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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.
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 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:
Some additional bit of history:
The Los Angeles Times in December 2009 published a
nice article on the Hollywood Freeway chickens. The flock started with
the 1969 crash of a poultry truck on the Hollywood Freeway. As the driver,
Joe Silbert, told The Times in 2000, "I was taking anywhere from 500 to
1,000 chickens back from the Valley to a slaughterhouse in L.A." During the
accident, many of the birds spilled out and escaped into the brush near the
Vineland Avenue onramp in Studio City. Silbert gave chase but estimated
that at least 200 chickens made their way to freedom. The fugitives took up
residence along US 101 and became known as the Freeway Chickens. The birds'
existence was eased by an elderly resident (Minnie Blumfield) who sprinkled
seed through the chain-link fence, left water for them and inevitably
became known as the Chicken Lady. By 1976, Blumfield was 90 and worried
about who would care for the flock after she was gone. She gave her
blessing to the Great Chicken Roundup. Animal services officers captured
the fowl and shipped them to a farm in Sylmar. Evidently a few survived,
and there are sighting to this day.
In Marh 2010, there was an
exhibition of photos by Richard C. Miller at Bergamot Station that includes a
number documenting the construction of the Hollywood Freeway. The Los
Angeles Daily News also developed a
slide show of the pictures.
Some nice pictures of the construction of this route may be found on
the
KCET website.
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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.
 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 County Route S8. This is
one of the older freeway segments in the San Diego area, encompassing the
former CarlFd
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.
With respect to the route through the Marine base, US 101 was open through
the base, all the way to San Diego. It was only four lanes divided through the
base, with a 60mph speed limit. The accident rate was high. Portions of the
original road still exist south of Camp Pendleton down to San Diego, with
historic US 101 markers. Within the base, the northern part of the old road
still exists, as a service road to San Onofre State Beach and the nuclear power
plant. Most of the rest was incorporated into, or obliterated by, I-5, or still
exists as a bike trail.
[Oscar Voss]
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 Norwalk, as
there is an El Camino Real bell at the intersection of Orr and Day and
Imperial. In terms of LRNs, the freeway routing of US 101 S was LRN 2 (defined
in 1909) from San Diego to a point S of Anaheim, LRN 174 (defined in 1933) from
Anaheim to Route 35, and LRN 166 (defined in 1933) into downtown LA. The
surface street routing ("old US 101") was LRN 2 at this point, and was likely
signed is "Business US 101". It is present-day Route 72. For a short time,
there was also a Bypass US 101 ranning from the intersection of Firestone Blvd
/ Manchester Ave. and Los Angeles St, northwest along Firestone (pre-1964 Route
10), N along Lakewood Blvd. ( Route 19), W at Anaheim Telegraph Rd (Route 26),
N to Whitter Blvd at Calzona St.
Los Angeles County
At this point, the present-day routing of US 101 N began. Note that the
portion in the downtown area (between the Route 110 (former Route 11/US 66)
interchange and the Route 60 interchange) was signed, between 1947 and 1958, as
US 99/US 101/US 60/US 70. Before the construction of the freeway in Los
Angeles, US 101 ran W along Sunset to Cahuenga, N along Cahuenga to Ventura
Blvd, and ran out of Los Angeles on Ventura Blvd. Ventura Blvd is the oldest
continuously traveled route in the Valley. Originally part of the famed El
Camino Real, the dirt path between between California's Spanish missions, it
has been known as Camino de las Virgenes and Ventura Road.
Construction of US 101 as freeway through downtown Los Angeles in 1949,
reduced Fort Moore Hill to a stump and converted the section of Broadway
between Temple and Sunset from a tunnel to a freeway overpass. This had the
side effect of removing the Fort Moore Hill tunnel. The freeway's construction
also doomed the Hill Street tunnels, although the second tunnel through Fort
Moore Hill would survive until 2004 as storage space for the Los Angeles
Unified School District's archives. Information on the tunnels in downtown LA,
including pictures, may be found here.
The Cahuenga Pass Parkway concept was developed by City Engineer, Lloyd
Aldrich. Aldrich's plan include four lanes in each direction, with separation
between opposing traffic flows with the Pacific Electric Railroad tracks in the
middle. Bridges connecting the service roads and spanning the parkway were
constructed at the Pilgrimage (now John Anson Ford) Theater, Mulholland Drive
and Barham Boulevard. At the southern end of the Pass, southbound traffic
destined to Highland Avenue would stay to the right, while traffic destined to
southbound Cahuenga Boulevard would stay in the left two lanes and travel in a
tunnel under the Pacific Electric Railroad tracks. The first unit was opened on
June 15, 1940 and extended northerly to the Barham Boulevard ramps. By January
1, 1941, the roadway was extended to terminate in a 90° curve connecting with
the older segment of Cahuenga Boulevard near Bennett Drive. Cahuenga Boulevard
Parkway, a freeway less than two miles long, was opened just one day after the
Arroyo Seco Parkway was dedicated. The next phase of extending the parkway to
the intersection of Ventura Boulevard and Vineland Avenue was disrupted by
World War II, and was completed by the State in 1949. In 1954, Cahuenga Parkway
was altered and incorporated into the Hollywood Freeway. This route was LRN 2,
started in 1909.
While the last phase of the Cahuenga Parkway was being completed, work
already was underway on building the Hollywood Freeway. The last segment of the
freeway, built in 1954, connected to the south end of the original Cahuenga
Parkway. The completion of the Hollywood Freeway necessitated the demolition of
the 1940 tunnel connection under the Pacific Electric Railroad tracks between
the Pilgrimage bridge and Odin Street (you can find a nice history of the
Pilgrimage Bridge here). In
addition, since the Pacific Electric Railroad had ceased operation in 1944, the
area that it had occupied in the median was reconstructed to accommodate
traffic from northbound Highland Avenue. In 1957, when the Hollywood Freeway
was extended northwesterly of Lankershim Boulevard, the northbound on-ramp,
northbound off-ramp and southbound on-ramp at Barham Boulevard were abandoned.
The abandoned ramps have remained preserved since that time. Despite
alterations, much of the original Cahuenga Parkway remains intact. The original
ornamental street lights on the bridges still look charming. The Pacific
Electric Railroad overhead cable hooks can still be seen on the bridges over
the area formerly occupied by the tracks. And the ornamental design in the
corners of Barham Boulevard bridge remains.
[The historical information above on the Cahuenga Pass Parkway
was derived from "Transportation Topics and Tales: Milestones in Transportation
History in Southern California" by John E. Fisher, P.E. PTOE, available at http://ladot.lacity.org/pdf/PDF100.pdf]
An August 1941 report issued by the Regional Planning Commission of Los
Angeles County entitled “A Report on the Feasibility of a Freeway
Along the Channel of the Los Angeles River” proposed a four-lane
roadway on each levee from Anaheim Street in Long Beach north to Sepulveda
Boulevard in the San Fernando Valley; excepting between Soto Street and Dayton
Street in downtown Los Angeles, where, due to a lack of right-of-way along the
river, the alignment matches the future alignment of the US 101 portion of the
Santa Ana Freeway. There is no mention in the report of a master plan of
freeways like that issued in 1947, although the maps showed connections to the
already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo
Parkways.
(Thanks to Daniel Thomas for hunting down this
information)
Ventura County
The three mile segment of the Ventura Freeway from Palm Street to Emma Wood
State Park began construction on February 28, 1961. This construction included
a one mile segment of the Ojai Freeway (Route 33), which replaced a hazardous
at-grade intersection that had originally existed. The project was completed in
May 1963.
Santa Barbara/ San Luis Obispo/San Benito Counties
The route remained signed as US 101, and legislatively as LRN 2, into San
Jose, running through Santa Barbara, San Luis Obsipo, Paso Robles, Salinas, and
Gilroy.
An interesting side note about San Luis Obispo: It was the location of the
first motel. To be more specific, in December 1925, architect Arthur S.
Heineman opened a group of cottages that permitted lodgers to drive to their
doors. It was originally named the Milestone Motel, but was later called the
"Mo-Tel Inn." It was located at 2223 Monterey Street, and accomodated 160
guests. It is next to the current Apple Farm restaurant and motel. For more
information, visit the History in San Luis
Obispo County site.
In Templeton, Main Street and possibly Old County Road is a former routing
of US 101. Near San Ardos, Cattleman Dr. is former US 101.
According to Tod Fitch, it appears as if San Juan Road and San Juan Grade
road may be early routing of US 101 through San Juan Bautista (since bypassed).
This is based on topological maps at http://sunsite.berkeley.edu/histopo/.
Following the link to the Monterey Bay region, he was able to get two 15 minute
topographic quadrangle maps for San Juan Bautista. The first, from 1917
reissued in 1932, shows the San Juan Grade road as "state highway" and does NOT
show a road near the current alignment of US 101. The second, from 1939
reissued in 1958, shows US 101 near or on the current US 101 alignment. It may
very well be that San Juan Grade Road and San Juan Road were an early alignment
of US 101 from Salinas through San Juan Bautista; there is some logic in this
based on the US highway system approach of running through the small towns in
the area.
Santa Clara County
 The route between Gilroy and San Jose approximates the original
routing. The original routing still exists and is designated as Business Route 101, and is
"Monterey" Highway.
In San Jose, the routing followed the present El Camino route that is
present-day Route 82. This was signed as US 101 and was LRN 2. The present-day
freeway routing was signed as Bypass US 101, and was LRN 68, defined in 1923.
Construction began on LRN 68 in 1924, it was completed in 1929. The portion
from 10th St. N was LRN 2.
The segments of Grant Street in Santa Clara and Santa Clara Street/Market
Street in San Jose appear to have been bypassed after 1968, as noted in this
map. In Santa Clara, while what was named as late as 1968 as "Clay Street"
east of Lincoln Street (now part of "El Camino Real" and was part of the
pre-1964 US 101) remains on the route, the original alignment along what was
then "Grant Street" (now part of a northwest extension of The Alameda from
Camino Drive) was bypassed to make way for an expansion of Santa Clara
University. Part of the original Grant Street/US 101/Route 82 between Franklin
Street and Market Street has been supplanted by a pedestrian pathway through
university property. Also, apparently in 1968, the US 101-era routing of Santa
Clara Street directly to Market Street (instead of the modern Montgomery/Autumn
and San Carlos path) in downtown San Jose was in use for Route 82 at the
time.
There was evidently a study regarding
double-decking US 101 up the pennisula, including all the way down to
San Jose.
San Mateo/San Franciso Area
Here are some specifics on the routings:
Up to 1932, US 101 from San Jose to San Francisco was US 101W,
following El Camino Real, Mission St., Valencia St, Market St. (where it
met US 101E coming from Oakland, via a Ferry), Van Ness Av, Bay St., and
Hyde St., to the Sausalito Ferry. In July 1932, the US 101W/US 101 E split
occurred.
In 1933, US 101W changed at Daly City to the route of San Jose Ave.,
Alemany Blvd., Bayshore Blvd., Potrero Ave., 10th St., Fell St., Van Ness
Ave., Bay St. and Hyde St. to the Sausalito Ferry.
In 1936, US 101W became US 101.
In 1938, the Bayshore Blvd from San Francisco to San Jose became US
101, and Alemany Bl - San Jose Ave - El Camino Real becamse US 101A. From
Bayshore Blvd & Alemany, US 101 continued on Bayshore Blvd., Potrero
Ave., 10th St., Fell St., Van Ness Ave., Lombard St., and Richardson Blvd.
to the Golden Gate Bridge. There evidently was a lot of infighting as to
whether the El Camino or Bayshore would be US 101; some of this is
illustrated by the Trees for El Camino
Project
In 1940, Alemany Blvd., San Jose Ave., and El Camino Real became US
101, while Bayshore Blvd. became Bypass US 101. The old US 101 and Bypass
101 rejoined in southern San Francisco. The route was LRN 68 for a short
time.
In 1962, the freeway was completed in 1962 (construction started in
1945).
In 1964, I-280 was routed on the 19th Avenue corridor (the north
extension of the Junipero Serra Freeway, including the current freeway stub
south of Font Boulevard); Route 1 was routed on the Southern Freeway
between the current Route 1/I-280 split and Route 82 was routed on the
Southern Freeway on the old US 101 portion (which includes Alemany
Boulevard) as well as San Jose Avenue, Mission Street (in Daly City and
Colma) and El Camino Real (from Colma south) and also on the Southern
Freeway between Army Street (the planned junction with Route 87) and the
Alemany Maze (Southern/Bayshore junction). US 101 was moved from the El
Camino/Southern routing to the Bayshore/Lick (former Bypass US 101) routing
from San Jose (the current Route 82/US 101 split) to the Alemany Maze.
In 1968, Route 82 was cut back from the Southern Freeway to end at the
San Jose Avenue junction. Route 87 was cut back from I-80/Route 480
junction in downtown SF to the Army Street/Southern Freeway junction (and
would be further cut back to Route 237 in 1970). The I-280 designation was
removed from the 19th Avenue corridor and Route 1 was legislatively
restored to the entire route (and taken off the short connector of the
Southern Freeway between Daly City and San Jose Avenue). It is uncertain if
the short Route 1 freeway stub between Font and the I-280/Route 1 junction
was ever signed as part of the interstate. Interstate 280 was then rerouted
to the entire Southern Freeway between Daly City and the I-80/Route 480
junction. No changes were made to US 101; the move to the Bayshore/Lick
routing had already taken place.
In 1991, the portion of US 101 that would've been part of Route 480
(between Van Ness/Lombard and the Route 1/US 101 interchange in the
Presidio) was legislatively given to US 101, although it has never been
signed as anything else since the first portions of freeway were built in
the 1940s. Thus, had Route 480 been constructed from the terminus at
Broadway northwest to near the current left turn of US 101 (Van Ness to
Lombard), there would have been a co-signage of Route 480 and US 101 on
Doyle Drive. The rationale for the Route 480 numbering would have been its
terminus at I-280 in the Presidio (when I-280 ran up the Route 1 corridor),
very similar to the 280/680 numbering change in San Jose)
A good history of the route in the San Francisco Bay Area may be found in
the article "History Traces
the Bayshore from Highway to Freeway", from the San Mateo Community
Journal.
The Hyde Park Ferry across San Francisco Bay has a large "Historic US 101"
sign on it. At one point, ferries were considered part of the state highway
system.
In San Francisco, US 101 was routed on the Central Freeway, which starts at
I-80 and ended on the northbound (lower deck) side at Franklin and Golden Gate.
It then went via Golden Gate to its current routing on Van Ness. The southbound
upper deck started at Turk and Gough, using Turk from Van Ness. After the Loma
Priata earthquake, it was only open to Fell and Oak at Laguna, and US 101
exited at Mission/Van Ness. In 1996, this was closed down to take out the
double deck portion.
