro to Route 210 in Pasadena via Long Beach and including a bridge, with at least four lanes, from San Pedro at or near Boschke Slough to Terminal Island."
In 1982, Chapter 914 extended the definition to include that portion of the freeway between Route 1 and the northern end of Harbor Scenic Drive, that portion of Harbor Scenic Drive to Ocean Boulevard, that portion of Ocean Boulevard west of its intersection with Harbor Scenic Drive to its junction with Seaside Boulevard, and that portion of Seaside Boulevard from the junction with Ocean Boulevard to Route 47. It was noted that this extension didn't become operative unless the commission approves a financial plan.
In 1984, this route was transferred to Route 710 as it was approved as non-chargable interstate.
In 1990, the current incarnation of Route 7 was defined as "from a new International Border crossing near Calexico to Route 8 near El Centro." (Chapter 1187)
In 1994, the definition was changed to "from the northerly boundary of the Federal Port of Entry near Calexico to Route 8 near El Centro." (Chapter 1220)
In 1934, Route 7 was signed along the route from Jct. Route 3 (US 101A, later Route 1) at Torrance to the California-Nevada state line north of Coleville, via Mojave, and from the Nevada-California State Line near Reno Jct. to the California-Oregon State Line at New Pine Creek via Alturas. Starting in 1935, the portion of this route N of former state signed Route 95 at the Inyo-Kern County Line was renumbered as US 395. In that routing, it began at the Oregon border, and consisted of the following segments:
For information on the 1964-1984 Route 7, see I-710.
A controlled access highway routing has been adopted from Route 98 to I-8, per the August 2000 CTC Agenda. It was under construction as of October 2002, according to Don Hagstrom. It was open as of March 2012, giving trucks a full expressway route to the interstate, and allowing then to avoid the narrow 2-lane Route 98. A future extension of Route 7 north may be constructed as a routing of a new Route 115 expressway as well, although this is far off.
Note: Apparently, a 2007 episode of the TV program "24" featured a Route 7 that ran from the central part of Los Angeles (Florence and something) to Newhall. Although Pre-1964 Route 7 ran to Newhall, it was only from the top of the San Fernando Valley (Sepulveda Blvd), not from Central Los Angeles.
In September 2009, the CTC relinquished right of way in the county of Imperial along Route 7 from Heber Road to Hunt Road, consisting of relocated or reconstructed county roads, and frontage roads.
[SHC 253.1] Entire route.
In November 1957, the California Department of Highways proposed the designation I-7 for what is now I-505. This was part of an approach to number current I-5 as I-11, and use the single odd digits for what are now loop routes in the San Francisco Bay and Los Angeles areas.
Overall statistics for Route 7:
The route that would become LRN 7 was defined in the 1909 first bond act, running from Tehama Junction to Benicia.
In 1931, it was extended by the addition of the secondary routing from [LRN 14] near Crockett to American Canyon Route near Vallejo. The rationale was that the route would provide a connection from the proposed American Canyon Route to [LRN 14] near Crockett. In doing so, it would provide a complete through road for trafficc from the inland valleys to the bay area.
By 1935, the route was codified as:
It was then quickly amended by Chapter 274 to the simpler:
This amendment closed the gap between Vallejo and Red Buff, and included the  portion of the route that had been part of LRN 104. However, that portion was not removed until 1939.
By 1935, this was all considered a primary route. In 1957, Chapter 36 extended the route to Albany, simplifying the definition to “[LRN 69] in Albany to [LRN 3] near Red Bluff”. LRN 69 was signed as Route 17, and is approximately I-580 today. LRN 7 was signed as US 40, and is approximately I-80 today (thus, LRN 7 began near what is now the I-80/I-580 interchange). It continued NNE signed as US 40 (approximately today's I-80) until just SSW of Davis.
The following segments are designated as Classified Landscaped Freeway:
In 1934, Route 8 was signed along the route from Stockton to the California-Nevada State Line near Woodfords, via Jackson. In 1964, the portion running (1) from Stockton to Route 12 near Valley Springs via Linden and Bellota, and then (2) from Route 12 near Fosteria through Mokelumne Hill was resigned as Route 26. This routing was LRN 5.
The remainder of 1934 Route 8, running from Route 49 near Jackson to Woodfoods (near the Nevada state line) through Pine Gr., Cooks Sta., and through Carson Pass, was resigned as Route 88 in 1964. It was LRN 34.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
This route is part of the De Anza National Historic Trail.
This route (as US 80) was part of the "Atlantic-Pacific
This route (as US 80) was part of the "Old Spanish
This route (as US 80) appears to have been part of the "Bankhead Highway", the "Dixie Overland Highway", the "Lee Highway", and the "Lone Star Trail".
Overall statistics for Route 8:
The portion of this route from San Diego to the Arizona state line was designated as a "Blue Star Memorial Highway" by Assembly Concurrent Resolution 62, Ch. 107 in 1961.
[SHC 164.10] Entire route.
The routing that would become LRN 8 was defined in the first highway bond act of 1909, running from Ignacio to Cordelia via Napa. By 1935, it had been codified into the highway code without change:
The entire route was a primary route.
Starting from US 101 (LRN 1), LRN 8 was signed as the second incarnation of US 48 (later Route 37) until the present Route 37/Route 121 junction. It then continued N signed as Route 37 (post-1964 Route 121) to Shellville, continuing easterly towards Napa cosigned as Route 12/Route 37 (post 1964 Route 121). From Napa S, it was cosigned as Route 12/Route 29 (present-day Route 221), until Route 29 diverged. LRN 8 continued signed as Route 12 to Cordelia, where it joined with US 40 (LRN 7).
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