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California Highways

Routes 9 through 16

 
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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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.


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State Shield

State Route 9



Routing

From Route 1 near Santa Cruz to Route 17 near Los Gatos via Waterman Gap and Saratoga Gap and along the ridge between the San Lorenzo and Pescadero Creeks.

 

Post 1964 Signage History

In 1963, this was defined to run "from Route 17 near Santa Cruz to Route 17 near Los Gatos via Waterman Gap and Saratoga Gap and along the ridge between the San Lorenzo and Pescadero Creeks." In 1981, Chapter 292 changed the western origin to Route 1 near Santa Cruz.

 

Pre 1964 Signage History

This route consisted of two segments:

  1. The first segment ran between Santa Cruz and the present northern Route 9/Route 236 junction near Waterman Gap. This segment was LRN 116, and was added to the state highway system in 1933.
  2. The second segment ran between Route 236 and Route 17 in Los Gatos (through Saratoga). This segment was LRN 42. The portion between Route 236 and Saratoga Gap was added to the state highway system in 1913; the remainder of the segment from Saratoga Gap to Los Gatos was added in 1933.

This route was signed as Route 9 in the initial state signage of routes in 1934.

Pre-1964 State Shield In Saratoga, the original signage of Route 9 diverged from the present signage. The signed Route 9, as LRN 114, proceeded North on Saratoga-Sunnyvale Road into Sunnyvale via Mathilda Ave, thence to a jct with Alviso-Milpitas Road (currently signed as Route 237), and a junction with Bypass US-101 (LRN 68). It appears this segment was defined in 1933, but is no longer part of the state highway system. For a while, this was signed as part of Route 85.

Pre-1964 State Shield The route signed as Route 9 then proceeded on the current Route 237 alignment into Milpitas. This was LRN 113. It ran east as Route 237 to Route 17 (LRN 69; now I-880). Before the current bridge over the Guadalupe River was constructed, it took a route into Alviso via Gold Street north and 1st Street southwest back to current Route 237.

Between Milpitas and Warm Springs, Route 9 ran N along a LRN 69 (Route 17, now I-880) to present-day Route 262 near Warm Springs. This segment, as LRN 69, was added to the state highway system in 1933.

Near Warm Springs, Route 9 ran along the present-day Route 262 routing between Route 17 (present-day I-880) and Route 21 (present-day Route 680). This was part of LRN 5, defined in 1909.

Between the present-day Route 262/I-680 junction near Warm Springs and Irvington, Route 9 ran cosigned with Route 21 to Irvington, near Mission San Jose. This segment was LRN 5, and was added to the state highway system in 1909.

Near the mission (at Mission Blvd), Route 9 diverged, continuing signed as Route 9 (but still LRN 5) along what is now Route 238, ending at US 50 (present-day I-580). This was also added in 1909.

 

Status

In July 2005, the CTC considered relinquishment of right of way in the City of Saratoga, between Saratoga-Los Gatos Road and 0.13 kilometer west of Sixth Street, consisting of nonmotorized transportation facilities, namely sidewalks.

 

Scenic Highway

[SHC 263.3] From Route 1 near Santa Cruz to Route 236 near Boulder Creek; and from Route 236 near Boulder Creek to Route 236 near Waterman Gap; and from Route 236 near Waterman Gap to Route 35; and from Saratoga to Route 17 near Los Gatos; and from Blaney Plaza in Saratoga to Route 35.

 

Interregional Route

[SHC 164.10] Between the north urban limits of Santa Cruz and the south urban limits of San Jose.

 

Other WWW Links

 

Interstate Submissions

In November 1957, the California Department of Highways proposed the designation I-9 for what is now I-405.

 


Overall statistics for Route 9:

  • Total Length (1995): 39 miles
  • Average Daily Traffic (1993): 3,200 to 34,500
  • Milage Classification: Rural: 18; Urbanized: 21.
  • Previous Federal Aid Milage: FAU: 20 mi; FAS: 9 mi.
  • Functional Classification: Prin. Arterial: 4 mi; Minor Arterial: 16 mi; Collector: 19 mi.
  • Counties Traversed: Santa Cruz and Santa Clara.

 

Pre-1964 Legislative Route

The route that would become LRN 9 was defined in the first set of highway bonds in 1909, with a rough routing of "San Fernando to San Bernardino". It was extended in 1933 to run to [LRN 2] (US 101) near Montalvo. By 1935, it was codified in the highway code as:

  1. [LRN 2] near Montalvo to [LRN 4] near San Fernando
  2. San Fernando to San Bernardino

Only the first segment was a primary route.

In 1957, Chapter 1911 changed the west end of the first segment from [LRN 2] (US 101) near Montalvo to [LRN 79] (Route 126) near Saticoy, and replaced San Fernando with "near San Fernando" in the second segment.

The signage for LRN 9 was as follows:

  1. From LRN 79 near Saticoy to LRN 4 near San Fernando.

    This segment was signed as Route 118.

  2. From near San Fernando to San Bernardino.

    This routing was signed as Route 118. At some point, the signage as Route 118 terminated, and the remainder of the route between Pasadena and San Bernardino was signed as US 66. The routing of LRN 9 (US 66) through Pasadena was: right on Shamrock Ave. in Monrovia, left on Foothill Blvd. through Arcadia into Pasadena, left on Santa Anita Ave. right on Colorado Street and left on Fair Oaks Ave.

    LRN 9 later applied to the routing of what is now I-210 between Pasadena (the Route 134/I-210 junction) to Route 30.


Interstate Shield

Interstate 10



Routing
  1. From Route 1 in Santa Monica to Route 5 near Seventh Street in Los Angeles.


    Post 1964 Signage History

    (105-110)In 1963, this segement was defined as "Route 1 in Santa Monica to Route 105 near Soto Street."

    In 1968, Chapter 385 changed the definitions of Route 105 ("from Route 5 to the junction of Route 110 (now part of Route 10) and US-101") and Route 110 ("from Route 105 to the junction of Routes 5 and 10") from their former stub routes in downtown, creating the present day I-105 routing. At this point, the definition of Route 10 was changed to "Route 1 in Santa Monica to Route 5 near Seventh Street in Los Angeles", and US 101 was changed to start at "Route 5 near Seventh Street in Los Angeles".

     

    Pre 1964 Signage History

    State Shield Interstate Shield The segment was LRN 173, and was defined as part of the state highway system since 1933. Before this was reserved for the freeway, this was Route 26 and ran along Olympic Blvd. The McClure Tunnel was originally part of Olympic Blvd, although as part of US 101A.

    [Reece at 405-10]The I-405/I-10 interchange was designed by Marilyn Jorgenson Reece, who was the first woman in California to be registered as a civil engineer. She died in May 2004. A South Dakota native who earned a bachelor's degree in civil engineering from the University of Minnesota in 1948, Reece moved to Los Angeles with her parents shortly after graduation. The same year, she went to work for the State Division of Highways, which later became Caltrans, as a junior civil engineer in Los Angeles. In 1954, after six years of required experience to sit for the Professional Engineer's Exam, Reece became the state's first fully licensed female civil engineer. In 1962, she received the Governor's Design Excellence Award from Gov. Pat Brown for the San Diego-Santa Monica freeway interchange. Shortly after, Reece became the Division of Highway's first woman resident engineer for construction projects. The three-level San Diego-Santa Monica freeway interchange, which opened in 1964, was the first interchange designed in California by a woman engineer. Reece told The Los Angeles Times in 1995 that she put her "heart and soul into it" and that she designed the interchange with aesthetics in mind. "It is very airy. It isn't a cluttered, loopy thing," she said, adding that specifications to keep traffic moving at high speeds necessitated the long, sweeping curves. The image to the right, excerpted from One Hundred Years of Progress, shows Reece and Thomas McKinley. However, the book referred to Reece as an Associate Engineer, with McKinley as a Resident Engineer, but did indicate that Reece supervised the I-405/I-10 interchange project. The view in the photo is looking N from what is roughly the National offramp on the I-405; you can see a sign for the Route 26 Olympic Blvd NB offramp that was removed as part of the project (likewise, the SB National offramp was removed)

     

    Status

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

    • High Priority Project #3805: Planning, design, and preliminary engineering of on/off ramp system at intersection of I-10 and Roberston/National Blvds. in Culver City. $2,000,000.

     

     

    Naming

    This portion is named the "Santa Monica Freeway"; the first segment opened in 1961 and the freeway was completed in 1966. It was named by the State Highway Commission on April 25, 1957. The name derives from the western terminus of the segment in the City of Santa Monica. The name Santa Monica may have been applied by the second Portolá expedition on May 4, 1770, the day of holy Monica, mother of Saint Augustine. It appears in 1839 in the land grant San Vicente y Santa Monica, on which the modern city was founded in the early 1870s. Sierra de Santa Monica was recorded in 1822.

    The portion of I-10 within the city limits of Santa Monica is named the "Ricardo A. Crocker Memorial Highway". This segment was named in memory of Santa Monica Police Officer Ricardo A. Crocker, a Major in the United States Marine Corps, who was killed by a rocket propelled grenade explosion on May 26, 2005 while conducting combat operations against enemy forces in Iraq. Ricardo A. Crocker was assigned to Detachment D, Third Civil Affairs Group, attached to the Fifth Provisional Civil Affairs Group II MEF and had previously served in Operation Iraqi Freedom II with the Third Civil Affairs Group from February through September 2004, and was redeployed to Iraq with the Fifth Provisional Civil Affairs Group in February 2005. At the time of his death, Ricardo A. Crocker, known as "Rick," was 39 years of age and a 10-year veteran of the Santa Monica Police Department. Ricardo A. Crocker held the rank of Captain in the United States Marine Corps when he was hired by the Santa Monica Police Department on July 21, 1995, subsequently being promoted to the rank of Major in the Marine Corps. As an Officer for the Santa Monica Police Department, Ricardo A. Crocker served in uniform patrol and was a member of the Crime Impact Team and Special Entry Team, serving as the primary emergency medical technician for the Special Entry Team, and was a rifle team member and rifle instructor. While in his final assignment to the Police Activities League, Officer Crocker made an indelible impression on the youth of Santa Monica by teaching preparatory courses for the Scholastic Aptitude Test, leading the book club, and implementing hiking and camping programs that exposed these youth to his two passions: education and nature. Ricardo A. Crocker was an excellent officer and ambassador for the Santa Monica Police Department as well as an excellent protector of the community; was a consummate caring professional who represented the highest standards and traditions of law enforcement and the Santa Monica Police Department. Named by Senate Concurrent Resolution (SCR) 20, Resolution Chapter 94, on 7/12/2007.

