California Highways

1. From Route 41 near Oakhurst to Route 140 at Mariposa.

   
   

   	As defined in 1963, this segment was part of a larger segment running from "Route 41 near Oakhurst to Route 120 near Moccasin Creek." In 1984, Chapter 409 split this into two segments: "(a) Route 41 near Oakhurst to Route 140 at Mariposa. (b) Route 140 at Mariposa to Route 120 near Moccasin."
   	Before 1964, this was a proposed route with routing determined. It was an extension of LRN 65 defined in 1959. This was not part of the original 1934 state signage of Route 49.
   	Bridge 40-048, at the east fork of the Chowchilla River in Mariposa county, is named the "William M. Sell Memorial Bridge". It was built in 1972, and was named by Assembly Concurrent Resolution 22, Chapter 46, the same year. William Martin Sell, Jr., (1882-1971), a lifetime resident of the Sierra and hostler, served on the Madera County Board of Supervisors.
   	[SHC 263.4] Entire portion.
   	[SHC 253.4] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 140 at Mariposa to Route 120 near Moccasin.

   
   

   	As defined in 1963, this segment was part of a larger segment running from "Route 41 near Oakhurst to Route 120 near Moccasin Creek." In 1984, Chapter 409 split this into two segments: "(a) Route 41 near Oakhurst to Route 140 at Mariposa. (b) Route 140 at Mariposa to Route 120 near Moccasin."
   	This segment was signed as Route 49 as part of the initial state signage of routes in 1934. It was part of a 1933 extension of LRN 65.
   	[SHC 263.4] Entire portion.
   	Between milemarker 30.5 and 31.0 is the "General John Fremont Historical Plaque". It was named by Assembly Concurrent Resolution 145, Chapter 143, in 1994. General John Fremont was born in Savannah, Georgia, on January 21, 1813. He was a teacher of mathematics, and an engineer in the U. S. Topographical Corps. He was involved in many significant explorations and events outside of California. In the mid 1840s, he was exploring the area around the Great Salt Lake. After leaving Great Salt Lake, he explored the upper tributaries of the Columbia, descended the valley of that River to Fort Vancouver, near its mouth, and on 10 November set out on his return. His route lay through an almost unknown region leading from the Lower Columbia to the Upper Colorado, and was crossed by high and rugged mountain chains. Deep snow soon forced him to descend into the great basin, and he presently found himself, in the depth of winter, in a desert, with the prospect of death to his whole party from cold and hunger. By astronomical observation he found that he was in the latitude of the bay of San Francisco; but between him and the valleys of California was a snow clad range of mountains. Fremont undertook the passage without a guide, and accomplished it in forty days, reaching Sutter's Fort, on the Sacramento, early in March with his men reduced almost to skeletons, and with only thirty-three out of sixty-seven horses and mules remaining. He continued, through various expeditions, to explore the great basin and the maritime region of Oregon and California. At one point, he was ordered to leave California by the Mexican authorities, and refused to comply. The Mexican commander, General José Castro, then mustered the forces of the province and prepared to attack the Americans, who numbered only sixty-two. Fremont took up a strong position near Monterey, built a rude fort of felled trees, hoisted the American flag, and, having plenty of ammunition, resolved to defend himself. After four days of siege, General Castro proposed a cessation of hostilities. On 9 May 1846, he met a party in search of him with dispatches from Washington, directing him to watch over the interests of the United States in California, there being reason to apprehend that the province would be transferred to Great Britain, and also that General Castro intended to destroy the American settlements on the Sacramento. In less than a month he had freed Northern California from Mexican authority. He received a lieutenant colonel's commission on 27 May, and was elected governor of California by the American settlers on 4 July. On 13 January 1847, Fremont concluded with the Mexicans articles of capitulation, which terminated the war in California and left that country permanently in the possession of the United States. After even more events, he was elected as Senator from California, and later ran for President against James Buchanan. At the time of the Civil War, he was made a Major General in command of the Western Department. [Excerpted from the full biography of General Fremont originally at http://www.johnfremont.com/] Near Mormon Creek, there is the "Mormon Battalion Historical Plaque", named by Senate Concurrent Resolution 40, Chapter 95, in 1995. The Morman Battalion was a battalion of 500 Mormons under command of Col. (later General) Stephen W. Kearney, Commander of the Army of the West. They were a key element in the Mexican-American War that resulted in the liberation of California from Mexican Rule. In 1846 this infantry battalion made the longest march in United States Army history, 2.400 miles, from Council Bluffs, Iowa to San Diego, California, to assist in the military defeat of Mexico.

   
   

3. From Route 120 near Chinese Camp to Route 80 near Auburn via the vicinity of Sonora; via Angels Camp, San Andreas, and Jackson; and via the vicinity of El Dorado, Diamond Springs, and Placerville.

   
   

   	As defined in 1963, this was a single segment running from "Route 120 to Route 20 via Sonora, Angels Camp, San Andreas, Jackson, El Dorado, Diamond Springs, Placerville, and Auburn." Before the year was out, this was split into two segments by Chapter 1698: "(b) Route 120 to Route 80 in Auburn via the vicinity of Sonora; via Angels Camp, San Andreas, and Jackson; via the vicinity of El Dorado, Diamond Springs, and Placerville. (c) Route 80 near Auburn to Route 20." In 1965, Chapter 1372 changed the wording further to "Route 120 near Chinese Camp to Route 80 in Auburn via the vicinity of Sonora; via Angels Camp, San Andreas, and Jackson; via the vicinity of El Dorado, Diamond Springs, and Placerville." In 1968, Chapter 282 changed the terminus to "Route 80 near Auburn".
   	This segment was signed as Route 49 as part of the initial state signage of routes in 1934. Between Chinese Camp and Sonora, a different route is used. Picture a triangle: One leg is the new route from Route 49/Route 120 to Route 49/Route 108 near Sonora. This is signed Route 49. Another leg is former LRN 13, and runs from Route 108/Route 120 near 4 mi NW of Chinese Camp to Route 108/Route 49 near Sonora. This is signed Route 108. The third leg (LRN 40) runs from Route 120/Route 49 near Chinese Camp to Route 120/Route 108 4 mi NW of Chinese Camp). This is signed Route 120. Between Route 120 and Route 108 S of Jamestown, this was a new routing for Route 49 defined in 1965. Between Route 108 S of Jamestown and Route 108 near Sonora, this was LRN 13 (1910). Between Route 108 near Sonora and US 50, Route 49 was LRN 65, defined in 1933. The segment between US 50 and I-80 was defined in 1921.
   	Between 2002 and 2006, a bypass was constructed of the cities of Sutter Creek and Amador City. The EIR came back with a negative declaration in May 2002 (CTC May 2002 2.2c.(1)). The bypass was a two-lane expressway that opened in mid-November 2006. In December 2007, five segments of right of way in the county of Amador, between PM 9.0 and 11.7, consisting of superseded highway right of way and relocated and reconstructed county roads, were up for relinquishment. The route between Satley and Sierraville is signed as Route 49, although it is legislatively Route 89. This results in signs for 49 North and 89 South ... and the reverse of this going the other way. In November 2005, the CTC considered relinquishment of right of way in the City of Sutter Creek, at the entrance to the Sutter Terrace Mobile Home Park, consisting of reconstructed and relocated city streets. In July 2006, the CTC considered Resolution No. R-3637, relinquishment of right of way near PM 18.6, in the County of Calaveras, at 0.1 mile northerly of Angels Road, consisting of superseded highway right of way. In March 2006, the CTC considered relinquishment of right of way in the city of Amador City, consisting of superseded highway right of way. The City of Amador City, by relinquishment agreement dated March 20, 2003, and by amendment to agreement dated December 29, 2006, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State. The CTC also considered relinquishment of right of way in the city of Sutter Creek, consisting of superseded highway right of way and reconstructed city street. The City of Sutter Creek, by controlled access highway agreement dated March 17, 2003, agreed to accept title upon relinquishment by the State. The City by relinquishment agreement dated March 17, 2003, and by amendment to agreement dated December 29, 2006, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State. In December 2007, the CTC considered relinquishment of right of way in the townsite of Diamond Springs, county of El Dorado, from approximately 213 feet west of the existing intersection of Route 49 and Pleasant Valley Road to 525 feet north of the existing intersection of Route 49 and Pleasant Valley Road and 256 feet east of the existing intersection of Route 49 and Pleasant Valley Road, consisting of superseded highway right of way. 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 #3321: Improvement of Main Street - Shenandoah Road/Route 49 Intersection, Plymouth. $800,000.
   	Much of this route is named the "Gold Country" Highway or the "Golden Chain Highway. It was named for its location, because it links historic towns and points of interest in California's gold country.. The portion of this route between Sonora and Auburn is officially named the "Mother Lode Highway", per Chapter 839 in 1921. It was named for its location. The "Mother Lode Highway", named in 1921, connects towns and points of interest in California's gold country. The segment from the southern city limit of the City of Jackson to the intersection of Route 88 is officially named the "John C. Begovich Memorial Highway". John Begovich was an elected public official from Amador County. He was born on January 17, 1916, in Jackson Gate, California. He graduated from Sutter Creek High School and attended Sacramento Junior College and was a champion athlete at both institutions. In 1942, he enlisted in the United States Army where he rose to the rank of second lieutenant and earned 13 decorations, including the silver star, the bronze star, and three purple hearts. In 1945, he returned to Amador County and was selected to be the county Veterans Service Officer and County Civil Defense Director. In 1955, he was appointed judge in the Amador County Judicial District while retaining his position as Veterans Service Officer. In 1960, he was elected as Senator from the 9th Senatorial District serving Amador and El Dorado Counties and worked on numerous issues important to his constituents and the state, including the bistate park system within the Tahoe Basin, highway improvements, the creation of a second department of the Superior Court for El Dorado County, and a $250,000,000 veterans bill. In 1966, he was appointed by President Lyndon B. Johnson as one of four United States Federal Marshals in the State of California, serving in that capacity until 1970. In 1976, he was elected Supervisor of District 1, Amador County, where he made care of the elderly residents of the county one of his primary concerns. He was reelected as supervisor in 1980, 1984, 1988, and 1992. He died on November 2, 1999. Named by Assembly Concurrent Resolution 139, Chapter 120, August 30, 2000. The portion of Route 49 one mile before and after its intersection with Parrott's Ferry Road, in Tuolumne County is officially named the "Deputy Dave Grant Memorial Highway". This segment was named in memory of Deputy David P. Grant, a 15 year veteran of the Tuolumne County Sheriff's Department with more than 26 years of law enforcement experience. During the late morning of May 31, 2004, Deputy Grant suffered fatal injuries responding to a "plane down" call near the town of Columbia. While responding to the call at a high rate of speed, Deputy Grant's vehicle swerved to avoid colliding with two other vehicles, left the roadway, and struck a tree. Deputy Grant was critically injured and transported to the Sonora Regional Medical Center where, surrounded by family and fellow deputies, he succumbed to his injuries. This was the first loss for the Tuolumne County Sheriff's Department in more than 37 years. At the age of 16, David P. Grant served as an Explorer Cadet with the Sonora Police Department; and was sworn in as a Sonora police officer in 1978. Desiring to broaden his experience in a larger department, Deputy Grant accepted an appointment with the Oceanside Police Department in 1981 and served the City of Oceanside with distinction for eight years. He was sworn in as a Tuolumne County Deputy Sheriff on October 9, 1989. Named by Assembly Concurrent Resolution (ACR) 132, Resolution Chapter 105, on 8/16/2006.
   	Bridge 32-040 over the Stanislaus River in Tuolumne and Calaveras counties is named the "Archie Stevenot Bridge". It was constructed in 1976, and was named by Senate Resolution 338, Page 4758, in 1988. Archie Stevenot (d. 1968), miner, cowboy, rancher, postmaster, and ox team swamper, helped found the California State Chamber of Commerce and was officially named "Mr. Mother Lode" by the California legislature. He was also the founder of the "Mother Lode Association" in 1919, which was the first highway association and promoted the assignment of the number "49" to Route 49. This route also has the following Safety Roadside Rest Areas: Carson Hill, in Calaveras County, 4 mi S of Angels Camp.
   	[SHC 263.4] Entire portion.
   	[SHC 253.4] From Route 108 south of Jamestown to Route 108 near Sonora; and from Route 88 near Jackson to Route 50 near Placerville. These segments were added to the Freeway and Expressway system in 1959.