The Central Freeway had four sets of "ghost ramp" stubs off it:
Stubs that could have been used to extend the freeway beyond its
original north end at Turk/Golden Gate.
A potential additional northbound off-ramp and southbound on-ramp (or
another path for extending the freeway) to the west near Fulton St.
A potential southbound off-ramp and northbound on-ramp at Fell/Oak, if
extension (1) had occurred. (Conversely, if the freeway had been extended
along Fell/Oak, these would have provided a connection >between the
extension and the Turk/Golden Gate spur.
On the surviving, single-deck section, what would have been a
southbound off-ramp and northbound on-ramp at Van Ness/Mission.
On US 101 near Moffet Blvd there are some bus cutouts. According to a
posting on misc.transport.road, these were there to allow people to pick up
soldiers, but their use is now discouraged, and they will be removed when the
interchange is reconstructed.
At the Rengstorff exit and around Mountain View, one can still see the old
white-on-green BYP US 101 signs (with BYP greened out).
The former terminus of the Bayshore Freeway (Blossom Hill Road (nee Ford
Road) junction with Route 82 (Monterey Road)) still shows some vestige of the
former Y interchange that fed the Bayshore into the older routing. Here one can
see where the freeway makes a sudden turn to the left at this point, even
though the Blossom Hill interchange is now a mere diamond. This old interchange
was removed in 1982, for the Caltrans bridge log shows the bridges for the
current CA 82/US 101 separation having been built then. (Thanks
to Chris Sampang for this information)
According to the San Mateo Daily
Journal, the predecessor to the Bayshore Freeway in the San Mateo area was
the old Bayshore Highway. Parts of this highway (El Camino Real, once called
the County Road) had already been built by the 1920s. In 1926, this was
incorporated into the new US Highway system as part of US 101. As the Bayshore
Freeway began to be designated as US 101, El Camino Realtime became known as
the US 101 BYP. In 1931, the highway was completed to Redwood City. The
southern section to San Jose was finished in 1937. The route of the old
Bayshore began at 10th and Market in San Francisco. It extended past the
intersection at today's Cesar Chavez and Potrero. It continued along what is
now Bayshore Boulevard, which parallels today's freeway until it intersects
with Third Street. From Third Street, the Bayshore Highway proceeded through
“Boneyard Hill”, continuing around San Bruno Mountain south of
Brisbane, extending through South San Francisco along what is now Airport
Boulevard. Airport Boulevard crosses under the freeway at the north end of San
Francisco International Airport. Cutting through the rich dairy land which once
comprised much of Millbrae, the Bayshore Highway rolled through what is now a
runway at SFO, then past today's hotel row in Burlingame, stopping at Broadway
in Burlingame. At that point, the highway followed essentially the same route
as today's Bayshore Freeway, until it reached Redwood City. There, today's
Veteran's Boulevard served as the highway course, extending south to Marsh Road
in Menlo Park. Beyond Palo Alto, the old highway followed much the same
configuration as the present US 101. The first overpass over the Bayshore
emerged at Peninsula Avenue, with the interchanges at Ralston Avenue, Holly
Street and Whipple Avenue constructed later. By 1940, traffic congestion on El
Camino Real led to construction of a a 27-mile freeway from San Francisco to
Palo Alto. By 1948, most of initial construction of the Bayshore Freeway from
San Francisco to Broadway-Burlingame had been completed. The second phase of
construction extended the freeway into San Mateo. By July 11, 1957, the
Candlestick causeway had been built over the water linking San Francisco with
San Mateo County. This section of the freeway was constructed through the
marshland from Candlestick Point and Oyster Point in South San Francisco,
including excavating a mountain and filling the marsh east of Brisbane with
landfill. In 1964, with the great renumbering, the Bayshore Freeway gained the
sole designation of US 101, while El Camino Real became Route 82.
In Brisbane (up to the Bayshore district of Daly City), the Bayshore Freeway
takes a direct north-south path between the Cow Palace exit and the SF county
line; Bayshore Boulevard swings to the left here because until the early 1960s,
that was the actual SF Bay shoreline in what is called the Brisbane Lagoon.
When the Bayshore Freeway was constructed here, part of the SF Bay was filled
in for the freeway lanes (and is now occupied by the freeway and by the Sierra
Point Parkway); the Brisbane Lagoon now is seperated from the rest of the Bay.
(Thanks to Chris Sampang for this information)
According to the Millbrae Spur
Project: In the 1920s, San Francisco and San Mateo Counties proposed a
faster through route between San Jose and San Francisco. The Junipero Serra
Highway went through the congested downtown area of southern San Francisco,
west to Daly City, and ended in Colma. In the late 1930s, the route (now US
101) was extended to Sneath Lane in San Bruno. It then connected to El Camino
Real via Sneath Lane. In the mid-1950s a section was added extending the route
to Crystal Springs Road, at which point one traveled east to El Camino or west
to Skyline Boulevard. The CHC intended to complete this road through Millbrae
to Millbrae Avenue, and create a connector to the Bayshore. However Millbrae
housing development conflicted with the proposed highway construction. In early
1955 the proposed route of the Junipero Serra Highway was reoriented in San
Bruno to go to Skyline Boulevard and south to Ralston Avenue in Belmont. This
was considerably west of the original route; it no longer divided the Peninsula
cities. In the 1960s the route was again modified, and the proposed highway was
absorbed into I-280.
Evidently, the route south from San Bruno was chosen for the first
commemorative contract with groundbreaking on August 7, 1912. Why was it
chosen? All the clout was in the San Francisco Bay area at the time - San
Francisco, San Mateo, Santa Clara & Alameda Counties. There was a strong
desire for a San Francisco to Los Angeles route, and they wanted it in place
before the Panama Pacific International Exhibition planned for 1915. The
Highway Commission announced they would not build in incorporated cities. El
Camino was "shovel ready" and San Bruno was not yet incorporated.
There are also quite a few old alignments of Bypass 101 still existing:
(Again, thank you Chris)
Bayshore Boulevard, Airport Boulevard, and South Airport Boulevard
from Alemany Boulevard in San Francisco (near the Alemany Maze interchange
of I-280/US 101, formerly Route 82/US 101 and before that, US 101/Bypass US
101) to San Bruno Avenue in San Bruno near the San Francisco International
Airport, passing through the Bayshore district of Daly City, Brisbane, and
South San Francisco. (Bayshore Boulevard between Army Street and Alemany
Boulevard was mainline US 101, though it may have been US 101A when that
existed on the Peninsula.)
McDonnell Road between San Bruno Avenue and Millbrae Avenue passing
through the San Francisco International Airport, which was probably
constructed after the airport was built.
Old Bayshore Highway between Millbrae Avenue near the San Francisco
International Airport and Broadway/Airport Boulevard in Burlingame.
North Bayshore Boulevard between Coyote Point Drive in San Mateo and
East Third Avenue in San Mateo.
South Bayshore Boulevard between Beacon Avenue in San Mateo and
Newbridge Avenue in San Mateo.
Veterans Boulevard in Redwood City (from Holly Avenue exit to Route
84).
East Bayshore Road in Redwood City from Whipple Avenue to Bair Island
Road.
East Bayshore Road in Redwood City from Seaport Boulevard to Secluded
Avenue.
East Bayshore Road and Bayshore Parkway from Saratoga Avenue in East
Palo Alto to Salado Drive in Mountain View passing through Palo Alto.
West Bayshore Road in East Palo Alto from Donohoe Street to Manhattan
Avenue.
West Bayshore Road from Capitol Avenue in East Palo Alto to
Embarcadero Road in Palo Alto.
West Bayshore Road from Oregon Expressway in Palo Alto to Fabian Way
in Mountain View.
Old Bayshore Highway in San Jose from Airport Parkway to North 4th
Street.
Old Bayshore Highway in San Jose from Zanker Road to Commercial
Street.
There is also, according to Chris, the possibility that Mission Road between
Colma (originally known as Lawndale) and South San Francisco was once part of
US 101. Chris did an analysis of a 1933 and a 1942 map posted by
Mark Furqueron. In the 1933 map, US 101W takes a route that includes an
intersection with Grand Avenue; the current El Camino Real alignment does not
touch Grand Avenue. This is made clear in the 1942 map, suggesting that the
current alignment of current Route 82 in South San Francisco was constructed
between 1933 and 1942. As the Mission Road alignment first shown as bypassed a
1936 Gousha map, it's possible that this new routing around Colma Creek was
constructed between 1933 and 1936, but not before 1933 at least. In the 1942
map, Mission Road intersects El Camino Real in "Baden Station", near the
present junction of Westborough Boulevard/Chestnut Avenue with Route 82. This
would mean that Chestnut Avenue's bridge over Colma Creek may have once been
part of the US 101 routing, or a different bridge may have existed (Mission
Road now ends in a T intersection with Chestnut). According to the CalTrans
bridge log, the original Colma Creek bridge at the Mission/El Camino junction
in Colma was built in 1913, and revamped in 1927 (thus suggesting that Mission
Road may have only been a temporary routing before the Colma Creek bypass was
finished).
At one point, there was more freeway planned for US 101: it would have been
the Mission Freeway: A freeway that looks like it ran down Mission Street from
US 101 in Daly City to the present-day US 101 near Oak and Fell. This was more
proposed freeway than anything actual; it certainly was not part of the state
highway system by 1963. It appears that a portion of it (as San Jose Avenue)
existed for about a mile or two north of I-280, with a couple of interchanges.
It is more likely that this stretch is the remains of San Jose Avenue, which
was built as a divided road beside the original (1860's-1870's) Southern
Pacific main line (an article on this stretch may be found here).
Later, the Ocean Shore RR and streetcar lines joined in, and starting in the
early 1900's SP gradually abandoned the line after building the one Caltrain
uses now. The RR(s) originally built the cut; the City later widened it and
built roadways. Pictures from the 1950's and early 1960's show the overpasses
built with a narrow space between pillars in the center (where the
railroad/streetcar tracks were) paved over as a passing lane, with wider spaces
on either side for the main road. In the 1960's or 1970's, the bridges were
replaced for seismic and road reconstruction purposes with the full-width spans
seen today. The only actual interchange is at Glen Park (Diamond St. - Monterey
Blvd.) where it was built as part of the Southern Freeway project (I-280). Note
that portions of this are currently maintained by the City of San Francisco,
although the portion south of Rousseau is Caltrans.
In 1942, southbound Bypass US 101 did not continue down Bayshore Highway
past Fourth Street (near the current I-880/US 101 junction) but went down
Fourth, Reed, and Second to rejoin US 101 (First Street, now Route 82) near the
current I-280/Route 82 junction. The Bayshore Highway continued only southeast
from Fourth Street to McKee Road, where it became 30th Street (but reconnected
to Monterey Highway). 30th Street has since been relegated to a non-continuous
frontage road next to the Bayshore Freeway.
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Between the mid-1930s and 1964, there was also an Alternate US 101. This ran
along the 1934 state signed Route 3 between San Juan Capestrano and El Rio
(near Ventura), and is present-day Route 1. This was LRN 60, defined in 1919.
In Southern California, this ran along Pacific Coast Highway, Palisades Beach
Road (PCH in Santa Monica), Olympic Blvd (Route 26), Lincoln Blvd, Sepulveda
Blvd, and PCH.
A second Alternate US 101 (US 101E) existed in the San Franciso Bay area.
This alternate diverged from US 101 in downtown San Jose, at approximately
Alameda and Santa Clara. It ran along Santa Clara, and then along 13th St N to
what is now Old Oakland Road. Later it followed the route of what was then
Route 17 (original Route 13; LRN 69 (defined in 1933); present-day I-880) into
Oakland. Briefly, the US 101 routing was signed as US 101W, and the Alternate
US 101 routing was signed as US 101E. The US101E routing may have been the
original 1926 US 101 routing. It appears the 101W and 101E designations
disappeared with the opening of the Golden Gate Bridge.
There is a report that a 1934 Gousha map shows US 101E following US 50 from
Oakland to Hayward, then along the route that is now Route 238 southward, not
along the Route 17 alignment.
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Los Angeles County
There's a plan afoot to build a park atop the Hollywood Freeway in
Hollywood. This would roughly be over the freeway between Western and Franklin.
Details are on Curbed-LA. The plan is called Hollywood Freeway
Central Park. The project hopes to start the environmental impact review
process in the first quarter of 2012, with the Bureau of Engineering as the
lead agency (previously, Caltrans was the lead agency). The project also says
that a working group with members from Bureau of Engineering, the Community
Redevelopment Agency of Los Angeles, Councilmember Eric Garcetti's office, and
the Friends of the Hollywood Central Park has been meeting since May 2011 to
prepare for the EIR.
![[101 Slot Park]](images/101-slot-park.jpg) Caltrans is also
talking another park proposal. This would be a massive park and development
project atop what is known as the Slot, the below-grade section of US 101 that
runs between the Civic Center and Chinatown. According
to Caltrans, the idea would be to cap about a half-mile of US 101 just east
of Route 110. Curently, there are no firm plans for the cap, nor a cost
estimate. The project was developed in 2008 by 24 interns with international
design firm EDAW. They worked here for two weeks and produced a design for Park
101, a revolutionary urban design solution to create a leafy oasis in the
downtown urban core. The next step for the Park 101 Steering Committee is to
obtain sponsorship and funding.
In 2006, NBC/Universal proposed a series of new plans for developments and
improvements at the Universal Studios property. These plans include an
extensive package of transportation proposals they say are designed to enhance
mobility throughout Universal City and the community. The improvements under
consideration include: a shuttle system from Universal Village and throughout
Universal City to the MTA station; construction of a North/South "Great Street"
through Universal Village connecting Forest Lawn Drive to Coral Drive; freeway
and access improvements including possible construction of a southbound
entrance to US 101 from Universal City. Also under consideration are a
single-purpose urban interchange (SPUI) near Campo de Cahuenga connecting to US
101, and other system improvements to the US 101 corridor and the Route 134
interchange. Barham corridor improvements including the modification of the
intersection at Forest Lawn Drive and Barham Boulevard and the possible
widening of the Barham Bridge at the L.A. River; the enhancement of the
pedestrian crossing at Lankershim Boulevard and Campo de Cahuenga, and various
traffic signal system upgrades and intersection enhancements.
 In
October 2011, the Tony Curtis mural on US 101 was removed. This was done by the
artist after 16-years of re-touching the mural after numerous vandal attacks,
and after a recent repainting of the mural. It was painted by George Sportelli
of Whittier, who indicated in October 2011, “I decided about a year or
two ago that I needed to relocate this mural because I didn't intend to spend
the rest of my life cleaning graffiti off of it.” Originally painted in
1995 by Sportelli as part of Caltrans Transportation Art Program, the mural has
stood as an easy reminder to motorists that they are passing through Hollywood
or the city's creative nature. The current mural will be installed on a
building at the Shiloh Horse Rescue near Las Vegas which is owned by Curtis'
widow, Jill Curtis.