    The segment between I-405 and Route 110 is named the "Rosa Parks Freeway". Rosa Parks (born February 4, 1913, in Tuskegee, Alabama) is considered the "Mother of the Modern Day Civil Rights Movement". This fame started when she was arrested on December 1, 1955, in Montgomery, Alabama, for refusing to give up her seat on a bus to a white man. Her arrest was the impetus for a boycott of Montgomery buses, led by Dr. Martin Luther King, Jr., and joined by approximately 42,000 African Americans for 381 days. On November 13, 1956, the United States Supreme Court ruled that Montgomery's segregation law was unconstitutional, and on December 20, 1956, Montgomery officials were ordered to desegregate buses. Rosa Parks refusal to surrender her seat in compliance with Montgomery's segregation law inspired the civil rights movement, which has resulted in the breakdown of numerous legal barriers and the lessening of profound discrimination against African Americans in this country. Her courage and conviction laid the foundation for equal rights for all Americans and for the Civil Rights Act of 1964. Rosa Parks was the first woman to join the Montgomery chapter of the NAACP, and was an active volunteer for the Montgomery Voters League. She cofounded the Rosa and Raymond Parks Institute for Self Development in 1987 with Elaine Easton Steele to motivate and direct youth to achieve their highest potential through the "Pathways to Freedom" program. She is the recipient of many awards including the Presidential Medal of Freedom, the nation's highest civilian honor, the Congressional Gold Medal of Honor, the highest honor Congress can bestow upon a civilian, and the first International Freedom Conductor Award from the National Underground Railroad Freedom Center. The naming was on the occation of Rosa Park's 89th birthday. Named by Assembly Concurrent Resolution 134, Chapter 2, 28 January 2002.

    In additional to the other designations noted, Route 10 (in its entirety) has been officially designated the "Christopher Columbus Transcontinental Highway", although on the east coast, the corresponding sign is not on I-10 (it is on I-40). It acquired this name in Assembly Concurrent Resolution No. 106, Chapter 71, in 1976. According to reports in 2003, the sign on I-10 has disappeared. The Continental Drifters appear to have released a song about this route; the lyrics are here and here.

     

    Named Structures

    The I-405/I-10 Interchange is named the "Marilyn Jorgenson Reece Memorial Interchange". It was named in honor of Marilyn Jorgenson Reece, who was born and raised in North Dakota and earned a bachelor's degree in civil engineering from the University of Minnesota in 1948. Ms. Reece moved to Los Angeles with her parents shortly after graduation in 1948, and went to work for the State Division of Highways, which later became the Department of Transportation, as a junior civil engineer in Los Angeles. After six years of experience required to sit for the Professional Engineers Exam, Marilyn Jorgenson Reece became the state's first fully licensed female civil engineer in 1954. In 1962, Marilyn Jorgenson Reece received the Governor's Design Excellence Award from Governor Pat Brown for designing the I-10/I-405 interchange. Ms. Reece became the Division of Highway's first woman resident engineer for construction projects shortly after receiving that award. The three-level I-10/I-405 interchange designed by Marilyn Jorgenson Reece opened in 1964 and was the first interchange designed in California by a woman engineer. Urban critic Reyner Banham, author of <I>Los Angeles: The Architecture of Four Ecologies</I>, admired the wide-swinging curved ramps connecting the two freeways, and wrote that the I-10/I-405 interchange "is a work of art, both as a pattern on the map, as a monument against the sky, and as a kinetic experience as one sweeps through it". During her 35-year career, Marilyn Jorgenson Reece's projects included serving as senior engineer for the completion of Route 210 through Sunland in 1975—at the time, the largest construction project the Department of Transportation had ever awarded—at $40 million. After retiring in 1983, Marilyn Jorgenson Reece taught engineering classes at Cal State Long Beach; and during Women's History Month in 1983, the Los Angeles City Council honored Marilyn Jorgenson Reece for making significant contributions to the city. In 1991, Marilyn Jorgenson Reece received life membership in the American Society of Civil Engineers. Named by Senate Concurrent Resolution (SCR) 72, Resolution Chapter 96, on 8/15/2006.

    The Western Avenue overcrossing at I-10, in the City of Los Angeles, is officially named the Reverend Cecil "Chip" Murray Overcrossing. It was named in honor of the Reverend Cecil "Chip" Murray, who has generously and successfully served the community and congregation of the First African Methodist Episcopal Church in Los Angeles since 1977, when the congregation counted 300 active members and those members received his vision to ignite a fire in their hearts to be a church that extends beyond its walls. As of 2004, the congregation numbered over 17,300 members, and works through more than 40 task forces, including task forces related to health, substance abuse, homelessness, emergency food and clothing, general and specialized housing, tutoring, entrepreneurial training, and employment services. These task forces and programs provide notable assistance and services that include assistance and services for the physically handicapped, dwelling assistance for low-income individuals and those with HIV/AIDS, transportation for the elderly and handicapped, education, health care and AIDS/tobacco ministries, tutoring, legal aid, computer training, job training and placement, economic development and loan programs, a business incubator for multimedia production, a prison ministry, environmental programs, food programs, youth programs, choir and music programs, and other activities. Reverend Murray served 10 years on active duty in the United States Air Force as a jet radar intercept officer in the Air Defense Command and as a navigator in the Air Transport Command, was decorated in 1958 with the Soldier's Medal of Valor following an explosion in his two-seated fighter, and retired as a reserve major in the United States Air Force. He is a native of Florida and has received an undergraduate degree from Florida A&M University, has received a doctorate in religion from the School of Theology at Claremont, and has lectured and been an adjunct professor at Iliff University, Seattle University, the School of Theology at Claremont, Fuller Seminary, and Northwest Theological Seminary. Reverend Murray retired as Senior Pastor of the First African Methodist Episcopal Church on September 25, 2004. Named by Assembly Concurrent Resolution 152, chaptered September 1, 2004. Resolution Chapter 175.

    The I-10/I-110 interchange is officially named the "Dosan Ahn Chang Ho Memorial Interchange". Dosan Ahn Chang Ho was born in a small village in Korea in 1878. He arrived in America in 1902 with his newlywed wife, Lee Hae Ryon (Helen Ahn). As the steamship approached Hawaii, Ahn Chang Ho resolved to stand tall above the sea of turmoil existing at that time in Korea, and resolved to call himself "Dosan," which means Island Mountain. While living in San Francisco, Dosan organized the San Francisco Social Meeting on September 23, 1903, and initiated a social reform movement that was in desperate need in the Korean American society. As an accomplished orator and leader at the age of 24, Dosan guided his countrymen to form a respectable community for Koreans in the United States. He and his family settled in Riverside, California, in March 1904 and worked tirelessly to unite Korean Americans and to revive the patriotic spirit of the Korean people. He moved to Los Angeles in 1913, where the Dorothy Chandler Pavilion now stands, and played a significant role in the growth of the Korean American community in the City of Los Angeles. Together with his friends, he formed the Gonglip-Hyuphoe, or Cooperative Association, which would become the basis for the Korean National Association, which Dosan later led as president. This association maintained structure within the Korean American community, both to build character of individuals and to enhance the image of Koreans within the mainstream community. Dosan also established one of the first English schools for Koreans so that his fellow Korean Americans could learn English and the Bible. He helped to relieve blighted living conditions for his fellow Korean Americans in the Greater Los Angeles area, and became the spiritual leader of the Korean Independence Movement. Following Japan's annexation of Korea in 1910, Dosan formulated the basis for the Provisional Government of Korea, and conceived Hung Sa Dahn (Young Korean Academy), an organization to develop leaders for the independence movement, in 1913. In 1915, Dosan promoted the development of the Korean language program for second generation Korean Americans as an opportunity to pass on Korean traditions, values, and identity to younger generations. Through his work, Dosan Ahn Chang Ho had an enormously beneficial impact and significance on the history of modern Korea and Korean Americans. Dosan's philosophy and teachings serve as a model for Korean American youths. The interchange was named in honor of the 100th Year Centennial Immigration for Korean Americans to the United States. Named by Senate Concurrent Resolution 104, Chapter 160, September 11, 2002.

     

    Interstate Submissions

    Approved as chargeable Interstate on 9/15/1955. At one time, Caltrans proposed this as I-12, with I-10 being assigned to what is currently I-8.


  2. From Route 101 near Mission Road in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Chiriaco Summit, and via Blythe.


    Post 1964 Signage History

    (105-110)In 1963, this routing was defined as "Route 110 in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Shaver's Summit, and via Blythe, and includes that portion of the Colorado River highway bridge (near Ehrenburg, Arizona) which is within the State of California. The department may contract with the State of Arizona, for and on behalf of the State of California, for the maintenance of such bridge." Route 110 referred to a stub route downtown (in particular, the portion between the two segments of Route 10).

    In 1968, the stub Route 105 and Route 110 were elimated, and the portion from Route 101 to Route 5 was transferred from former Route 110. This changed the routing to "(b) Route 101 near Mission Road in Los Angeles to Route 5. (c) Route 5 in Los Angeles to the Arizona state line at the Colorado River...", reflecting the slight discontinuity at Route 5.