   
   

4. From Route 80 near Auburn to Route 20 in Grass Valley.

   
   

   	As defined in 1963, this was a single segment running from "Route 120 to Route 20 via Sonora, Angels Camp, San Andreas, Jackson, El Dorado, Diamond Springs, Placerville, and Auburn." Before the year was out, this was split into two segments by Chapter 1698: "(b) Route 120 to Route 80 in Auburn via the vicinity of Sonora; via Angels Camp, San Andreas, and Jackson; via the vicinity of El Dorado, Diamond Springs, and Placerville. (c) Route 80 near Auburn to Route 20." In 1984, Chapter 409 changed the wording of the terminus to "Route 80 near Auburn to Route 20 in Grass Valley." The very high Foresthill Bridge for Foresthill Road over the American River was built in the 1970s as part of construction for the abandoned Auburn Dam project; the bridge was built in the case that Old Foresthill Road and Route 49 would be flooded out by the then-forthcoming Auburn Reservoir (which never came to fruition). According to Travis Mason-Bushman, after the construction of the dam, Route 49 would've been placed on the bridge, but as construction halted in 1976, this never materalized (although some officials in Auburn still hope for the dam to be built). Currently, this bridge (located about a half mile from Route 49 on Foresthill Road) is the third-highest in the United States.
   	This was signed as Route 49 as part of the initial state signage of routes in 1934. It was LRN 17, and was defined in 1909.
   	Bridge 17-049 on Route 20, at the Route 20/Route 49 separation and Empire Street, is named the "Bruce Allen Jensen, Lt. Col., USAF, Bridge". It was built in 1969, and was named by Assembly Concurrent Resolution 43, Chapter 220, in 1971. Lieutenant Colonel Bruce Allan Jensen was a casualty of the Vietnam War. As a member of the Air Force, LTC Jensen served our country until August 27th, 1967 in Laos. He was 38 years old and was married. Bruce died when his plane crashed into the land.
   	[SHC 263.4] Entire portion.
   	Route 49 is a currently signed freeway from approximately 1 mile south of the Route 49/Route 20 interchange near Grass Valley, and runs for a length of 5 miles until reaching the Route 49/Route 20 interchange north of Nevada City. This section of freeway was built in the late 60's. There are currently studies under to plan upgrading Route 49 to 4 lanes between Auburn and Grass Valley. In 2007, the CTC recommended funding $18.568M from the Corridor Mobility Improvement Account (CMIA) for the La Barr Meadows widening. In January 2008, the CTC approved the mitigated negative declaration. This project in Nevada County will make roadway improvements that include widening from two lanes to four lanes and construction of a new interchange along a portion of Route 49 near Grass Valley. The project is fully funded in the 2006 State Transportation Improvement Program (STIP). The total estimated project cost, capital and support, is $40,500,000. The project is funded from $10,966,000 Regional Improvement Program, $10,966,000 Interregional Improvement Program, and $18,568,000 Corridor Mobility Improvement Account. It is estimated that construction will begin in Fiscal Year 2008-09. The project will involve construction activities in an area that is habitat to federally protected migratory birds. The project will also involve acquisition of new right-of-way and residential relocations. There are also plans to build a controlled access highway route; a segement from PM 6.9 to PM R11.0 has been adopted. A new Route 49 alignment is planned between Coloma and Placerville directly paralelling Cold Springs Road. The Amador/Sutter Creek bypass of Route 49 is planned to follow a new, straighter alignment from Drytown south to the Route 104/49 junction in Sutter Hill.
   	Much of this route is named the "Gold Country" Highway. The Route 20/Route 49 NE-bound frontage road in Grass Valley from its intersection with South Auburn Street to its intersection with Bennett Street is named "Hansen Way." This segment was named in honor of the Hansen family of Grass Valley, for their contributions to the community and for their building supply company, Hansen Brothers, that was established in 1953. The Hansen family historically has been very civic minded and has contributed community service and philanthropic gifts to the community. Named by Senate Concurrent Resolution (SCR) 10, Resolution Chapter 104, on 9/6/2005. The Route 20/Route 49 SW-bound frontage road in Grass Valley from the intersection of East Main Street and Idaho Maryland Road to its intersection with South Auburn Street is officially named "Tinloy Street." This segment was named in honor of the Tinloy family of Grass Valley. The Tinloy family has Chinese roots and its presence in Grass Valley dates back to the 19th century. John Tinloy was born to Kan Tinloy who immigrated to Nevada County from the Canton Province in China during the Gold Rush in the 1880's and owned and operated a store offering Chinese traditional food and artifacts, and this store evolved into a social place, bank, and an employment bureau. He married Alice Chen Shee, and together they raised one daughter and three sons, and the family opened and operated a fine women's apparel store and a grocery store in Grass Valley. The Tinloy family was active in the Methodist Church in Grass Valley. The Tinloy family, stemming from the community activism of John Tinloy, has historically been very civic minded and contributed community service and philanthropic gifts to the community. Named by Senate Concurrent Resolution (SCR) 11, Resolution Chapter 121, on 9/14/2005.
   	Bridge 26-17, postmile 12.14, commonly known as the "Rancheria Creek Bridge", was officially named the "Amador County Veterans Memorial Bridge". Named by Senate Concurrant Resolution 43, Chapter 106, in 1997.
   	[SHC 253.4] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

5. From Route 20 at Nevada City to Route 89 near Sattley via Downieville.

   
   

   	This segment is as defined in 1963. The route between Route 20 near Grass Valley and Route 20 near Nevada City is signed as Route 49, although it is legislatively Route 20.
   	This was signed as Route 49 as part of the initial state signage of routes in 1934. It was LRN 25. The portion from Route 20 to Downieville was defined in 1909; the portion from Downieville to Route 89 was defined in 1933.
   	[SHC 263.4] Entire portion.
   	[SHC 253.4] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

6. From Route 89 near Sierraville to Route 70 near Vinton via Loyalton.

   
   

   	This segment is as defined in 1963. The route between Satley and Sierraville is signed as Route 49, although it is legislatively Route 89.
   	This was signed as Route 49 as part of the initial state signage of routes in 1934. It was LRN 233, defined in 1953. Route 70 was Alternate US 40 before 1964.
   	[SHC 253.4] Entire portion. Added to the Freeway and Expressway system in 1959.
   	[SHC 164.12] Between Route 41 and Route 89.

