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California Highways

Routes 97 through 104

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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.


Quickindex

97 · 98 · 99 · 100 · 101 · 102 · 103 · 104


US Highway Shield

US Highway 97



Routing

From Route 5 in Weed to the Oregon state line near Dorris.

 

Post 1964 Signage History

This route was defined in 1963 as the route from "Route 5 at Weed to the Oregon state line near Calor."

In 1965, Chapter 1402 changed the origin to "Route 5 at Highway Avenue Interchange in Weed"

In 1984, Chapter 409 relaxed the routing to "Route 5 at Highway Avenue in Weed to the Oregon state line near Calor Dorris."

 

Pre 1964 Signage History

This route was signed as part of the original signage of US routes in October 1934. It was LRN 72 defined in 1931. Originally, this was proposed to start in Oregon.

 

Status

Caltrans is working on a project to realign Route 97 near Dorris. This project will bypass three 90° turns in the city, and provide a grade separation with the railroad. In February 2003, the CTC had on its agenda the route adoption of a freeway location for Route 97 near the City of Dorris, in Siskiyou County from 0.7 km south of Richardson Rd. to Sheepy Creek Rd. 02-Sis-97 KP 79.3/84.3 (PM 49.3/52.4). This is probably related to the realignment.

 

Named Structures

This route also has the following Safety Roadside Rest Areas:

  • Grass Lake, in Siskiyou County, 19.8 mi N of Weed.

 

Other WWW Links

 

Freeway

[SHC 253.1] Entire route; signed as US Highway. Added to the Freeway and Expressway system in 1959.

 

Scenic Highway

[SHC 263.1] Entire route.

 

National Trails

Pacific Highway Sign California To Banff Highway Sign This was part of the Pacific Highway and the California-Banff "B" Route.

[Volcanic Byways]This route is part of the Volcanic Legacy Scenic Byway All American Road.

 

Blue Star Memorial Highway

This route was designated as a "Blue Star Memorial Highway" by Senate Resolution 64 in 1961.

 

Interregional Route

[SHC 164.15] Entire route.

 


Overall statistics for US 97:

  • Total Length (1995): 54 miles
  • Average Daily Traffic (1992): 3,100 to 11,800
  • Milage Classification: Rural: 54; Sm. Urban 0; Urbanized: 0.
  • Previous Federal Aid Milage: FAP: 54 mi.
  • Functional Classification: Prin. Arterial: 54 mi.
  • Counties Traversed: Siskiyou.

 

Pre-1964 Legislative Route

In 1933, the route from "[LRN 4] near Stockton to [LRN 54] near Waite's Station" was added to the state highway system. In 1935, this was codified as LRN 97 in the code, with the same definition.

In 1959, Chapter 1062 added "a connection to [LRN 34] south of Ione".

This route ran from US 99 near Stockton to Route 16 near Waite's Station including a connection to Route 104 south of Ione. This was Route 88 between Stockton and Route 88 2 mi SE of Ione (present-day Route 88/Route 104 junction). It was also Route 104 from 2 mi SW of Ione to Route 16. This is present-day Route 124.


State Shield

State Route 98



Routing

From Route 8 near Coyote Wells to Route 8 via Calexico.

 

Post 1964 Signage History

In 1963, Route 98 was defined as the route from "Route 8 near Coyote Wells to Route 8 near Midway Wells via Calexico."

In 1972, Chapter 1216 relaxed the terminus to be "Route 8 via Calexico."

 

Pre 1964 Signage History

This route was signed as part of the original state signage of routes in 1934. It was LRN 202, defined in 1933.

There were slight differences in the route in 1953. According to Chris Sampang, instead of taking the direct path from US 80 (now I-8) near Coyote Wells to Mt. Signal, Route 98 started at Seeley and went south to Mt. Signal (this segment is now San Diego County Route S29). The portion from Coyote Wells east to Mt. Signal seems to have been unpaved, and not a state highway at the time.

 

Status

TCRP Project #148 will widen this route from 8 miles from Route 111 to Route 7. There is also a regional transportation improvement project to widen the highway from one to two lanes in Calexico. In October 2000, environmental studies for the widening of the existing alignment, and consideration of alternative alignments, began. State Budget shortfalls, combined with increased growth and significant land use changes (with concurrant speculation that this growth could dramatically accelerate) occurred shortly thereafter. Additionally, at that time, the traffic models indicated only the widening of the existing alignment was warranted. However, regional advocates, including the County of Imperial and the City of Calexico, believed that future growth patterns and expected land use changes would require a new alignment. This resulted in delays in the environmental work until more refined future traffic projections, growth, and land use information became available. Since then, much of the previously speculated growth has occurred. Major land use developments have provided a foundation for revised traffic modeling and identification of interregional trips. As a result, the project has been reallocated, and the current scheduled completion date is the 2013/2014 fiscal year.

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 #1039: Widen Route 98, including storm drain developments, from Kloke Road to Route 111, Calexico. $2,400,000.

  • High Priority Project #1040: Widen Route 98 from Route 111 to Route 7, Calexico. This is additional funding for TCRP Project #148. $4,000,000.

 

 

Other WWW Links

 

National Trails

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

 


Overall statistics for Route 98:

  • Total Length (1995): 57 miles
  • Average Daily Traffic (1992): 840 to 19,200
  • Milage Classification: Rural: 53; Sm. Urban 4; Urbanized: 0.
  • Previous Federal Aid Milage: FAP: 57 mi.
  • Functional Classification: Prin. Arterial: 9 mi; Minor Arterial: 48 mi.
  • Counties Traversed: Imperial.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the route from "[LRN 4] S of Sacramento to [LRN 3] near Ben Ali" to the state highway system. In 1935, it was added to the state highway code with this definition.

In 1957, Chapter 1911 related the definition to change the terminus to "[LRN 3] near N Sacramento".

This route ran from the junction of cosigned US 50/US 99 and US 99W in Sacramento to US 40 near N Sacramento. It was cosigned as US 50/US 99E. It is present-day Route 51 between the US 50/Route 99 junction and Route 160, and is signed as Business Route 80. Previously, the route ran from 16th Street to H Street, then over the American River. After crossing the bridge, the route became Fair Oaks Blvd. The route turned left at Howe, and then left on El Camino Ave to Auburn Blvd. According to Joel Windmiller, LRN 98 (and the H Street Bridge) were designated and constructed to provide an alternate route for US 40 and 99E when the southern section of Del Paso Boulevard was flooded by the American River. When the Natomas Viaduct on what is now the North Sacramento Freeway (Route 160) was built, bypassing that low-level portion of Del Paso, the flooding issues were reduced.


State Shield

State Route 99



Routing
  1. From Route 5 south of Bakersfield to Route 50 in Sacramento.


    Post 1964 Signage History

    As defined in 1963, this was segment (a) and ran from "Route 5 south of Bakersfield to Route 80 in Sacramento."

    In 1981, Chapter 292 changed "Route 80" to "Route 50", reflecting the renumbering of routes in Sacramento (i.e., I-80 moved to a new alignment that had been I-880; the old I-80 alignment became Route 51 and US 50 (FAI 305), but was signed Business Route 80).

     

    Pre 1964 Signage History

    US Highway Shield This route was signed as US 99 from the signage of US highways in 1928. Currently, there is a movement to have this cosigned as historic Highway 99. Such signage is authorized by Assembly Concurrent Resolution No. 19, Chapter 73, approved in 1993. This resolution requests the Department of Transportation, upon application by an interested local agency or private group, to identify any section of former U.S. Highway 99 that is still a publicly maintained highway but is not designated as having formerly been U.S. Highway 99 and to designate that section as "historic U.S. Highway 99."

    The business routes off of Route 99 are portions of the original routing of US 99. This was LRN 4, defined in 1909 into Sacramento; it was cosigned with US 50 from Manteca (present day junction with Route 120) into Sacramento.

    Through Bakersfield, the route originally ran along present-day Union Avenue and Golden State Avenue. Portions of this are now present-day Route 204. In 1962, Route 99 was shifted westward to its current routing (at which point, it appears the old routing became part of LRN 141).

    Before the establishment of the Golden State Blvd. bypass of downtown Fresno, Route 99 took a routing of (from the south) Railroad Avenue, Church Street, E Street, Cherry Avenue, and Broadway into town, and then north to Railroad Avenue (now Motel Drive/Business Route 99) via H Street. Broadway is now cut off by Grizzly Stadium.

    In Traver, California, there appears to be an "Old State Route 99" between Avenue 360 and Avenue 368. This was bypassed, apparantly, because a diamond interchange for Merritt Drive (and freeway upgrade) could not be done right next to the Southern Pacific line. Thanks to Chris Sampang for this information.

    Chris Sampang has also attempted to reconstruct the history of Route 99 in the Sacramento area:

    • 1926. US 99 established, following what appears to be Stockton Boulevard into town, Broadway to 16th Street, 16th north to L Street, and L/M Streets west out of town co-signed with US 40. In Davis, US 99 and US 40 entered via current Olive Drive, Richards Boulevard (going under the railroad tracks on the Richards Subway), First Street, B Street, and Russell Boulevard, splitting at the current Route 113/Russell Boulevard junction. From there, US 99 continued north up on Route 113 to Main Street in Woodland, then west on Main Street to County Road 98, and County Road 98 north to current County Road 99W near the town of Yolo. However, a different routing may have existed in Sacramento in 1926, where US 99 met up with US 50 near the current Folsom Boulevard/Business Route 80 (hidden Route 51) interchange and continued west into town on M Street.

    • 1933 (perhaps July 1932). US 99E and US 99W are established; this map shows the routings. US 99W north and US 40 westbound followed the older M Street routing out of town. US 99E began at the junction of L Street (US 40 west of 16th; US 50 east of 16th) and followed US 40 eastbound north on 16th Street to cross the American River (eventually continuing up (former) Route 256, current Route 65, Route 70, Route 20, and Route 99 to Red Bluff). Note: the Auburn Boulevard name was being applied to the northernmost portion of 12th Street (Auburn Boulevard now begins slightly north of North Sacramento), and Stockton Boulevard north of 5th Avenue (now Broadway), as well as Alhambra Boulevard and US 50 west into downtown via L Street may have been part of the routing of US 99 at the time.