(Caltrans
Blog)
In September 2000, the California Transportation Commission considered a
proposal (TCRP Project 51) to add an auxiliary lane and widen the ramp through
the I-405/US 101 freeway interchange in Sherman Oaks. For phases 1 and 2, the
request was for $4 million, with a total estimated cost of $34 million.
There is also work afoot to address another problem at that interchange --
specifically, the connector between southbound I-405 and the northbound US 101.
This might involve construction of an elevated two-lane connector. There are
five options currently under consideration, some of which could affect nearby
homes or take out part of the Sepulveda Basin wildlife refuge. The connection
between two freeways is now just one lane and often backs up on I-405. The
project would build a two-lane connector across the Sepulveda Dam spillway, and
could possibly include changes to southbound I-405 and the southbound US-101
interchange, and the Burbank Boulevard on-and-off-ramps.
TCRP Project #48 is a study to improve the US 101 corridor between Route 170
and Route 23. Many of these ideas will never happen. There is also a proposal
for short term measures, such as adjusting city streets.
Note that in the San Fernando Valley, portions of the route are labelled as
east/west instead of (or sometimes, in addition to) being north/south.
Presumably, this is to simplify directions for local travellers, who don't see
the route as running North/South.
Ventura County
![[Reyes Adobe]](maps/101-reyes.jpg) In August 2008, it was
announced that work would begin in October on the demolition of the narrow
Reyes Adobe Road bridge over Route 101, and its replacement with a new
overpass. The final $8.4 million package of federal, state and regional
transportation funds is being secured, and officials expect the Agoura Hills
City Council will approve going out to bid on the project in September 2008.
The project will replace a bridge built in 1965 that has three lanes squeezed
into space for two, no room for bikes, and a sidewalk on only one side of the
road. However, right of way restrictions will prevent them from moving frontage
roads a block away from the freeway ramp intersections in a major circulation
reconfiguration (as was done at Kanan Road). As a result, the signal for
Canwood Street on the north side of the freeway will have to remain within a
dozen yards of the northbound half of the diamond interchange. The project will
cost $11.3 million, with most of that coming from impact fees paid by
developers to the city. About $3.9 million is coming from the federal treasury
under two special congressional appropriations, $2.1 million from a grant from
the Los Angeles County Metropolitan Transportation Authority, and the rest from
the city of Agoura Hills. (source)
 In February 2012, it was reported
that Caltrans and the City of Agoura Hills propose to construct improvements at
the US 101/Palo Comado Canyon Road interchange (PM 33.0/34.4), in Los Angeles
County within in the City of Agoura Hills (this is the "Chesboro Road"
offramp). The project would include widening the Palo Comado Canyon Road and
Palo Comado Canyon Road Overcrossing over US 101 and modification of the
interchange ramps in order to improve traffic circulation, safety, and
bicycle/pedestrian access. The need for this project was first identified by
Agoura Hills in their 1992 General Plan. The Plan’s Circulation Element
discusses the need for widening of the US 101/Palo Comado Canyon Road
overcrossing due to congested freeway access and poor circulation. Discussion
of the need for this project was carried forth to the City’s 2010 General
Plan. The Southern California Association of Governments (SCAG) included the
project in Addendum #3 to their 2008 Regional Transportation Plan (RTP) and
Draft Amendment #08-34 to the 2008 Regional Transportation Improvement Program
(RTIP). The current (2012) overcrossing structure was built in 1963. It
provides two 12-foot lanes and 4-foot shoulders in each direction. A 5-foot
sidewalk is provided on the west side of the overcrossing. The minimum vertical
clearance is 15.1 feet, which is located in the northeast corner of the
structure over the northbound US 101 number four lane. The interchange is
configured with tight diamond ramps on the northbound side and hook ramps on
the southbound side. The southbound hook ramps connect with Dorothy Drive and
Chesebro Road at a four-point intersection south of US 101. A short section of
Chesebro Road directly opposite the hook ramps provides access from the ramps
to Palo Comado Canyon Road. The southbound off-ramp is a one-lane exit that
widens to two lanes at its termini. The southbound on-ramp is a one-lane ramp
throughout. The northbound ramps connect directly to Palo Comado Road. The
northbound on-ramp has two lanes starting from the Palo Comado Road
intersection and tapers to a one-lane on-ramp before joining the freeway. The
northbound off-ramp begins as one lane and widens to two lanes at its termini.
The interchange does not currently have any signalized intersections. The
proposed new interchange (as of January 2012) would include widening Palo
Comado Canyon Road from two to four lanes between Driver Avenue and Chesebro
Road. Just north of the overcrossing, Driver Avenue becomes Palo Comado Canyon
Road; just south of the overcrossing, Palo Comado Canyon Road becomes Chesebro
Road. The Palo Comado Canyon Road Overcrossing would be widened from one lane
in each direction to provide two lanes in each direction, along with a
dedicated left-hand turn lane, for a total of five striped lanes. A Class II
bike lane and sidewalks would be provided on both sides of the overcrossing.
The construction would maintain the existing layout of the interchange ramps;
however, the northbound on- and off-ramps would be slightly re-configured, with
an additional lane being provided on the northbound off-ramp at the Palo Comado
Canyon Road intersection. The intersection of the northbound ramps and Palo
Comado Road would be signalized; the remaining intersections would remain
un-signalized. Details are found in the
draft initial study. At an initial community meeting on the project,
local residents expressed concern about whether there was sufficient traffic to
justify the changes.
In December 2012, it was reported that a feasibility study and environmental
impact report have been done and public meetings held on proposed plans to
widen Palo Comado between Driver Avenue and Chesebro Road. In response to
these, the Agoura Hills City Council decided in November 2012 not to move
forward with putting the engineering design phase of the project out to bid
after 12 residents from the Old Agoura neighborhood spoke at the council's Nov.
14 meeting. They plan to revisit the issue in January 2013.
In May 2009, using money from the ARRA (Stimulus Package), Ventura County
commissioners agreed to give $6.5 million to Thousand Oaks to begin the design
process for the widening of the interchange of US 101 and Route 23. The
Thousand Oaks City Council recently decided to loan the project money from the
city's General Fund so the process could begin this year and to reimburse the
General Fund when (if?) the state funding comes through in 2010-11. In late
July 2009, the city reached a cooperative agreement with the California
Department of Transportation to take over the design. The proposed improvements
will add one lane on US 101 in each direction between the Los Angeles/Ventura
County line and Moorpark Road by widening the freeway, restriping,
reconstructing the median, and realigning a portion of the center line.
Soundwalls will be constructed between Hampshire Road and Conejo School Road on
the northbound side and between Manzanita Lane and Hampshire Road on the
southbound side. The city hopes that the design process will be completed by
May 2012 at the latest and that Caltrans will be able to take back the project
at that point to begin the construction process. However, the construction
phase is still unfunded at this point and additional federal funds will be
required to complete the work by 2016 as laid out in the preliminary
schedule.
In late September 2011, it was reported that the Thousand Oaks City Council
on Tuesday considered loaning $20 million out of city reserves to cover the
pending CTC portion of the funding. The city's loan would be contingent on the
state transportation commission agreeing to pay it back using the money the
panel planned to award the project in 2016. If an agreement between the city
and state is reached, the $20 million would be used as required matching funds
for a federal transportation stimulus grant. Thousand Oaks and VCTC plan to
jointly apply for a $20 million grant in October. The grant requires a minimum
20 percent local match. Construction could get under way in late 2012 or early
2013. It would add a new lane on US 101 in each direction and two lanes on the
ramps that narrow to one lane would be extended. Design work on the interchange
is expected to be completed early next year. The work, which includes rights of
way for utility relocation, cost $6 million and was funded with federal
stimulus money.
In January 2012, it was reported that the City of Thousand Oaks lost out on
$19.5 million in funding it was seeking through the U.S. Department of
Transportation's TIGER III grant program. This is anticipated to delay the
start of construction for several years, unless funding is obtained in the 2012
transportation bills. In March 2012, officials from the Ventura County
Transportation Commission and the City of Thousand Oaks traveled to Washington,
D.C., ahead of the March 19 deadline to reapply for a $20-million
Transportation Investment Generating Economic Recovery (TIGER) grant. If the
city’s request is approved, construction would start in early 2013 and
finish in about two years.
In October 2012, it was reported that the Thousand Oaks City Council voted
unanimously Oct. 9, 2012 to advance up to $17.7 million from its capital fund
reserves to jump-start the estimated $42-million US 101/Route 23 interchange
project, pending the granting of anticipated state and federal funds. Even with
the council’s approval of the loan, work can’t begin until the
state agrees to the arrangement. City and county officials have been trying
unsuccessfully for years to obtain state and federal funds to pay for the
interchange expansion, which would add a travel lane in each direction for
drivers connecting to US 101 from Route 23 or vice versa. Thousand Oaks and
VCTC tried twice before to obtain a $20-million federal Transportation
Investment Generating Economic Recovery (TIGER) grant. Both applications were
denied. Also in October, the California Transportation Commission unanimously
approved the use of $11.9 million to partially fund the $42 million project.
The $11.9 million is money left over from the widening of the US 101/Rice
Avenue interchange project in Oxnard. It comes from funds that must be used to
aid the movement of freight. The project will add one lane in each direction of
Highway 101 between the Ventura County/Los Angeles County line and Moorpark
Road. Sound walls will also be built.
In January 2013, the CTC approved an AB 3090 cash reimbursement in order to
use local funds to replace $20,000,000 in fiscal year (FY) 2015-16 Regional
Improvement Program (RIP) funds for construction of the Los Angeles County Line
to Route 23 – US 101 Improvements - Phase 1 project (PPNO 2291). The City
and VCTC propose reimbursement of $15,764,000 in FY 2015-16, with the remaining
$4,236,000 returning to Ventura County’s share balance. This project will
improve Route 101 from the Los Angeles County line to Moorpark Road, including
improvements to the interchange of Route 101 and Route 23.
In January 2012, construction will begin on improvements to the Wendy Drive
interchange. This is based on the fact that in August 2011, the city of
Thousand Oaks secured $10.7 million in federal money for the $13.5 million,
18-month project to widen northbound and southbound ramps. The rest of the
funding consists of $605,000 in gas tax money and $2.9 million in developer
fees, although it will be several years before the city receives the developer
money. Plans to alleviate congestion at the interchange include adding a travel
lane in each direction on the bridge,adding a lane on the westbound on-ramp and
the eastbound off-ramp, as well as updating signals, planting landscaping,
adding decorative railing and light fixtures on the bridge, and installing a
northbound bike lane on Wendy. The bike lane will run between two vehicle lanes
to keep cyclists from riding past cars coming on or off the freeway that are
not required to stop. This design is the first of its kind and has garnered the
support of cyclists and Caltrans. Along with temporary ramp closures, the
entire freeway in both directions will be shut down for several nights to
install steel girders across the highway. The first full closure will come nine
months into construction, with a second full closure at the one-year mark.
Traffic will be detoured onto local streets. One lane on the bridge also will
be closed during construction to allow for the span's widening. In early
December 2011, the Thousand Oaks City Council awarded a $1.2 million
construction management contract to AECOM Technical Services, Inc. of Los
Angeles and a $8.4 million construction contract to Valencia-based C.A.
Rasmussen, Inc. The construction bid came in $1.1 million less than the city's
estimate. Updates on the project may be found on a website maintained by the City of
Thousand Oaks.
In May 2005, the CTC considered relinquishment of right of way in the City
of Camarillo, on Petit Street, 0.1 mile west of Calleguas Creek, consisting of
frontage roads.
There are plans to construct a new interchange at Springville Drive in
Camarillo, CA. According to the Ventura County Star in December 2009, the
Camarillo City Council finally agreed to move forward with a new US 101
interchange project near Springville Road. The council voted unanimously to
establish a “benefit area” to raise money for the $51 million
Springville Interchange project. About $23 million is needed for a new bridge,
on- and off-ramps and road extensions, said City Manager Jerry Bankston. The
rest is for additional improvements in the Springville and north Camarillo
Airport areas. Property owners in the benefit area will pay one-time road and
bridge improvement fees to the city, which will sell bonds to finance the
interchange up-front. The council also approved the formation of a Community
Facilities District within the benefit area. The district would include 47
acres owned by Robert D. Selleck of Selleck Properties. “Without the
district, we could not have raised the (bridge fee) money, especially under
these tough economic times,” Selleck said. Mayor Kevin Kildee said the
interchange is necessary to improve traffic flow throughout the city,
especially with the recent expansion of Camarillo Premium Outlets and future
growth at CSU Channel Islands. The project will include an interchange with a
six-lane bridge over the freeway, new on- and off-ramps and a connection to an
extended Verdulera Street. Ponderosa Drive will be widened to four lanes from
Las Posas Road to the new interchange. Ventura Boulevard will also be extended
east and west of Springville. The California Department of Transportation has
approved permits for the project, and the city plans to start construction at
the beginning of 2010.
In February 2009, the CTC approved for future consideration of funding a
project in Ventura County to reconstruct the interchange at Route 101 and Rice
Avenue and improve traffic operations, enhance safety and increase capacity.
The project is programmed in the Trade Corridor Improvement Fund (TCIF) and
includes local funds and federal demonstration funds. The total estimated
project cost is $86,899,000. It is estimated to begin construction in Fiscal
Year 2008-09. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project TCIF
baseline agreement. In May 2009, the Ventura County Transportation Commission
approved the allocation of $5 million for improvements to the Rice Road-US 101
interchange in Oxnard, using regional ARRA funds. The project is expected to be
completed in middle 2012. In February 2012, the CTC adjusted the project
funding to reflect construction savings.
![[TCRP 47]](maps/101-tcrp-47.jpg) In Ventura, the current 5-lane
bridge (3 lanes EB, 2 lanes WB) over the Santa Clara River will be replaced
with a new 12 lane bridge. The current Route 1 flyover that currently brings
that traffic into the left-lane lane of US 101 will become a right-lane
entrance that is standard. This is TCRP Project #47. In October 2006, the city
of Ventura requested additional funding for environmental documentation. The
goal of the Route 101, California Street Off-Ramp project is to improve the
traffic flow, sight distance, and increase ramp storage to mitigate an existing
problem of traffic backing up to the freeway. The project also creates a
connection between California Street and the downtown business district. The
project is projected to be completed in FY 2009/2010, although according to the
Los Angeles Times, the widening should be completed in mid August 2007. Work
began in 2002 and was to be completed in four years. Problems and design
revisions delayed the project and pushed construction costs from $72 million to
$85 million. The project was constructed by Sacramento-based MCM Construction
Inc., a leading bridge builder in California who has erected spans over Malibu
Lagoon on Pacific Coast Highway, built the Riverside Freeway (Route 91) and I-5
interchange near Knott's Berry Farm and installed bridges across I-210 between
Fontana and San Dimas. The project was subject to numerous restrictions.