• Joel Windmillers: Central California Highways Page: Route 49

Route 49 was signed as part of the initial state signage of routes in 1934.

Overall statistics for Route 49:

• Total Length (1995): 295 miles. There is a 3.7 mile unconstructed adopted routing parallel to the existing route in and near Sutter Creek in Amador County.
• Average Daily Traffic (1992): 400 to 43,000.
• Milage Classification: Rural: 286; Sm. Urban 9.
• Previous Federal Aid Milage: FAP: 295 mi.
• Functional Classification: Prin. Arterial: 9 mi; Minor Arterial: 286 mi.
• Significant Summits: Yuba Pass (6701 ft).
• Counties Traversed: Madera, Mariposa, Tuolumne, Calaveras, Amador, El Dorado, Placer, Nevada, Yuba, Sierra, Plumas.

The route that would become LRN 49 was first defined in the 1919 Third Bond Act as running from Calistoga to Lower Lake. It was extended in 1933 from [LRN 8] near Napa to [LRN 49] near Calistoga. It was codified in the 1935 state highway code as:

"[LRN 8] near Napa to [LRN 15] via Calistoga and Lower Lake"

It remained unchanged until the 1963 renumbering. This was signed as Route 29 in two segments:

1. Between Calistoga and Middletown, it was signed as Route 29, and is present-day Route 29.

2. Between Calistoga and Middletown, it was signed as Route 53. It is present-day Route 29.

From Route 80 west of Sacramento to the Nevada state line near Lake Tahoe via Placerville.

Alternate US 50 is signed along a route consisting of county milage and portions of Route 88 and Route 89. It runs from US 50 near Pollock Pines, then S and E on Sly Park Road and Mormon Emigrant Trail, including a 20 mi segment of National Forest Highway 5. It joins Route 89 at Picketts Junction, continuing until the north Route 89 junction. From there it follows Route 89 until it rejoins US 50 at the foot of Meyers Grade.

In the portion of the route not cosigned with existing state milage, there are temporary postmiles that do not fit state standards. The route is a detour routing for those times when US 50 is closed. This happens frequently enough that it was felt to be appropriate to sign the route as Alternate US 50.

The mile markers were put in after the 1997/1998 winter season for ease of managing the snow removal operations. During the 1997/1998 winter, when the large slides closed US 50 and snow removal operations were made all season long to the Trail, the lack of markers made control of operations difficult. The markers were placed the following spring/summer. Despite the choice of labels, those portions of Alternate US 50 not already in the state highway system (i.e., Route 88 and Route 89) have not been added to the state highway system; they are county or forest roads maintained by the appropriate jurisdictions. In particular, Sly Park Rd. and Mormon Emigrant Trail are El Dorado County roads and are not state highway. Mormon Emigrant Trail was repaved for use as the detour as a part of the contract to repair US 50. There are Alternate US 50 postmiles on Mormon Emigrant Trail; those are used by CHP and Caltrans as reference when the road is in use as Alternate US 50. There are also Alternate US 50 shields posted along the route, and some signs showing distance to control cities, coupled with an Alternate US 50 sign package (i.e. shields). These are covered when not in use.

As defined in 1963, Route 50 was the route from Route 80 in Sacramento to the Nevada state line near Lake Tahoe via Placerville. The "Route 80" referred to in this routing is what is now Route 51, i.e., Business Route 80.

In 1981, Chapter 292 changed Route 50 to run from "Route 80 in West of Sacramento". The Route 80 referred to in this definition was the new definition of Route 80 that was the bypass around Sacramento, so this effectively added the former portion of Route 80 between Route 51 and the new junction with Route 80 to Route 50. The segment added is FAI 305, meaning it is acually interstate milage, but isn't signed as interstate milage. Note that the added segment is signed as Business Route 80 ("Capitol City Freeway").

The interchange of US 50 with Sunrise Blvd. is larger than normal, because Sunrise Blvd was, for a short time in the 1970s, designated as Route 65 south of US 50 in anticipation of the freeway routing. This route was relinquished in 1976. On one of the piers for the overcrossing, you can see where it used to call the structure "50/65 separation." The interchange was a cloverleaf until around 2001, when it was converted to a partial cloverleaf. According to an article in the Sacramento Bee in January 2004, the city of Rancho Cordova is planning a new US 50 interchange, east of Sunrise Boulevard. The goal of this interchange would be to relieve traffic from Sunrise Blvd, where traffic counts from August 2003 show more than 80,000 cars per day travel on Sunrise Boulevard south of the American River at US 50. The new interchange between Sunrise Boulevard and Hazel Avenue would serve proposed development south of the freeway, including more than 30,000 homes in Rancho Cordova.

According to an article by Richard Bauman in the FEDCO Reporter, this is truly the first state highway. In 1850, the state created the Office of Surveyor General, with the duty to suggest roads. In 1855, there was public demand for a road from the Sacramento Valley to Carson Valley in Nevada, and the legislature passed a bill ordering the Surveyor General to survey a good wagon road over the Sierra Nevada Mountains, and authorized bids for construction of the Emigrant Wagon Road. No funds were appropriated. The funds, however, were raised, and eventually repaid, by April 1857. In November 1858, the road was finally completed. Lack of legislative support for the road led to it being privatized and becoming a toll road.

In 1895, the legislature created the State Bureau of Highways and took over the toll road, then known as the Placerville Road. This road ran from Smith Flat to the Nevada border. It was designated as Calfornia's first official state road on February 28, 1895, and renamed the Lake Tahoe State Wagon Road. Work started on improving the road in 1899 with a legislated grant. Over the years, the road was upgraded from a dirt road, to an oil cover road, to asphalt and concrete. This is the route of present-day US 50. A lot of details on the road may be found at Joel Windmiller's site.

The current definition of Route 50 begins with portion that was never part of the original US 50. This is the short segment of freeway between the US 50/Business Loop 80 interchange (really the Route 50/Route 51 interchange) and the connection with I-80 to the west. This was part of the 1909 LRN 6 between I-80 in W. Sacramento and Route 160 (former US 40), and 1897 LRN 11 between present-day Route 160 (former US 40) and Route 99. It was signed as US 40 between I-80 and Route 160. For a time, the segment was planned to be signed as I-305, but that signage never occured. Although legislatively part of Route 50, this segment is (for the most part) signed as Business Loop 80 (there may be one or two US 50 signs). Lastly, note that the portion between Route 275 west of Sacramento to Route 160 in Sacramento was signed (for a time) as Route 275, although that ended in 1967.

The freeeway portion was built in three segments: the first in 1962 from the Sacramento County line to Sunrise Blvd; the second in 1972 from 34th Street to near Watt Avenue, and the third and final stage in 1975. Note that the original US 50 did not connect between what is now I-5 and US 99 in Manteca, but rather in connected in Stockton on Charter Way (former Route 4).

At Mossdale, where I-5 and CA-120 meet, there are several crossings of the San Joaquin River. At this point, there is an older routing of US-50 (now serving Manthey Road, a frontage road), then the pre-I-5 routing of US-50 (now serving the connector from WB 120 to SB 5). These crossings (including an old SP crossing) were all drawspans at one time (vertical lift for the railroadl; the other two were bascules). Next are the fixed spans of I-5. Then there is the WP (UP) bridge south of I-5, which looks like it used to be a swing span. El Dorado Street in French Camp is also the old US-50, and there are a couple of old state traffic lights and lamp poles in that area. Information on the US 50 routing around Tracy may be found with I-580.

By 1933, US 50 did not extend to Oakland. Rather, US 50 followed Castro Valley Boulevard into Hayward, ending near the current Route 238/I-580 junction, at US 101E (which followed current Route 238 south to San Jose, and current I-580 north to Oakland).

The remainder of the route is the original US 50. US 50 was first signed in California in 1928. It originally started near French Camp near Manteca. It was cosigned with US 99 into Sacramento; this segment was LRN 4, defined in 1909. Note that the original 1926 plan did not have US 50 extending to Sacramento; rather, the plan was to have it follow current Alt US 50 to US 40 east of Reno, and end there.

In the mid-1930's, former US 48 was combined into the US 50 routing. US 48 started in San Francisco. It (now as US 50) ran E across the Bay Bridge cosigned with US 40 (current I-80; LRN 68. It continued down MacArthur Blvd as US 50 (LRN 5; now I-580) to the vicinity of San Leandro. Old Business Route 50 followed Cypress Street to the Broadway exit, then went down the frontage streets to Grand Ave. and across to MacArthur. Between San Francisco and the vicinity of Hayward (where US 50 turned east), it was cosigned as Alternate US 101. It then travelled E across present I-580 (LRN 5) to what is now I-205. [Part of this was Altamont Pass Road; see the page on I-480 for details] It continued across the route of present-day I-205 to 5 mi NE of Banta (near the present I-5 junction); this was all LRN 5. It then ran N along a routing roughly corresponding the present I-5 to 3 mi NE of Stockton (it was cosigned briefly with Route 4 in Stockton), where it joined US 99 (to this point, it was LRN 5).