    • 1934. State signed routes established; a portion of US 99W in Woodland (from East Street west to Road 98) is now co-signed with Route 16. Meanwhile, as work on the M Street Bridge's replacement begins, US 99W and US 40 are temporarily routed on the I Street Bridge with Route 16. It is unknown if Route 16 was co-signed with US 99 on L Street with US 50. Also in 1934, the first portion of the existing 16th Street Bridge was constructed across the American River; this is now the southbound bridge for the North Sacramento Freeway (originally US 40/99E, now Route 160). Additionally, Alternate US 99 is resigned over US 99W from Manteca to Stockton and US 99E from Sacramento to Red Bluff.

    • 1935. Tower Bridge (replacement for the older M Street Bridge) is built; US 99W and US 40 are diverted off of the I Street Bridge.

    • 1942. As seen here, by 1942, US 99 was most definitely not routed on Stockton Boulevard north of 5th Avenue (now Broadway), but rather followed 5th, Sacramento Boulevard (this portion is also now part of Broadway) and Broadway west to 16th Street. Also, Route 24 had been extended from Woodland to Sacramento (into Oakland) by this time; a portion of US 99 and US 50 (from 16th Street east to Freeport Boulevard) was co-signed with Route 24. The US 99E/W split now began at the junction of 16th Street and N Street, as L Street was removed from the state system in favor of M Street (which was now US 50/Route 16). US 99W and US 40 were likely co-signed with Route 16 down N, 9th, and M Streets west to the junction of 5th and M, where Route 16 was joined by Route 24 and continued up 5th and I to the I Street Bridge.

      Also in 1942, an older section of Del Paso Boulevard was bypassed due to flooding issues from the nearby American River and Natomas East Main Drainage Canal/Steelhead Creek (the road level is low because of two railroad bridges overhead at the junction of Del Paso and Railroad); this section runs from Northgate Boulevard north to about Globe Avenue (site of a Sac RT light rail station). The Natomas Viaduct was built; this includes part of the current Del Paso Boulevard Y interchange and some of the current freeway lanes of the North Sacramento Freeway.

    • Mid-1940s. US 40 bypass of Davis built; as a consequence, only US 99W now enters Davis on the Olive-Richards-First-B-Russell routing under the railroad tracks.

    • 1953. US 40A is established on the routing of Route 24 from Reno Junction to Woodland; however, unlike Route 24, US 40A is routed to bypass Sacramento by a co-signage on US 99W between Main Street in Woodland and Russell Boulevard in Davis (on what is now Route 113). Between Marysville and Yuba City, US 40A is co-signed with Route 20 and US 99E.

    • 1955: US 40A/US 99W bypass of downtown Davis built, bisecting lands owned by the University of California; the downtown Davis routing of US 99W is decomissioned, as well as the Pedrick Road/Road 98/Russell Boulevard portion of US 40A on what is now locally termed "Cactus Corner". Both US 40A and US 99W in the area are former segments of US 40. US 40A now begins within US 99W's route, at the junction of the US 40 and US 99W Davis bypasses. Also, US 99E was moved out of downtown Sacramento in favor of a routing through Midtown on 29th and 30th Streets, co-signed with US 50 from Broadway north to Folsom Boulevard, as a result of construction of the Elvas Freeway (now the Capitol City Freeway, hidden Route 51/signed Business Route 80) bridge over the American River. Thus, the North Sacramento Freeway from Arden Way southwest, as well as 12th/F and 16th Streets, were all no longer part of US 99E (and became solely US 40).

    • 1963. Major changes to several routes in downtown Sacramento, as a response to freeway construction and the adjustment of several streets to become one-way thoroughfares. First, US 50 no longer enters downtown Sacramento (also negating the need for Bypass US 50 on 14th Avenue and Power Inn Road. Instead of entering downtown via US 99W's routing on Broadway and 15th/16th, US 50 is now routed up 29th and 30th, before meeting up with Folsom Boulevard (Route 16) and continuing eastbound. Also, US 50 and US 99 no longer use Stockton Boulevard and the portion of Broadway east of 29th Street, instead being placed on the South Sacramento Freeway from Broadway south (US 50 remained signed on the South Sacramento Freeway until the early 1970s). US 99W retains its co-signage with Route 24 at Broadway and 16th, but runs by its lonesome on 15th and 16th and on most of Broadway. M Street had been renamed Capitol Avenue in the 1950s (although according to one local, Capitol Avenue had been a colloquial name for the whole street as early as the 1940s, and West Capitol Avenue had been present in West Sacramento on US 99W/US 40 before the name change in Sacramento.) US 99W and US 40 (as well as Route 16) no longer reached Capitol Avenue via 9th Street, but via 7th and 6th. Instead of just using 5th Street to reach I Street, Route 16 now used the couplet of 3rd and 5th, both converted to one-way. West Capitol Avenue was no longer part of US 99W/US 40, as the West Sacramento Freeway (an early signed portion of I-80) and decomissioned Route 275 now supplanted it. US 40 now ran by its lonesome across the American River (rather than with US 99E), 12th Street being added to this route as a one-way coupling.

      With the construction of the North Sacramento Freeway, former US 40/99E (Del Paso Boulevard, El Camino Avenue, and Auburn Boulevard) were reverted to local jurisdiction. For US 99E itself, it followed the constructed portion of the 29/30 Freeway and the Roseville Freeway across the American River through North Sacramento, and then followed the Roseville Freeway northeast with US 40 (and I-80). Route 24 no longer continued to Woodland and Marysville (via Route 16, US 40A, and Route 20), but rather continued north to Marysville more directly via Jiboom Street, Garden Highway, El Centro Road, and US 99E. Also, the Yolo Causeway underwent a complete tear-down and reconstruction to accomodate traffic for I-80.

    • Between 1963 and 1964. N Street, which had been a part of the US 40, Route 16, US 99W, and US 50 routings, becomes a one-way street, necessitating all signed highways headed east-west to now use the couplet of P and Q Streets.

    • 1964. The Great Renumbering. As a result, US 99E and 99W (plus US 40) are officially decomissioned, but not immediately de-signed (unlike US 40A). Route 24 is removed northeast of Antioch, with Route 160 replacing it into downtown Sacramento; US 99W between Broadway and P Street is replaced by Route 160 as well (plus former US 99E/then-current US 40 on the North Sacramento Freeway and on 12th/16th Streets). US 99W and US 40 west between Sacramento and Davis are removed officially in favor of Interstate 80; US 99W north of Davis (as well as US 40A) is replaced with Route 113 and I-5, with the co-signed portion in Woodland becoming solely Route 16. US 50 is officially dedesignated south of the under-construction Oak Park Interchange, though also not immediately de-signed. Route 70 is established as a replacement for Route 24 between Sacramento and Marysville and US 40A between Marysville and Reno Junction; with the elimination of US 99E and 99W, (State) Route 99 now follows the old Route 24 routing with Route 70 north out of town, then split off 10 miles north on a new routing to Tudor, meeting up with Route 113 (former US 40A); Route 99 now continues north to Yuba City via old US 40A, and then to Chico via old US 99E.

    • 1967. The Pioneer Bridge is completed for I-80 (now Business Route 80/US 50/I-305), and while US 99W is still signed on the portion of the West Sacramento Freeway from the Tower Bridge west, this is now officially hidden Route 275. US 99W and 99E are still signed (with US 99W signage continuing west to Davis and north to Woodland, then intermittently along the I-5 corridor to Red Bluff). Former US 99W/US 40 in West Sacramento (West Capitol Avenue) had been designated BR US 40 in the early sixties, as well as former US 99E/US 40 in North Sacramento via Del Paso Boulevard, El Camino Avenue, and Auburn Boulevard. Former US 99/50 on Broadway (to the now-defunct State Fair site) south via Stockton Boulevard to Florin is now Business US 50. As a result of US 99W's vestigal signage, Route 16 is co-signed with US 99W between P Street and Capitol Avenue; Route 160 may have been co-signed with US 99W between 16th Street and P Street, and probably with US 40 between there and current Business I-80. The 29/30 Freeway (now Business I-80/hidden Route 51) was co-signed for US 99E and I-80 (with a small portion co-signed with US 50 from Folsom Boulevard south to Broadway). Route 99 was routed on former Route 24 via Broadway and 3rd/5th to I Street (Route 16) as the WX and West Side (I-5) freeway reroutings of Route 99 through downtown were not completed. The Oak Park interchange was scheduled to be finished by 1968; Interstate 5 construction on the riverfront had not begun. As for (State) Route 99, it began co-signed with Route 70 at the Jiboom Street/I Street (Route 16) junction, which may explain the old Route 99/70/16 Marysville green sign still (2003) present, sans Route 16 shield, on Capitol Avenue (former US 99W/US 40) near 3rd Street.

    • Late 1960s. While (State) Route 99 is established south of Sacramento, US 50 continues its co-signage to Stockton.

    • 1969. Stockton Boulevard from P Street south is now designated as Business US 50 (this was the possible 1933 routing of US 99 and 50).

    • Early 1970s. Route 70 signage into downtown removed; a few straggler signs still remain at the junction of I and 4th Streets (2003).

    • 1980. I-5 construction either in progress or completed in Sacramento; as a result, Route 99 and Route 70 are now moved off of the Jiboom/Garden/El Centro routing south of the area near Sacramento International Airport, and co-signed on I-5 into downtown. Also, Route 99 is now no longer signed for "Los Angeles", but rather "Fresno", with I-5 now being labeled as the primary route for Los Angeles (it had been signed for South Sacramento for a few years). With the completion of the Oak Park Interchange (current junction of US 50, Business I-80, hidden I-305, hidden Route 51, and Route 99), Route 16 is de-designated from Old Town to Perkins (creating an implied multiplex with I-5 and I-80), and with the completion of the El Dorado Freeway, US 50 is removed from Folsom Boulevard and Capitol Avenue; around this time, US 50 is completely removed south/west of Sacramento, orphaning Business US 50. (Both Business US 40 routes are probably gone as well.) Route 99 no longer uses surface streets, but now follows I-80 west to I-5 north to the Route 70/99 split near the airport.