    In 1984, the two segments were comined, and the text about Arizona was removed, giving the definition of "(b) Route 101 near Mission Road in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Chiriaco Summit and via Blythe."

    Near the intersection of I-10 and former Route 31, Ontario had a racetrack. Between 1971 and 1980, this track hosted Indycar/CART, NHRA, and NASCAR events; this racetrack was designed in a similar shape to the more famous Indianapolis Motor Speedway and was intended to bring a second venue of major auto racing into the Los Angeles area (the first was the now-defunct Riverside International Raceway, which is located at the I-215/Route 60 junction). This track also hosted the "Questor Grand Prix", an allstar event attempting to prove whether American formula racers were superior to those from Europe. After Ontario Motor Speedway went bankrupt in 1980, the track was demolished and the land is now owned by ChevronTexaco. It was near where Ontario Mills now stands, and might explain the car-named streets between Haven Avenue and old Route 31: Dusenberg Drive, Ferrari, Mercedes Lane, Porsche Way, and Concours, and the car named streets west of Haven Avenue: Triumph Lane, Shelby Street, Shelby Lane, Lotus Avenue, Jaguar Way.

     

    Pre 1964 Signage History

    State Shield Interstate Shield This segment was made up of four distinct parts:

    1. Between Route 5 and San Bernardino, this was LRN 26. The initial portion of the route, from Colton to Route 86 near Indio, was added in the Second Bond Act of 1916. The route was extended between Monterey Park and Colton in 1931. It was extended further into Los Angeles to meet US 101 in 1933. This portion was signed as US 70/US 99. This segment starts at the San Bernardino Split, which was the end of US 60 and US 70, and junction with US 99 and US 101. The grade separated interchange was originally completed in 1943; it was later modified by the addition of the flyover in 1954. In 1996, the flyover was removed due to earthquake safety.

    2. Between San Bernardino and Indio, this was also part of LRN 26. This portion of LRN 26 was defined in 1916, and was signed as US 60/US 70/US 99.

    3. Between Indio and Shavers Summit, this was part of LRN 64. This segment of LRN 64 was defined in 1931. This portion was signed as US 60/US 70.

    4. Between Shavers Summit and the Arizona state line, this was LRN 64. The portion between Shavers Summit and Blythe was defined in 1919, and the extension to the Arizona State Line in 1931. It was also signed as US 60/US 70. In Blythe, this was Hobsonway, and used a different bridge to cross the Colorado. The current bridge was built in 1960, with improvements in 1974. No remnants of the original bridge remain.

    On July 15, 1952, the California Highway Commission adopted I-10 as a freeway. I-10 became part of the Freeway & Expressway System in 1959 and is also part of the Interstate Highway System. I-10 is included in the State Interregional Road Systems and is further classified as a “High Emphasis” and “Gateway” route. The entire length of I-10 is included in the National Highway System, the Department of Defense Priority Network, and the Strategic Highway Corridor Network. The 1990 Federal Surface Transportation Assistance Act (STAA) identifies I-10 as a “National Network” route for STAA trucks. The Federal Functional Classifications for I-10 are Rural Principal Arterial and extension of a Rural Principal Arterial into an urban area.

     

    Status

    According to an article in the San Gabriel Tribune, the I-10/I-605 interchange was designed in 1964 and was supposed to accommodate traffic until 1984. No major changes have been undertaken there since it was built. An average of 438,000 cars use the interchange each day, making the intersection the 19th busiest in the state. According to a 1999 study by the South Coast Air Quality Management District, the area directly around the interchange has one of the highest air-pollution- related cancer risk factors in the San Gabriel Valley. One of the main problems with the intersection is what engineers call "the weave,", where vehicles transferring from the I-10 west to the I-605 south have to weave across cars getting on the I-605 south from the I-10 east. Cars from both directions have only about 150 feet to change places with each other. Additionally, drivers who want to transfer from the southbound I-605 to the eastbound I-10 east have to take a left turn when leaving the I-605. According to Caltrans, the prospects for improvements are bleak. Caltrans is considering building a flyover from the I-605 south to the I-10 east, which would eliminate the weaving-in section. The current budget crisis rules out state funding for the immediate future, and it was not appoved for funding in the 2007 CMIA allocations.

    A project has been approved for future consideration of funding to construct the Live Oak Canyon Interchange in the City of Yucaipa (TCRP #59). [April 2002 Agenda Item 2.2c.(3)]. The overall project is to reconstruct the Live Oak Canyon Road Interchange on Route 10 and construct the 14th Street Bridge over Wilson Creek. Construction of the 14th Street Bridge was completed in December 2003. In 2007, the CTC considered a request for modification of funding on this project, which would place the completion date in FY 2008/09

    In 2007, the CTC recommended using the Corridor Mobility Improvement Account (CMIA) to fund widening of the ramps and addition of aux. lanes at Cherry, Citrus & Cedar ($30,325K requested, $19,233 recommended) and a WB mixed flow lane from Live Oak Cyn to Ford St ($38,186K requested; $26,500K recommended).

    There are plans to widen this route from Route 210 to Ford Street in Redlands (TCRP #58) [September 2002 Agenda Item 2.1c.(2)]. The overall project will add one mixed flow lane in the median in each direction on I-10 from Orange Street to Ford Street in the City of Redlands. The proposed widening will upgrade I-10 within the limits of the project from three lanes to four lanes in each direction. This is now scheduled for completion in August 2007.

    TCRP Project #61 will reconstruct the Apache Trail Interchange E of Banning in Riverside County. As of September 2005, this project is inactive.

    [Bob Hope Interchange]In November 2006, the CTC considered a route adoption to construct a roadway extension and a new eight lane overcrossing over I-10, near Bob Hope Drive. In the vicinity of the proposed Bob Hope Drive interchange, I-10 is an eight-lane divided freeway. The existing Ramon Road interchange was constructed in 1961. The proposed project will construct a new spread diamond interchange with Bob Hope Drive. The interchange will be located approximately 0.4 miles west of the existing Ramon Road interchange and will be a new six-lane overhead structure over the Union Pacific Railroad and an eight-lane overcrossing structure over I-10. The existing Ramon Road eastbound on-ramp will remain operational while the other four ramps at Ramon Road will be removed. Keeping the eastbound on-ramp at Ramon Road will improve the operating conditions at the local street intersections. The proposed improvements will increase the capacity of the existing interchange and improve interchange operations. This project is fully funded in the 2006 State Transportation Improvement Program. The total estimated project cost is $53,700,000. This project requires full oversight by the Federal Highway Administration (FHWA) since it is a federally-funded project on the interstate system that involves the reconstruction of an interchange and is greater than $1.0 million. A FHWA field operations engineer reviewed the project on April 12, 2006. A Modified Access Report was approved by FHWA on February 15, 2002. This project is consistent with the Regional Transportation Plan and the Riverside County General Western Coachella Circulation Plan. As a “Gateway Interchange” to Rancho Mirage, all improvements, including aesthetic treatment, landscaping, and restoration of natural areas will be based on the conceptual plans provided by the Agua Caliente Band of Cahuilla Indians. A public information meeting was held in November 2001 to solicit public input. It is estimated to begin construction in Fiscal Year 2007-2008.

    2007 CMIA. A number of projects on I-10 in Los Angeles County were submitted to the Corridor Mobility Improvement Account for funding. These projects included HOV lanes, Puente Ave. to Citrus St. ($173 million); HOV lanes, Citrus St. to Rote 57 ($191.5 million); and the I-10/I-605 transition connector ($70.5 million). In San Bernadino County, a request for bridge widenings in preparation for HOV lanes ($107,931K) was also non-recommended. None were recommended for funding. This has been a point of contention in the inland empire as there is significant congestion on the I-10.

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

    • High Priority Project #391: Interchange improvements at the I-10 and Indian Ave Interchange in Palm Springs. This was noted in the Desert Sun. $2,200,000.

    • High Priority Project #881: Pedestrian Bridge for North Atlantic Blvd., Monterey Park. $480,000.

    • High Priority Project #1369: Interchange improvements at Palm Drive and I-10. $2,200,000.

    • High Priority Project #1387: Reconstruct interchange at I-10 and Riverside Avenue to improve traffic in Rialto. $1,600,000.

    • High Priority Project #1680: Implement Grove Avenue Corridor/I-10 interchange improvements in Ontario. $2,400,000.

    • High Priority Project #2051: Improve interstates and roads part of the Inland Empire Goods Movement Gateway project in and around the former Norton Air Force Base. $20,000,000.

    • High Priority Project #3098: Construct Cypress Avenue over-pass to separate I-10 and Union Pacific Railroad tracks in Fontana. $2,400,000.

     

     

    Business Routes
    • Montclair and Ontario: Holt Blvd (former business route)
    • E of I-15 along Valley Blvd through Colton (marked at least once).
    • Indio: Indio Blvd. This doesn't dump you easily back onto I-10 on the E side; you end up on Route 111 and then take the Route 86S expressway. This routing is old US 99.
    • Blythe: Hobsonway. This ends on the AZ side with an odd loop under I-10 at the AZ border for E bound traffic.

     

    Naming

    The portion of I-10 located in California is designated the "Pearl Harbor Memorial Highway". This segment was named in remembrance of approximately 2000 brave and patriotic survivors of the attack on Pearl Harbor. On December 7, 1941, just before 8 a.m. on a Sunday morning, the first wave of bombers began the attack on Pearl Harbor that led the United States into World War II. It was an unforgettable day for those who lived through it and one that called America forth to defend itself. In so doing, it inspired a generation of Americans to rise and lead the defense of freedom around the world. Overall, on December 7th, 1941, 2,335 people were killed in action and 1,178 were wounded; the majority of the Pacific Fleet that was damaged and sunk in the attack was at one time home ported in California. Named by Senate Concurrent Resolution (SCR) 8, Resolution Chapter 72, on 7/12/2005.