In the 1940's, US 50 entered Sacramento on Stockton Blvd, turning left on 5th Ave, right onto Sacramento Blvd, left onto Broadway, right onto 16th Street, and left on M Street/Folsom Blvd, cosigned with Route 16 into Perkins. By 1960, the South Sacramento Freeway (current Route 99, although it was cosigned with US 50 until the 1970s) was constructed to south of Broadway and 29th Street. At the junction of Broadway and 29th (near the current interchange of Route 51, US 50, and Route 99), US 99W and 99E began; US 99W followed Broadway and 15th/16th on the old routing of US 50/US 99 into downtown (this later became Route 160, but was never Route 24 or US 40 in this portion). US 99E however was co-signed with US 50 north via 29th and 30th to Folsom Boulevard, where US 50 then made the right turn going eastbound with Route 16 to Perkins. Around 1954, clearing had begun for the "WX" portion of the US 50 freeway. By the mid-1960s, Route 50 was temporarily placed on the 29/30 Freeway (co-signed with US 99E and I-80) between the current Route 51/US 50/Route 99 junction and Folsom Boulevard; this arrangement only lasted until the El Dorado Freeway (US 50 east of the Route 99 interchange) was completed.

A part of the WX portion of the Capitol City Freeway (former LRN 11, between Route 99 and Route 160) actually corresponds to formerly signed US 50 (Broadway between Stockton Boulevard and 16th Street, which was US 50 until 1954). It appears that the WX Freeway (including former LRN 11) was also originally proposed to be US 50 as early as 1964; this early designation obviously was not signed in favor of I-80 and was only a temporary plan.

US 50 ran E out of Sacramento along Folsom Blvd, and was LRN 11 until the Nevada border. The portion between Route 99 and Folsom was defined in 1897, as was the portion between Placerville and Lake Tahoe. The remainder was defined in 1909.

Between Shingle Springs and Perks Corner, US 50 used to take a routing on what is now Mother Lode Drive; the existing freeway bypass was adopted in 1962.

At the beginning of this route is a sign that shows the distance to Ocean City MD. The original version of this sign was often stolen, so it was replaced with a significantly larger sign with three destinations. However, the replacement has a significant error: The milage to Ocean City MD is 3073 mi, not 3037. This has been reported, so who knows how long this incarnation of the sign will last. Thanks to Joel Windmiller for the photo.

In Yolo County, between the Yolo County line and post mile 3.16, US 50 is signed as Business Loop 80. In Sacramento County, between the Yolo County line and post mile 2.48, US 50 is signed as Business Route 80. In other words, the portion between the US 50/Business Route 80 interchange to the junction with I-80 in W. Sacramento is signed as Business Route 80 to provide continuity of signage with the segment of Business Route 80 that runs N to I-80. Note that after the Business Route 80/US 99/US 50 interchange, westbound US 50 is signed on one sign as "CA 99 TO I-80 I-5". The portion that is the former "WX" freeway is signed variously as Business Route 80 or Business Route 80/US 50.

TCRP Project #126 will widen the US 50/Watt Avenue Interchange and do various improvements.

TCRP Project #134 will make modifications to the US 50/Sunrise Blvd interchange.

In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV lanes in Sacramento County.

In terms of general widening, as of April 2003, there has been widening from Sunrise Blvd to El Dorado Hills Blvd, giving 4 lanes in each direction between Sunrise and Hazel and 3 lanes in each direction from Hazel to El Dorado Hills. Plans call for adding an additional lane in each direction between El Dorado Hills and Shingle Springs. Plans to add lanes west of Sunrise Blvd have not been finalized.

In March 2007, the CTC considered a draft EIR regarding a project in Sacramento County is to construct roadway improvements near the city of Sacramento. The project is programmed in the 2006 State Transportation Improvement Program. The overall project is fully funded. Project Development, however, is fully funded in the Regional Transportation Improvement Program and the Interregional Transportation Program. The total estimated project cost is $165 million. Construction is estimated to begin in Fiscal Year 2009-10. The project is programmed in the Corridor Mobility Improvement Account program for $80 million. The following alternatives are being considered:

• Build Alternative 10D-1: Construct bus/carpool lanes from Sunrise Boulevard to the Oak Park Interchange (US 50/SR 99/I-80 interchange) using existing medians. The new bus/carpool lanes would not be continuous between Sunrise Boulevard and the Oak Park Interchange because of right of way constraints. Two small slivers of acquisition from commercial properties for ramp widening at the Zinfandel Drive Interchange will be required.

• Build Alternative 10D-3: Construct bus/carpool lanes from Sunrise Boulevard to Watt Avenue. The proposed bus/carpool lanes from Watt Avenue to Bradshaw Road would be constructed in the existing median. Between Bradshaw Road and Sunrise Boulevard, the existing median is not sufficient. New right of way would be acquired to accommodate the new lanes.

• No Build Alternative.

In September 2007, the CTC approved a resolution to approve a project for future consideration of funding: construct Bus/Carpool lanes near Sacramento on Route 50. This would be the portion roughly from I-5 to Sunset.

In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). Two requests were funded: $20M for HOV lanes from the El Dorado Cty Line to the Bass Lake Interchange, and $80M for Phase 1 of the HOV lanes from Watt Ave to Sunrise Blvd. Requests to add EB and WB auxiliary lanes from Sunrise to Folsom Blvd, and route improvements from Trout Creek to Ski Run Blvd were not recommended for funding.

There are plans to construct a new interchange near the city of Cameron Park. There are also plans to create a new public road connection and interchange near Shingle Springs, at PM ELD 11.4.

In July 2006, the CTC considered Resolution No. R-3639, relinquishing right of way in the County of El Dorado at PM 5.0, at Cambridge Road, consisting of reconstructed and relocated county road.

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

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

• High Priority Project #420: Folsom Blvd. (former US 50) transportation enhancements in the City of Rancho Cordova. See also HPP #3795, which seems to provide additional funding. $5,600,000.

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

• High Priority Project #3795: Folsom Blvd. (former US 50) corridor transportation enhancements between Rod Beaudry Drive and Sunrise Boulevard in the City of Rancho Cordova. This is either an add-on or extra funds for HPP #420. $1,000,000.

• Sacramento: A 1969 map shows Stockton Blvd between US 50 near P Street and Route 99 near Rangeville Road as BR US 50. A 1942 map shows a Bypass US 50 running along 14th Avenue to Stockton Blvd. At one point this was cosigned with BR US 99.

• Oakland: A 1940s map shows that, in downtown Oakland, BR US 50 appears to have run along Grand to Broadway, Broadway to 7th, 7th (Route 17 [I-880]) to Cypress, Cypress [Mandala Parkway, now] (Route 17 [I-880]) back to US 50 [now I-580].

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

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

In 1996, the portion that is cosigned as Business Loop 80 between I-80 and the Route 50/Route 99/Route 51 interchange was renamed the "Capital City Freeway".

The portion of this route commencing at post mile 38.5, which is west of Ice House Road outside of Pollock Pines, and terminating at post mile 40.5 in El Dorado County is named the "Stephanie Marie Frazier Memorial Highway". This segment was named in memory of Stephanie Marie Frazier, who was born on October 12, 1980 and passed away on December 16, 2000, when she was just 20 years of age, from injuries sustained in an automobile accident on US 50 near Ice House Road. As a child, Stephanie attended Tabernacle Baptist School in Concord, California until the eighth grade, and subsequently attended high school at Liberty Union High School in Brentwood, California, where she was on the volleyball team, basketball team, and swim team. After graduating from high school in 1998, Stephanie attended Diablo Valley College in Pleasant Hill, California as a full-time student where she was on the student council and supported herself financially through her employment with Dennis Tierney and Associates. Stephanie's dream was to attend the University of California at Davis, and she had been accepted to transfer there in the fall of 2001, to major in managerial economics. Stephanie's life was taken on December 16, 2000, when another car crossed over the center divider on US 50, just west of Ice House Road, and hit the car in which Stephanie and her sister, Lindsey, were riding. The accident occurred during finals week, and for the first time in its history, Diablo Valley College awarded an honorary associate of arts degree in Stephanie's memory during its graduation ceremony. After the accident, Stephanie's family worked diligently with the Department of Transportation to improve US 50 where the accident occurred, analyzing 14 years of accident data, and hiring a highway traffic consultant who suggested specific improvements to make that portion of the highway safer. In July 2006, the majority of those changes were completed, including restriping the dangerous section, doubling maintenance patrols, and in 2007, a special deicing agent will be placed on the road. The Frazier family also established a nonprofit foundation in Stephanie's memory, the Stephanie Marie Frazier Memorial Foundation, to provide meals to families whose children are hospitalized. Through their program, the Network of Care, which serves 31 hospitals in 12 counties throughout the state, they have helped over 10,000 families with the gifts of comfort, hope, and nourishment. Named by Senate Concurrent Resolution (SCR) 22, Resolution Chapter 88, on 7/10/2007.

Historically, the portion of this route from Route 160 to South Lake Tahoe was part of "El Camino Sierra" (Road to the Mountains).

Another name historically applied to the portion of this route from E of Smith Flat to Lake Tahoe is the "Lake Tahoe Wagon Road".