    • 1982. Due to the dedesignation of the downtown bypass as I-880 (and the commissioning of Business Route 80 due to the substandard former US 99E/40 29/30 and North Sacramento freeways), Route 99 is now co-signed with US 50 and Business Route 80 on the WX Freeway portion of former I-80 (and secretly co-routed with Interstate 305); no changes on the actual route occur however.

    • 1984. Route 16 is dedesignated between Woodland and Sacramento, taking the I Street Bridge (the temporary routing of US 40 and 99W in 1934) out of the state system. As a result, the implied co-routing of Route 16 with I-5 now extends to the entire portion of the signed Route 99/I-5 co-signage. Also, US 50/99 shields are finally removed from Stockton Boulevard.

    • Late 1980s. Route 65 freeway bypass of Roseville constructed. While the corridor through Roseville via Washington Boulevard was given to Route 256, it remained signed Route 65 into the early 1990s; this routing was US 99E from the 1930s to the mid 1960s.

    • 1994. Route 256, a former routing of Route 65 and US 99E in Roseville, was deleted. While the eventual freeway version of it (a west routing past town) was new alignment, the corridor followed Washington Boulevard, which was former Route 65 and 99E.

    • 1996. Business Route 80 offically named "Capitol City Freeway", in an attempt to reduce usage of colloquial names (WX Freeway, 29/30 Freeway). Except for the Pioneer Bridge, all of the Capitol City route has been a part of Route 99 at one time or another: West Sacramento Freeway (I-80 bypass (former I-880) east to then-Route 275): US 99W from 1954 to 1968, WX Freeway (Interstate 5 to Oak Park Interchange): 1968- present 29/30 Freeway, North Sacramento Freeway, and Roseville Freeway (Oak Park Interchange north to Roseville): US 99E from 1962 to 1967 Also, that year, Route 275, the portion of the West Sacramento Freeway between Jefferson Boulevard and the Tower Bridge (originally constructed in 1954 as US 40/99W) was decomissioned.

    • 2000. Route 99 is now no longer acknowledged on trailblazers from the 99/5 split near the Sacramento International Airport southeast to the Oak Park Interchange (as seen by personal experience and noted on Andy Field's site); but many interchange signs showing the co-routing are present (known examples are at the I Street and Richards Boulevard junctions off of I-5, I-5's junction with the WX Freeway, and the Oak Park Interchange - most strikingly the accurate "Route 99 TO I-5 I-80" gantry on the WX Freeway right before the Oak Park Interchange), and some of the Route 99 shields in those areas have recently been replaced with newer specimens. Also, Route 70's co-signage with Route 99 south to I-5 is taken down for good; this southern portion of the route was never official but was probably originally designated by CalTrans to directly replace the 1960-1964 portion of Route 24.

    Nathan Edgars looked at traffic counts, and came up with the following:

    • 1964: Route 16: I Street Bridge, down 3rd-5th and over Broadway to Route 160, then a break until the split from US 50

      Route 80: Tower Bridge, over Capitol/N to 29th-30th, then a break to Broadway at 29th-30th and up 29th-30th

      Route 99: from the south to Broadway, then west on Broadway, then a break to the east end of the I Street Bridge and up Jibboom Street

    • By 1966: Another piece of Route 99 added along P and Q Streets between Route 160 and Route 16. The changes to Route 80 are unclear.

    • By 1968: Route 80 moved to the new route, with the west part becoming Route 275

      Route 16 cut back to I-5 at the east end of the I Street Bridge

      Route 99 removed from P and Q Streets and instead routed back west on Broadway, replacing Route 16, but only to Route 275, where it broke until Jibboom Street

    • By 1970: Route 99 removed from Jibboom Street etc.

    Route 99 S of Sacramento (South Sacramento Freeway) has several cut-outs for bus stops. These were installed for Sacramento Transit's bus service in the 1960s; the bus-usage signs were removed in the early 1990s (and the current Sacramento transit system, Sacramento Reigonal Transit, only has one daily line on the South Sacramento Freeway).

     

    Status

    The following portions of this are constructed to freeway standards: (1) from I-5 to to 5 miles north of Chowchilla; (2) from 2 miles south of Merced to 2 miles north of Atwater; and (3) from 1 mile north of Livingston to Sacramento. The portion from Chowchilla Boulevard north to Gerard Avenue in south Merced, through Athlone, appears to still be just divided highway. The portion between Grove Avenue west of Atwater and Hunter Road east of Livingston has not been upgraded.

    The Arch Road interchange in San Joaquin County (groundbreaking: 6/17/02) will be the first SPUI in the central valley and the third in California. It was completed in 2005.

    In July 2005, the CTC received a notice of EIR preparation for Route 99 in Madera County to realign and widen to six lane freeway near Merced (NOP). This project consists of two sections: the Plainsburg section and the Arboleda section. In the Plainsburg section there are four alternatives in addition to the No Build Alternative; in the Arboleda section there are two alternatives in addition to the No-Build Alternative. The four build alternatives currently under consideration for the Plainsburg Section (Alternatives 1A, 1B, 2, and 3) would provide the following features using different alignments:

    • Construct a six-lane freeway on an eight-lane right-of-way.
    • Construct a diamond interchange at Sandy Mush/Plainsburg Avenue.
    • Construct an eastern frontage road resulting in alterations to Plainsburg Avenue.
    • Convert the existing southbound lanes into the proposed western frontage roads.
    • Realign a section of Sandy Mush Road to tie in to the proposed interchange.
    • Realign a section of Plainsburg Road to tie in to the proposed interchange.

    The two build alternatives currently under consideration for the Arboleda Section (Alternatives 4 and 5) would provide the following:

    • Alternative 4 – Construct an interchange at Arboleda Drive.
    • Alternative 5 – Construct an interchange at Le Grande Drive.

    In July 2005, the CTC considered funding to convert 4-lane expressway to 6-lane freeway and construct interchange at Mission Avenue in Merced from Owens Creek Bridge to south of Childs Avenue.

    In March 2006, the CTC considered relinquishment of right of way in the city of Merced between Sycamore Avenue and Early Dawn Road, consisting of reconstructed and relocated county roads, frontage roads and cul-de-sacs.

    [TCRP 104-105]An Environmental Impact Report is in preparation for widening this route from 4 to 6 lanes, and to replace all existing bridges, in San Joaquin County [April 2002 CTC Agenda Item 2.2a.(1)]. This is likely TCRP Project #104, which will build 7 miles of new six-lane freeway from Buchanan Hollow Road to Healey Road in Merced Country. There is also TCRP Project #105, which will build 2 miles of new six-lane freeway from the Madera County line to Buchanan Hollow Road in Merced County. However, these projects had their TCRP funds deallocated in September 2005 due to inactivity. In April 2007, the CTC considered amendments to projects #104 and #105. These amendments would build seven miles of new six-lane freeway south of Merced, Buchanan Hollow Road to Healey Road in Merced County (#104) and build 4.5 miles of new six-lane freeway, Madera County line to Buchanan Hollow Road in Merced County (#105). Specifically, TCRP Project #104 will upgrade a four-lane expressway to a six-lane freeway with an interchange at Arboleda Road. The project will close at-grade median crossings and improve capacity on Route 99 and is programmed with $5,000,000 of TCRP funds for Plans, Specifications and Estimates (PS&E) and Right of Way (R/W) support and capital. Project Approval and Environmental Document (PA&ED) and Construction are programmed in the State Transportation Improvement Program for $144,900,000. TCRP Project #105 will upgrade Route 99 from a four-lane expressway to a six-lane freeway. This project is also funded with $5,000,000 from the TCRP for PS&E and R/W support. The project schedule and funding changed due to environmental issues that delayed the project. This delay escalated construction costs and delayed project delivery. These projects are now estimated for completion in FY 2012/2013.

    In 2007, it appeared there was construction ongoing on Route 99 from Route 152 to Fairmead/Brenda, near Chowchillla.

    The CTC in July 2002 considered for future funding converting Route 99 from a four lane expressway to a six lane freeway near Atwater. [2.2c.(4)]. As of early 2007, construction was underway on this segment, between Atwater and Livingston.

    In September 2005, the CTC considered relinquishment of right of way in the County of San Joaquin, at Olive Avenue and Austin Road, consisting of reconstructed and relocated county roads, frontage roads and cul-de-sacs.

    TCRP Project #88 will improve the Shaw Interchange in northern Fresno.

    TCRP Project #90 will widen the freeway to six lanes from Kingsberg to Selma in Fresno County. Additional funding was up in July 2005. In December 2005, state transportation officials broke ground the $62-million 6-mile project. Completion is expected by 2008.

    TCRP 103TCRP Project #103 will improve the interchange at Seventh Standard Road, north of Bakersfield. The goal of TCRP Project #103 is to alleviate congestion and eliminate safety hazards associated with existing geometrics and an at-grade railroad crossing by providing operational improvements and constructing interchange modifications. The scope of work includes improvements to the existing interchange on Route 99, an additional bridge over Route 99, ramp modifications, widening to four lanes, realignment of the 7th Street Road, signalization of ramp intersections, as well as an adjacent grade separation over the Union Pacific Railroad. The project schedule was updated due to the temporary suspension of the project until additional funding was identified for right of way acquisition. With the Public Utilities Commission and the Union Pacific Railroad providing alternate funding for both Right of Way and Construction phases, right of way acquisition is now nearing completion and construction is underway. In August 2007, the CTC amended the project schedule to indicate completion in FY08/09.


    [TCRP 106]TCRP Project #106 will develop a new four-lane, limited access expressway from Mission Avenue to Yosemite Avenue on the east side of the city of Merced, to support the new University of California, Merced. In June 2006, the CTC considered TCRP Application Amendment to redistribute $4,486,000 from Construction to R/W for this project, as well as updating the project schedule and funding plan. The project is currently scheduled for completion in FY 2014.