    The portion of this freeway from US 101 to Route 215 is named the "San Bernardino Freeway"; the first segment opened in 1943 and the last segment in 1957. It was named by the State Highway Commission, based on its primary destination of San Bernardino. San Bernardino was first recorded as a place name in 1810, and derives from the name of the Italian saint of the 15th century. In 1842 it was applied to a land grant, on a part of which Mormons in 1851 started a settlement, the nucleus for the present city. The mountains are mentioned before 1850, the county was named in 1853, and the national forest in 1893.

    The portion of this freeway between the intersection with Route 19 in the City of Rosemead and the intersection with I-605 in the City of Baldwin Park is officially named the "El Monte Police Officer Donald Ralph Johnston Memorial Highway". It was named in honor of El Monte Police Officer Donald Ralph Johnston. Officer Donald Ralph Johnston was born in Wichita, Kansas, on November 11, 1954. When he was four, his parents moved the family to La Puente, California where his father Corky joined ranks of the El Monte Police Department. Officer Johnston graduated from La Puente High School in 1972, and became the proud father of a son Eric who later continued the Johnston legacy with the El Monte Police Department (3rd generation). In 1985, Officer Johnston became a reserve officer for the City of El Monte until he became a full-time officer in 1988. Officer Johnston volunteered in the Adopt-a-Cop program at Wilkerson School. On January 9, 1990, Officer Johnston responded to a call of a person trying to pass a bad check at a bank, and was shot and paralyzed by the suspect after selflessly pushing a bystander out of harm's way. He was awarded the City of El Monte Medals of Valor, Distinguished Service, and Purple Heart, received commendations and awards from the United States Congress, Governor Deukmejian, Governor Wilson, the California State Legislature, the Office of Attorney General, the County of Los Angeles, the American Police Hall of Fame, and numerous other local and national organizations. On January 29, 1991, Officer Johnston returned to work at the El Monte Police Department in a wheelchair, and was assigned to the Community Relations Unit as a detective handling missing persons investigations, all the while continuing his community involvement by mentoring disabled students. In 1993, Officer Johnston secured a position as the first regular police helicopter observer, and was able to experience the excitement of street patrol once again. Officer Johnston's work was so exceptional that he received many accolades for his service; and in 1997, Officer Johnston developed the S.T.R.I.V.E (Success Through Recognizing Individual Volition and Excellence) program, and visited schools to tell his story and inspire students to overcome their own obstacles. After retiring from active duty on September 1, 2001, Officer Johnston refused to quit, and with his letter of retirement, submitted a request to stay with the El Monte Police Department as a reserve officer, despite his declining health and chronic pain. Officer Johnston passed away on November 22, 2002. Named by Assembly Concurrent Resolution 71, Resolution Chapter 115, 8/25/2003.

    Originally, the segment that opened in 1943 (from US 101 to Route 215) was named the "Ramona Expressway". Ramona was the central character in the Helen Hunt Jackson novel Ramona, which was a seminal novel in the early 20th century in creating the romance of California.

    The portion of I-10 between Vincent Avenue and Grand Avenue in the City of West Covina is officially named the "West Covina Police Officer Kenneth Wrede Memorial Highway". It was named in memory of Officer Kenneth Wrede of the City of West Covina Police Department, who was killed in the line of duty on August 31, 1983, in the City of West Covina while responding to a call regarding a suspicious person. Officer Wrede was a longtime resident of Southern California and a 1975 graduate of Katella High School in Anaheim. He received his associates degree in criminal justice from Fullerton College and was pursuing a bachelor's degree at the time of his death. Named by Assembly Concurrent Resolution (ACR) 104, Resolution Chapter 102, on 8/16/2006.

    The portion of I-10 in the City of Ontario between the 6th Street overcrossing and the intersection of Euclid Avenue as the "Officer Richard Hyche Memorial Freeway". It was named in honor of Officer Richard Hyche, a four-year veteran of the Ontario Police Department. Officer Hyche was fatally wounded on October 15, 1975, and at the time was the first Ontario police officer killed in the line of duty since 1957. Officer Hyche was born on April 27, 1944, in Long Beach; served in the United States Marine Corps; attended the San Bernardino County Sheriff's Academy; worked at the Glenn Helen Maximum and Minimum County Jail Facility for two years; and was hired as a police officer by the Ontario Police Department on July 23, 1971. Officer Hyche was killed by a single gunshot by a suspect being sought in connection with a murder that had occurred the previous day at the Pepper Tree Motel. The suspect was later convicted and sentenced to life in state prison, and subsequently escaped from prison, fled to Montana, and was eventually killed after a deadly crime spree. Officer Hyche is still remembered today by former supervisors and colleagues as an excellent officer who was always outgoing and friendly, who enjoyed his work as a police officer, and who had a strong commitment to his fellow officers. Named by Senate Concurrent Resolution (SCR) 95, Resolution Chapter 93, on 8/11/2006.

    The portion of this freeway from the Beaumont Avenue/Avenue/Route 79 exit to the Sunset Avenue Exit, in the County of Riverside is named the "CDF Firefighter Chris Kanton Memorial Highway". This segment was named in memory of California Department of Forestry and Fire Protection (CDF) Firefighter Chris Kanton, at 23 years of age, who died in the line of duty on Saturday, August 6, 2005, in the County of Riverside. While responding to storm-related accidents, CDF Firefighter Chris Kanton was traveling in a CDF fire engine on I-10 east of Route 60 when the engine left the highway and traveled down a steep embankment, struck several trees, and came to rest on the roadway below. CDF Firefighter Chris Kanton, graduated from high school in 2000 in Paso Robles, California; attended and graduated from the Allan Hancock Fire Academy in Santa Maria, California; and subsequently completed HAZMAT training and served on the HAZMAT team at Station 81 in Bermuda Dunes and other locations as a full-time firefighter. He later transferred to Station 58 in Moreno Valley, where he served as a Firefighter II. Named by Assembly Concurrent Resolution (ACR) 10, Resolution Chapter 64, on 7/3/2007.

    The portion of this freeway in San Bernardino and Riverside counties is named the "Redlands Freeway". This is because the route traverses the City of Redlands.

    The portion of I-10 in San Bernardino County between mile markers 25.26 and 29.82 is named the "Officer James M. Goodman Memorial Highway". This segment was named in memory of CHP Officer James M. Goodman, who was killed in the line of duty on June 3, 2004. He was traveling west on his department motorcycle in the City of Redlands, attempting to overtake a vehicle he believed to be involved in a hit and run accident, when a van, traveling north on Nevada Street, entered the intersection from the south directly in the path of Officer Goodman. Officer Goodman was unable to avoid a collision and broadsided the van, and thereafter succumbed to the injuries he received from the traffic collision. He was born on September 11, 1955, in Martinez, California, was raised in the Bay Area, and graduated in 1973 from Pinole High School. He honorably served in the United States Army for nearly eight years and dedicated four years to reserve duty, ultimately achieving the rank of sergeant. Officer Goodman joined the California Highway Patrol on January 9, 1984. After successfully completing his training at the California Highway Patrol Academy, he reported to the Redwood City area on May 24, 1984. On August 20, 1985, Officer Goodman was awarded a California Commission on Peace Officer Standards and Training Basic Certificate; and on April 1, 1987, Officer Goodman transferred to the San Jose area. On May 2, 1989, he was assigned to the Oakland area; on October 1, 1993, he was assigned to the Golden Gate Division; on June 26, 2000, he was assigned to the Oakland area; and on March 1, 2001, he was assigned to the San Bernardino area. Over the years, Officer Goodman earned numerous certificates of achievement in the field of law enforcement. While stationed in the Oakland area, Officer Goodman was the first officer to arrive on scene after the Loma Prieta Earthquake occurred on October 17, 1989; and on the day of the earthquake, Officer Goodman helped to release a driver trapped under a collapsed portion of I-880 by crawling through a small space only accessible by removing several pieces of his safety equipment. For three hours, while the highway continued to settle from aftershocks, he and his colleagues worked to free the driver. In honor of this heroic act, he and two other officers were awarded the Medal of Valor by Former Governor Pete Wilson. Additionally, on November 25, 1989, Officer Goodman received a Meritorious Award from the office of the Mayor of the City of Oakland for his valor, gallantry, and courage during the 1989 earthquake. Officer Goodman made significant contributions to traffic safety and to the motoring public while serving at each assigned area and served for 20 years as a sworn peace officer for the California Highway Patrol. He was known by his fellow officers for his outstanding dedication to the department and to the protection of the citizens of our state. Named by Assembly Concurrent Resolution (ACR) 41, Resolution Chapter 72, on 7/3/2007.

    The portion of this freeway from a point just west of the Route 111 cutoff in the Palm Springs area to a point at the bottom of the grade east of the City of Coachella is named the "Sonny Bono Memorial Freeway". As if you didn't know the story, Sonny Bono left his boyhood home in Detroit, Michigan for Hollywood, California at a young age to become a star in show business. His quest led him to a laborer's job as a meat truck driver and deliveryman and then in promotions for a record company. Sonny Bono parlayed those jobs into an opportunity to showcase his ability as a showman and entertainer. Those talents eventually led to a career of fame as a recording and television star as part of the duo Sonny and Cher. Later, Sonny Bono pursued another dream as a restaurant owner in Palm Springs. His concern on behalf of his community as a businessman led him to public service eventually leading to his election as Mayor of Palm Springs in 1988. Sonny Bono's public service career eventually led him to the halls of the Congress of the United States in 1994 as the Representative from the Coachella Valley and Western Riverside County areas of southern California. Sonny Bono's achievements as a Congressman brought needed national attention to the environmental needs of the Salton Sea; he also worked on behalf of bringing the needed federal funding for transportation and infrastructure projects for the Coachella Valley, leading to funding for significant highway improvements throughout the Coachella Valley and Riverside County. Named by Assembly Concurrent Resolution 25, Resolution Chapter 58, June 4, 2001.