Between Dec. 15 and June 1, crews couldn't use heavy equipment in the
streambed. Wildlife authorities imposed the restriction to protect a rare
songbird that, despite the nearby traffic and development, nests in the willows
and alders along the river. The presence of the imperiled southern steelhead
trout, which migrates up the river in winter months, hampered progress on the
bridge. In 2004, the heaviest rainfall in Southern California in over 100 years
swept away the project's scaffolding and support equipment. Average daily
traffic flows are forecast to reach 214,000 trips daily while peak traffic
flows are expected to reach 18,000 vehicles per hour by 2025, according to
Caltrans and the county Transportation Commission. In September 2011, the CTC
received a request to update the project schedule and funding plan and to
re-allocate $120,000 in previously allocated TCRP funds. This project
originally included $606,000 in TCRP funds for the Environmental (PA&ED)
phase. In October 2006, the Commission approved an additional allocation of
$120,000 for environmental work. The project was subsequently suspended after
several technical issues with drainage and storm water runoff were revealed.
Now that a solution to the issues has been identified, the City would like to
proceed with completion of the environmental work. The previously allocated
$120,000 in TCRP funds is currently unexpended and set to expire in October
2011. The City requests that these funds be reallocated so the project can move
forward. The City also requests that the funding plan be updated to reflect the
addition of $2,750,000 in Congestion Mitigation and Air Quality (CMAQ) funds
for the project.
![[Mussel Shoals]](maps/101-mussel.jpg) In 2007, the CTC
recommended funding (from the Corridor Mobility Improvement Account [CMIA]) to
construct HOV lanes from Mussel Shoals to Casitas Pass Rd ($151,470K requested;
$131,600K recommended). In March 2009, the CTC approved for future
consideration of funding a project spanning Ventura and Santa Barbara Counties
to construct HOV lanes in each direction and roadway improvements near the
community of Mussel Shoals in Ventura County to Casitas Pass Road in Santa
Barbara County. The project is programmed in the Corridor Mobility Improvement
Account (CMIA) and the 2008 State Transportation Improvement Program (STIP).
Total estimated cost is $151,470,000. Construction is estimated to begin in
Fiscal Year 2010-11. Specifically, six miles of car-pool lanes will be added,
and the project shuld begin in winter 2011. In November 2010, the Ventura
County Star noted that the project will also include a bike path that is
separate from the highway lanes, a new walkway under the highway between La
Conchita and the beach, and the closing of the left turn lanes in and out of La
Conchita and Mussel Shoals. Caltrans officials say they would have preferred
the bike path to be on the mountain side, but the California Coastal Commission
asked them to move it because it wants to encourage development of a network of
coastal trails that stretch from Oregon to the Mexican border. Putting the bike
lanes on the southbound side means a smaller shoulder on that side of the road
— 10 feet, down from 19 feet now — which means there won't be room for
surfers, fishermen and beachgoers to park their cars. The southbound shoulder
near La Conchita is designated now as emergency parking only, but the rule is
rarely enforced. Caltrans is also including sound walls at the request of
Mussel Shoals homeowners. The agency asked people living in all of the small
communities along US 101 whether they wanted sound walls, and Mussel Shoals was
the only community that voted for them. The walls will be from 8 to 14 feet
tall. In November 2010, it was reported that there was some opposition to the
plan—less due to the widening than the location of the bicycle path on the
ocean side of the roadway. They claim that that location would reduce access,
be vulnerable to erosion and create parking problems. However, the Coastal
Commission sided with Caltrans and kept the bike lane where it was.
Environmental and design studies are underway to add extra capacity to the
clogged corridor along a six mile stretch between the Mobil Pier and Casitas
Pass Road. The general idea is to add a carpool lane in both directions using
the existing median area. In addition to the extra lane, shoulder and median
widths may be enlarged. In addition, the non-freeway portions in La Conchita
and Mussel Shoals would be converted to full freeway standard and the left and
u-turn openings closed off. Operational improvements include the addition of
traffic cameras, pavement speed sensors and changeable message signs. Proper
sound walls and retaining walls would be built as well as metal guardrail
replaced with concrete barriers. In July 2010, the Ventura County Planning
Commission voted unanimously to grant a permit for the project and funding has
been obtained through $150 million in transportation bonds. Construction could
begin in late 2011.
In August 2011, the CTC approved schedule and funding changes to the HOV
lane project near Mussel Shoals. The project was delayed due to a number of
issues, including (a) Coastal Zone permitting requirements –
Considerable coordination with the California Coastal Commission (CCC) was
necessary in order to obtain coastal development permits for the project. This
delayed the design phase by over a year. (b) Right of Way (R/W) easement
requirements – The proposed pedestrian undercrossing at La Conchita
passes through Union Pacific Railroad (UPRR) R/W. Easements required for the
undercrossing were declined by the UPRR and the Department began the
condemnation process. A Resolution of Necessity was approved at the June 2011
Commission meeting. Negotiations for the compensation of the easement with UPRR
are on-going. These changes move the start of construction out a year to
February 2012, with construction completion scheduled for August 2016.
In August 2011, the CTC approved $131,600,000 in state-administered CMIA
funds for construction of HOV lanes on US 101 from near Mussel Shoals, in
Ventura County to just south of Casitas Pass Road in Santa Barbara County. In
March 2012, the CTC reduced the original CMIA allocation for construction on
Route 101 by $50,307,000, from $116,300,000 to $65,993,000, for the HOV Lanes,
Mussel Shoals to Casitas Pass Road project (PPNO 3918) in Ventura and Santa
Barbara Counties.
In May 2012, ground was broken for the first HOV lanes on US 101 in Southern
California, expected to be completed in late 2015. These go in both directions
from Mobil Pier Road in Ventura County to Casitas Pass Road in Santa Barbara
County. Most of the $102 million project is in Ventura County, with a small
portion in Santa Barbara County. The project also will include a southbound
bike path and a pedestrian undercrossing in La Conchita. After the project is
finished, ground will be broken in 2016 for a carpool lane along Highway 101,
from Carpinteria to Santa Barbara.
In February 2009, the CTC approved relinquishment of right of way in the
city of Camarillo along Route 101 from Route 34 (Lewis Road) to Arneill Road,
consisting of relocated or reconstructed city streets, frontage roads, and
parking facilities.
In his 2006
Strategic Growth Plan, Governor Schwartzenegger proposed widening US 101 in
Santa Barbara and Ventura County.
Santa Barbara/San Luis Obispo/San Benito Counties/Monterey
![[Carpinteria]](maps/101-carpinteria.jpg) In June 2008, the CTC received a
notice of preparation for roadway improvements on a portion of Route 101 near
Carpinteria in Santa Barbara County. The project is not fully funded. The
project is programmed in the 2008 State Transportation Improvement Program
(STIP) for project development, right of way and construction support for
$50,468,000. Total cost of the project is estimated to be $100,451,000.
Construction is estimated to begin in Fiscal Year (FY) 2013-14, depending on
the availability of funds. There are five alternatives being considered for the
project.
Alternative 1: This alternative would replace the Linden Avenue
Overcrossing with a five-lane structure, construct a northbound on-ramp and
a southbound off-ramp in a diamond configuration, replace the northbound
Franklin Creek Bridge, replace the Casitas Pass Road Overcrossing with a
five-lane structure, construct northbound hook ramps, construct southbound
diamond ramps, widen and replace the northbound and southbound Carpinteria
Creek Bridges, construct a new two-lane bridge for the Via Real extension
over Carpinteria Creek, and extend Via Real to provide connectivity between
Bailard Avenue and Linden Avenue.
Alternative 2: This alternative would replace the Linden Avenue
Overcrossing with a four-lane structure, construct a northbound hook
on-ramp, construct a southbound diamond off-ramp, replace the Casitas Pass
Road Overcrossing with a five-lane structure, construct northbound hook
ramps, construct southbound diamond ramps, widen and replace the northbound
and southbound Carpinteria Creek Bridges, construct a new two-lane bridge
for the Via Real extension over Carpinteria Creek, and extend Via Real to
provide connectivity between Bailard Avenue and Linden Avenue.
Alternative 3: This alternative would replace the Linden Avenue
Overcrossing with a four-lane structure, construct a roundabout with one
leg as a northbound on-ramp, construct a southbound diamond off-ramp,
replace the Casitas Pass Road Overcrossing with a five-lane structure,
construct northbound hook ramps, construct southbound diamond ramps, widen
and replace the northbound and southbound Carpinteria Creek Bridges,
construct a new two-lane bridge for the Via Real extension over Carpinteria
Creek, and extend Via Real to provide connectivity between Bailard Avenue
and Linden Avenue.
Alternative 4: This alternative would replace the Linden Avenue
Overcrossing with a five-lane structure, construct a northbound on-ramp and
a southbound off-ramp in a diamond configuration, replace the northbound
Franklin Creek Bridge, replace the Casitas Pass Road Overcrossing with a
five-lane structure, construct northbound hook ramps, construct southbound
diamond ramps, widen and replace the northbound and southbound Carpinteria
Creek Bridges, construct a new two-lane bridge for the Via Real extension
over Carpinteria Creek, and extend Via Real to provide connectivity between
Bailard Avenue and Linden Avenue.
Alternative 5: No-build
In February 2009, the CTC received the Draft EIR on the above project for
review. The alternatives changed slightly:
Alternative 1 - No Build.
Alternative 2 - This alternative replaces the bridges on Route
101 over Carpinteria Creek including reconstructing the Casitas Pass Road
overcrossing, reconfiguring the northbound on- and off-ramps, extending Via
Real to Linden Avenue, and reconstructing bicycle paths.
Alternative 3 - Same as Alternative 2 yet relocates the
northbound on-ramp with a direct connection to the north side of Linden
Avenue, requiring a five-lane overcrossing.
Alternative 4 - Same as Alternative 3 yet uses a roundabout at
the intersection of Via Real, Ogan Road and the northbound on-ramp.
In November 2010, the CTC approved for future consideration of funding a
project in Santa Barbara County that will make operational improvements to
Route 101 in the city of Carpinteria by reconstructing the Linden Avenue and
Casitas Pass Road interchanges, reconfiguring on and off ramps, replacing Route
101 bridges over Carpinteria Creek and reconstructing bike paths. The project
is not fully funded. The project is programmed in the 2010 State Transportation
Improvement Program for project development only. Construction is estimated to
begin in Fiscal Year 2013-14. Total estimated project cost is $101,171,000 for
capital and support. Resources that may be impacted by the project include;
land use, farmlands, biological resources, visual resources, water quality, and
noise. Potential impacts associated with the project can all be mitigated to
below significance through proposed mitigation measures.
In June 2009, the CTC recieved notice of the preparation of a draft EIR. The
project under consideration would construct a new HOV lane on Route 101 between
Bailard Avenue in the city of Carpinteria and Milpas Street in the city of
Santa Barbara. The project is not fully funded. The project is programmed in
the 2008 State Transportation Improvement Program (STIP) for Plans,
Specifications, and Estimates in the amount of $12,585,000. Santa Barbara
County voters, through the passage of Measure A in November 2008, dedicated
$140,000,000 of regional sales tax funds toward the construction of this
project. The total cost of the project is estimated to be between $380 million
and $600 million. Assuming the availability of funding, construction is
estimated to begin in Fiscal Year 2013-14. In addition to the no build
alternatives, there are three alternatives under consideration. All build
alternatives propose to add one HOV lane in each direction, resulting in a
six-lane freeway within the project limits. Alternative 1 proposes to add the
HOV lane while balancing outside and inside (median) landscaping impacts.
Alternative 2 proposes to add the HOV lanes while maximizing the amount of
median planting within the project limits. Alternative 3 proposes to add the
HOV lanes within the existing median with minor incidental outside widening.
In March 2011, the CTC received notice of an amendment that proposes to
extend the limits of this project to the south by 0.6 mile. This would change
the southern project limits from 0.4 mile south of Carpenteria Creek Bridge to
0.2 mile south of Bailard Avenue. The proposed change would incorporate
improvements to storm water treatment facilities at the Bailard Avenue
interchange.
![[101 HOV Carpinteria]](maps/101-carphov.jpg) In April 2012,
Caltrans released the draft EIR
for the project. The project involves an 11-mile stretch of freeway, and
would add HOV lanes between Sycamore Creek, north of Salinas Street, in Santa
Barbara and Bailard Avenue in Carpinteria. During peak traffic periods, the
extra lanes would be restricted to vehicles with two or more passengers. The
HOV lanes would be open to all vehicles outside of the morning and afternoon
commute times. The project also would have “substantial adverse visual
impacts” and require amendments to the local coastal plans for the cities
of Santa Barbara and Carpinteria, due to the proximity of several wetlands
locations. Three build alternatives—Alternatives 1, 2, and 3—and a
No-Build Alternative are proposed for this project. Alternative 1 proposes to
widen to the median in some locations and widen to the outside in other
locations to balance inside and outside resources. Alternative 2 proposes
widening to the outside to maximize available areas for median landscaping.