    In March 2006, the CTC approve for future consideration of funding a project in Merced County that will improve a 10.5 mile section of Route 99 from a four lane highway to a six lane expressway. The project is programmed in the 2006 State Transportation Improvement Program (STIP). The overall project is not fully funded. Project development and right of way, however, are fully funded in the Interregional Transportation Improvement Program and Traffic Congestion Relief Program for $35,787,000. The total estimated project cost is $270 million. Construction is estimated to begin in Fiscal Year 2009-10. The project is proposed in the State Route 99 Bond Program. The project runs from the Chowchilla River to McHenry Road, and includes interchanges at Arboleda Dr. and Plainsberg Rd.

    TCRP Project #135 will reconstruct and expand the Route 99/Sheldon Road interchange.

    TCRP Project #140 will add an overpass in the city of Goshen.

    There are plans for roadway improvements near Kingsberg. The CTC, in January 2007, considered a resolution to approve for future consideration of funding a project on Route 99 in Tulare and Fresno Counties that will construct roadway improvements near Kingsburg. This project is not fully funded. The project is fully funded for Project Approval and Environmental Document (PA&ED) in the Interregional Improvement Program for $2,202,000. Full funding for the project is being proposed from the State Route 99 Infrastructure Bond Program. The total estimated project cost is $172,600,000. Construction is estimated to begin in Fiscal Year 2010-11.

    A project to construct a Tagus-Goshen 6-lane (Ave 264 to Goshen) was submitted to the Corridor Mobility Improvement Account ($96,800K requested), but was not recommended for funding.

    In November 2005, the CTC considered relinquishment of 6-Tul-99-PM 40.6: right of way in the County of Tulare, at Avenue 308, consisting of a cul-de-sac.

    In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed a complete corridor enhancement master plan. This included conversion of a number of expressway sections to freeway, and widening a number of freeway sections. This will bring the corridor to a full freeway standard, add capacity/lanes overall, improve and add interchanges, and make other improvements.

    2007 CMIA. A project on Route 99 in Stockton (widening and operational improvements) in San Joaquin ($50M) was submitted to the Corridor Mobility Improvement Account (CMIA) for funding. It was not recommended for funding. Neither was the Central Galt Interchange.

    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 #287: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. See also HPP #3798. $2,800,000.

    • High Priority Project #716: Preparation of a Project Study Report for new Route 99 interchange between Route 165 and Bradbury Road, serving the Turlock/Hilmar region. Related to this is Transportation Improvement #18. $400,000.

    • High Priority Project #1257: Construction of the Central Galt and Route 99 Interchange and Access Improvements. $2,400,000.

    • High Priority Project #1780: Construction of Campus Parkway from Route 99 to Yosemite Ave., Merced County. This related to TCRP #106.$400,000.

    • High Priority Project #1830: Improve the Route 99/Route 145 interchange in the City of Madera, CA. $2,400,000.

    • High Priority Project #1990: Route 99 improvements at Sheldon Road. $3,200,000.

    • High Priority Project #2067: Complete the engineering design and acquire the right-of-way needed for the Arch-Sperry project in San Joaquin County. The Project will widen Arch-Sperry Road to six lanes west of Airport Way to Route 99 and construct an interim four lane elevated roadway including five bridges crossing three railroads, two roadways and French Camp Slough east to I-5. The project will include reconstruction of the French Camp/I-5 interchange.$4,000,000.

    • High Priority Project #3132: Improvements/Widenening of Route 99 from Goshen to Kingsburg in Tulare County, California. See also HPP #3800. $6,560,000.

    • High Priority Project #3798: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. This seems to be supplemental funding for HPP #287. $1,500,000.

    • High Priority Project #3800: Improvements/Widenening of Route 99 from Goshen to Kingsburg in Tulare County, California. This seems to be supplemental funding to HPP #3132. $8,000,000.

    • High Priority Project #3806: Construct eastern loop of Campus Parkway in Merced. $2,000,000.

    • Transportation Improvement #18: Hilmar/Turlock Route 99 interchange engineering and construction in Merced County. This is related to HPP #716.$1,000,000.

    • High Priority Corridor. Section 1304 adds Route 99 to the list of high priority corridors (#54): The California Farm-to-Market Corridor, California State Route 99 from south of Bakersfield to Sacramento, California.

    • Future Interstate Routing The following language authorizes Corridor #54 to become part of the Interstate System in the "future": (5) INCLUSION OF CERTAIN ROUTE SEGMENTS ON INTERSTATE SYSTEM- (A) IN GENERAL- The portions of the routes referred to in clauses (I), (ii), and (iii) of subsection (c)(5)(B), in subsection (c)(9), in subsections (c)(18) and (c)(20), subsection (c)(45), subsection (c)(54), and subsection (c)(57) that are not a part of the Interstate System are designated as future parts of the Interstate System.

    Route 99 as an Interstate Highway

    Shafter Assemblyman Dean Florez has proposed creating a Route 99 supercorridor, in four phases, between Grapevine and Fresno. Fresno Mayor Alan Autry is lobbying federal officials to upgrade Route 99 and make it part of the nearly 47,000-mile interstate system. Backer says that say Fresno is the largest U.S. city (440,000 residents) not tied to the interstate system, and the absence of a federal highway is one reason national and international firms refuse to locate there. Preservationists oppose the change on historical grounds, as the old stagecoach trail that is now Route 99 was the longest toll-free road in the world—it the road traveled by the immigrants from Oklahoma, described by Steinbeck, Saroyan, McWilliams and Chavez. Everyone agrees on upgrading of the condition of the highway. This has been captured in a Master Plan for the Route 99 Corridor, which among other things, proposes applying for the designation Interstate 9. There were lots of discussions about including this funding in the 2005 Transportation Bill. Converting Route 99 to an interstate would mean rebuilding it to the higher standards or winning a federal waiver. Caltrans estimates the cost of a conversion at $20 billion to $25 billion. In contrast, the agency says it would cost $6 billion to widen Highway 99 to six or more lanes if interstate standards aren't applied. The difference is due to bridge retrofitting and improvement. Route 99 might alternatively be designated a High Priority Corridor. This would allow Route 99 to compete with more than 40 other highways for $3.3 billion over six years.

    The Fresno Bee provides more specifics. The legislation in question states "Section 1105(e)(5)(A) of the Intermodal Surface Transportation Act of 1991 (105 Stat. 2032; 115 Stat. 872) is amended by striking 'and subsection (c)(45)' and inserting the following: 'subsection (c)(45), and subsection (c)(54).' " What this does is make Route 99 eligible for Interstate designation, but doesn't directly designate it as an interstate. This lets the federal Transportation Department and the California Department of Transportation negotiate a long-range plan for the upgrading of the highway to meet interstate standards. Interstates, for instance, must maintain medians of at least 36 feet in rural areas. Paved shoulders on the right must be at least 10 feet wide. Bridges must offer at least 16 feet of clearance. A crucial part of future negotiations would identify which interstate standards might be waived. Bridge heights originally designed to permit passage of missile-bearing military trucks, for instance, could be waived, while highway shoulder requirements might be retained. The legislation doesn't spell out such details; that will be up to state and federal negotiators. The language did make it into the final bill, which was signed in August 2005. Some folks are suggesting that this might be designated as I-7. The legislation also included widening Route 99 between Goshen and Kingsburg and building a parkway connecting the highway to the new University of California at Merced campus.

     

    Business Routes
    • Los Angeles, San Fernando: Before the highway renumbering in 1964, San Fernando Road was Business US 99 through the San Fernando Valley near Los Angeles.
    • Bakersfield: "Golden State Highway", Route 204.
    • Atwater
    • McFarland
    • Delano: High Street from Exit 54 to Exit 58 (at County Line Road)
    • Earlimart
    • Pixley
    • Tulare: J and K Street
    • Fresno: Golden State Avenue. This runs south all the way to Kingsburg, and about halfway thru that city. Also, both stretches of US 99 thru Selma, are still used as city streets. W. Front St. was the original US 99, and in the 30's moved over to Whitson Ave.
    • Highway City
    • Madera: N and S Gateway Blvd
    • Merced: 16th Street
    • Turlock: Golden State Blvd.
    • Modesto: 9th Street
    • Manteca: Moffet Blvd and Main Street. According to Jeremy Hannon, because of the widening of Route 99 from 4 to 6 lanes from the San Joaquin County Line (southern) to the Route 120 Interchange, the Mofett off-ramp (a left-hand off-ramp) was removed. Going Northbound, one would need to take the Austin Road Off-ramp, cross over Route 99 to make a right onto Mofett. At then end of Mofett, one then proceeds up Main Street to the right, following the old route. Southbound traffic can take the "Manteca" exit. Note, that this is not signed as "Business Route 99" as most segments are. There is no mention of Business Route 99 or Business Route 120 through Manteca.
    • Lodi: Cherokee Lane
    • Stockton: Charter Way to Wilson Way

     

    Naming

    This segment is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993. Areas marked include San Fernando Road, Avenue 20, Main Street, and Valley Blvd in the City of Los Angeles, and San Fernando Blvd (I know one sign is just S of the Media Center Mall) in Burbank.

    Historically, the route was named the "Golden State Highway" between Sacramento and Bakersfield. This is because the route ran the length of the "Golden State".

    This segment is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993.

    The portion of this route from the I-5/Route 99 junction to Bakersfield is part of the historic "Ridge Route".

    The portion of this route between the southern terminus of Route 99, three and one-half miles south of Mettler and the northern Kern County line in Delano at County Line Road (County Route J44) is named the "Kern County Korean War Veterans Memorial Highway". This is in honor of the 42 Kern County military personnel killed in action in Korea, the three who died while missing, the two who died while captured, and the six who died from wounds, and the approximately 8,120 Korean War veterans who presently live in Kern County. Named by Assembly Concurrent Resolution 46, Resolution Chapter 54, filed May 31, 2001.

    The portion of Route 99 constructed to freeway standards near the City of Livingston is colloquially called the "Livingston" Freeway. Officially, it is the "Kenneth L. Maddy" Freeway. Kenneth L. Maddy served as California Senate Republican leader (1987-1995) and was the legislative proponent of the Livingston Bypass on Route 99. Named by Senate Concurrent Resolution 25, Chapter 85, in 1997.