    The portion of this freeway near Indio in Riverside County between the Jefferson Street and Indio Boulevard interchange and the junction with Route 86 is officially named the "Doctor June McCarroll Memorial Freeway." Doctor June McCarroll arrived in California in 1904, when she moved to Indio in order to place her ailing husband in a health camp for persons infected with tuberculosis. In Indio, she traveled, at first by horse and buggy and later by horseback, to practice medicine on five Indian reservations. She later became the doctor retained by the Southern Pacific Railroad to treat its employees in the Coachella Valley. In later life, she expressed regrets that younger doctors were seemingly unable to function without modern hospitals and other conveniences when she had sometimes operated on kitchen tables, explaining "I would clear off the table, tie the patient down, and administer the anesthetic". She is also credited with starting the first library in the Coachella Valley. She is also known for her role in initiating the painting of centerlines upon streets and highways. The Riverside County physician, who was known as Dr. June, was driving home one day in 1917 when a truck forced her car off the road. Convinced that lines would help drivers stay safely on the correct sides of the road, McCarroll took her idea to Riverside County's Board of Supervisors and Chamber of Commerce. When they didn't do anything, she set an example by painting a mile-long, 4-inch-wide white stripe down the center of Indio Boulevard, near her home. In 1924, after she and the Indio Women's Club and the California Federation of Women's Clubs proposed it, the idea of painting a centerline on state highways was adopted by the California Highway Commission. The credit for painting white traffic arrows on pavement, incidentally, apparently belongs to George S. Hinckley, a traffic engineer who first used them in the plaza in front of Redlands City Hall in 1910. Named by Senate Concurrent Resolution 58, Chapter 105, August 17, 2000.

    The portion of this freeway extending five miles to the east and five miles to the west of mile marker number 84 in Riverside County, located east of the Chiriaco Summit, is officially designated the "Veterans' Memorial Freeway". This is in honor of the veterans that have served the United States from the state of California. Named by Assembly Concurrent Resolution No. 137, Chapter 104, in 1994.

    This portion of this freeway from Route 86 near Indio to I-5 in Los Angeles is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993.

    In additional to the other designations noted, Route 10 (in its entirety) has been officially designated the "Christopher Columbus Transcontinental Highway", although on the east coast, the corresponding sign is not on I-10 (it is on I-40). It acquired this name in Assembly Concurrent Resolution No. 106, Chapter 71, in 1976. According to reports in 2003, the sign on I-10 has disappeared. The Continental Drifters appear to have released a song about this route; the lyrics are here and here.

     

    Named Structures

    Bridge 53-1367, the I-10/I-215 separation in Los Angeles county, is named the "James A. Guthrie Memorial Interchange". It was built in 1960, and named by Senate Concurrent Resolution 57, Chapter 193, in 1970. James A. Guthrie was a presidential elector from California in 1956. He served from 1943 to 1967 as a member of the California Highway Commission.

    Bridge 54-592, the I-10/Route 210 interchange in San Bernardino county, is designated the "Chresten Knudsen Interchange". It was built in 1962, and was named by Assembly Concurrent Resolution 21, Chapter 47, in 1991. Chresten Knudsen served as a member of the Redlands City Council and in the 1960's was appointed by Governor Ronald Reagan to the Santa Ana Regional Water Quality Control Board.

    Bridge 54-909 on I-15, the I-15/I-10 separation in San Bernadino county near Ontario, is named the "Daniel D. Mikesell Interchange". It was built in 1975, and was named in Senate Concurrent Resolution 64, Chapter 84, in 1980. San Bernardino County Supervisor Daniel D. Mikesell exerted exceptional effort beginning in 1955 to have the Devore Cutoff included in the California Freeway and Expressway System.

    This route also has the following Safety Roadside Rest Areas:

    • Wildwood, in San Bernardino County 1 mi W of Calimesa.

    • Brookside, in Riverside County, 3 mi. W of Beaumont.

    • Whitewater, in Riverside County 1 mi W of Whitewater.

    • Cactus City, in Riverside County 15 mi E of Indio.

    • Wiley's Well, in Riverside County 15 mi W of Blythe.

     

    National Trails

    De Anza Auto Route This route is part of the De Anza National Historic Trail.

    The portion of this segment between Indio (via Mecca) and Blythe was part of the "Hassayamph Trail". This portion is also named the "Sunkist Trail".

     

    Commuter Lanes

    HOV lanes have been constructed from Hebert Street in downtown Los Angeles to I-710 in El Monte. This is called the "El Monte Busway". It opened in January 1973, requires three or more occupants, and is in operation 24 hours a day.

    HOV lanes also exist from the San Bernardino County line to I-15. They require two or more people, and operate 24 hours a day.

    HOV lanes are planned as follows:

    1. from I-405 to I-110
    2. from Baldwin to I-605
    3. from I-605 to Puente Avenue
    4. from Puente Avenue to Citrus Avenue
    5. from Citrus Avenue to Route 57
    6. from Route 57 to the San Bernardino County line.

    [TCRP Project 40]Segments (3), (4), and (5) are the subject of District 7 TCRP Project #40, which plans to add HOV lanes to this segment, for a total cost of $210 million. The estimated completion date is 1Q2008 for the segment from I-605 to Puente Ave, 1Q2010 for the segment from Puente to Citrus, and 1Q2012 for the segment from Citrus to Route 57. A negative EIR (a good thing) came back in February 2004. However, due to funding, the schedule has been pushed back. In April 2006, the CTC considered requests approval of a TCRP project application amendment for $56,900,000 in new TCRP funding that would program $56,900,000 in TCRP funds to Construction; redistribute $4,194,000 from Plans, Specifications, and Estimates (PS&E) to Construction; redistribute $757,000 from Right of Way to Construction; and update the project funding plan. The project will provide for approximately 11.2 miles of HOV lanes that will effectively double the people carrying capacity of a mixed flow lane thus alleviating some of the congestion by encouraging and supporting the use of shared ride modes. The project will be delivered in three segments, with Segment 1 (Route 605 to Puente Avenue) fully funded with TCRP, STIP-RIP, and Proposition C funds. The current schedule is: Phase 1: FY 2002/2003; Phase 2: FY 2010/2011; Phase 3: FY 2010/2011; Phase 4: FY 2013/2014. Some of these were submitted for funding from the 2007 CMIA allocations, but none were recommended for approval.

    In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV lanes from Puente to Route 57 in LA County.

    As of late 2007, there were some proposals to convert some future lanes E of I-605 into High-Occupancy Toll (HOT) lanes.

    There are also some HOV lanes in the segment from I-15 to Route 57, but these do not extend for the entire portion.

     

    Scenic Highway

    [SHC 263.3] From Route 38 near Redlands to Route 62 near Whitewater.

     

    Blue Star Memorial Highway

    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.

     

    Interregional Route

    [SHC 164.10] Between the east urban limits of San Bernardino-Riverside and the Arizona state line.

Post 1964 Signage History

US Highway Shield Prior to the designation of this routing as Interstate 10 on July 1, 1964, a routing similar to the current Route 10 routing had the designation of US 70. US 70 began in downtown Los Angeles, followed Valley Blvd, San Bernardino Road, Garvey-Holt Blvd, and Holt Street into Ontario, and thence to points east. Between Los Angeles and Palm Springs, the routing was cosigned with US 99. Portions were also cosigned with US 60.

For those looking for old US 60/US 70 off of I-10, look for several small exits on I-10 between Indio and Blythe. There is a portion of US 60 between Corn Springs Rd. and Ford Dry Lake Rd.

 

Pre 1964 Signage History

Pre-1964 State Shield Between the initial state signage of routes in 1934 and sometime between 1960 and 1963, the routing (LRN 174) from US 101A (Route 1, Lincoln Blvd) in Los Angeles along Manchester and Firestone Blvds to US 101 in Norwalk was signed as Route 10. It was later signed as Route 42. It appears the LRN 174 routing was defined in 1933. Specifics are not available, but the guess is that the resignage occurred in the late 1950s in preparation for the interstate. (1956 and 1960 maps shows it as Route 10; the 1963 state map (pre-renumbering) shows it as Route 42). Before signage as US-101, the routing (signed as Route 10, but LRN 174) continued on down to Orangethorpe, and then across Orangethorpe past Route 101 (Spadra Road, at that time) and E through Atwood, until joining the old surface route equivalent to US 101 (LRN 2). Some maps show Route 10 ending at the junction with Route 18 (later renumbered as Route 14, but cosigned with US 91; LRN 175 and LRN 178). It appears that, by 1942, Route 10 was also signed as Bypass US 101.

State Shield On July 1, 1964, LRN 174 (at one time signed as Route 10), between US 101A and US 101 in Norwalk, was officially designated Route 42, and has since been deleted from the state highway system.

 

Interstate Submissions

Approved as chargeable Interstate on 7/7/1947; the portion from Route 101 to Route 5 was originally to have been designated as I-110, with I-10 sharing a route with Route 5 between the San Bernardino and Santa Monica portions of Route 10. The I-110 designation was deleted as chargeable interstate in August 1965 and a designation of I-10 was used to the Route 101 interchange. At one time, the California Department of Highways, in response to a proposal from Arizona, proposed that current I-10 be numbered as I-12, and that the I-10 designation be used for current I-8.

 

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Other WWW Links

 

Freeway

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

 


Overall statistics for Route 10:

  • Total Length (1995): 243 miles
  • Average Daily Traffic (1993): 6,700 to 363,000
  • Milage Classification: Rural: 134; Sm. Urban 14; Urbanized: 94.
  • Previous Federal Aid Milage: FAI: 241 mi; FAU: 1 mi.
  • Functional Classification: Prin. Arterial: 243 mi.
  • Significant Summits: San Gorgonio Pass (2626 ft) and Chiriaco Summit (1710 ft)
  • Counties Traversed: Los Angeles, San Bernardino, and Riverside.