Alternative 3 proposes widening to the inside, which means building all new
paved lanes within the existing available median. All build alternatives would
be built mainly within the existing public right-of-way with only slight
variations between all three. Projected costs for each build alternative vary
and depend on which configuration is selected for the Cabrillo Boulevard
Interchange. Current proposed costs for the alternatives with the various
Cabrillo Boulevard Interchange configurations are: Alternative 1 ranges from
$285 million to $340 million; Alternative 2 ranges from $305 million to $355
million; and Alternative 3 ranges from $270 million to $325 million. All of the
alternatives will widen the freeway to provide for a six-lane facility within
the project limits, and will add a part-time, continuous access HOV lane in
each direction on US 101 extending from Carpinteria Creek in the City of
Carpinteria to Cabrillo Boulevard in the City of Santa Barbara. They would also
(a) improve the southbound shoulder ditches near the Bailard Avenue interchange
to provide graded, flat-bottom swales to be used for stormwater treatment, (b)
replace bridge structures at Arroyo Paredon (Parida), Toro Canyon, Romero
(Picay), Oak, and San Ysidro creeks, (c) widen bridge structures at Franklin
and Santa Monica creeks, (d) widen traffic undercrossing structures at South
Padaro Lane and Evans Avenue, (e) build a southbound auxiliary lane between the
Sheffield Drive on-ramp and the Evans Avenue off-ramp, (f) replace the
interchange at Sheffield Drive, which includes reconfiguring the southbound
highway lanes and ramps, including a reconstructed bridge that would be 118
feet wide and would contain a single concrete barrier, (g) reconstruct the
highway to remove a nonstandard-crest vertical curve north of Sheffield Drive
near the Romero (Picay) Creek Bridge, which implies lowering the freeway
profile a maximum of 2 feet to accomplish the reconstruction, (h) rebuild the
interchange at Cabrillo Boulevard/Hot Springs, and (i) signals, landscaping,
soundwalls, retaining walls, as appropriate. Specifics for each alternative
are: Alternative 1— selectively widen inside and outside within
available right-of-way, maximizing opportunities to retain and refine high
value resources including scenic views, wetlands and median/outside
landscaping, add median landscaping, where appropriate: from Carpinteria Creek
to Linden Avenue; near the South Padaro Lane interchange; Nidever Road to
Garapato Creek; and near the North Padaro Lane interchange, build one
additional retaining wall to maximize median planting, on the southbound
shoulder at the right-of-way line ending at the Santa Claus Lane southbound
on-ramp (500 feet in length); Alternative 2— add a lane to the
outside in order to maximize median landscaping in the median where
right-of-way is available, provide median landscaping, where appropriate: from
Carpinteria Creek to Reynolds Avenue; and from Santa Monica Road to the Evans
Avenue interchange, build three additional retaining walls to maximize median
planting: one on the southbound shoulder at the right-of-way line ending at the
Santa Claus Lane southbound on-ramp (500 feet in length); one on the northbound
shoulder near Greenwell Creek (700 feet in length); and one on the northbound
shoulder near the northbound off-ramp to Summerland (300 feet in length.);
Alternative 3 — build all new paved lanes within the existing
available median, with the goal of maximizing the outside planting, provide a
single barrier in the median, separating the two inside paved shoulders,
between Carpinteria Creek and Olive Mill Road. This largely retains the
existing outside edge of pavement within these areas and no additional
retaining walls are needed. The Cabrillo Boulevard interchange would be rebuilt
under all three build alternatives. There are five mutually exclusive
interchange configurations—F, F Modified, J, M, and M
Modified—being considered under each of the three build alternatives. Two
of the five configurations (F Modified and M Modified) would provide northbound
access largely in the same way that it exists now with two northbound exits.
One of the configurations would remove the off-ramp at Hermosillo Road
(configuration M), and two configurations would consolidate the northbound
off-ramp traffic at the Hermosillo Road off-ramp (configurations F and J). The
estimated costs of the five Cabrillo Boulevard interchange configurations
include all work from 0.1 mile south of the Hermosillo Road Exit (PM 10.9) to
the northern project limit. The configuration costs are as follows:
configuration F is approximately $40 million; configuration F Modified is
approximately $50 million; configuration J is approximately $85 million; and
configurations M and M Modified are each approximately $90 million. Interchange
concepts that include railroad involvement (configurations J, M, and M
Modified) are estimated to cost from $35 million to $50 million more than those
that do not (configurations F and F Modified).
(Source: Noozhawk.com,
4/2/2012; Caltrans
Draft EIR)
In May 2012, it was reported that the Cabrillo Interchange reconstruction
was creating controversy. The preferred Caltrans alternative, known as “F
modified,” that takes away the left hand ramps, but installs a new
northbound off ramp at Cabrillo Boulevard. Some residents have seized on this
being the best option the community is likely to get, given that it’s the
only one that keeps traffic away from Coast Village Road. Others believe that a
better alternative could still be worked out with Caltrans. Hermosillo Road
residents demanded to know why the Montecito board had sent a letter to
Caltrans with wording that some residents felt implied support of using
Hermosillo Road as the primary exit. The residents demanded the board take a
stance on preventing Hermosillo Road from becoming the new beach thoroughfare.
Some feared that losing the ramps without building a new right hand ramp would
send tourists, airbuses, and other vehicles ill-suited to the roundabout
through Coast Village Road.
(Source: Daily
Sound, 5/17/2012)
In January 2013, it was reported that a group called Common Sense 101 was protesting the
plans in Montecito and proposing a "Plan B". They have a link to their
proposal, but it
is mostly graphics and does not contain a specifc written description of
the changes. Their proposal supposedly takes less time, costs less money, and
keeps the freeway open. It is unclear whether it addresses all of the same
goals.
(Source: Pacific
Business Times, Common Sense
101)
In December 2009, the CTC approved for future consideration of funding a
project that will construct operational improvements to the existing four-lane
Route 101 including additional lanes, new and reconfigured ramps,
replacement/widening of Milpas Street Undercrossing and Sycamore Creek Bridge,
new Cacique Street Undercrossing, and bicycle/pedestrian facilities in the city
of Santa Barbara. The Department and the Federal Highway Administration
originally approved the FEIR/FONSI in 2004. In November 2007, the Commission
allocated $53,043,000 programmed in the 2006 State Transportation Improvement
Program (STIP). At that time, the landscape scope of work was split to form a
parent project (PPNO 0478) and a child project (PPNO 0478Y). The revalidation
of the document is needed for the landscaping project (PPNO 0478Y),
acknowledges the addition of scope that was added in 2005, and corrects
inaccuracies in the Notice of Determination that was filed in 2004. The
landscape project is programmed in the 2008 STIP for $3,065,000, capital and
support. Construction is estimated to begin in Fiscal Year 2009-10.
In April 2012, it was reported that Caltrans opened the gate between two
sides of Cacique Street previously blocked by US 101. A two-lane road with bike
lanes now flows under the raised highway, better connecting drivers, cyclists,
and walkers of the lower Eastside neighborhood with nearby business and the
beach, and allowing them to bypass the tricky Milpas roundabout. The corridor
opened in conjunction with the completion of new third lanes on US 101 between
Milpas Street and Hot Springs Road. These first-phase improvements, four years
of construction and $57 million in the making, included the overhaul of two
major interchanges, work on six new or improved bridges, and the Montecito
roundabout. It was the largest Caltrans project in Santa Barbara since the
crosstown route was completed in the early 1990s. The voter-approved Measure D,
a local sales tax that helps pay for such traffic-improvement ventures,
contributed $13 million toward the $57-million price tag.
(Source: Santa
Barbara Independent, 4/4/2012)
In October 2011, the CTC approved relinquishment of right of way in the city
of Santa Barbara, adjacent to Route 101 and underlying the Milpas Street
roundabout, consisting of collateral facilities.
![[101 Work in Santa Barbara]](maps/101-santabarbara.jpg) In July 2008,
work began on a series of projects to improve the flow of US 101 in Santa
Barbara. This includes a $53 million project to widen the freeway between
Montecito and Santa Barbara. As of August, the extent of the work had included
the removal of trees and bushes along the roadway, restriping some of the lanes
and putting in concrete barriers. The speed limit has also been reduced along
the route to 55 mph. The two lanes will remain open during the day, but at
night, when construction is being done, the highway will be reduced to one lane
each way. The more significant work of widening US 101 all the way to the
Ventura County line depends on voters' in Santa Barbara County approving a
renewal of a transportation sales tax in November. Voters rejected the renewal
once before. Ventura County voters have twice rejected a similar measure, but
local officials are mulling over a third try in the coming years. In three
years there are plans to begin widening the highway from Mussel Shoals, past La
Conchita and north past the Rincon. But before that begins, there will likely
be several phases of construction in Santa Barbara County. The first phase
would add a lane in both directions between Milpas Street in Santa Barbara
south to Montecito's Hot Springs Road. Specific information on this project can
be found at http://www.sbroads.com/index.htm.(source)
In May 2005, the CTC considered relinquishment of right of way in the City
of Santa Barbara, between Lawrence Street to 0.6 mile westerly of State Street,
consisting of reconstructed and relocated city streets, frontage roads, and
cul-de-sacs.
In September 2010, the CTC approved relinquishment of right of way in the
city of Santa Barbara along Route 101, on Hot Springs Road, Old Coast Highway,
and Coast Village Road, consisting of collateral facilities.
 In March
2007, the CTC considered for future consideration of funding Route 101 in Santa
Barbara County – Roadway improvements near Goleta. This project in Santa
Barbara County will replace an existing overcrossing and construct roadway
improvements associated with the new overcrossing. The project is fully funded
in the 2006 State Highway Operation and Protection Program (SHOPP). The total
estimated project cost is $6,880,000. It is estimated to begin construction in
Fiscal Year 2008-09.
In August 2011, the CTC approved $640,000 and $100,000 in SHOPP funding for
repairs in Goleta, at Cathedral Oaks Overcrossing Bridge #51-0331, and at
Cathedral Oaks Overhead Bridge #51-C0344 that construct replacement planting at
two structures.
In his 2006
Strategic Growth Plan, Governor Schwartzenegger proposed widening US 101 in
Santa Barbara and Ventura County.
There are plans to widen US 101 to 6-lane freeway from 0.4 km south of Santa
Maria Way Undercrossing to Route 135/US 101 Separation in Santa Maria . This
was on the July 2005 CTC agenda. In February 2006, the CTC considered adding
funding. The proposal noted that the widening would be within the existing 46
to 56-foot median area. The existing inside shoulders would be removed and the
entire median area paved to include two 12-foot traveled lanes, two 10-foot
inside shoulders and a type 60 concrete median barrier placed in the area
between the inside shoulders for the entire length of the project. There are
also five locations where soundwalls are to be constructed.
![[Union Valley]](maps/101-unionvalley.jpg) In December 2008, the CTC
reviewed a draft EIR regarding construction of a new interchange for Santa
Maria and the community of Orcutt. The interchange would be constructed between
Clark Avenue overcrossing and Santa Maria Way undercrossing and extend Route 58
(note: The CTC document said Route 58, but Route 58 isn't in that area--it ends
at Route 1 in Santa Margarita) approximately 1.6 miles in length in the
community of Orcutt. The project is not fully funded. The project is programmed
in the 2008 State Transportation Improvement Program (STIP) with Regional
Improvement Program and Regional Surface Transportation Program funds for
$12,782,000. The total cost of the project is estimated to be $36,100,000.
Construction is estimated to begin in Fiscal Year 2013-14. There are four
alternatives identified in the draft EIR:
No Build Alternative
Alternative 1 - The Union Valley Extension proposes to extend
Union Valley Parkway between Hummel Drive and Blosser Road and construct an
eight-foothigh masonry soundwall on the south side of the extension between
California Boulevard and Foxenwood Lane.
Alternative 2 - Curved Alignment proposes to extend Union
Valley Parkway between Hummel Drive and Blosser Road curving northward near
Blosser Road to avoid an existing area of eucalyptus woodland. Included is
construction of an eight-foot-high masonry soundwall on the south side of
the extension between California Boulevard and Foxenwood Lane.
Alternative 3 - Foster Road Alignment proposes to extend Union
Valley Parkway between Hummel Drive and Blosser Road east of Route 135, but
contains a realigned roadway that forks northeast toward Foster Road
between Foxenwood Drive and California Boulevard. Included is construction
of an eight-foot-high masonry soundwall on the south side of the extension
between California Boulevard and Foxenwood Lane.
Alternative 4 - Reduced Extension Alternative proposes only
improvements east of Route 135, and would not include any improvements west
of Route 135.
In March 2012, the CTC approved for future consideration of funding the
Union Valley Parkway extension. This project in Santa Barbara County will
extend the Union Valley Parkway east to west approximately 1.6 miles and
construct an interchange with US 101 just south of the City of Santa Maria. The
project is not fully funded. It is expected that the necessary funding will be
come from the Santa Barbara County’s formula State-Local Partnership
Program shares. The project is programmed in the 2010 State Transportation
Improvement Program (STIP). The total project cost is $24,430,000 for capital
and support. Depending on the availability of funding, construction is
estimated to begin in Fiscal Year 2011-12. The scope, as described for the
preferred alternative, is consistent with the project scope programmed by the
Commission in the 2010 STIP. Funding was authorized in April 2012, contingent
on the passing of the budget act.
In July 2010, the CTC approved for future consideration of funding a project
that will construct roadway improvements including bridge widening and an
additional northbound and southbound lane on Route 101 near the city of Santa
Maria. The specific limits of this project are from SBA PM 91.0 to SLO PM 0.8.
The project is programmed in the Corridor Mobility Improvement Account and the
2010 State Transportation Improvement Program. Construction is estimated to
begin in Fiscal Year 2009-10. Total estimated project cost is $49,302,000 for
capital and support. The scope as described for the preferred alternative is
consistent with the project scope set forth in the project baseline
agreement.
In January 2010, the CTC approved a new public road connection at Willow
Road to US 101, in the community of Nipomo, at Post Mile (PM) 6.4, in San Luis
Obispo County. The proposed project includes the extension of Willow Road
across US 101 to Thompson Road with the intention to provide a much needed
east-west arterial connection to Route 1 and the Callender area. The project
will also relieve future traffic demand at the adjacent Tefft Street and Los
Berros Road/Thompson Road interchanges. The Nipomo area is served by three
interchanges on US 101: Hutton Road (Route 166) on the south, Tefft Street in
the central area, and Los Berros Road/Thompson Road on the north. Recent
traffic forecasts for the Nipomo area predict that the existing Tefft Street
interchange and the existing Los Berros Road/Thompson Road interchanges will be
inadequate to serve projected development during peak traffic periods.
Motorists would be subjected to recurring congestion and delays due to
increasing traffic on US 101 and on the existing local street network. Of the
three interchanges, only the Tefft Street interchange is located centrally to
existing and planned developments. Los Berros Road/Thompson Road and Hutton
Road (Route 166) are located at the fringe of future development.
In October 2009, the CTC approved for future consideration of funding a
project that will construct the extension of Willow Road and connect it with US
101 in the community of Nipomo, south San Luis Obispo County. The proposed
project includes the extension of Willow Road east from its existing terminus
approximately 1,000 feet west of Pomeroy Road to Thompson Avenue; construction
of a frontage road between Willow Road and Sandydale Drive; and construction of
a new US 101/Willow Road interchange. In March 1999 a Tier I Final
Environmental Impact Report (FEIR) for the project was adopted by the County
Board of Supervisors and a preferred alignment and interchange were selected.