    The portion of Route 99 between McFarland to Tulare is named the "Veterans of Foreign Wars of the United States Memorial Highway". It was named by Senate Concurrent Resolution 54, Chapter 19, in 1992.

    The portion of Route 99 between the City of Fresno and the City of Tulare is officially designated the "Pearl Harbor Survivors Memorial Highway". Named by Senate Concurrent Resolution No. 13, Chapter 81, in 1993.

    The portion of Route 99 between the Cities of Fresno and Madera is (also) officially named "The 100th Infantry Battalion Memorial Highway". At the time of the Pearl Harbor attack on December 7, many Nisei served in the Federalized 298th and 299th Infantry of the Hawaii National Guard, inducted through three military drafts prior to Pearl Harbor. 1,432 Nisei soldiers transferred out of the 298th and 299th into the “Hawaiian Provisional Infantry Battalion” and sailed from Honolulu on the SS Maui on June 5, 1942. Upon arrival in Oakland, they were then activated into the “100th Infantry Battalion (Separate);” “separate” meaning not attached to any other military unit, literally a military orphan outfit. On September 2, 1943, the 100th landed in Oran, North Africa. On September 5th the 100th was assigned to the 133rd Regiment, 34th Division. On September 22, 1943, the 100th made an amphibious landing at the Salerno beachhead as part of the 34th “Red Bull” Division. Tough battles, especially at Cassino, marked the harsh, bitter route of the 100th from Salerno to Rome. For the Cassino battles alone, the 100th suffered 48 casualties, 144 wounded, and 75 hospitalized for trench foot. The 100th landed at Salerno with over 1,300 personnel, but after Cassino only 521 remained. The “Guinea Pig Battalion” had now become known as the “Purple Heart Battalion.” On March 10, April 2, and May 24, 1944, three waves of replacements from the 442nd arrived, replenishing the ranks of the 100th with 555 replacement troops. On June 26, 1944, the 100th, still retaining its name “100th Infantry Battalion” began fighting with the 442nd Regimental Combat Team and fought together until the surrender of Germany on May 8, 1945.
    [Information excerpted from the Go For Broke Educational Foundation's page on the 100th Infantry Battalion]

    The portion of Route 99 between Mountain View Crossing in southern Fresno County to the San Joaquin River on the northern boundary is named the "William "Bill" Lehn Memorial Highway". Named in honor of Fresno Police Officer William "Bill" Lehn, killed while in the line of duty on June 21, 1994, when his Fresno Police Department motorcycle collided with a car while he was attempting to make a traffic stop. Officer Lehn was born in Hanford and raised in Lemoore, graduating in 1974 from Lemoore High School. He began his career in law enforcement in 1979 when he joined the City of San Joaquin Police Department. In 1980, he was hired by the Kings County Sheriff's Department where he was a deputy until he was hired by the Fresno Police Department in 1986. He was a well liked officer who was remembered as a pleasure to know and to work with. He died at the age of 38. Named by Assembly Concurrent Resolution 30, Chaptered 7/2/2003, Chapter 82.

    The portion of Route 99 from the San Joaquin River to the Madera/Merced County line in Madera County is named the "Steven Lindblom Memorial Freeway". Named in honor of Madera County Sheriff's Deputy Steven Lindblom, who was killed by gunfire in 1975 when a deranged gunman ambushed him from a barricaded residence upon his response to a hostage situation. Named by Assembly Concurrent Resolution 35, Chaptered 7/2/2003, Chapter 83.

    The portion of Route 99 between Childs Avenue and 16th Street in the City of Merced is named the "Officer Stephan Gene Gray Memorial Highway". This segment was named in memory of Officer Stephan Gene Gray of the Merced Police Department, who was killed in the line of duty on April 15, 2004, while working in an undercover detail with the Special Operations Unit specializing in street level narcotics and gang violence suppression. Officer Gray was born on August 21, 1969, in Tulare; he attended local schools until his family relocated to Hanford, where he graduated from Hanford High School in 1987. Officer Gray attended Fresno City College for two years, and entered the Fresno Police Academy; upon completion, he was hired as an officer by the Merced Police Department. Highly decorated, Officer Gray was a gallant and dedicated officer who exemplified the true character of the brave men and women who devote their time and energy to the perilous duties of law enforcement. Named by Senate Concurrent Resolution (SCR) 7, Resolution Chapter 56, on 05/25/2006.

    The portion of Route 99 between the Cities of Salida and Manteca is officially named "The 442nd Regimental Combat Team Memorial Highway". The "100th Infantry" and "442nd Regimental" names are in honor of the Nisei Soldiers of World War II who served in units of the United States Armed Forces comprising the 100/442/MIS triad. Named by Assembly Concurrent Resolution No. 62, Chapter 115 in 1994. The other part of the triad is on Route 23.

    The portion of Route 99 between Mitchell Road and the Stanislaus/Merced County line in the County of Stanislaus is named the "Joash E. Paul Memorial Highway". Named in honor of Joash E. Paul, a lifelong resident of the City of Turlock where he was a rancher, an entrepreneur, and a dedicated servant of the people of Stanislaus County. Born on September 23, 1919, Joash Paul was elected to the Stanislaus County Board of Supervisors in 1968 and served as a board member until 1980. He worked in real estate for 25 years, and until the mid-1970s helped operate a family-owned lodging and dining establishment along Route 99 when it passed through the City of Turlock. After retiring from the board of supervisors, he served as president of the fund-raising foundation for the then county-owned Scenic General Hospital in the City of Modesto. He was an active member of various community organizations in the City of Turlock, including the Assyrian American Civic Club, the Sacred Heart Catholic Church, and the Portuguese Union of the State of California. Joash E. Paul died in 2000. Named by Assembly Concurrent Resolution 19, Chaptered 7/2/2003, Chapter 81.

    The portion of Route 99 from the Stanislaus county line to Route 132 in Modesto is named the "John G. Veneman Freeway". It was named by Assembly Concurrent Resolution No. 171, Chapter 131, in 1984. John Veneman was born in 1925 in Corcoran, California. In 1944, he graduated from Arizona State College. After serving with the United States Naval Reserve (1944-1945), he attended the University of Texas. In 1959, he was elected to the Board of Supervisors of Stanislaus County, where he served until 1962. In 1962, he was elected to the California State Assembly, serving until 1969. He authored legislation to improve and complete the section of Route 99 from Modesto to Turlock, which bears his name. In 1969, he was appointed Under Secretary, Department of Health, Education and Welfare. In 1973, he left government for private industry. He died in 1982 in Sacramento, California.
    [Adapted from information at the Online Archives of California]

    The portion of Route 99 between Standiford Avenue/Beckwith Road, and Tuolumne Boulevard in Modesto is named the "Jerry Medina Memorial Freeway". This section of highway was named to remind all of us of the need to keep safety a priority and a reminder to cherish every day and enjoy it to the fullest. It was named after Jerry Medina, an 18 year old killed on March 29, 2001 when a truck crossed the highway median and landed on Jerry's car near Maze Boulevard. Five other people were injured as a result of this accident. Named by Assembly Concurrent Resolution 168, Chapter 140, on September 3, 2002.

    The portion of Route 99 from Mission Avenue to Campus Parkway in Merced is officially named the "CHP Officer Walter Frago and Roger Gore Memorial Freeway". On April 5, 1970, four California Highway Patrol Officers were murdered in one of the worst uniformed police officer killing incidents in American history when Officers George Aleyn, Walter Frago, James Pence Jr., and Roger Gore were gunned down just off of Interstate 5. Two of those officers, Walter Frago and Roger Gore were from Merced County, Officer Frago having grown up in Merced, while Roger Gore resided in Snelling. The officers were on the lookout for a suspect who had been reportedly seen brandishing a weapon. Officers Frago and Gore were the first on the scene, pulling over a vehicle with two men, when a gun fight ensued leaving both of these fine officers dead at the age of 23 years. Named by Assembly Concurrent Resolution 180, Chapter 147, September 18, 2000.

    The portion of Route 99 between Athlone Road and Worden Avenue in Merced County is officially named the "CHP Officer James J. Schumacher, Jr., Memorial Highway". CHP Officer James J. Schumacher was a graduate of Luther Burbank High School in Sacramento, and attended Golden West College. Her served in the United States Army, where he achieved the rank of Sergeant. After graduating from the CHP Academy, he was appointed to the California Highway Patrol on May 19, 1969. An admired and respected 12-year veteran of the California Highway Patrol, he served in the South Los Angeles, Westminster, and Merced areas. Officer Schumacher was killed while in the line of duty, early on the morning of June 13, 1981, on Route 99 approximately four miles south of Merced. He had just finished writing a speeding ticket and was standing approximately four feet off the highway while obtaining the ticketed driver's signature and warning the ticketed driver to be careful pulling out onto the highway, when he was struck by another car driven at a high rate of speed by a driver who had fallen asleep at the wheel. He died instantly from massive injuries to his head and body. The tragedy was made worse by the theft of Officer Schumacher's badge from the scene of the accident by a bystander--it being the tradition of the California Highway Patrol since its inception, to memorialize a fallen officer by presenting his or her badge to the officer's family. Officer Schumacher was only 33 years of age at the time of his death and was survived by his wife, Roberta, and their sons, James, then aged 9, and Andrew, then aged 7, his parents, three sisters, and two brothers, one of whom was a fellow officer in the California Highway Patrol. He died only five miles north from where California Highway Patrol Officer Al Johnson died, when he was struck by a drunk driver while writing out a ticket, in August of 1972. Named by Assembly Concurrent Resolution 111, Chapter 32, April 22, 2002.