 

Pre-1964 Legislative Route

The route that would become LRN 10 was defined in the 1909 First Highway Bond act as running from Goshen to Hanford. In 1915, Chapter 404 extended it from Hanford to San Lucas ("an extension connecting the San Joaquin valley trunk line in Tulare County with the coast trunk line in Monterey County by the continuation of the lateral between the cities of Visalia and Hanford through Coalinga by the most direct and practical route..."). The 1919 Third Bond Issue further extended the route from Visalia (note that Goshen changed its name to Visalia) to Sequoia National Park. By 1935, the route was codified into the highway code as:

From [LRN 2] near San Lucas to the Sequoia National Park line via Coalinga, Hanford, and Visalia

The portion from Hanford to the Sequoia National Park was considered a primary highway.

The route wording remained unchanged until the 1964 alignment. This routing was (and is) mostly signed as Route 198. The portion from Coalinga to Oilfields is signed as Route 33.


Unconstructed

Post 1964 Legislative Route 11



Routing

From the northerly border of the new Federal Port of Entry and east of the Otay Mesa Port of Entry to near the junction of Route 125 and Route 905.

 

Post 1964 Signage History

1964-1981 Routing

Post-1964 Legistlative Route Graphic Interstate Shield In 1963, Route 11 was defined to run from San Pedro to Route 248 (Colorado Blvd) in Pasadena.

In 1976, Chapter 1354 changed "Route 248" to "Colorado Blvd".

In 1978, the portion of Route 11 between Route 10 and San Pedro was approved as chargable interstate, and was assigned the number I-110, although the route was not signed as interstate at that time.

In 1981, Chapter 292 renumbered the entire routing as Route 110 for continuity of numbering purposes, with the portion S of Route 10 using an interstate shield, and the portion N of Route 10 using a state highway shield.

Route 11 was the first route to have "Call Boxes". The system included 80 boxes spaced at quarter-mile intervals. The telephones were connected to the police switchboard. They were first proposed in 1959 by Los Angeles County director of communications Maurice E. Kennedy. In 1962, the Federal Communications Commission approved the $92,000 cost. On July 10, 1965, highway officials inaugurated the emergency call box system on the Harbor Freeway between the interchange of the Santa Monica and Harbor freeways and El Segundo Boulevard.

1994-Present Routing

State Shield The current routing was defined in 1994 by Chapter 409. No specific routing was identified at that time. This will connect up with a new Mexican freeway called Tijuana 2000, which will be a bypass connecting the new port of entry with Rosarito. According to the Caltrans Photolog, Route 11 is not planned to begin at the 905/125 junction, but rather at Route 125 north of the current intersection of Lone Star and Harvest Roads east of Brown Field.

 

Pre 1964 Signage History

Before the present-day Route 110 freeway was constructed, pre-1994 Route 11 traveled along Gaffey, Figueroa St, Ave 22, and Linda Vista to Route 118. It appears to have had a connection with the pre-Foothill freeway freeway segment of Route 118. At one point after the completion of the Pasadena Freeway, US 66 was the freeway, whereas Route 11 ran along Figueroa from San Fernando Road N. This reflected Figueroa's status as Alternate US 66. The route was been signed as Route 11 since the initial state signage of routes in 1934. Circa 1940, the route was co-signed with federal routes: Route 66 (US 66) between Pasadena and Downtown Los Angeles, and Route 6 (US 6) between downtown and San Pedro. On July 1, 1964, the routings for US 6 and US 66 were truncated, and the route was signed only as Route 11. Figueroa Street was named for Jose Figueroa, a governor of California under Mexico.

Around 1957, the freeway had been constructed only as far as Santa Barbara Ave. From this point S, Route 11/US 6 ran along Figueroa.

Prior to the completion of Figueroa street in Gardena, the route from Gardena to Wilmington involved 190th Street, Main Street, and Wilmington Boulevard, with Route 11 continuing south on Wilmington and B to reconnect with the Figueroa routing.

The original routing was LRN 165, and was defined as part of the state highway system in 1933.

In 1935, a new route was defined for the planned Arroyo Seco Parkway. This route was LRN 205, and corresponds to the present routing. When LRN 205 was defined, the roughly parallel LRN 165 portion was signed as Route 11 and Alt US-66.

The Arroyo Seco Parkway was California's first freeway. The innermost part was originally called North Figueroa, as it was an extension of that street. The first "phase" involved the four tunnels, with their art deco facades and bracketed streetlight sconces. If you look at the bridges over the river you can see the earlier bridge style too. The Arroyo Seco parkway ended northeast of the four Figueroa tunnels across the Los Angeles river. Then both directions of travel fed into the tunnels which contained Figueroa St. From there the route followed Figueroa into downtown. On the first day, speeds reached an unprecedented 35 mph, without a single stop from Pasadena all the way into Los Angeles. When the Four Level interchange with US 101 was built, in the late 1940s, new lanes were built for southbound traffic, and the original became northbound only. Both sets of lanes then were connected to the Hollywood Fwy via the Four Level. The sharp jog in the southbound lanes of the freeway east of the Los Angeles river is where the new southbound lanes begin. [Historical Information on the Arroyo Seco routing is from postings on m.t.r by Tom Cockle, Harry Marnell and James Stewart]

In March 1954, a 1.1-mile section of the Harbor Freeway between 3rd Street and Olympic Boulevard opened to traffic. The Los Angeles Times described it as "a modern maze of 'on' and 'off' ramps for almost all of the east-west streets feeding into — or out of — the downtown district" and said it was "expected to do much to alleviate traffic congestion in the business district." The elaborate ribbon-cutting ceremony included an appearance by model Ann Bradford as Miss Freeway Link.

 

Status

Toll Road This is planned to connect with the Mexican Tijuana Loop Road at the East Otay Mesa border crossing. This will be a toll road.

According to Don Hagstrom in October 2002, the planned Route 11 Freeway, connecting the proposed Route 905 / Route 125 interchange with a planned new third San Diego / Tijuana Port of Entry (Otay Mesa II) could be completed by 2007. It would be 4.3 miles long.

In August 2007, the CTC received notice of the preparation of an EIR for this route. The proposed project is to conduct a corridor study and construct a four-lane freeway and truck bypass road in San Diego County at the proposed Otay Mesa East Point of Entry. The project is not fully funded. The project is fully funded for Project Approval/Environmental Document in the amount of $13 million in the 2006 State Transportation Improvement Program - Interregional Improvement Program funds. Total estimated project cost is $361.4 million. Construction is estimated to begin in FY 2012-13.

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

  • High Priority Project #740: Design and environmental analysis for Route 11 connecting Route 905 to the new East Otay Mesa Port of Entry near San Diego. $800,000.

 

 

National Trails

See Route 110 for pre-1994 trails information.

 

Interstate Submissions

The current routing of Route 11 is not in the Interstate system. The number I-11 was proposed in November 1957 for current I-5, but was rejected.

 

Freeway

[SHC 253.1] Entire route. Defined in 1999 by Chapter 724.

 


Overall statistics for post-1994 Route 11:

  • Total Length (1995): 4 miles, unconstructed
  • Milage Classification: Rural: 4.
  • Counties Traversed: San Diego.

 

Other WWW Links

 

Status

The current routing is unconstructed.

 

Pre-1964 Legislative Route

This is one of the oldest routes in the state highway system, having been first defined as a route in 1895 with a law that provided "[authorization to secure the title and right of way of] that certain wagon road situated and being in the county of El Dorado ... commencing at the junction of the Lake Tahoe Wagon Road with the wagon road leading from Placerville to the town of Newtown, a short distance E-ly from the village of Smith's Flat ... and running thence from the junction of said roads to Lake Tahoe." In 1897, Chapter 176 stated "A public highway or wagon road shall be built from a point on the E limits of the city of Sacramento, to Folsom in Sacramento Cty as near as practicable along the route of the present most direct line of county roads between these two points...". The 1909 First Bond Act included funding for a road from Sacramento to Placerville as part of this route. In the 1915 statutes, Chapter 32 adopted "the wagon road extending from the W end of the Lake Tahoe State Wagon Road to the E limits of the city of Placerville" as a state highway. The 1919 Third Bond Issue provided funding to extend the route from "Placerville to Sportsman's Hall". The 1933 statutes extended the route on the other end, adding milage from "Walnut Creek-Stockton Road near Antioch to Sacramento".

When the 1935 law codified the definition of the route in the highway code, the definition was:

From [LRN 75] near Antioch to the Nevada State Line near Lake Tahoe, via Sacramento, Folsom, Placerville, and Sportsman's Hall

The portion from Sacramento to Placerville was a primary route.

In 1947, Chapter 1233 relaxed the description of the route to be “from [LRN 75] near Antioch to the Nevada line near Lake Tahoe via Sacramento and Placerville.”

This routing started near Antioch at signed Route 4 (LRN 75), and ran to 16th in Sacramento signed as Route 24. This is present-day Route 160. The portion from Freeport Blvd to 16th St along Broadway, and along 15th/16th Street to N Street appears to also have been part of LRN 4.

In downtown Sacramento, LRN 11 diverged from signed Route 24 at 16th S, and ran N to Capitol Ave (signed as Route 16).

LRN 11 then ran along Capitol Ave to 30th Street, where it intersected signed US-50/US-99. This latter segment is present-day Business Loop 80 (real Route 50), and was once planned to be part of the first incarnation of I-305.

LRN 11 then continued E out of Sacramento along Folsom Blvd as US-50, and remained signed as US-50 to the Nevada state line. In 1963, there was an alternate routing for LRN 11 from Sacramento that approximated the future freeway routing.


State Shield

State Route 12



Routing
  1. From Route 1 near Valley Ford to Route 121 near Sonoma via Santa Rosa.


    Post 1964 Signage History

    The segment was defined in 1963 by Chapter 385.