The FEIR specified that subsequent design refinements for the road extension,
interchange, and frontage road would be evaluated in a Tier 2 construction
level environmental document. The County prepared the FSEIR to satisfy the
requirements for evaluating the preferred alternative in a Tier 2 construction
level environmental document. The FSEIR was prepared for the entire US
101/Willow Road Interchange Project. However, for construction and financing
purposes, the County split the project into two phases as follows:
Phase I is programmed in the Proposition 1B State and Local
Partnership Program (SLPP) and consists of a new roadway extension on
Willow Road, from Misty Glen Place to Hetrick Road. This phase will
construct a new two lane roadway with 12' travel lanes and 8' shoulders;
installation of left turn lanes and right turn pockets at Willow/Pomeroy
and Willow/Hetrick intersections; drainage facilities, including
underground storm drain collection and two infiltration basins. The project
is estimated to cost $6,500,000 and is programmed with SLPP ($1,000,000)
and Local ($5,500,000) funds. Construction is estimated to begin in fiscal
year 2009-10.
Phase II is programmed in the State Transportation Improvement Program
(STIP) and will continue the roadway extension on Willow Road, from Hetrick
Road to Thompson Road. This phase will construct frontage road improvements
between Willow Road and Sandydale Drive; a new interchange at US Route 101,
a cross street and drainage facilities. The project is estimated to cost
$32,000,000 and is programmed with STIP ($10,000,000), Federal ARRA
($500,000), and Local ($21,500,000). The County has applied for $1,000,000
in SLPP Cycle 2 funding and if approved, the amount of Local funds will be
$20,500,000. Construction is estimated to begin in fiscal year 2010-11.
In August 2008, Caltrans released a bid to widen the highway and construct
retaining walls and drainage systems in San Luis Obispo County in and near
Pismo Beach at various locations from 0.2 KM North of Route 227 to 0.2 KM South
of the US 101/Route 1 separation.
In September 2012, construction started on on a K-rail median barrier
designed to prevent head-on collisions and plunges into deep ravines along a
5-mile stretch of US 101 south of Arroyo Grande. The $2.8 million barrier will
run from the Los Berros Road undercrossing near Nipomo to the undercrossing
where vehicles enter southbound US 101 from Traffic Way. All but one of the
at-grade highway crossings through that stretch will remain open; one crossing
that serves a private driveway just south of El Campo will be blocked by the
barrier. Caltrans initiated the project in response to a rising number of
traffic collisions at the at-grade highway crossings. The barrier is also
designed to prevent vehicles from crossing the median into oncoming traffic or
plunging into ravines between the north- and southbound lanes. As initially
proposed, the barrier would have blocked cross traffic at all of the highway
crossings, including one at Laetitia Vineyard Drive. But it was particularly
aimed at closing the El Campo Road crossing, where the accident rate had been
steadily climbing. The crash frequency at El Campo Road rose from three in 1998
to 10 in 2008, according to Caltrans statistics released in 2010. At that time,
a total of 185 collisions resulting in three fatalities and 101 injuries had
been reported along the five-mile stretch of highway. But residents along El
Campo Road, the operators of Laetitia Vineyard & Winery and Arroyo Grande
city officials objected to closing those two crossings. People living along El
Campo Road and operators of Laetitia Vineyard & Winery said blocking those
intersections would require residents and winery visitors and workers to drive
miles out of their way. Arroyo Grande officials said the closures also would
send more traffic through the city as drivers sought to turn around. As a
result, Caltrans agreed to add flashing yellow lights to cross-traffic warning
signs and to leave all but one of the crossings open. It appears the warning
beacons may have helped, based on Caltrans’ recent crash statistics: In
the seven months prior to installing the beacons, seven multiple-vehicle
crashes were reported along the five-mile stretch. In the first seven months
after they were installed, only one multiple-vehicle crash has occurred.
(Source: Santa
Maria Times)
Crews from CalPortland Construction in Santa Maria started work on the
barrier Aug. 28 and are expected to finish around the end of February, weather
permitting, Cruz said.
The Cuesta Grade is a 7% grade around Cuesta Peak into San Luis Obispo. It
was the site of a major construction project on US 101. This project added
truck climbing lanes, improving drainage, stabilizing retaining walls, and
widening shoulders, and was the third major reconstruction of the grade. The
first one, in 1937, reduced the number of curves along the route from 71 to 12;
the second one, in 1990-91, focused on the northern approach to the Grade.
In December 2009, the CTC vacated right of way in the city of Pismo Beach
along Route 101 at 0.13 mile west of North 4th Street, consisting of highway
right of way no longer needed for State highway purposes.
In December 2004, the CTC considered a resolution to relinquish right of way
in the City of Atascadero, at San Ramon Road, consisting of reconstructed and
relocated city streets and frontage roads. The City, by cooperative agreement
dated July 27, 2004, waived the 90-day notice requirement and agreed to accept
title upon relinquishment by the State.
In September 2009, the CTC approved for future consideration of funding a
project to reconstruct the existing two-lane structure with a four-lane
overcrossing, add left turn lanes, reconstruct all access ramps within the
project limits, and construct roadway improvements in and near Salinas from 0.6
mile south to 0.2 mile north of the Airport Boulevard Overcrossing on Route
101. The project is fully funded in the 2008 State Transportation Improvement
Program, and includes federal and local funds. The total estimated project cost
is $36,603,000, capital and support. Construction is estimated to begin in
Fiscal Year 2010-11.
Boulevard Overcrossing on Route 101. The project is fully funded in the 2008
State Transportation Improvement Program, and includes federal and local funds.
The total estimated project cost is $36,603,000, capital and support.
Construction is estimated to begin in Fiscal Year 2010-11.
In December 2011, the CTC approved for future consideration of funding a
project in San Luis Obispo County that will widen the Los Osos Valley Road
overcrossing and the adjacent bridge crossing over San Luis Obispo Creek in the
city of San Luis Obispo. The project is programmed in the 2010 State
Transportation Improvement Program (STIP) and includes local funds. The total
estimated project cost is $19,584,000 for capital and support. Construction is
estimated to begin in Fiscal Year 2014-15. The scope, as described for the
preferred alternative, is consistent with the project scope programmed by the
Commission in the 2010 STIP. A copy of the MND has been provided to Commission
staff. The project will mitigate potential impacts to biological,
paleontological, and cultural resources and impacts to aesthetics, water
quality, noise, and air quality to a less than significant level. Potential
impacts to biological resources in the project area will be mitigated in
accordance with the Biological Opinion rendered by the U.S. Fish and Wildlife
Service. Potential impacts to paleontological resources will be mitigated by
implementing a paleontological resource plan. Potential impacts to water
quality will be mitigated through implementing BMPs and a storm water pollution
prevention plan. Potential noise impacts will be mitigated by including
construction sound control measures and limiting night work. Potential impacts
to aesthetics will be mitigated by implementing a lighting plan and a landscape
plan. Potential impacts to cultural resources will be mitigated by stop work
requirements if a cultural resource is found.
In December 2011, the CTC also approved for future consideration of funding
a project in San Luis Obispo County on US 101 that will build a concrete median
barrier, remove the existing metal-beam guardrail and temporary railing, and
replace the sand-filled barrel array with a crash-cushion system. The project
will also extend the existing southbound left-turn lane and add northbound and
southbound acceleration lanes at the intersection of US 101 and Tassajara Creek
Road. The project is programmed in the 2010 State Highway Operation and
Protection Program (SHOPP). The total estimated cost is $6,988,000.
Construction is estimated to begin in Fiscal Year 2012/13. The scope, as
described for the preferred alternative, is consistent with the project scope
programmed by the Commission in the 2010 SHOPP. A copy of the MND has been
provided to Commission staff. The project will mitigate potential impacts to
biological resources and aesthetics to a less than significant level. Potential
impacts to biological resources will be mitigated through the use of ESA
fencing and the use of Caltrans standard bird protection specifications. In
addition, median barrier openings will be placed to reduce animal entrapment on
the highway. Potential impacts to aesthetics will be mitigated by implementing
a landscape plan for the project.
In July 2010, the CTC approved for future consideration of funding a project
that will construct roadway improvements including intersection improvements
and lane additions in the city of Paso Robles near the intersection with Route
46. The project is programmed in the 2010 State Transportation Improvement
Program and includes local funds. Construction is estimated to begin in Fiscal
Year 2010-11. Total estimated project cost is $14,060,000 for capital and
support. Specifically, the City of El Paso de Robles and the San Luis Obispo
Council of Governments (SLOCOG) in cooperation with Caltrans are working on a
project to provide operational and access improvements along US 101 and at the
US 101/Route 46 E interchange within the limits of the City of El Paso de
Robles. The proposed project improvements include the relocation of the
existing isolated 16th Street southbound SR 101 off-ramp to 17th Street and the
construction of a new 17th Street southbound US 101 on-ramp, creating a new
public road access to US 101. This new connection, just south of the US
101/Route 46 E interchange, will help reduce congestion and decrease delays on
the local street grid and improve operations on the US 101/Route 46 E
interchange. At the US 101/Route 46 E interchange Route 46 E is a four-lane
expressway and US 101 is a four-lane freeway facility. Improvements to
alleviate congestion for the westbound Route 46 to southbound US 101 left turn
movement are needed since ramp capacity is often exceeded during the peak
hours. The excess demand causes a traffic queue past the northbound US 101
off-ramp intersection and into the westbound Route 46 E through lane. In order
to provide additional capacity to the southbound US 101 on-ramp, the proposed
project includes re-striping on Route 46 E and widening of the on-ramp to
provide dual left turn movement onto southbound US 101 from westbound Route 46
E. To avoid weaving problems along this section of US 101, the project also
includes the construction of an auxiliary lane on southbound US 101 from Route
46 to the new proposed exit ramp at 17th Street. The 16th Street exit ramp is
an isolated single lane exit ramp that has two separate connections to
Riverside Avenue approximately 210-feet apart. These two separate connections
can result in driver confusion and the potential for wrong way movements. The
limited freeway connections within the Route 46 corridor along US 101
contribute to greater congestion and longer delays on the local street grid.
Relocating the existing exit ramp to the 17th Street/Riverside Avenue
intersection accommodates the addition of an entrance ramp to southbound US 101
and improves the existing isolated exit ramp condition while relieving
congestion on the local street system.
There are currently plans for a "Prunedale Freeway" to provide an
alternative to the safety and capacity problems that exist on the current
route, which serves as the "Main Street" of the Prundale urbanized area north
of Salinas (see http://www.dot.ca.gov/dist05/prunedale/index.htm).
In November 2000, Caltrans narrowed the field of alternatives to the following
(construction planned for 2007):
No build. This would keep the existing roadway as it is except
for a couple of interchange improvements already planned (San Miguel and
the Route 101/Route 156 interchange improvement).
Improve existing alignment. This would upgrade existing Route
101 to a six-lane freeway. New interchanges are proposed at the
Russell/Espinosa Roads, Blackie Road/Reese Circle, and at Crazy Horse
Canyon/Echo Valley Roads. Substantial improvements would be made to the
existing Route 156 / Route 101 interchange. Access onto Route 101 from
existing driveways and local roads would be redirected to the interchanges
via new access or frontage roads. More local trips would be possible
without needing to get onto Route 101.
The Alternative 4 East Bypass (4 lane freeway on new
alignment). This swings the widest eastward from the current alignment.
Caltrans and many local officials see this alternative as having the least
amount of impacts to the environment and causing the least number of
residential homes to be lost.
As of February 2004, it appears that Alternative 4 East (the new-terrain
routing from Espinosa Road/Russell Road in Salinas north to near Echo Valley
Road in Prunedale) has been chosen. As a result, it is likely that the US
101/Route 156 expressway between the south Route 156/US 101 interchange and
Echo Valley Road will become solely Route 156. There is no info as to what the
southern portion of the El Camino Real expressway from Espinosa Road to Route
156 will be.
In October 2011, the CTC approved $687,000 for landscape mitigation at the
Airport Blvd. interchange in south Salinas.
 In September
2010, the CTC approved for future consideration of funding a project in
Monterey and San Benito Counties that will construct an interchange on Route
101 and modify existing local roads near the Monterey/San Benito County line.
The project is programmed in the Trade Corridors Improvement Fund and the 2010
State Transportation Improvement Program and includes local funds. Construction
is estimated to begin in Fiscal Year 2012-13. Total estimated project cost is
$90,600,000 for capital and support. The scope as described for the preferred
alternative is consistent with the project scope set forth in the proposed
project baseline agreement. The project will mitigate potential impacts to
water quality, aesthetics, and riparian habitat. The project will also require
construction activities in the habitat of the California tiger salamander, the
Southwestern pond turtle, and the California red-legged frog, all of which are
federally listed threatened and endangered species. The project contains
mitigation measures to reduce impacts to these species to a less than
significant level.
 In May 2011, the CTC approved a
new public road connection at San Juan Road to US 101, near the Monterey/San
Benito county line, in the county of San Benito. San Juan Road, Cole Road and
Dunbarton Road are the primary local roads to be modified by this project. San
Juan Road is a two-lane undivided county road that connects to US 101 from the
west to form a T-intersection. Acceleration lanes to both directions of US 101
are provided off of San Juan Road. Cole Road is a two-lane undivided county
road that connects to southbound US 101 from the west to form a
skewed-intersection. To access northbound US 101, Cole Road extends through a
median crossing. Dunbarton Road intersects US 101 on the southern end of the
project limits and serves as the primary southbound connection in that
vicinity. An analysis, conducted on existing traffic volumes in June of 2008,
found that during peak traffic periods the US 101 intersections of San Juan
Road, Dunbarton Road, and Cole Road each operates at a Level of Service
“F”. Traffic volume increases have led to fewer gaps in traffic for
the motorist to merge onto the highway. Currently, vehicles from both
directions of travel on US 101 can directly access Dunbarton Road, and Cole
Road west of US 101. San Juan Road can be accessed directly only from
southbound US 101. To get onto San Juan Road from northbound US 101, a motorist
has to either turn onto Dunbarton Road (North) or make a U-turn at Cole Road.
With two lanes of highway traffic in each direction, access to these roads is
especially difficult. During a three-year study period between September 1,
2004 and August 31, 2007, it was found that most highway segments and
intersections within the proposed project limits had collision rates higher
than the statewide average for similar facilities. In particular, these studies
show, the San Juan Road intersection has a collision rate 300 percent higher
than the statewide average. The southbound US 101 traffic approaching Cole Road
and San Juan Road are on a 6 percent grade which tends to increase stopping
sight distances. The proposed project would construct a combination compact
half diamond/one-quadrant cloverleaf interchange. San Juan Road, on the west
side of US 101, would be realigned and extended to the north where it then
turns and crosses US 101 as an overcrossing. Cole Road would be extended
southerly until it connects to San Juan Road at a T-intersection. On the east
side of US 101, a new frontage road would be constructed off of San Juan Road
towards the south. This new frontage road would be constructed parallel to US
101 and end with a cul-de-sac at Marilyn Lane. Marilyn Lane and Ballantree Lane
are private roads to be connected to this frontage road. Access to Dunbarton
Road (North) from US 101 would be removed. Dunbarton Road (North) would become
a frontage road ending with a cul-de-sac. The north end of Dunbarton Road
(South) would only allow right in and right out traffic movement. The existing
median crossover at Cole Road would be removed. The gaps in the median barrier
on US 101, within the project limits, would be closed with a concrete barrier.