    The protion between Hammer Lane and Route 4 in Stockton is officially designated the "Women Veterans' Highway". Named in recognition of the sacrifices made by women in defense of our nation that began over 220 years ago with the American Revolution and continues today. Throughout our country's history, nearly two million women have attained the esteemed title of veteran because of their service to the United States. In 1999, women comprised 14 percent of all Americans in military uniform and accounted for 20 percent of all new recruits. Though women were not permitted to participate in the United States' armed forces in earlier years, historical records verify that over 60 women were either wounded or killed at various battles during the Civil War. In 1901, the United States' Army recognized women's enthusiasm to serve our country by establishing the first official entity for women named the Army Nurse Corps, without providing the benefit of military rank, equal pay, or benefits. Because of their courageous efforts and determined commitment to their country, women were finally granted attendance to the United States Military Academies in 1975 when Congress introduced and passed a law allowing for these highly regarded universities to become coeducational. Named by Senate Concurrent Resolution 43, Chapter 129, 9/12/2003.

    The portion of this route between Route 4 in Stockton and Route 50 in Sacramento is named the "Purple Hearts Veterans Highway". It was named by Senate Concurrent Resolution 54, Chapter 19, in 1992.

    The portion between Route 50 and the Sacramento County line near Galt is named the "South Sacramento" Freeway. This was named after the unincorporated area of South Sacramento, which consists of parts of the incorporated city of Sacramento as well as the unincorporated enclave of Parkway, a place with a distinctive street grid where every route is a "parkway" of some sort.

     

    Named Structures

    The interchange between Route 99, Route 204, and Airport Drive in Bakersfield is named the "Richard Alan Maxwell Memorial Interchange". State Traffic Officer Richard Alan Maxwell began his career in law enforcement with his appointment to the California Highway Patrol on May 15, 1989, and was killed in the line of duty on July 11, 1994. Named by Senate Concurrent Resolution 60, Chapter 135, in 1994, and Assembly Concurrent Resolution No. 119, Chapter 147, in 1994.

    The Route 41/Route 99 interchange in downtown Fresno is named the "Rosa Parks Interchange". 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. Named by Senate Concurrent Resolution 3, Chaptered 7/16/2003, Chapter 98.

    The intersection of Route 99 and White Lane in Bakersfield is named the "Mark C. Salvaggio Interchange". It was named in honor of Mark C. Salvaggio, a native Californian who graduated from California State University, Bakersfield in 1972. After obtaining his teaching credential, Mark C. Salvaggio taught seventh and eighth grade students in the Arvin Union School District for more than 30 years, from 1972 until his retirement in 2004. He also was a distinguished member of the Bakersfield City Council, representing Ward 7 for nearly 20 years, from 1985 to 2004. During his tenure on the Bakersfield City Council, Mark C. Salvaggio served as Vice Mayor from December 2000 to December 2002, and as a council member was instrumental in numerous projects that benefitted the community, including the Kern River Parkway Plan, construction of the Northeast Bakersfield Water Treatment Plant, the extension of the Bakersfield Bike Path, the establishment of the Bakersfield Educational Studies Area, and the enhancement of the White Lane-Route 99 Interchange in Bakersfield. He has received numerous awards and commendations for his community service. Named by Senate Concurrent Resolution (SCR) 53, Resolution Chapter 39, on 4/26/2006.

    Bridge 39-196 over Shanks Road in Merced county is named the "Dallas C. Bache Interchange". Dallas C. Bache was a dedicated civic leader whose efforts helped to bring about the construction of the Delhi Freeway in the 1970's. It was built in 1979, and was named by Assembly Concurrent Resolution 104, Chapter 43, in 1978 (before construction was finished).

    This route also has the following Safety Roadside Rest Areas:

    • Philip S. Raine (Tipton), in Tulare County 2.5 mi N of Tipton. It was named in 1982 in honor of Philip S. Raine, Chief of the Division of Highways in Sacramento until he was forced into an early retirement with subsequent death by cancer in 1981. CALTRANS and The Great Valley Center, with the support of the American Institute of Architects, California Council, and private organizations, are partnering in an open one-stage international competition to select a design, and thereby a design team, to update this stop as a self-sustainable and "off the grid" roadside GreenStop. In other words, the goal is to make this a "green" rest area that can serve as a model for current and future rest stops within the state system, with the ability to be customized so as to be regionally relevant for each location. Details on the competition may be found at http://www.greenstopdesign.com/.

    • C. H. Warlow (Kingsburg) in Tulare County at Dodge Avenue near the Kings River. Chester Warlow was a member of the California Highway Commission from Fresno. He was also a member of the Shaver Lake fishing club (there is a picture of him in the gallery at www.shaverlake.org/gallery.html). Mt. Warlow near Muir Pass was also named for him.

    • Enoch Christoffersen Memorial Rest Area, S of Turlock in Stanislaus County. Enoch Christoffersen served as Mayor of the City of Turlock from 1952 to 1958, and again from 1962 to 1978. Named by Assembly Concurrent Resolution No. 41, Chapter 60, in 1993.

     

    National Trails

    Pacific Highway Sign The portion of this route from Fresno to Stockton was part of the "Pacific Highway (Valley Route Portion)".

    Lincoln Highway Sign Victory Highway Sign This portion of this segment from Route 120 to US 50 (i.e., former US 50) was part of the coast-to-coast "Lincoln Highway" and part of the "Victory Highway".

    National Park to Park Highway Sign Portions of this route were part of the "National Park to Park Highway".

     

    Freeway

    [SHC 253.5] Entire portion. Added to the Freeway and Expressway system in 1959.

     

    Commuter Lanes

    HOV lanes currently exist between Mack Road and Martin Luther King Blvd. in Sacramento. These lines are in operation between 6 AM and 10 AM, and 3 PM and 7 PM, on weekdays, and require a minumum of two people.

    Caltrans plans to add lanes to the segments from 0.8mi S of Elk Grove Blvd to Mack Road (11.4 mi, planned opening October 1997), and from Martin Luther King Blvd to Route 51 (construction starts August 1999).


  2. From Route 5 in Sacramento to Route 36 near Red Bluff, passing near Catlett and Tudor.


    Post 1964 Signage History

    In 1963, this segment was covered by (b) and (c) of the original definition: “(b) Route 5 in Sacramento to Route 20, passing near Catlett and Tudor. (c) Route 20 to Route 5 near Red Bluff.”

    The segment from Sacramento to the Route 70/Route 99 split was once cosigned as Route 70/Route 99, although it is legislatively Route 99. In 1969, this segment ran along Jibboom St., Garden Highway, El Centro Road.

    The Chico bypass was completed by 1967. Before the Chico Bypass was constructed, the route through Durham and Richvale followed Richvale Highway west to Richvale, Richvale South Highway north to Nelson, Midway from Nelson to Chico via Durham, Main Street and Broadway through Chico, and Esplande north from Chico to current Route 99 near Wilson Landing Road.

    In 1984, Chapter 409 combined (b) and (c), creating "(b) Route 5 in Sacramento to Route 5 near Red Bluff, passing near Catlett and Tudor."

    In 1988, Chapter 106 changed the terminus of this segment to "Route 36 near Red Bluff"

     

    Pre 1964 Signage History

    The present routing of Route 99 follows I-5 out of Sacramento along former Route 24, and then N cosigned with Route 70 to Marysville. This corresponds to portions of LRN 232 (defined in 1951), LRN 245 (defined in 1959), and LRN 87 (defined in 1933), and LRN 3 (defined in 1909). At one point this was signed US 40 Alternate between Route 113 north of Knight's Landing and Route 20 in the Yuba/Marysville area. According to Chris Sampang, the routing of US 99/US 40 between the Yolo Causeway and Route 113 was as follows:

    • County Road 32A (which still retains some of its original concrete) from the Frontage Road exit westbound to where it crosses the railroad tracks

    • Olive Drive (note that the connection between County Road 32A and Olive Drive was paved over by I-80 and may be approximated by the current bike trail)

    • Richards Boulevard, which was originally graded into Olive Drive; the Olive and Richards extensions were built circa 1960.

    • First Street westbound

    • B Street northbound

    • Russell Boulevard westbound at Central Park in Davis (home of a Lincoln Highway marker; Lincoln Highway markers have been appearing on portions of Old US 40 west of Davis and in Dixon on Route 113)

    At Route 113, US 99 (later US 99W) went north. Note that US 99W later was given this route solo (from Olive Drive west) in the early 1950s, after US 40 was placed on the bypass that is now I-80 and right when US 40A was first commissioned (but before the north-south connector from Russell to I-80 was constructed that would later become Route 113). Also note that the Yolo Causeway originally was a twin-bridge four lane structure up until the 1960s; the original Causeway (1910s-1920s vintage) was located between the current railroad and freeway structures and was dismantled to make way for the I-80 bridge. US 99 (and US 99W) were routed this indirect way to Woodland via Davis, rather than the direct route of former Route 16/Route 24 to Woodland, due to the issues of flooding and closure.
    [Based on information provided by Chris Sampang]

    Parts of the original US 99 12 foot wide original concrete slab (OCS) still exist in Siskyou County, and can be driven on:
    [Based on a posting by donutbandit on M.T.R]

    • Off Crag View Drive going north, just south of Dunsmuir, the original US 99 slab enters Dwight's Wrecking and Towing.

    • In Dunsmuir, driving north on Dunsmuir Avenue, go straight into Florence Loop, and you are on Old US 99 for 2 blocks. The bridge that once linked Florence Loop with present day Siskiyou Avenue is long gone.

    • In Mt. Shasta, at N. Mt. Shasta Blvd. and Ski Village Drive: The OCS is visible in front of the Humane Society compound. Go right on Ski Village, and you can see the OCS winding away between some houses into a field.

    • Off Spring Hill Road north of Mt. Shasta: the road ends under an arch leading into a private driveway. The original concrete slab is the driveway.

    • Truck Village Drive between Weed and Mt. Shasta: go north and watch the road turn into OCS just before it is gated.

    • Black Butte Drive in Weed: go south, and the road quickly turns into 12 foot wide asphalt, with gaping potholes revealing the OCS beneath. Additionally, a short spur of the OCS exists at the northern end.

    • One can easily short sight the route across the current I-5 freeway into S. Weed Blvd. on the other side of the freeway, which was part of the original US 99.

    • Edgewood Road (formerly Trailer Lane) north of Weed: asphalt covered US 99 intact for several miles. At one point, you can easily see across the freeway to the southern terminus of Old US 99 Road (emptying out onto the freeway), which would have been the original route.