     

    Pre 1964 Signage History

    County12At some point, this may have been a county route -- a photo at CalTrafficSigns.com clearly shows a (temporary) County Highway 12. This picture was taken at the intersection of Route 12 and Route 24.

    This corresponds to what was all LRN 51 by 1959, although that was not always the case:

    • Between Valley Ford and Sebastopol, present-day Route 116 was signed as Route 12, and was LRN 104, defined in 1933. In the 1964 renumbering, Route 12 was realigned along an extension of LRN 51 defined in 1959 between Route 1 and Sebastopol.

    • Between Route 116 near Sebastopol and US 101, this was an extension of LRN 51, as defined in 1933.

    • Between US 101 and Route 121, this was the original portion of LRN 51, defined in 1919.

    From Schellville easterly to Napa, the route was cosigned as Route 12/Route 37 (now Route 12/Route 121), and was LRN 8. This is technically part of Route 121; LRN 8 dates back to 1909.

     

    Status

    Unconstructed State Shield Unconstructed from Route 1 to Route 116. Constructed to freeway standards for 2 miles in Santa Rosa.

    An EIR has been prepared regarding conversion of the existing two-lange highway known as Jameson Canyon Road into a four-lane divided expressway. (January 2002 CTC Agenda 2.2a.(2)). This is actually TCRP Project #157, which will do congestion relief improvements from Route 29 to I-80 through Jamison Canyon. In March 2006, it was reported that environmental studies and preliminary engineering have been delayed due to inability to hire a consultant to complete the technical studies. The United States Fish and Wildlife Services (USFWS) is requiring additional surveys to determine the impacts on the Red Legged Frog and Fairy Shrimp within the project limits. The USFWS is now requiring that the survey of the Red Legged Frog be conducted over a two-year period, instead of the previous one-year requirement. For the Fairy Shrimp, a one-year survey during both wet and dry seasons must be conducted, when previously such a survey was not required. Estimated completion is now September 2010. In 2007, the CTC recommended using $73.99M from the Corridor Mobility Improvement Account (CMIA) for phase 1 of the Jameson Canyon Widening.

     

    Naming

    The portion of this route constructed to freeway standards is named the "Sebastopol" Freeway. This is because the freeway goes through the community of Sebastopol.

    Historically, this route is close to the original "El Camino Real" (The Kings Road). A portion of this route has officially been designated as part of "El Camino Real by Assembly Bill 1707, Chapter 739, on October 11, 2001.

    The portion of this route running through Sonoma County is called the "Valley of the Moon Scenic Route". "Valley of the Moon" was the name Jack London, resident of Glen Ellen, coined for this area. The first such sign with this name is when the Farmers Lane portion ends in Santa Rosa. Another name for this portion if the Sonoma Highway.

    South of the town of Sonoma, Route 12 is called Broadway until it intersects Route 121 near Schellville. Route 12/Route 121 to Napa County is called alternately "Fremont Drive" or "Carneros Highway." The latter term continues into Napa County.

    Route 12 from Sebastopol to Santa Rosa is named the "Luther Burbank Memorial Highway". Luther Burbank (1849-1926) was a famous horticulturist who developed more than 800 strains and varieties of plants, including 113 varieties of plums and prunes, 10 varieties of berries, 50 varieties of lilies and the Freestone peach. Born in Lancaster, Massachusetts, Burbank was brought up on a farm and received only an elementary education. At age 21 he purchased a 17-acre tract near Lunenberg, Massachusetts, and began a 55-year plant breeding career. In 1871 he developed the Burbank potato, which was introduced in Ireland to help combat the blight epidemic. He sold the rights to the Burbank potato for $150, which he used to travel to Santa Rosa, California. In Santa Rosa, he established a nursery garden, greenhouse, and experimental farms that have become famous throughout the world. Burbank carried on his plant hybridization and selection on a huge scale. At any one time he maintained as many as 3,000 experiments involving millions of plants. In his work on plums, he tested about 30,000 new varieties. It was named by Senate Concurrent Resolution 4, Chapter 11 in 1940.
    [Biographical information on Luther Burbank from the National Inventors Hall of Fame]

    In Suisun City, near Denverton Road off Route 12, there is an "Old Route 12".

     

    Named Structures

    In Santa Rosa is the "Parker B. Rice Memorial Bridge" (just east of Route 101). World War II veteran and newspaper production manager Parker B. Rice served as Commander of the California Department of the Disabled American Veterans from 1955 to 1956. He was an Army Air Corps Mechanic in World War II. Named by Assembly Concurrent Resolution 68, Chapter 74 in 1996.

     

    Freeway

    [SHC 253.2] From Route 1 near Valley Ford to Route 101 at Santa Rosa; from Route 101 near Santa Rosa to Melita Road near Santa Rosa. Note: the entire segment was defined as part of the F&E; system in 1959; in 1969, the portion from Melita Road to Route 29 was deleted from the F&E system by Chapter 726.

     

    Scenic Highway

    [SHC 263.3] From Route 101 near Santa Rosa to Route 121 near Sonoma.


  2. From Route 29 in the vicinity of Napa to Route 80 near Cordelia.


    Post 1964 Signage History

    This segment is as defined in 1963 by Chapter 385.

     

    Pre 1964 Signage History

    US Highway Shield Circa 1935, the first two segments of this routing were continuous. Route 12 was dual-signed with Route 37 (now Route 121) between Sonoma and Napa, and with Route 29 from Napa for a short distance S of Napa. The portion that was cosigned with Route 29 is present-day Route 221.

    From Napa, signed Route 12 continued southerly to Cordelia in two segments: one stretch signed as Route 12/Route 37 (now Route 12/Route 121, and another stretch signed only as Route 12. This was also LRN 8; defined in 1909. In 1931, this was signed as (temporary) US 40.

     

    Status

    The California Transportion Commission, in September 2000, considered a Traffic Congestion Relief Program proposal to reconstruct the I-80/I-680/Route 12 interchange; it would be a 12-interchange complex constructed in seven stages. The proposal was $1 million for stage 1; the total estimated cost was $13 million. As of December 2001, this was still on the agenda (TCRP 25.2/25.3). This is TCRP Project #25, requested by the Solano Transportation Authority.

    PPNO 7350There is a project to construct passing lanes on Route 12 near Terminous from the Sacramento County line to Route 5. The environmental process for this project has increased in scope and complexity due to concerns that the Federal Highway Administration (FHWA) had regarding independent utility, geotechnical issues of the Delta soil and a proposed reservoir in the project vicinity that could change environmental conditions. The FHWA concerns have been addressed by a corridor analysis that was recently completed. The corridor analysis resulted in a reevaluation of scope for the project to focus on improvements to Route 12 between Bouldin Island and Route 5. The reevaluation of the scope also addressed the geotechnical issues and the changes in environmental conditions of the proposed reservoir. Therefore, the environmental phase of this project needs to be completed and a preferred alternative selected before proceeding with subsequent phases of the project. These changes place construction beyond FY 2010-11, the last year of the 2006 STIP.

    In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing the I-80/I-680/Route 12 Interchange Complex, including HOV Connector Lanes. He also proposed widening the route to a 4-lane expressway in Napa.

    In January 2007, the CTC considered a request to amend the funding plan for TCRP Project #157 on Route 12: Congestion relief improvements from Route 29 to I-80 through Jamison Canyon. The goal of the project is to widen Route 12 from a 2- lane highway to a 4- lane expressway. Estimated completion is FY 2012/2013.

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

    • High Priority Project #1081: Widen Route 12 to four lanes through Jamieson Canyon (between I-80 and Route 29) for safety concerns and economic growth. $6,400,000.

    • High Priority Project #1812: Upgrade and reconstruct the I-80/I-680/Route 12 Interchange, Solano County. $17,480,000.

     

     

    Freeway

    [SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.


  3. From Route 80 near Fairfield to Route 99 near Lodi via Rio Vista.


    Post 1964 Signage History

    In 1963, this segment was defined by Chapter 385 to be "(c) Route 80 near Fairfield to Route 84 at Rio Vista. (d) Route 84 near Rio Vista to Route 99 near Lodi."

    In 1976, Chapter 1384 made sections (c) and (d) contiguous, and the definition read "Route 80 near Fairfield to Route 99 near Lodi via Rio Vista." The portion from Route 84 at Rio Vista to Route 84 [Former Route 160] near Rio Vista was transferred from Route 84.

     

    Pre 1964 Signage History

    This segment was signed as Route 12, but was LRN 53. The portion between I-80 near Fairfield and Rio Vista was defined in 1919; the remainder (Rio Vista to Route 99 near Lodi) was defined in 1921.

     

    Status

    There was once a project to close a gap in this route near Kettleman Lane. This was removed from the STIP in early 2004.

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

    • High Priority Project #1414: Rio Vista Bridge Realignment Study & Street Sign Safety Program. $560,000.

    During the period from 1997 to 2007, the collision and fatality rate on Route 12 has increased from 60% to over 100% of the statewide average for similar routes. Since 2001, there have been 802 collisions, 494 injuries, and 21 fatalities on Route 12, including three fatal accidents in 2006 and already three fatal accidents in 2007. The California Highway Patrol has prioritized Route 12 as one of its top requests for safety corridor project funding for 2007-08. Caltrans is in the process of constructing 12.7 miles of horizontal and vertical curve corrections, shoulder widening, median and shoulder rumble strips, and pavement rehabilitation along Route 12. In addition, the Solano Transportation Authority, in partnership with the Department of Transportation, is evaluating the long-term need for a concrete median barrier along that route.

     

    Double Fine Zones

    Between the intersection of Walters Road in Suisun and the intersection with Lower Sacramento Road in Lodi. Authorized by Senate Bill 155, Chapter 169, on July 23, 1999.

    Between I-80 and I-5. Authorized by Assembly Bill 112, Chapter 258, on October 1, 2007.