The portion of this route from Bradshaw Road to the eastern Sacramento County Line is named the "William Alexander Leidesdorff, Jr. Memorial Highway". It was named in memory of William Alexander Leidesdorff, Jr., a prominent civic leader and pioneer in the successful quest for California to become the 31st state in the United States. He was Treasurer of the City of San Francisco, owned the largest home in the city, constructed the first City Hotel, built the first commercial shipping warehouse, and donated the land to build the first public school in California. Born in St. Croix, Virgin Islands in 1810 to Anna Marie Sparks, an African woman, and William Leidesdorff, Sr., a citizen of Denmark In 1841, Leidesdorff sailed the first United States shipping vessel, the Julia Ann, into the sleepy Mexican fishing Village of Yerba Buena, modern day San Francisco, to establish a world maritime center. In 1843, he was naturalized as a Mexican citizen in order to facilitate acquiring a vast land grant from the Mexican authorities in the Sacramento Valley, and was an early advocate of creating dual United States citizenship. In 1844, William Alexander Leidesdorff, Jr. obtained title to Rancho Rio de Los Americanos, well over 35,000 acres of prime real estate along the south bank of the American River. His global trade and commerce projects financed, developed, and helped stabilize the Sacramento Valley. In 1845, he accepted the position of United States Vice-Consul to the Mexican Alta California region; as such, he was the first African-American diplomat in history, and was affectionately known as the "African Founding Father of California". In 1846, he was an active leader in the Bear Flag Revolt during the Mexican-American War. He went on to captain the first and only steam ship in California prior to the Gold Rush of 1848, the Sitka. His maiden steam voyage up the Sacramento River is immortalized on the California State Seal and recognizes his vision for increased maritime transportation of California's agricultural products to world markets. In 1848, prior to his untimely death from brain fever, he received official notification of vast quantities of gold on his immense cattle and wheat ranch along today's Route 50 corridor. He is buried near the entrance of the Old San Francisco Mission Delores Sanctuary. Named by Assembly Concurrent Resolution 131, Chapter 41, May 3, 2004.

Bridge 24-004, the bridge over the Sacramento River connecting Sacramento and Yolo counties, is named the "Pioneer Memorial Bridge". It was built in 1966.

The Mather Field Road overcrossing in Rancho Cordova is named the "Alice Livingston Memorial Overcrossing". Alice Livingston was born Elisa Espinosa, the third of eight children, on August 4, 1936, in Norwalk, California. He graduated from Huntington Beach Union High School and Orange County Coast Community College. In 1958, she moved to Spain, working for the United States government as a civil service employee. She married an airman in the US Air Force and gave birth to her first daughter Terrie. In 1962, she returned to the United States, settling in El Cajon, California, where she gave birth to her second daughter Susan. In December 1979, she moved with her younger daughter to Sacramento, California, and began more than 20 years of service with the California State Assembly as a member of the Assembly stenography pool. In January 1980, Alice Livingston joined the staff of the Assembly Committee on Revenue and Taxation, chaired by then Assembly Member Wadie Deddeh. In 1983, she began working for then Speaker pro Tempore Frank Vicencia. In March 1987, she began working for the Assembly Transportation Committee, where she provided exemplary service as committee secretary under several chairs over the course of 15 years; including former Assembly Members Richard Katz (1987-95), Antonio Villaraigosa (1995-96), and Larry Bowler (1996-97), then Assembly Members and current Senators Kevin Murray (1997-99) and Tom Torlakson (1999-2001), and finally Chair Assembly Member John Dutra. Alice Livingston grew to serve as a mentor to others in the position of committee secretary, and was ultimately designated to help train staff for the position. In May 2002, she fell ill and was later diagnosed with lung cancer, ultimately succumbing to the condition at the age of 65 on the morning of Thursday, June 6, 2002. In the midst of her illness, she continued to inquire about her colleagues in the Legislature and the daily business of the Assembly Transportation Committee, requesting copies of the Senate and Assembly Daily Files and offering several times to "come in and help out at work". During her years of service to the Legislature, and most notably her tenure as a committee secretary, Alice Livingston served with great distinction and ceaseless dedication, observing the highest standards of conduct and ethics as a professional Legislative staff member. Named by Assembly Concurrent Resolution 223, Chapter 144, on September 3, 2002.

The bicycle bridge on the Hazel Avenue overpass over US 50 is named the George M. Clark Memorial Bicycle Bridge. It was named in memory of George M. Clark (1938-1996), who died while on a hike looking for new species of flowers in Lake County, California. He worked at Aerojet General Corporation as a chemist, was an avid outdoorsman and was President of the California Native Plant Society. As a resident of Orangevale, he commuted by bicycle to his job at Aerojet every day; and was instrumental in convincing the County of Sacramento to construct a bicycle bridge over US 50 at Hazel Avenue between Fair Oaks and Rancho Cordova to provide a safe bicycle route through this heavily traveled corridor. Named by Assembly Concurrent Resolution 151, August 19, 2004, Chapter 149.

Bridge 25-0005, the "Weber Creek Bridge" in El Dorado county, is officially designated the "El Dorado County Vietnam Veterans Bridge". Named by Assembly Concurrent Resolution No. 7, Chapter 51, in 1993.

Bridge No. 25-0098 and Bridge No. 25-0099 near the junction of Alder Creek and the South Fork of the American River are officially designated the "El Dorado County Veterans Bridges". They were built in 1990, and named by Senate Concurrent Resolution No. 58, Chapter 134, in 1994.

This part was part of the coast-to-coast "Lincoln Highway" between the Nevada border and the junction with US 40 into San Francisco. The Lincoln Highway presently would encompass not only US 50, but a portion of I-5 and a portion of I-580.

This route (in fact, the entire original US 50 route) was also part of the "Victory Highway".

The portion of the route between Stockton and the California border was part of the original "Santa Fe Trail".

The portion of this route from Placerville to Lake Tahoe was named the "Pioneer Trail".

Overall statistics for US 50:

• Total Length (1995): 108 miles.
• Average Daily Traffic (1992): 10,000 to 193,000.
• Milage Classification: Rural: 60; Sm. Urban: 20; Urbanized: 28.
• Previous Federal Aid Milage: FAI: 5 mi.; FAP: 103 mi.
• Functional Classification: Prin. Arterial: 108 mi.
• Significant Summits: Echo Summit (7382 ft).
• Counties Traversed: Yolo, Sacramento, El Dorado.

The portion of US 50 from the Business Route 80/I-80 interchange in W. Sacramento to the Business Route 80/Route 99/US 50 junction in Sacramento, approximately 5 miles, is still on the books as being chargable I-305, although that specific route number is not used by the state. The FHWA Interstate Route log, however, shows it as 8 miles. I-305 was approved as chargable interstate in May 1980.

US 50 was submitted for inclusion in the interstate system in 1968; not accepted.

• Cal-NExUS Exit Numbering: Business 80 East
• Cal-NExUS Exit Numbering: Business 80 West
• Cal-NExUS Exit Numbering: Route 50 East
• Cal-NExUS Exit Numbering: Route 50 West
• Western Exit Guide: US 50 (Jeff Stapleton)
• Business I-80 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: US 50
• California @ AARoads: Business Loop I-80/Interstate 305/California 51 in Sacramento
• Central California Highways Page: US 50 (Joel Windmiller)
• Finding US 50 (Casey Cooper)
• Lincoln Highway
• 3 Digit Interstates: I-305

HOV lanes are in the planning stages for the following segments: 9th Street to Mayhew, Mayhew to Sunrise Blvd.

As of November 2002, according to Joe Rouse, the last segment of the HOV lanes on US-50 in Sacramento and El Dorado Counties was open. The HOV lanes begin at Sunrise Blvd and end at El Dorado Hills Blvd/Latrobe Rd. They are part time lanes, restricted only from 6 - 10 AM mornings and 3 - 7 PM evenings. The widening project also included reconstruction of the Sunrise interchange from a full cloverleaf to a partial cloverleaf interchange, and adding new lanes at the Hazel Avenue interchange.

This carpool lane will eventually be extended eastward to Ponderosa Road and may extend westward into downtown Sacramento. Work has also just started on adding a carpool lane on I-80 between Longview Drive and Riverside Avenue in Roseville. Once this project is complete (2005), additional widening work will then take place between Riverside and CA-65. This may either come in the form of an extension of the carpool lane, a new mixed-flow lane, or auxiliary lanes. Carpool lanes are also planned for I-80 from Longview west to I-5.

In July 2005, the CTC received a notice of EIR preparation for Route 50 in Sacramento County. The alternatives being considered are Alternative 5B – Construct HOV lanes with eastbound drop ramp at 10th Street and westbound drop ramp at 16th Street; Alternative 6B – Construct HOV lanes with eastbound drop ramp at 10th Street and westbound drop ramp at 21st Street; Alternative 7B – Construct HOV lanes with eastbound drop ramp at 21st Street and westbound drop ramp at Riverside Boulevard; Alternative 10D – Construct HOV lanes in the median without drop ramps; and No Build.

[SHC 263.4] From Route 49 near Placerville to the Nevada state line near Lake Tahoe.

[SHC 253.1] Entire route. Signed as US Highway except for portions in Sacramento and Yolo counties. It is signed as Business Loop 80 from Route 80 to Route 51. It is constructed to freeway standards from Route 80 to Placerville, from Placerville to Smith Flat, and from Camino to Pollock Pines. Added to the Freeway and Expressway system in 1959.