    The bypass route used the modern Dunsmuir Avenue bridge over the Sacramento River in Dunsmuir, then followed current Dunsmuir Avenue/Mott Road to the northern terminus which is a dead end at the old Diamond Lumber building. It likely followed the existing freeway route from there up to S. Mt. Shasta Blvd.

     

    Status

    The portion from Route 5 to 5 miles north of I-5 is cosigned with Route 70. Some old routings have been relinquished, for example, KP 20.5/29.1 in Sutter County, and RM 28.2-R32.7 in the County of Merced. A proposed route adoption was also relinquished: From PM 36.0/42.2 in Sutter County and from PM 0.0/13.1 in Butte County.

    In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed a comprehensive Route 70/Route 99 project. The project (stretching from the I-5/Route 99 junction to Route 149 in Butte County) converts two-lane conventional corridors to four-and-five-lane expressways, completes key segments to freeway by constructing interchanges, and provides additional capacity and throughput for current and projected future populations. It connects the Sacramento, Yuba-City and Chico urbanized area with an improved facility, saves lives by removing two lane segments, and supports improved freight movement.

    There are plans to widen this route to four lanes near Yuba City. There are also plans to bypass the city of Tudor.

    There are plans to construct a freeway near Fairmead.

    In June 2007, the CTC considered rescinding a portion of the freeway adoption for Route 99 in the County of Sutter, Post Mile T36.0/42.2 and the County of Butte, Post Mile 0.0/13.1. This was up for a vote again in December 2007. Due to funding constraints, Caltarns is unable to construct a freeway on a new alignment (bypassing the cities of Live Oak and Gridley) to replace the existing Route 99 facility in Sutter and Butte Counties. The specific portion to be rescinded is along Route 99 from Encinal Road at PM T36.0 to PM 42.2 in Sutter County and from the Sutter/Butte county line PM 0.0 to SR 162, at PM 13.1, in Butte County. Numerous studies were conducted on the Route 99/Route 70 corridor, with the conclusion to upgrade Route 70 to freeway standards, parallel to Route 99. Route 70 has been designated as a focus route in the Interregional Transportation Strategic Plan and maintains priority for Interregional Transportation Improvement Program funding. Route 99 runs 36.8 miles through Sacramento County as a four-lane expressway to an eight-lane freeway. Route 99 continues northward through Sutter County for 42.3 miles as a two-lane conventional highway to a four-lane freeway. It continues 45.9 miles through Butte County as a two-lane conventional highway to a four-lane conventional highway. On May 22, 1963, the Commission adopted the current Route 99 corridor, which bypasses the cities of Live Oak and Gridley. Numerous parcels, but not all, were purchased to obtain the necessary right of way for the adopted corridor. A decrease in freeway funding caused the project to be suspended. In 1988, the Commission asked that a corridor study determine the alignment for a divided expressway, for ultimate conversion to a freeway, connecting Sacramento, Yuba City/Marysville, and Chico. The result was a Routes 70 and 99 Corridor Study, which was adopted by the Butte County Association of Governments and by the Sacramento Area Council of Governments in 1990. Twenty-four alternatives were studied. The recommended proposed alternative was “A four-lane freeway (initially to be constructed as an expressway) on Route 70 from the Route 70/99 interchange to Route 149 via a Marysville Bypass; a four-lane freeway on Route 149 from Route 70 to Route 99; and a four-lane freeway on Route 99 from Route 149 to the existing freeway section south of the City of Chico.” The Study’s proposed alignment does not include a new alignment for Route 99 bypassing the cities of Live Oak and Gridley, though such a bypass was studied in 7 of the 24 alternatives. Butte County’s direction on a bypass goes back to its 1984 General Plan Circulation Element, which does not discuss or map a bypass of Live Oak or Gridley along Route 99 as an alternative. Sutter County concurred with the State Routes 70 and 99 Corridor Study in its 1995 General Plan Circulation Element and did not discuss the Live Oak or Gridley bypass alternative nor recognize it as an alternative on any maps in the Circulation Element. Gridley City Council discussions indicate a strong desire to work with the Department to reach a mutually beneficial solution.

     

    Suffixed Routings

    The old US 99 used to split into US 99E and US 99W in Sacramento:

    US 99E

    The current routing is what was much of US 99E. US 99E ran concurrent with US 40 (now I-80) to Roseville along a portion of LRN 3, defined in 1909. At Roseville, still as LRN 3, it ran N to Lincoln along present day Route 65 (for a while, Route 65 and US 99E were cosigned). From Lincoln, US 99E ran to Marysville still as LRN 3 (this segment is present-day Route 65 to Olivehurst, and Route 70 from Olivehurst to Marysville). From Marysville, US 99E turned north to Chico, and Red Bluff, all as LRN 3.

    Route 20 between Yuba City and Marysville was co-signed with US 99E and Alternate US 40. (US 40A east was multiplexed with 20 east and US 99E south)

    Part of the US 99E routing in Sacramento is now part of Route 51, the former Elvas Freeway. See Route 51 for specific historical information.

    US 99W

    US 99W originally ran W out of Sacramento along LRN 50, defined in 1933, and then W along US 40 to the vicinity of Davis (along LRN 6, defined in 1909). It ran to near Exit 73 westbound (Olive Drive), then somehow connected with 5th Street on a now-removed alignment headed from US 40 west to the current Power Line Road/5th Street junction. (This removed alignment of 5th Street seems to have existed as late as 1967). US 99W continued west on 5th Street through downtown Davis, continuing in that direction as the street name changed to Russell Boulevard at B Street (where Davis's Central Park is located). US 99W then followed Russell to current Route 113 where it then merged with Alternate US 40 eastbound going north on Route 113 (cosigned as Route 113/US 99W). It then ran N cosigned with Alternate US 40 (present-day Route 113) to Woodland (along LRN 7, defined in 1909). It jogged W briefly along Route 16 (LRN 50), and then continued N signed as US 99W, along LRN 7, to Red Bluff. This was later replaced with I-5 (LRN 238, defined in 1959), whose routing is a closer approximation to Route 16 out of Sacramento to Woodland.

    The routings in Davis changed to the Route 113 routing by 1953.

    There was also a split at one time between Manteca to Stockton, between 1930 and 1933. At this time, US 99 ran down to Stockton, and US 99W split from US 99 in Stockton.

     

    Business Routes
    • Gridley
    • Chico: The Esplanade

     

    Naming

    The 5-mile segment of Route 99 south of its intersection with Route 70 in the County of Sutter is named the Bernie Richter Memorial Highway. It was named in memory of Bernie Richter, born September 7, 1931, a member of the Assembly of the State of California from 1992 to 1998. In January 1998 Bernie Richter witnessed a vehicle lose control, crash into a bridge abutment just south of the intersection of Route 99 and Route 70 in the County of Sutter, and burst into flames. At this point Assemblymember Richter raced to the vehicle with his own fire extinguisher, and with the assistance of another good Samaritan, rescued the driver by pulling him out of the vehicle. Bernie Richter died at the age of 68 on October 25, 1999. Named by Assembly Concurrent Resolution 189, August 17, 2004, Chapter 142.

    The portion of Route 99 consisting of the four-lane expressway between the Edgar Slough (Bridge No. 12128) and the Pentz Road overcrossing (Postmile 24.2, Butte County) is officially designated the "Ray E. Johnson Expressway" (this is in the segment between the Route 99/Route 149 junction and Chico). Ray E. Johnson was a member of the California Legislature for 18 years, having been first elected in 1964 to the Assembly, and to the Senate in 1976. He represented 15 counties as a Member of the Legislature and, in that capacity, was instrumental in securing the completion of the Route 65 Bypass of Interstate 80 and in the three-lane widening of Interstate 80. Named by Assembly Concurrent Resolution No. 74, Chapter 113, in 1993.

    The portion of this route from Route 65 to Red Bluff was historically called the "Capitol Highway". In local usage, it is called the "East Side Highway".

     

    National Trails

    Pacific Highway Sign This segment was part of the "Pacific Highway".

     

    Freeway

    [SHC 253.5] From Route 5 in Sacramento to Route 36 near Red Bluff. Added to the Freeway and Expressway system in 1959.

     

    Interregional Route

    [SHC 164.15] With routing to be determined via Route 70 or via Route 99 between Route 70 north of Sacramento and Route 149 north of Oroville.

Post 1964 Signage History

US Highway Shield Until the signed/legislative route alignment and renumbering in 1964, Route 99 was longer on both ends:

  • On the southern end, the route ran to the Mexican border. From the current terminus of Route 99, US 99 continued S along present-day I-5 into Los Angeles. Before 1964, this was signed as US 99 to the junction with (pre-1964) Route 7 (also known as US 6). This was LRN 4, defined in 1909. It entered Los Angeles along San Fernando Road, (along what was then Route 7) and headed east at Fletcher (in Glendale). For a portion of this, it ran concurrent with US 6.

    Originally, US 99 then ran into Eagle Rock and Colorado, where it ran concurrent with US 66 as far as San Bernardino (LRN 9), where it joined cosigned US 60/US 70. One map shows US 99 running along the old Route 118 (approx. I-210) routing along the foothills. This was the former LRN 9 routing, so this does make sense. This former LRN 9 routing was gone by 1929.

    By 1939, US 99 ran cosigned with US 6 into downtown Los Angeles (LRN 4, defined in 1909). Before the freeway was constructed, it ran along San Fernando Road. After the freeway was constructed, it ran along the freeway portion (LRN 161 defined in 1933), bypassing San Fernando Road (which was signed as Business US 99). This is present-day I-5.

    Near downtown, until the construction of the Pasadena Freeway, it ran down San Fernando Road to Ramona, where it joined cosigned US 60/US 70. Once the first segments of the Pasadena (Arroyo Seco Parkway) and San Bernardino (Ramona Parkway) Freeways were constructed in the early 1940s, US 99 was rerouted to run down the Route 11 (LRN 165, defined in 1933) to cosigned US 66/US 101, and then E to US 60/US 70 (along LRN 2 to LRN 26). Once the Santa Ana Freeway was constructed, US 99 was again resigned to run E directly from the Route 11/US 66 junction to the San Bernardino Freeway (this segment was LRN 4). This is present-day I-5 to the I-10 junction.