After the completion of the project, it is proposed that the local roads
constructed as part of the project be relinquished to Monterey County and San
Benito County within their respective areas. The current capital cost estimate
for the project is $46.2 million. This project will be funded using a
combination of the Statewide Transportation Improvement Program which includes
the Regional Improvement Program and the Interregional Improvement Program,
local matching funds from TMAC, American Reinvestment and Recovery Act of 2009
Funds (Federal Stimulus) and Trade Corridor Improvement Funds in the 2012-2013
fiscal years.
![[New Road Connection]](maps/101-prunesala.jpg) In November 2007,
the CTC considered the addition of a public road connection to US 101 at Sala
Road. This new interchange will essentially replace an existing at grade
connection located to the south at Russell/Espinosa Roads and it is expected to
improve both safety and operations on US 101. The Russell Road/Espinosa Road
connection currently has a collision rate higher than the statewide average for
similar facilities. The project is expected to be open to traffic in the Fall
of 2012. Specifically, in the vicinity of Russell and Espinosa Roads, the plan
is to construct a new section of access controlled four-lane freeway from 0.2
miles north of the Boronda Road interchange to approximately Martines Road. The
alignment of US 101 would be elevated to accommodate modifications to the
existing at grade connection of Russell and Espinosa Roads. Undercrossing
structures would be constructed to facilitate the connection of Russell and
Espinosa Roads to enhance local circulation. Since no freeway access would be
allowed at this location, a new interchange at Sala Road will be needed. This
segment of mainline US 101 would be constructed primarily to standard freeway
geometrics except where it conforms to existing conditions at the northern end
of the segment. Design exceptions for all nonstandard features have been
approved. Median width would range from 21 to 70 feet and median barrier would
be constructed from the undercrossing structure at Russell and Espinosa Roads
to existing concrete median barrier at Martines Road. A new interchange and
local road, Sala Road, would be constructed approximately 0.62 miles north of
Russell/Espinosa Road. To facilitate merge/diverge traffic movements, auxiliary
lanes would be constructed along the new freeway segment between the northern
ramps at the Boronda Road interchange and this new interchange. The new
interchange at Sala Road would connect to Harrison Road to the east via Sala
Road. The interchange would consist of three directional ramps and a westbound
to southbound loop-ramp. No ramp would be constructed in the southwest
quadrant. Initially, the overcrossing structure would accommodate two lanes
with left-turn channelization. However, the structure would be constructed with
consideration for the future widening to four lanes with left turn
channelization.
There is also an unconstructed-adopted segment from Salinas to Route 156; 12
miles parallel to the traversable route. When completed, this portion of US 101
will become Route 156.
In April 2006, the CTC received the notice of the preparation of an
Environmental Impact Report for construction of a new interchange near San Juan
Bautista in Monterey County (PM 100.0/101.3). The project is currently
programmed as “environmental only.” The following alternatives are
being considered: (·) Alternative 1A: Spread Diamond Interchange –
Located approximately midway between Dunbarton Road to the south and San Juan
Road to the north; (·) Alternative 1B: Compact Diamond Interchange
– Same location as Alternative 1A, with interchange ramps and frontage
road closer to alignment of highway; (·) Alternative 2: Compact Diamond
Interchange – Located near the San Juan Road/ Route 101 intersection,
with frontage road on east side of Route 101; (·) Alternatives 4, 5, 9A and
9B: Same general location as Alternative 2, with variations on the
interchange configuration and the frontage road alignment; (·) No Build.
The potential impacts include floodplain encroachment, drainage, hazardous
waste, and visual impacts. Proposed mitigations include avoidance of service
station acquisition, visual resource mitigation, and new alternative north of
the floodplain and Elkhorn Slough.
In 2007, the following requests for funding from the Corridor Mobility
Improvement Account (CMIA) were made, but not recommended for funding:
Operational improvements Phase 1b in San Luis Obispo county ($5,432K
requested); widening and adding Intelligent Traffic Systems from Milpas to
Cabrillo Hot Springs in Santa Barbara County ($28,613K requested); widening of
the Santa Maria River Bridge ($58,540K requested); and the addition of HOV
lanes from Casitas Pass Rd to Milpas St in Santa Barbara County ($12,600K
requested); Freeway conversion, San Juan Rd interchange in Monterey County
($50,800K requested).
Santa Clara County
In Spring 2003, widening was completed on a four-lane section of US 101
between Bernal Road in San Jose and Cochran Road in Morgan Hill, bringing it to
four lanes in each direction including one HOV lane. This added 7.5 miles more
of commute lane operating the usual 5-9 and 3-7 period from Morgan Hill all the
way to Redwood City.
In June 2006, the CTC considered relinquishment of right of way in the city
of San Jose, at Channing Avenue and Seaboard Avenue, consisting of
reconstructed and relocated city streets, frontage roads and cul-de-sacs.
In May 2010, the CTC approved amending the CMIA baseline agreement for the
US 101 Auxiliary Lanes – Route 85 to Embarcadero Road project (PPNO
0483I) to: (1) Update the project scope by eliminating two segments of
southbound auxiliary lanes and by extending the existing dual high occupancy
vehicle (HOV) lanes in both directions of Route 101. (2) Update the overall
project funding plan by shifting local funds by increasing Environmental
(PA&ED) from $3,534,000 to $3,971,000, increasing Plans, Specifications,
and Estimate (PS&E) from $7,182,000 to $8,180,000, and decreasing Right of
Way (R/W) from $6,612,000 to $5,177,000. The current project scope consists of
adding auxiliary lanes in each direction from Embarcadero Road to Route 85.
Based upon traffic operations and geometric analyses performed during the
completion of the environmental process, the selected preferred alternative
excludes the following two auxiliary lane segments from the project scope: (1)
The southbound auxiliary lane from south of the San Antonio Road Interchange to
the point of existing auxiliary lane between the Charleston Road on-ramp and
the Rengstorff Avenue off-ramp, has been excluded due to its undesirable merge
conditions at the Charleston Road on-ramp. (2) The southbound auxiliary lane
from the Rengstorff southbound on-ramp to the existing auxiliary lane, between
the Old Middlefield on-ramp and Shoreline Boulevard, has been excluded because
it would have created a non-standard merge condition for the Old Middlefield
Way on-ramp and also would have resulted in the relocation of a roadway
maintenance facility in this area. The savings resulting from the elimination
of these two auxiliary lane segments will be utilized to extend the existing
dual HOV lanes in both directions. Under the current conditions, a transition
from dual HOV lanes to a single HOV lane occurs in both directions on Route 101
near the Route 101/Route 85 interchange. The forecasted traffic volumes predict
that by 2015, the HOV lane demand will exceed the capacity of a single HOV lane
for this segment of Route 101. The traffic operation analyses have concluded
that the extension of the existing dual HOV lanes to a point just north of the
San Antonio Road interchange will provide congestion relief on Route 101 in
both directions.
In August 2011, the CTC approved funding $84,930,000 for the
state-administered CMIA project to construct US 101 Auxillary Lanes from Route
85 to Embarcadero Road.
In January 2012, the CTC approved reducing the original CMIA allocation for
construction by $29,059,000 (reflecting construction contract award savings),
from $73,850,000 to $44,791,000 from the US 101 Auxiliary Lanes (from Route 85
to Embarcadero Road) project (PPNO 0483I) in Santa Clara County. The contract
was awarded on November 17, 2011
In October 2011, the CTC approved funding around $3.8 million toward
creating auxiliary lanes along US 101 between Embarcadero Road and University
Avenue.
In June 2001, the CTC had on its agenda addition of a northbound lane
through San Jose, Route 87 to Trimble Road in Santa Clara county. There are
also plans to widen the route to 3-lanes + HOV each direction from Burnett Road
to Route 85. In June 2002, plans were unveiled to widen the route from Marsh
Road to Ralston Avenue in Belmont. The widening between Bernel Road to Burnett
Road (four to eight lanes) is TCRP Project #3, requested by the Santa Clara
Valley Transportation Authority. Per SB 1318, 9/28/10, this project was
authorized for $25,000,000.
The addition of the northbound lane from Route 87 to Trimble Road is TCRP
Project #5, again requested by the Santa Clara Valley Transportation Authority.
According to a poster on m.t.r, in May 2003 new southbound lanes between Route
85 and Cochrane Road were completed making US 101 8 lanes (with variations of
10 lanes in certain spots) between San Francisco, all the way down to Morgan
Hill for nearly 70 consecutive miles.
In May 2010, Caltrans began a $24 million repaving of the 15-mile stretch of
US 101 from the San Jose airport to Route 85 in South San Jose. Crews will
remove the top three inches of highway, installing rubberized asphalt that will
allow water to seep through the pavement and drain off to the side of the road.
It's a type of pavement that greatly reduces visibility problems in the rain
when water sprays off tires. Caltrans hopes to repave nearly all eight lanes
and 67 ramps by Labor Day 2010. That will be the first of $300 million worth of
upgrades planned for US 101 through 2012. About $120 million is coming from
state bonds approved by voters in 2006, and gas taxes, local sales taxes and
stimulus funds will cover the rest. In Fall 2010, workers will begin rebuilding
the Tully Road interchange and adding an extra southbound lane from Story Road
to Capitol Expressway — a $60 million project expected to take two years. In
2011, a third project will lengthen carpool lanes and add merging lanes from
the Route 85/US 101 interchange in Mountain View to Palo Alto, a $103 million
effort. Lastly, merging lanes and updated metering equipment will be added from
Palo Alto to Menlo Park for an additional $113 million.
(Source: San Jose Mercury News,
5/6/10)
In June 2012, it was reported that Caltrans announced the completion of a
$45 million project to relieve traffic congestion at Tully Road and US 101 in
San Jose. The project constructed an additional lane on southbound US 101 from
south of Story Road to north of the Capitol Expressway, and added a southbound
merging lane from Tully Road to Capitol Expressway. In addition to the added
lanes, the entire highway interchange at Tully Road was replaced and enhanced
with traffic signals and wider off-ramps.
In August 2011, it was reported that the CTC approved $84.9 million in
funding for construction of merging lanes on US 101 from Palo Alto to Mountain
View.
In May 2012, it was reported that the three-mile stretch of US 101 between
Route 85 in Mountain View and Embarcadero Road in Palo Alto will be getting
double HOV/Toll lanes. This project also includes the addition of merging
lanes. The total cost will be $72 million ($56 million in state bonds and $16
million from VTA); $18 million below engineers' estimates. There are also plans
to widen the southbound Oregon Expressway onramp, add a lane on the southbound
Old Middlefield Way onramp and install meters at northbound Amphitheatre
Parkway and San Antonio Road ramps. Estimated completion is late summer
2013.
In May 2012, the CTC approved for future consideration of funding a project
in Santa Clara County that will replace the San Francisquito Creek Bridge on
Route 101 at San Francisquito Creek, which divides the Cities of East Palo Alto
and Palo Alto, and the Counties of San Mateo and Santa Clara. The project is
programmed in the 2012 State Highway Operation and Protection Program (SHOPP).
The total estimated project cost is $15,676,000 for capital and support.
Construction is estimated to begin in Fiscal Year 2013- 14. The scope, as
described for the preferred alternative, is consistent with the project scope
programmed by the Commission in the 2012 SHOPP.
In January 2011, it was reported that work was beginning on the Tully Road
interchange reconstruction. The first step was demolishing sections of the
overpass that opened in the 1950s. The project is expected to cost $45 million
and take 16 months. The project will include replacing some of the cloverleaf
ramps with diagonal exits similar to those at Lawrence Expressway and US 101;
addition of a merging lane on southbound US 101 between Tully and Capitol;
addition of an additional lane southbound between Story Road and the
expressway; and replacing and widening the Tully Road bridge with an additional
lane in each direction, widening the shoulders to eight feet and raising the
bridge to allow trucks to more easily pass underneath. Construction was to have
begun in late 2011, but the state's budget delays pushed back the start until
2011. However, the delay and the recession resulted in a bid $10 million under
the projected cost.
In July 2010, the CTC approved for future consideration of funding a project
that will construct auxiliary lanes, lengthen existing high occupancy vehicle
lanes, and construct roadway improvements between Embarcadero Road and Route
85. The project is programmed in the Corridor Mobility Improvement Account and
includes local funds. Total estimated project cost is $102,258,000, capital and
support. Construction is estimated to begin in Fiscal Year 2010-11. The project
differs from the baseline agreement in that it proposes to extend the existing
dual HOV lanes in addition to the original auxiliary lanes originally
proposed.
 In October 2009, the
CTC approved for future consideration of fuinding a project in Santa Clara
County that will construct one additional lane in the southbound direction from
south of the Story Road Interchange to south of the Capitol Expressway
Interchange, modify the Route 101/Tully Road Interchange to a partial
cloverleaf interchange, and rebuild the existing Tully Road Overcrossing. The
project is programmed in the Corridor Mobility Improvement Account and the 2008
State Highway Operation and Protection Program, and includes Federal
Demonstration funds and local funds. Total estimated project cost is
$62,975,000, capital and support. Construction is estimated to begin in Fiscal
Year 2009-10. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project baseline
agreement.
In June 2011, it was reported that the California Transportation Commission
has recommended allocating $24 million in state bonds for a $31.1 million
project to realign the ramps and ease the merging issues that occur at the
Capitol Expressway. Among the likely improvements: The ramp to north US 101
from Yerba Buena Road will be widened to two lanes with a metering light
installed; a new ramp to north US 101 from the road between Yerba Buena and the
expressway will be added, allowing traffic from Yerba Buena to enter the
freeway before Capitol rather than merging with expressway ramp traffic; and
the southbound US 101 off-ramp to Yerba Buena will be widened to two lanes and
realigned to exit directly from US 101.
In July 2011, legislation was approved to permit the VTA to construct
express lanes in locations outside its authority. As background: In 2004, a
bill was approved to create express lanes on US 101 in San Mateo and Santa
Clara counties. Starting in 2015, motorists would be able to opt to pay to
travel in the lanes, a tool to ease congestion that is currently used in other
parts of California. However, under this law, the express lanes were to be
monitored by the Santa Clara Valley Transportation Authority, whose
jurisdiction ends at the San Mateo County border. The VTA would have been
unable to construct and maintain the express lane along the 6-mile stretch of
US 101 between Redwood City and the county border. The new legislation permits
VTA to construct and maintain that 6-mile stretch.