The portion of this route that is former US 40 was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.

[SHC 164.13] Entire route.

The route that would become LRN 50 was first defined in 1915 by Chapter 283, which authorized the location and survey of a route "commencing at the town of Rumsey, in the county of Yolo and following generally the meanderings of Cache Ck...to the town of Lower Lake, in the county of Lake" (this was later repealed in 1935). The 1919 Third Bond Act defined a similar route running from Rumsey to Lower Lake. In 1933, the route was extended with a portion from [LRN 50] near Rumsey to [LRN 7] near Woodland. The route was codified in the 1935 highway code as:

"[LRN 15] to Sacramento via Rumsey and Woodland"

This definition remained until the 1963 renumbering. It was signed as Route 16 between Route 20 (LRN 15) and Capitol Ave. in Sacramento. It was signed as Route 24 (although this is no longer part of Route 24) between Capitol Avenue and E across Broadway until Freeport Blvd (Route 24/US 99W junction).

From Route 50 in Sacramento to Route 80 east of Sacramento. Per SHC Section 351.1: Route 51 is signed as Interstate Business Loop 80.

In 1963, Route 51 was defined to run from Route 5 to Route 5 near Santa Ana. That route was part of LRN 2. It ran along Orangewood Avenue from I-5 east to Main Street, passing south of what is now Edison Field, and then along Main Street south back to I-5 (thanks to Calvin Sampang for hunting that out). The routing was deleted in 1965 by Chapter 1372.

There are rumors that between the late 1960s to the late 1970s, there was a proposed Route 51 that was an (unconstructed) bypass in the Sonoma Valley around the towns of Boyes Hot Springs and Sonoma, that basically followed the alignment of Arnold Drive, on the West side of the valley. This is unconfirmed; I have never seen such a legislative definition.

In 1981, Chapter 292 defined the current routing. This is a former segment of I-80 that was bypassed by new construction for I-80. The original plan, however, was to have this segment, as well as the segment from US 50 to I-80 (legislatively US 50, signed Business Route 80) upgraded to proper interstate standards, and have the current I-80 routing be I-880. But that didn't happen (see I-80 for details), thus resulting in the creation of Route 51 (Business Route 80).

Before the construction of the US-50 and I-80 freeways through Sacramento, this route was:

• US 99E between US 50 and the US 99E/US 40 interchange (present-day Route 160/Business 80 interchange). This was LRN 98, defined in 1933 (see LRN 98 for the specific street routing). Route 160 is the former US 40 route.

• US 40/US 99E between the US 99E/US 40 interchange and LRN 288 N of Arcade (present-day I-80 junction). This is part of LRN 3, defined in 1909.

The freeway construction began in May 1950, but delays due to material shortages and weather put of major construction until 1952. The first 2.9 mile 4-lane stretch opened on May 12, 1955. Lots of construction details can be found on Joel Windmiller's Elvas Freeway site.

Route 51 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 51 between 1934 and 1964.

This is the existing section of Business Loop 80 between the US-50/Route 99 interchange and I-80. Construction was done on a section near the north end of the I-80/Business Route 80 interchange to replace what is known as the Elvas Freeway, since it is currently only a two lanes in each direction freeway for a portion near Cal Expo. The section that was built is currently being used by Sacramento RTD to operate their light rail system. This is not consistantly signed, although you can see the designation on the milage markers.

There has been an ongoing project to widen the connector ramp from westbound I-80 to westbound Business Route 80 (Route 51) northeast of Sacramento. The connector is currently 2 lanes, and is a huge bottleneck for the morning commute. One extra lane is being added. This meant widening the bridge that carries WB Business Route 80 over WB I-80 as well as eliminating the second exit to Watt Avenue (there is already a Watt Ave exit right after the ramp split).

HOV lanes are planned for the segment from the US 50/Route 51/Route 99 separation bridge to N Street.

Previously, this route had the following names:

1. The portion of this route from Route 160 to Route 50 was named the "Elvas Freeway".

2. The portion of this route between Route 160 and the Marconi Curve was named the "North Sacramento Freeway". North Sacramento refers to the community of North Sacramento, which was originally an independent city. North Sacramento was originally a suburb of Sacramento, developed in the 1940s north of the American River. It was annexed in 1964, but the city name is still used in some mailing addresses. Recently, North Sacramento has become the urban arts district of Sacramento (and also gained the moniker of "Uptown Sacramento"). Sacramento refers to the City of Sacramento CA, which is based off of the name of the main river in the city. The Spanish name, "Holy Sacrament," was applied to the Feather River in 1808; it was later assumed that the lower Sacramento was the same stream. In 1817 the two main rivers of the valley were recorded as Sacramento and San Joaquin rivers, but the course of the former was not identified with the name until the 1830s. The city was laid out in 1848-1849 and named after the river by John A. Sutter, Jr., and Sam Brannan. The county, one of the original 27, was named in 1850.

3. This route has been known as the "29/30" Freeway, based on it crossing over 29th and 30th Streets in Sacramento.

4. At one time, the portion between the Marconi Curve and Route 80 was named the "Roseville Freeway".

In 1996, the Sacramento Regional Planning Authority (SACOG) decided to name the entire Interstate Business Loop 80 freeway as the "Capitol City Freeway".

• Cal-NExUS Exit Numbering: Business 80
• Western Exit Guide: Business Route 80 (Jeff Stapleton)
• Business I-80 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Business Loop I-80/Interstate 305/California 51 in Sacramento
• Elvas Freeway Page (Joel Windmiller)

[SHC 253.1] Entire route.

The portion of this route that is former US 40 was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.

Overall statistics for Route 51 (Business Route 80):

• Total Length (1995): 9 miles.
• Average Daily Traffic (1992): 111,000 to 159,000.
• Milage Classification: Urbanized: 9.
• Previous Federal Aid Milage: FAP: 8 mi.
• Functional Classification: Prin. Arterial: 9 mi.
• Counties Traversed: Sacramento.

The route that was to become LRN 51 was first defined in the 1919 Third Bond Act as the route from Santa Rosa to Shellville. In 1933, the route was extended from Sebastopol to [LRN 1] near Santa Rosa. In 1935, the route was codified into the highway code as:

"[LRN 104] near Sebastopol to [LRN 8] at Shellville via Santa Rosa"

In 1937, Chapter 841 changed the terminus of the route to Sears Point from Shellville.In 1951, the route was extended on both ends: the origin was changed to "[LRN 56] near Valley Ford", and the terminus was changed to "[LRN 8] near Sonoma". Signage was as follows:

1. Between Valley Ford on Route 1 (LRN 56) and Sebastopol on Route 12 (LRN 104): The route was unsigned. It is present-day unconstructed Route 12. Before 1964, Route 12 was signed between Sebastopol and Route 1 along the present-day Route 116.

2. Between Sebastopol and cosigned Route 12/Route 37 (now the Route 121/Route 37 junction) 1 mi W of Schellville: Signed as Route 12.

From Route 5 east of La Jolla to Route 67 near Santee.

This routing is unchanged from its 1963 definition.

This routing was unconstructed in 1963, although the routing had been determined. It was LRN 279, defined in 1959.

Route 52 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 52 between 1934 and 1964.

Freeway is currently complete from Route 5 to Mast Blvd and Mission Gorge Road in Santee. An extension between Mission Gorge Road and Route 125 in Santee is under construction, and should have been completed by Winter 1997.

In May 2001, the CTC considered TCRP Project #84. The project is to construct a new six-lane freeway to Santee by extending the existing Route 52 from its current terminus at Route 125, near Mission Gorge Road, to Route 67. The new freeway will provide an improved connection from the eastern areas of San Diego to the employment centers to the north and west. The original TCRP application programmed $45,000,000 of TCRP funds for “Unit 4,” Route 125 to Cuyamaca Street. “Unit 5,” Cuyamaca Street to Route 67, was to be funded from other sources, including State Transportation Improvement Program (STIP). Construction of “Unit 4” was delayed due to TCRP and STIP funding not being available. The STIP funds were programmed in Fiscal Year 2008-09 and the TCRP funds were on hold due to the previous suspension of allocating new funds. The current proposed construction for “Unit 4” and “Unit 5” has the projects on near concurrent schedules. The Region has fully programmed the capital portion of right-of-way acquisition with Transnet funds. The Transnet revenues will not begin to be collected until 2008 and the Region would need to advanced the funds through the use of bonds. In effort to reduce the finance charges associated with bonding, it is proposed to swap the TCRP funds with Transnet funds for right-ofway acquisition. Therefore, the funds that had been originally programmed for “Unit 4” construction could now be spent on “Unit 5” Right of Way. Demolition has begun for the extension from Route 125 to Cuyamaca Street. In April 2006, the CTC considered a proposal to amend the project application to: revise the project scope; redistribute $20,000,000 from Construction to Right of Way; and update the project schedule and funding plan. The current schedule for completion is: Phase 1: FY 1989/1990; Phase 2: FY 2007/2008; Phase 3: FY 2007/2008; Phase 4: FY 2010/2011.

As of March 2008, construction had begun on the eastward extension of Route 52. There is grading work being done at the Route 52/Route 125 interchange to install a roadway leading east from this interchange. There is also grading that appears to be for a future overpass being done on both sides of Cuyamaca Avenue along the El Cajon/Santee city limits (near Prospect). This section of Cuyamaca has the San Diego Trolley tracks down the center divide, which might require an extra-high overpass or a rather unusual ramp configuration if on-off ramps are planned there.