    After the junction with US 60/US 70, the route continued E cosigned. This was LRN 26, although the original surface route along Valley Blvd was LRN 77 by 1963. This is present-day I-10.

    E of Pomona, US 99 was cosigned only with US 70 to Beaumont. This was LRN 26. This is present-day I-10.

    From Beaumont to Indio, US 99 was cosigned with US 60 and US 70, and was LRN 26. This is present-day I-10.

    From Indio, US 99 left US 60/US 70 and continued S to Calexico through Brawley and El Centro. This is present-day Route 86, and was LRN 26.

  • Between Sacramento and Red Bluff: Originally (i.e., 1929), there was only one US 99 N of Sacramento, following the route of what was later US 99W. Some maps show US 99W signed as Route 99, and US 99E as Alt Route 99. By 1939, there was both a US 99W and a US 99E out of Sacramento.

  • On the northern end: Before 1964, the current routing of I-5 was signed as US 99 to the Oregon border. This was LRN 3. Parts of this have been bypassed by the I-5 freeway. The older true Route 99 segments include present-day Route 273, Route 265, and Route 263.

 

exitinfo.gif
  • Cal-NExUS Exit Numbering: Route 99
  • Western Exit Guide: Route 99 (Jeff Stapleton)

 

Other WWW Links

 

National Trails

Midland Trail Sign The portion of former US 99 that was cosigned with US 6 was part of the Midland Trail.

 

Interstate Submissions

Route 99 was not recommended for inclusion in the Interstate system. However, Assembly Joint Resolution 63 requested the President and Congress of the United States to enact legislation to include Route 99 in the interstate highway system. (August 19, 2004, Chapter 153).

 

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.

 


Overall statistics for Route 99:

  • Total Length (1995): 415 miles
  • Average Daily Traffic (1993): 6,000 to 155,000
  • Milage Classification: Rural: 261; Sm. Urban 50; Urbanized: 104.
  • Previous Federal Aid Milage: FAP: 415 mi.
  • Functional Classification: Prin. Arterial: 415 mi.
  • Counties Traversed: Kern, Tulare, Fresno, Madera, Merced, Stanislaus, San Joaquin, Sacramento, Sutter, Butte.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the route from "[LRN 53] at Rio Vista via Ryer Island to [LRN 6] near Broderick" to the highway system. In 1935, this was defined in the code to be LRN 99 with the same definition.

In 1961, Chapter 1146 relaxed the origin to be "[LRN 53] near Rio Vista".

This route ran from Route 12 near Rio Vista via Ryer Island to US 40), now I-80, near Broderick. It is part of the present-day unsigned Route 84 in this area.


Unconstructed

Post 1964 Legislative Route 100



Routing

From the junction of Routes 1 and 17 to Route 1 west of the San Lorenzo River via the beach area in Santa Cruz.

 

Post 1964 Signage History

This routing is unchanged from its 1963 definition. It was a proposed freeway loop routing through Santa Cruz. This route adoption was rescinded in August 1975. The route location was never determined.

 

Pre 1964 Signage History

This was LRN 287 (defined in 1959), which was proposed with the routing undetermined in 1963.

Route 100 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 100 between 1934 and 1964.

 

Status

Unsigned and unconstructed.

 

Other WWW Links

 

Freeway

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

 


Overall statistics for Route 100:

  • Total Length (1995): 5 miles unconstructed.
  • Milage Classification: Rural: 0; Sm. Urban 0 Urbanized: 5.
  • Counties Traversed: Santa Cruz.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the route from "Rio Vista-Broderick Road on Ryer Island to Sacramento-Antioch Road" to the highway system. In 1935, this was added to the highway system as LRN 100, with the definition:

[LRN 99] on Ryer Island to that part of [LRN 11] between Sacramento and Antioch

This definition remained unchanged until the 1963 renumbering. It ran from present-day unsigned Route 84 on Ryer Island to present-day Route 160 (pre-1963 Route 24). This is present day Route 220.


US Highway Shield

US Highway 101



Routing
  1. Route 5 near Seventh Street in Los Angeles to Route 1, Funston approach, and the approach to the Golden Gate Bridge in the Presidio of San Francisco via Santa Barbara, San Luis Obispo, and Salinas.


    Post 1964 Signage History

    (105-110)In 1963, this segment was segment (a) and (b), and was defined as the route "(a) The junction of Routes 105 and 110 in Los Angeles to Route 80 in San Francisco, passing near Ford Road south of San Jose. (b) Route 80 to Route 480." In this definition, "the junction of Routes 105 and 110 in Los Angeles" refers to the present-day I-10 east/US 101 junction -- the plan in 1963 was for those to be short stub interstates I-105 and I-110.

    In 1968, Chapter 282 changed the definition of both segments. This reflected two major changes. On the southern end, the stub definitions of I-105 and I-110 were removed. What had been I-105, the portion of US 101 from the I-10 E junction to I-5, was added to US 101 (I-110, which was the short stub from (present) US 101 to I-5/I-10, was added to I-10). On the northern end, the freeway revolt in San Francisco was in flower, and routes were changing everywhere. Portions of routes were switched between I-480 and I-280 (and some of I-480 was deleted); changes were made to I-80. As a result, both segments changed, and the new definition was: "(a) The junction of Routes 105 and 110 Route 5 near Seventh Street in Los Angeles to Route 80 near Division Street in San Francisco, passing near Ford Road south of San Jose. (b) Route 80 near Division Street in San Francisco to Route 480."

    In 1991, Chapter 498 changed segment (b) to absorb former Route 480, making it "(b) Route 80 near Division Street in San Francisco to the junction of Route 1, Funston approach, and the approach to the Golden Gate Bridge in the Presidio of San Francisco passing near the intersections of Lombard Street and Van Ness Avenue."

    In 1992, Chapter 1243 combined (a) and (b): "(a) Route 5 near Seventh Street in Los Angeles to Route 1, Funston approach, and the approach to the Golden Gate Bridge in the Presidio of San Francisco via Santa Barbara, San Luis Obispo, and Salinas."

    Section 72.1 explicitly abandons as a state highway the portion of current Route 101 between Fell Street and Turk Street. The portion of current Route 101 between Market Street and Turk Street ceases to be a state highway unless the alternative to the Octavia Street Project is approved in November 1999. This reflects a portion that came to US 101 from Route 480.

    There are some planned freeway routings in the city of San Francisco. California Transportation Commission (CTC) Agenda Item June 2000 2.3a discusses a route from PK (Post Kilometer) 7.6 at South Van Ness to PK R8.2 at Fell Street. July 2000 Agenda Item 2.3a discusses a route from PM R5.0 at Eire Street to PM 5.3 at Golden Gate Avenue.

    There have been some small relinquishments, either of current routings or past routings. CTC June 2000 Agenda Item 2.3c included relinquishment resolutions for Marin County PM 16.3-18.3 in the City of Novato, and San Francisco PM G4.7-5.3 in San Francisco.

    The following freeway-to-freeway connections were never constructed:

    • NB US 101 to EB Route 134. Rationale: Construction of this connector was put "on hold" pending completion of the interchange for the Laurel Canyon Freeway (Route 170), which ended up never being constructed.

     

    Pre 1964 Signage History

    San Diego County

    US 101 was first signed in 1928. It began at the Mexican border, and ran N through San Diego along National Avenue, Main St., Harbor Drive, Pacific Drive, Midway Drive, Morena Blvd, and Pacific Coast Highway (all LRN 2, defined in 1909). This was later bypassed by the present-day I-5 (Montgomery Freeway). SignOnSanDiego has noted there is an oral-history project recording memories of old US 101. There's a Historic US 101 sign on San Diego Ave. in the Old Town section, near the Whaley House. Also, street names like "Old Hwy 101" and "Coast Hwy 101" follow the old route in Solana Beach and Encinitas.

    This alignment, along Torrey Pines and La Jolla Blvd., was once signed as US 101W. The later I-5 alignment, the Rose Canyon Highway, was signed as US 101E.

    County Route Shield From San Diego, the route ran N along Pacific Coast Highway to San Juan Capestrano. This route is now San Diego County Route S21. The old "El Camino Real" is San Diego County Route S11. This has been bypassed by I-5, and was LRN 2. Other portions that wree onced signed as US 101 include San Diego County Route S6, San Diego CR S8. This is one of the older freeway segments in the San Diego area, encompassing the former Carlsbad Freeway, and including a Business Routing for US 101 in Oceanside.

    Between this point and Oceanside, I-5 buries the old road. Between San Juan Capestrano and Oceanside, the following is a description of how to find the old road (alias, it goes from N to S, while the rest of this paragraph goes from S to N):

    South of San Juan Capistrano, you can follow US 101 pretty closely on Camino Capistrano then continuing south on the Old Coast Hwy which then turns into El Camino Real through San Clemente. You will have to get back on the freeway at Christantos. Then you can take Baslone Road and turn right, you will be on the Old Pacific Hwy and if you can do it, when your making the sharp left turn after the Fwy take a look right and you can see the old Expressway thats now buried by I-5. Continue south on the old expressway, over the railroad overpass and past San Onofree Nuclear Power Station until you get to the entrance to the San Onofree State Beach. Pay the ranger and continue on. Now eventually you will have to get on a bycycle to continue further south, when the Expressway gets to area below the Vista Point this is point where I-5 buries the old road all the way to Oceanside.

    Orange County

    From San Juan Capestrano, US 101 ran N through El Toro and Irvine to Santa Ana. It ran along 1st Street, Main Street (Santa Ana), Santa Ana Blvd, Los Angeles Blvd (post 1970s: Anaheim Blvd), and Spadra (post-1967: Harbor Blvd). From Spadra, it ran along Anaheim-Puente Road to Whittier, and W to Mission. It ran N along Mission to Sunset. This portion of the routing has been bypassed by I-5. It may have taken, at one time, a different route through