     

    Naming

    The portion of Route 12 between Olsen Road is named the "Officer David Lamoree Memorial Highway". This segment was named in memory of Officer David Frank Lamoree, who, while driving to his Fairfield home on October 21, 2005, was hit head-on by a car on Route 12, west of Route 113, on a portion of Route 12 that is only two lanes and that has become increasingly congested and dangerous. He was taken off of life support on Octber 23, 2005 (his 26th birthday). Officer David Lamoree was born in Vallejo, California, on October 23, 1979, and decided on a police career at 10 years of age. He graduated from Will C. Wood High School, and earned criminal justice degrees from Solano Community College. He attended the police academy in Contra Costa County. A police officer for six months at Solano Community College, Officer Lamoree served on the San Pablo Police Department for a few years before relocating to the Rio Vista police force. Named by Assembly Concurrent Resolution (ACR) 7, Resolution Chapter 121, on 9/12/2007.

     

    Named Structures

    The Rio Vista Bridge is officially named the "Helen Madere Memorial Bridge". Ms. Madere was a former vice-mayor of Rio Vista, who was a key force behind the safety improvements that established a safety enhancement-double fine zone between Lodi and Suisun City on Route 12. Named by Assembly Concurrent Resolution 100, Chapter 124, in 1998.

     

    Freeway

    [SHC 253.2] Entire portion; constructed to freeway standards from Route 80 to Fairfield.


  4. From Route 99 near Lodi to Route 88 near Lockford.


    Post 1964 Signage History

    This segment is as defined in 1963.

     

    Pre 1964 Signage History

    This segment was signed as Route 12, but was LRN 24 between US 99 and Route 88. It was defined in 1909.

     

    Freeway

    [SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.

     

    Double Fine Zones

    Between I-80 and I-5. Authorized by Assembly Bill 112, Chapter 258, on October 1, 2007.


  5. From Route 88 near Clements to Route 49 near San Andreas.


    Post 1964 Signage History

    In 1963, this segment was defined to be "Route 88 near Clements to Route 49 at San Andreas."

    In 1965, the definition was relaxed to be "near San Andreas".

     

    Pre 1964 Signage History

    This segment was signed as Route 12, and was also LRN 24. It was defined in 1909.

     

    Freeway

    [SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.

exitinfo.gif
  • Cal-NExUS Exit Numbering: Route 12
  • Western Exit Guide: Route 12 (Jeff Stapleton)

 

Pre 1964 Signage History

This route was signed as Route 12 as part of the initial state signage of routes in 1934.

 

Interstate Submissions

Route 12 was not submitted to the Interstate system. The designation I-12 was proposed in December 1957 for what is now I-10, based on a recommendation from Arizona, but this was rejected by AASHTO. Sometime prior to that, the designation I-12 was proposed for what is now I-210.

 


Overall statistics for Route 12:

  • Total Length (1995): 116 miles
  • Average Daily Traffic (1992): 5,300 to 55,000
  • Milage Classification: Rural: 94; Sm. Urban 6; Urbanized: 25.
  • Previous Federal Aid Milage: FAP: 116 mi.
  • Functional Classification: Prin. Arterial: 75 mi; Minor Arterial: 41 mi.
  • Counties Traversed: Sonoma, Napa, Solano, San Joaquin, and Calaveras.

 

Interregional Route

[SHC 164.11] Entire route.

 

Pre-1964 Legislative Route

The routing that would become LRN 12 was first defined in the 1909 First Bond Act to run from San Diego to El Centro. It wasn't extended again until 1933, when the segment "[LRN 2], Atlantic Street, San Diego to old Spanish Lighthouse, Point Loma" was added. By 1935, the route was codified into the highway code as being from:

  1. San Diego to El Centro
  2. [LRN 2] on Atlantic Street, San Diego to Old Spanish Lighthouse, Point Loma

The portion from San Diego to El Centro was considered a primary highway.

In 1953, Chapter 1856 combined these two sections into one, making the definition “Point Loma to El Centro via San Diego.”

There were two segments:

  1. Starting at Cabrillo National Monument in Point Loma, the routing, signed as US 80 (now Route 209) ran northerly to US 101 (LRN 2).
  2. From US 101, LRN 12 turned easterly, and continued signed as US 80 to El Centro. The present day signage for this route is approximately I-8.

At El Centro, LRN 12 ended, but US 80 continued easterly as LRN 27.


State Shield

State Route 13



Routing

From Route 61 near the Oakland International Airport to Route 61 near Emeryville via the vicinity of Lake Temescal.

 

Post 1964 Signage History

This route is as defined in 1963.

 

Pre 1964 Signage History

Between I-580 and the current Route 61 routing (Doolittle Dr., LRN 226 and LRN 258), present-day Route 13 was unsigned, but was LRN 258 (added to the state highway system in 1959).

Between Warren Blvd and US 50 (now I-580) and Ashby Ave (Route 24, LRN 206), Broadway (unsigned, LRN 75), Route 13 was partially constructed as of 1963 (it was only constructed between Route 24 and Joaquin Miller Road). The routing of present Route 13 (then unsigned) was along Warren Blvd and then an upspecified routing to US 50 (LRN 5). This was LRN 227, added to the state highway system in 1947.

Between Route 24 and I-80 (former US 40), present-day Route 13 was LRN 206, but was signed as Route 24. This segment was added to the state highway system in 1935.

Between I-80 (former US 40) and present-day Route 61, the routing (unconstructed) was also LRN 206. This portion of LRN 206 was added to the state highway system in 1959.

Pre-1964 State Shield In the initial 1934 state signage of routes, Route 13 was defined to run between Santa Cruz and US 101 at San Rafael via San Jose, Mt. Eden, and Oakland. This appears to be the route of present-day Route 17 and I-880. The renumbering as Route 17 likely occurred in the mid-to-late 1930s.

 

Status

Unconstructed State Shield Unconstructed for 4 miles from Route 61 to Route 580. This section would have paralelled Hegenberger Road and 73rd Avenue

Constructed as freeway from I-580 to Route 24. Route 61 was a planned freeway that paralleled I-80 near Berkeley.

Sean Tongson notes that a short stub of concrete at the on-ramp from northbound Route 13 to eastbound Route 24 seems to suggest a possible flyover/under ramp may have been planned from southbound Route 13 to eastbound Route 24.

 

Naming

Route 13 from Interstate 580 to Route 24 in Oakland is named the "Warren Freeway". Earl Warren, California Governor for 11 years and Attorney General for four years, was appointed Chief Justice of the United States Supreme Court in 1953. Named by Assembly Concurrent Resolution 96, Chapt 166 in 1957.

This is also "Tunnel" Road and "Ashby" Avenue.

 

Interstate Submissions

The portion from Route 580 to Route 24 was submitted for inclusion in the interstate system in 1945; it was not accepted.

The designation I-13 was proposed in November 1957 for what is now I-605. This was rejected by AASHTO. The I-605 routing was later proposed as I-105, before the number I-605 was chosen.

 

Freeway

[SHC 253.2] From Route 61 near the Oakland International Airport to Route 24; from Route 80 to Route 61 near Emeryville. Constructed to freeway standards from Route 580 to Route 24. The entire route was added to the Freeway and Expressway system in 1959; the portion from Route 24 to Route 80 was deleted in 1981 by Chapter 292.

 

Scenic Highway

[SHC 263.3] From Route 24 to Route 580. Designated by Senate Bill 1036, Chaptered 7/21/2005, Chapter 101.

 

exitinfo.gif
  • Cal-NExUS Exit Numbering: Route 13
  • Western Exit Guide: Route 13 (Jeff Stapleton)

 


Overall statistics for Route 13:

  • Total Length (1995): 10 miles traversable; 4 miles unconstructed
  • Average Daily Traffic (1992): 20,800 to 58,000
  • Milage Classification: Urbanized: 14.
  • Previous Federal Aid Milage: FAU: 10 mi
  • Functional Classification: Prin. Arterial: 10 mi.
  • Counties Traversed: Alameda.

 

Pre-1964 Legislative Route

The route that would become LRN 13 was first defined in Chapter 111 of the 1901 statutes: “That portion of the Sonora and Mono wagon road, commencing E of Sonora and at a point commonly known as Long Barn in Tuolumne Cty and running thence across the summit of the Sierra Nevada mountains to Bridgeport in Mono County is hereby declared a state highway.” This route was also referenced by Chapter 150 in the 1905 statutes. It was first funded in the 1909 First Bond Act as a route “From Salida to Sonora”. In May 1919, Chapter 510 re-declared this routing to be a state highway, “All that portion of the public highway commencing at the end of the Sonora and Mono state highway at Long Barn in Tuolumne county and leading therefrom to the eastern boundary of the city of Sonora and known as the Sonora and Mono Road is hereby declared to be a state highway...”. Thus, in 1935, the routing was codified into the highway code as:

From [LRN 4] at Salida to [LRN 23] at Long Barn

The portion from Salida to Sonora was considered a primary highway.

This route had the following pieces:

  • From US 99, this route was unsigned (it is presently Route 219) to the junction with Route 108.
  • From the Route 219/Route 108 junction to Route 120.
  • Between the Route 120/Route 108 junction and Route 49. This was originally part of Route 120, but was transferred to Route 108 in 1965. It is cosigned as Route 108/Route 120.
  • Between Route 49 and Sonora. It was signed only as Route 108.
  • Between Sonora and Long Barn. It was signed as Route 108.
  • Between Long Barn and US 395. It was signed as Route 108.


State Shield

State Route 14



Routing
  1. From Route 1 north of the intersection of Sunset Boulevard northwest of Santa Monica to Route 5 near Tunnel Station.


    Post 1964 Signage History

    In 1963, this segment was defined as "(a) Route 1 northwest of Santa Monica to Route 5 near Tunnel Station."

    In 1965, Chapter 2007 changed this to read "(a) Route 1 north of