A portion of the original routing has been relinquished: between PM 12.6 and PM 13.1, per the March 2001 CTC Agenda.

In February 2008, the CTC relinquished a portion of the route in San Diego, at Sycamore Landfill Road northerly of Mast Boulevard, consisting of relocated and reconstructed city streets and frontage roads.

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 #2735: Route 52 East Improvments (San Diego). $6,000,000.

The portion of this routing that is completed to freeway standards is named the "Mount Soledad" Freeway. It is part of the inner loop with Route 54 and Route 125.

The East Route 52 to North I-15 connector, bridge 57-0968G, in the City of San Diego is named the "Citizens for 52 Bridge. It was named by Assembly Concurrent Resolution 122, Chapter 62 in 1988. In 1979 Assembly Member Jim Ellis formed "Citizens for 52", an organization of concerned citizens from along the then proposed Route 52.

HOV lanes are planned for this route (by 2011) between I-805 and Route 125.

• Cal-NExUS Exit Numbering: Route 52 East
• Cal-NExUS Exit Numbering: Route 52 West
• Western Exit Guide: Route 52 (Jeff Stapleton)
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)

• California @ AARoads: California 52
• Fact Sheet on Route 52 (Caltrans).

[SHC 253.1] Entire route; the portion from Route 125 to Route 67 is unconstructed. Added to the Freeway and Expressway system in 1959.

[SHC 263.1] Entire route.

Overall statistics for Route 52 (as of 1995):

• Total Length (1995): 8 miles traversable; 9 miles unconstructed. However, my notes from 1995 show that the unconstructed portion started at a point from the railroad tracks E of Route 15; by 1997, construction had reached Mission Gorge Road, and by now, may have been completed as far as future Route 125.
• Average Daily Traffic (1992): 8,500 to 87,000
• Milage Classification: Rural: Urbanized: 17.
• Previous Federal Aid Milage (for construction as of 1994): FAP: 10 mi; FAU: 7 mi.
• Functional Classification: Prin. Arterial: 17 mi.
• Counties Traversed: San Diego.

The route that would become LRN 52 was first defined in the 1919 Third Bond Act, running from Tiberion to Alto. It was codified into the highway code in 1935 as the same thing, "Tiberion to Alto".

In 1947, Chapter 1233 changed the terminus from "Alto" to "[LRN 1]", making the route from LRN 1 to Tiburon. It ran from US-101 near Mill Valley to Tiberon. It corresponds to present-day Route 131.

From Route 29 to Route 20 via Clearlake.

As defined in 1963, Route 53 ran from Route 29 to Route 20 via Lower Lake. In 1994, Chapter 1220 changed "Lower Lake" to "Clearlake".

This was LRN 49, although apparently this was originally part of LRN 50. It was signed as Route 53 (defined in 1919). It was not part of the initial state signage of routes in 1934. It was originally much longer, including the portion between Middletown and Lower Lake. In 1964, that portion was transferred to Route 29.

As of February 2000, the Route 20 corridor is a hot spot. Mendocino, Lake, and Colusa Counties have all agreed that they would like to see 4 lane road all along the corridor, which is considered a rural principal arterial. In Lake County, rather than upgrading Route 20 along the North shore of the lake, the principal arterials will be Route 29 and Route 53 along the South side of the lake. Project Study Reports in progress for the following:

1. Extending the Route 20 expressway NE of Ukiah into Lake County.
2. Extending the Route 29 freeway portion S from Lakeport to Kelseyville.
3. Upgrading Route 29 from Kelseyville to Lower Lake to 4-lane expressway
4. Building a bypass of Lower Lake starting on Route 29 and running NE to Route 53.
5. Upgrading the Route 53 Clearlake Expressway to freeway.
6. Construction of an interchange at Route 53 and Route 20.
7. Upgrading Route 20 to 4 lanes between the beginning of the Coast Range mountains E to I-5 at Williams.

In July 2006, the CTC considered Resolution No. R-3636, relinquishing right of way near PM 1.2/1.5, in the City of Clear Lake, between Cache Creek and Old Highway 53, consisting of reconstructed and relocated city streets, frontage roads and cul-de-sacs.

In June 2007, the CTC considered a project in Lake County consisting of roadway improvements along Route 53 near Clearlake. The project is fully funded in the 2006 State Highway Operation Protection Program (SHOPP). The total estimated project cost is $640,800. Construction is estimated to begin in Fiscal Year (FY) 2007-2008.

The portion of this route from Route 20 to Little Lake was named the "Yolo and Lake Highway" by Resolution Chapter 283 in 1915.

• Clearlake: Old Highway 53 (not signed as Business Route)

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

[SHC 263.1] Entire route.

[SHC 164.13] Entire route.

Overall statistics for Route 53:

• Total Length (1995): 7 miles
• Average Daily Traffic (1993): 6,400 to 14,100
• Milage Classification: Rural: 3; Sm. Urban 4.
• Previous Federal Aid Milage: FAP: 7 mi.
• Functional Classification: Prin. Arterial: 7 mi.
• Counties Traversed: Lake.

The route that would become LRN 53 was first defined in the 1919 Third Bond Act as running from Rio Vista to Fairfield. In 1921, Chapter 831 extended the route by adding "The improved county road extending from the town of Rio Vista in the county of Solano to the city of Lodi in the county of San Joaquin, crossing the Sacramento River at Rio Vista, thence crossing Brannan, Andrus, and Tyler Islands to the San Joaquin Cty Line between Tyler and Staten Island to the mainland in San Joaquin Cty on to the improved county highway, thence through Thornton in an general easternly and southernly direction to Lodi." This was codified in 1935 into the state highway code as:

"Fairfield to [LRN 4] near Lodi via Rio Vista"

In 1951, Chapter 1562 changed "Fairfield" to "[LRN 7] near Fairfield". This route (LRN 7 near Fairfield to LRN 4 near Lodi via Rio Vista) was signed as Route 12.

Route 54 is from Route 5 near the Sweetwater River to the southern city limits of El Cajon.

The relinquished former portion of Route 54 within the City of El Cajon is not a state highway and is not eligible for adoption [as a state highway].

The City of El Cajon may not impose any special restriction on the operation of buses or commercial motor vehicles on the relinquished former portion of Route 54 if that restriction is in addition to restrictions authorized under other provisions of law.

There is signage for a "Business Route 54" in El Cajon. This is maintained by the city, and at least one point, uses the wrong shield (Interstate instead of State).

This route was defined in 1963 as the route from "Route 5 near Sweetwater River to Route 8 near El Cajon." This route was part of the original freeway plans for San Diego.

In 1999, SB 557, Chapter 99, July 13, 1999 permitted the California Transportation Commission to reliquish the portion of Route 54 located between the S city limits of El Cajon and Route 8. Prior to this, the definition of the route had been "From Route 5 near Sweetwater River to Route 8 near El Cajon."As of the date of relinquishment, the definition of Route 54 was defined by SB 557 to be "From Route 5 near Sweetwater River to Route 8 near the eastern city limits of the city of El Cajon." The segment was not relinquished in the CalTrans Photologs released in 2001.

In 2003, AB 1717 (Chapter 525, 9/25/2003) changed the defnition to correct the relinquishment, but change "eastern city limits" to "southern city limits".

Before the 1964 renumbering, this route was LRN 280 (defined in 1959). It was unsigned.

Route 54 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 54 between 1934 and 1964.

Unconstructed from about 3 miles east of Route 805 to Route 94. There is also an unconstructed freeway routing from Route 94 to Route 8 that would replace the current traversable surface routing.

There also appear to be plans to convert Route 54 to full freeway, with an interchange with the Route 125 tollway. Once this is complete, San Diego will have a full freeway circumfrential highway.

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 #1307: Construct sound barriers at the I-805/Route 54 interchange, National City. $680,000.

HOV lanes exist from 0.7 mi N of the Woodman Street overcrossing to 0.6 mi E of the Briarwood Road overcrossing. These lanes opened in August 1996, require two or more occupants, and operate weekdays between 6:00am-9:00am WB, and 3:00pm-7:00pm EB.

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

The portion of this routing that is constructed to freeway standards is named the "South Bay Freeway". It was named by location. The Caltrans naming log only shows it being named from Route 805 to Route 94. This was originally to be called the "Belt Line" Freeway, and was part of the "Inner Loop" with Route 52 and Route 125.

The portion of Route 54 from its westernmost point to its intersection with Route 125, in the County of San Diego, is officially named the "Filipino-American Highway". This segment was named in honor of the Filipino-American Community, which has made many contributions to California and the nation. Among the many past and present Filipino-American historical figures is Carlos Bulosan, a novelist and poet best known for the semi-autobiographical "America is in the Heart," who was active in labor politics along the Pacific coast of the United States and edited the 1952 yearbook for I.L.W.U. Local 37, a predominantly Filipino-American cannery union based in Seattle. Other Filipino-American historical figures include, Philip Veracruz, a labor leader who helped to found the United Farmworkers Union with Cesar Chavez, and Major General Edward Soriano, the only Filipino-American to have attained the rank of general in the U.S. Armed Forces. Major General Edward Soriano was born in Pangasinan and migrated to the United States with his family at an early age. In 2001, he was the director of operations, readiness, and mobilization at the office of America's Deputy Chief of Staff for Operations and Plans. In the County of San Diego, Filipino-Americans are the largest Asian Pacific Islander group, making up 4.3 percent of the population of the country, with many living in National City, Chula Vista, and Southern San Diego. Major Filipino-American groups in the County of San Diego include the Filipino American Educators Association of San Diego County, the Council of Philippine American Organizations of San Diego County, and the Filipino American Chamber of Commerce of San Diego County. Named by Assembly Concurrent Resolution (ACR) 157, Resolution Chapter 145, on 9/12/2006.

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.

• Cal-NExUS Exit Numbering: Route 54 East
• Cal-NExUS Exit Numbering: Route 54 West
• Western Exit Guide: Route 54 (Jeff Stapleton)
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)

• California @ AARoads: California 54
• California @ AARoads: Business Route 54 in El Cajon
• Roadgap: Not Quite South Bay Freeway: CA 54 and BR 54 (Cameron Kaiser)

Overall statistics for Route 54:

• Total Length (2000 est.): 11 miles traversable; 5 miles unconstructed
• Average Daily Traffic (1993): 22,900 to 58,000
• Milage Classification: Urbanized: 16.
• Previous Federal Aid Milage: FAU: 16 mi.
• Functional Classification: Prin. Arterial: 16 mi.
• Counties Traversed: San Diego.

The route that would become LRN 54 was first defined in the 1919 Third Bond Act as the route from near Michigan Bar to Drytown. In 1933, it was extended from [LRN 11] near Perkins to [LRN 54] near Michigan Bar. In 1935, it was codified into the highway code as

"[LRN 11] near Perkins to Drytown passing near Michigan Bar and Huot's Ranch."

In 1961, Chapter 1146 simplified the definition by changing the terminus to "[LRN 65] near Drytown" and eliminating routing language. It was signed as Route 16, and ran between US 50 (LRN 11) and Route 49 (LRN 65).

From Newport Beach to Route 91 in Santa Ana Canyon.

The definition of this route is unchanged from 1963.

On March 17, 1954, the California Highway Commission adopted Route 55 as a Freeway. Route 55 begins at the Pacific Coast Highway, Route 1, near the city of Newport Beach and runs north to Route 91. This section of Route 55 was brought into the Freeway & Expressway System in 1959 and it is part of the National Highway System (NHS). On October 31, 1962, a Freeway Agreement with the county of Orange was executed for this segment of Route 55.

This route was LRN 43 (defined in 1931), and was signed as Route 55.

This route was signed as Route 55 in the initial state signage of routes in 1934. It ran N along Newport Blvd from Route 3 (LRN 60, later US-101A; now Route 1) turning N onto Tustin Avenue near Santa Ana and continuing N to Route 18 (LRN 43, later US-91, now Route 91).

Constructed to freeway standards between 3 mi S of Route 73 and Route 91. The first segment opened in 1962. The last segment opened in 1990, when the route was extended from I-405 to 19^th St. Carpool lanes were added in 1999.

In June 2006, the CTC received the Final EIR on a project to modify the Alton Ave overcrossing and add High Occupancy Vehicle (HOV) drop ramps in the cities of Santa Ana and Irvine. The total estimated project cost, escalated to the construction year, is $92.6 million. The project is being divided into two construction phases: Phase I will be the overcrossing, and Phase II will be the HOV drop ramps. Phase I is scheduled to begin construction in Fiscal Year 2008-09. This project is being funded by the Measure M Regional Improvement Program, Measure M Growth Management Area Program, local dollars from the cities of Santa Ana and Irvine, and other local sources. Route 55 creates a boundary between the cities of Santa Ana and Irvine. Interchanges at MacArthur Boulevard and Dyer Road exist that link these two cities. Growth trends in both cities have generated traffic congestion and have created the need for additional circulation improvements. In 1982, the Irvine Business Complex identified the need for a four-lane overcrossing connecting Alton Avenue on each side of Route 55, and in April 1986, the city of Santa Ana identified the Alton overcrossing as a priority project. The proposed project would entail construction of a four-lane overcrossing connecting Alton Avenue on each side of Route 55. This addition would add high-occupancy-vehicle (HOV) direct access drop ramps to and from Route 55 to the Alton Avenue overcrossing. The purpose of the project is to provide a transportation link across Route 55, support circulation between the cities of Santa Ana and Irvine, relieve local traffic congestion, support planned development and growth in the cities of Irvine and Santa Ana, and improve HOV access as indicated by the Orange County Transportation Authority (OCTA). The 2002 traffic studies done in the project vicinity show that congestion is anticipated to increase as urbanization and growth continues. By 2025, 13 of 16 local street intersections studied (cities of Irvine and Santa Ana traffic models) showed that they would operate at an unacceptable Level of Service (LOS) E or F. HOV access to and from Route 55 is currently limited to Dyer Road and MacArthur Boulevard. The 2002 traffic studies also showed that traffic volumes resulted in congestion between the Dyer Road and MacArthur Boulevard interchanges and that weaving sections to the mainline resulted in a LOS of F. Construction of HOV direct access ramps at Alton Road would improve conditions at Dyer Road and MacArthur Boulevard. This would reduce HOV traffic from those interchanges and distribute it onto Alton Avenue. This would improve surface street operations as well as the Route 55 mainline operations. Alton Avenue is not continuous between the cities of Santa Ana and Irvine nor does it currently cross or connect to Route 55. The preferred selected alternative is the Alton Ave HOV direct access ramps. In order to execute this project, Commission approval is required for the new public road connection to Route 55. The additional HOV access was identified by OCTA in the 1987 Orange County Transitway Concept Design Study, the 1996 Caltrans Route Concept Report, the 2004 State Transportation Improvement Plan, the 2004 Southern California Association of Governments (SCAG) Regional Transportation Improvement Plan (RTIP), and the 2004 SCAG Regional Transportation Plan (RTP).

In 2005, Northbound Route 55 had its control city changed from "Riverside" to "Anaheim/Riverside".

In December 2005, the OCTA elminated from consideration plans to widen Route 55, into which Route 91 feeds, and to widen Ortega Highway (Route 74) in South County.

In May 2007, the OCTA approved a 14-month study to examine how to relieve congestion at the end of the Costa Mesa Freeway (Route 55) in Costa Mesa. The contract calls for LSA Associates to receive up to $275,000 to develop concepts for improving access to and from the route, which currently ends at 19th Street. State plans for the freeway include an extension from 19th Street to the vicinity of Industrial Way near the city limits of Newport Beach. The study will explore alternatives to the extension and ways to improve traffic flow in the area.

In June 2007, the OCTA outlined a 5-year plan for the use of the 2^nd Measure M funds that included adding lanes on Route 91 between I-5 and Route 57 and between Route 55 and the Riverside County border; adding lanes on I-405 between I-605 and Route 55; a new NB lane on Route 57 between Orangewood Avenue and Lambert Road.

Route 55 from Route 91 to Costa Mesa is officially named the "Costa Mesa Freeway". It was named by Assembly Concurrent Resolution No. 177, Chapter 86, in 1976.

Before 1976, this route was named the "Newport" Freeway. Newport refers to the community of Newport, which was named in 1892. The McFadden brothers, who had come from Delaware, started a lumber business in that community in 1873, named their steamer Newport in 1876, and had the townsite of Newport platted in 1892.

The Route 55/Route 91 interchange is named the "Mark Denis Melbourne Memorial Interchange". Mark Denis Melbourne was a fixture on southern California radio, giving traffic reports for four decades. He was regarded as one of the most respected broadcasters in southern California and was used as the "image voice" for KFI 640 AM. He was also a part-time communications instructor at the University of Southern California, and was regarded as having loved to share his knowledge of broadcasting with others. He advocated reporting traffic without panic and with caring, and was willing to help frustrated drivers avoid bottlenecks. He was also the unidentified voice on the monorail that ferries visitors around Disneyland. He died of a fatal illness in the year 2000 in his home in Anaheim Hills at the early age of 59. Named by Senate Concurrent Resolution 50, Chapter 104, on August 8, 2002.

Commuter lanes have been constructed between Baker Street in Costa Mesa and Route 91 in Anaheim. These lanes opened in November 1985, require two or more occupants, and are always in operation.

The August 2005 CTC agenda had an item regarding a negative environmental impact report regarding modification of an overcrossing and the addition of High Occupancy Vehicle (HOV) drop ramps in Santa Ana and Irvine (DEIR).

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

• Cal-NExUS Exit Numbering: Route 55 North
• Cal-NExUS Exit Numbering: Route 55 South
• Western Exit Guide: Route 55 (Jeff Stapleton)

• California @ AARoads: California 55

Overall statistics for Route 55:

• Total Length (1995): 18 miles
• Average Daily Traffic (1993): 37,000 to 223,000
• Milage Classification: Urbanized: 18.
• Previous Federal Aid Milage: FAP: 18 mi.
• Functional Classification: Prin. Arterial: 18 mi.
• Counties Traversed: Orange.

The route that become LRN 55 was first defined in the 1919 Third Bond Act as running from San Francisco to Santa Cruz. In 1935, this was codified into the state highway code as:

"The Skyline Boulevard from San Francisco to [LRN