In September 2009, the CTC amended a project located on Route 101 in San
Mateo and Santa Clara Counties. The current project will: a) Widen Route 101 to
add auxiliary lanes in each direction from the Marsh Road Interchange in San
Mateo County to the Embarcadero Road Interchange in Santa Clara County. b)
Widen/modify various on/off-ramps at four interchanges within the project
limits. c) Re-construct Ringwood Pedestrian Overcrossing and Henderson
Underpass to accommodate the auxiliary lanes. d) Install Intelligent
Transportation System (ITS) equipment within the project limits. The amendment
eliminate the Henderson Underpass structure (which would have to be rebuilt
anyway as part of an upcoming rail project), updated the funding plan, and
split the project into three segments: Segment 1 (PPNO 0658B) – US 101
Auxiliary Lanes: Embarcadero Road to University Avenue; Segment 2 (PPNO 0658C)
– US 101 Auxiliary Lanes: University Avenue to Marsh Road; and Segment 3
(PPNO 0658D) – US 101 Replacement Landscaping: Embarcadero Road
Interchange to Marsh Road Interchange.
In October 2009, the CTC approved for future consideration of funding a
project in San Mateo and Santa Clara Counties will construct auxiliary lanes in
each direction on Route 101 from the Embarcadero Road Interchange in the city
of Palo Alto (Santa Clara County) to the Marsh Road Interchange in the city of
Menlo Park (San Mateo County). The project is programmed in the Corridor
Mobility Improvement Account and the 2008 State Transportation Improvement
Program and includes local funds. Total estimated project cost is $111,389,000,
capital and support. Construction is estimated to begin in Fiscal Year 2010-11.
The scope as described for the preferred alternative is consistent with the
project scope set forth in the approved baseline agreement. (what's odd about
this is that it seems to be the project they amended the previous month). In
May 2010, it was reported that San Mateo County transportation officials
approved $30 million for this project. The funding will allow the Caltrans to
start the four-mile freeway-widening project. The state expects to seek
construction bids later this year and start building in early 2011. The work is
expected to last through 2013. The project is part of a larger Caltrans effort
to add auxiliary lanes to the busy freeway. The agency is currently adding
auxiliary lanes between Millbrae and San Mateo, and there are plans to add the
lanes south of Embarcadero to Route 85. The project will also include the
installation of better metering lights at nearby on-ramps, which will be
widened to include carpool-lane entrances onto the freeway. Crews will have to
reconstruct the Ringwood Avenue pedestrian bridge over US 101 in Menlo Park and
widen the Hetch Hetchy Aqueduct bridge. Caltrans has already secured $74.2
million from two separate state funding pots for the project, plus $1.8 million
from the federal government. The county had already committed $6.9 million, and
its latest contribution will bring the funding total for the project to $113
million. Construction broke ground on this project in July 2011.
In January 2012, the CTC approved reducing the original CMIA allocation for
construction by $9,191,000 (reflecting construction contract award savings),
from $24,377,000 to $15,186,000, from the US 101 Auxiliary Lanes from
University Avenue to Marsh Road project (PPNO 0658B) in San Mateo County. The
contract was awarded on June 1, 2011.
In May 2011, the CTC approved for future consideration of funding a project
that will construct roadway improvements including the replacement of the
Broadway overcrossing. The project is not fully funded. The project is
currently programmed in the 2010 State Transportation Improvement Program for
project development in the amount of $8,218,000. Total estimated project cost
is $74,500,000 for capital and support. Depending on the availability of funds,
construction is estimated to begin in Fiscal Year 2014-15.
In June 2009, the CTC approved relinquishment of right of way in the city of
San Jose along Route 101 on N 31st Street, consisting of a relocated or
reconstructed city street and an adjoining nonmotorized transportation
facility, namely a pedestrian walkway.
In 2007, the CTC considered a number of requests for funding from the
Corridor Mobility Improvement Account (CMIA). one request was funded:
construction of auxiliary lanes from Route 85 to Embarcadero in Santa Clara
County ($84.93M). Requests to widen the route from Yerba Buena to I-280/I-680
in Santa Clara County, and to widen the route from Route 25 to Monterey Rd in
Santa Clara County were not recommended for funding. In August 2010, the CTC
amended the CMIA baseline agreement for the US 101 Improvements (I-280 to Yerba
Buena Road) project (PPNO 0460C) to update the project delivery schedule.
Construction will now begin in September 2010 and complete in June 2013, with
project close-out completing in June 2014.
In his 2006
Strategic Growth Plan, Governor Schwartzenegger proposed constructing
additional lanes both directions from San Benito County line north to Cochran
Road.
San Mateo/San Francisco Counties
In February 2010, it was reported that the City of San Mateo has started
work to improve the US 101 intersection at Poplar Avenue. The four-way
intersection at Amphlett Boulevard features stop signs in three directions,
while motorists coming off the freeway travel without stopping. In some cases,
drivers are forced to make left turns or enter US 101 while cars speed off the
freeway in their path or turn in front of them. The interchange has a much
higher rate of accidents—in fact, 37% more! City officials are working on
options, and hope to narrow down potential fixes through the public works
commission. The city has a $150,000 fund to complete the planning. Currently,
the only ideas on the table came from a November 2004 study, and include
included adding a median in Poplar to restrict turning access, eliminating the
interchange altogether or moving it north to the Peninsula interchange, which
provides access only to northbound US 101. However, the option to move the
onramp to the Peninsula interchange will be unlikely, as Burlingame officials
would have to add a lane to the street and have indicated they would not be
willing to do so. Further, if the Poplar interchange were to be eliminated, the
bulk of the traffic for drivers trying to enter or exit southbound US 101 would
move to the Third and Fourth avenue junction, which would result in
unacceptable levels of traffic.
[Source: "San Mateo to fix
dangerous Highway 101 intersection", Oakland Tribute, 2/14/2010]
In August 2010, it was reported that detailed plans have been released to
replace the interchange at Broadway in Burlingame, which is used by about
33,000 drivers daily. The $73 million project includes a new seven-lane
overpass across the freeway north of the existing four-lane crossing. Unlike
the current bridge, which connects both sides of the freeway with a winding
road requiring turns, the new overpass will be a straight shot connecting
Rollins Road to the west with Bayshore Highway to the east. Airport Boulevard
would move 100 feet to the north to connect to the overcrossing, requiring the
demolition of the 76 Phillips Conoco gas station at 1200 Bayshore Highway and
its adjacent parking lot. As many as three additional businesses near the
freeway also could lose their properties. The current mazelike setup, which
includes 19 approaches and connections to the freeway, will be made simpler,
and all the onramps and offramps will be replaced. With the release of the
state environmental report from Caltrans -- which is partnering with the city
of Burlingame and the San Mateo County Transportation Authority on the project
-- the biggest remaining obstacle is funding. The city expects about half the
money to come from the county's half-cent transportation sales tax. City
officials also have secured a $4 million grant from the Metropolitan
Transportation Commission and plan to set aside $8 million in proceeds from
Burlingame's recent 2 percent hotel tax hike, although the city has only
earmarked $500,000 toward the project so far. Burlingame Public Works Director
Syed Murtuza said the city has been asking the federal government to make up
the difference. With environmental clearance, it should be easier to convince
politicians the plan is ready for construction.
Boulevard would move 100 feet to the north to connect to the overcrossing,
requiring the demolition of the 76 Phillips Conoco gas station at 1200 Bayshore
Highway and its adjacent parking lot. As many as three additional businesses
near the freeway also could lose their properties. The current mazelike setup,
which includes 19 approaches and connections to the freeway, will be made
simpler, and all the onramps and offramps will be replaced. With the release of
the state environmental report from Caltrans -- which is partnering with the
city of Burlingame and the San Mateo County Transportation Authority on the
project -- the biggest remaining obstacle is funding. The city expects about
half the money to come from the county's half-cent transportation sales tax.
City officials also have secured a $4 million grant from the Metropolitan
Transportation Commission and plan to set aside $8 million in proceeds from
Burlingame's recent 2 percent hotel tax hike, although the city has only
earmarked $500,000 toward the project so far. Burlingame Public Works Director
Syed Murtuza said the city has been asking the federal government to make up
the difference. With environmental clearance, it should be easier to convince
politicians the plan is ready for construction.
[Source: San Jose
Mercury News]
In October 2011, the CTC approved for future consideration of funding the
above project: Reconfigure the existing US 101/Broadway interchange in the city
of Burlingame. (PPNO 0702A) This project in San Mateo County will reconstruct
the US 101/Broadway Interchange in the city of Burlingame. The project is not
fully funded. The project is programmed in the 2010 State Transportation
Improvement Program for Project Development only. Total estimated project cost
is $74,500,000. Construction is estimated to begin in Fiscal Year 2013-14. The
scope as described for the preferred alternative is consistent with the project
scope programmed by the Commission in the 2010 State Transportation Improvement
Program. A copy of the MND has been provided to Commission staff. The project
will mitigate potential impacts to wetlands and waters of the U.S to a less
than significant level. Potential impacts to wetlands in the project area will
be mitigated by purchase of mitigation bank credits and other methods
determined through consultation with the U.S. Army Corps of Engineers. As a
result, an MND was completed for this project.
In June 2010, it was reported that studies are beginning to improve the US
101/Route 92 interchange. Officials from three local transit agencies are
splitting a $450,000 study that by the end of Summer 2011 should map out why
cars move so slowly through the area, and what can be done about it. The
purpose of the study is to figure out if there are any quick and easy fixes for
operational problems in the interchange. C/CAG, MTC and the county
Transportation Authority will each pay $150,000 to fund the study.
[Source: Oakland
Tribune, 6/9/10]
In January 2011, results from the study were disclosed. Five options are
being considered. The favored option includes converting the existing
cloverleaf configuration to a “partial cloverleaf” configuration.
This would require the elimination of two loop ramps and the construction of
diagonal off-ramps. Cost for the work is expected to be up to $15 million and
San Mateo is currently sitting on a $2.8 million grant from the federal
government for the design and construction of the project. The city is also
seeking about $5 million for the project from the Metropolitan Transportation
Commission. The focused study also favored an option that calls for
constructing partial cloverleafs at the interchange with the widening of Route
92 by one lane in each direction. The other three options include:
- Conversion of the northern half of the interchange to a diamond
configuration. The two existing loop ramps would be eliminated. The
existing westbound-to-northbound diagonal ramp would be widened. A
left-turn lane would be added to northbound El Camino Real. The existing
southbound-to-westbound diagonal ramp would be relocated to fit the new
intersection which would be controlled by a traffic signal.
- Conversion of the northeast quadrant of the cloverleaf to a diamond
configuration. The northbound-to-westbound loop would be eliminated, with a
northbound left-turn lane on El Camino Real provided. The
westbound-to-northbound ramp would be widened for additional lanes and
signalized at El Camino.
- Conversion of the existing full cloverleaf configuration to a diamond
configuration with modifications to the Route 92/Delaware Street
interchange. The westbound on-ramp from Delaware would be connected to the
westbound off-ramp to El Camino Real. The off-ramp from eastbound Route 92
to Delaware would be eliminated. Traffic wishing to reach Delaware Street
would exit at El Camino Real, proceed through the intersection of the
off-ramp and onto the eastbound on-ramp.
Note: With the closure and removal of a portion of the Central Freeway in
San Francisco between Fell Street to Turk in 1996 as part of the 1989
earthquake damage, Route 101 is now signed on Van Ness Ave. from the Central
Freeway. In early 1997, the Central Freeway was reopened in the northbound
direction, but is not presently signed as Route 101.
The portion of this route defined as "the approach to the Golden Gate
Bridge" in the legislative definition depends on Section 72.1 of the State and
Highways Code. This section (defined by Senate Bill 798, Chapter 559, 9/29/99)
defines the Central Freeway Replacement Project. This involves demolition of
the existing Central Freeway, construction of a new freeway between Mission
Street and Market Street, construction of appropriate ramps to the new freeway,
and an improvement of Octavia Street from Market Street north. According to
Robert Cruckishank, as of Summer 2004, the new Central Freeway in San Francisco
is taking shape, with piers constructed and steel beams being lowered into
place for what will be the viaduct itself. The freeway will end at Market
Street and what had been a freeway north of Market will become Octavia
Boulevard, a "Parisian-style" landscaped road.
(By the way, Octavia Street is named after Miss Octavia Gough, the sister
of Charles Gough, who was on the commission to lay out the streets west of
Larkin Street known as the Western Addition. This comes from an obituary of
Gough, published in the San Francisco Call, dated July 27, 1895. It
eliminated the former supposition that Octavia meant the eighth street back
from Divisadero. It documents the relationship of Charles Gough to Octavia
Street and; almost surely, to Steiner Street, named for Gough's good friend.
Steiner was delivering water in the pioneer days when Gough was delivering
milk.)
According to reports, demolition of the existing freeway west of Mission
Street (the remains of the double-deck section built in 1957-9) began in
January, 2003 and continued for 180 days, with penalties of $9600/day for each
day it runs over (a closure party—the end of the freeway revolt—was held in
March 2003). Construction of the new Octavia Blvd on the land previously
occupied by the freeway from Market Street to Fell Street east of Octavia
Street began in October, 2003 and was originally scheduled to be completed in
September, 2004. During demolition, Mission, Market, and Oak Streets under the
freeway will be closed on some weekends. Other streets are apparently subject
to longer closures. A new section of elevated freeway, with two lanes in each
direction (plus a right-turn lane at the very end) will be built from Mission
Street to Market Street, replacing the current northbound-only structure.
Construction began in February 2004 and is to be completed in February, 2006.
Because the new structure will meet Market Street at grade, McCoppin Street
between Market Street and Valencia Street will be closed. Caltrans is not
allowing anything to be built under the freeway structure because they may need
access to it from underneath, so some of the space underneath may continue to
be used for parking lots. [Thanks to a posting by Eric Fisher
on m.t.r for this information.]
In early September 2005 (about a year late), the long-awaited replacement
for San Francisco's Central Freeway was opened. Where the freeway structure
was, drivers heading north or west descend from the freeway at Market Street
and are greeted by a boulevard with poplar trees in the middle and Chinese elms
on each side of the four-lane thoroughfare between faux historic lampposts. The
central roadway with its lines of trees is framed by a one-way path on each
side reserved for local traffic—the east side is for drivers heading north and
west side is for those heading south. Even with parking lanes and a sidewalk,
the result is a passage that measures just 133 feet from side to side. There
are a number of awkard features to the design, but most
reports seem to feel it is an improvement.
Routing in San Francisco. There's lots
of confusion about the current routing of US 101, because of problems with
signage in the city of San Francisco. After the 1989 Loma Prieta earthquake, US
101 N was rerouted to exit the Central Skyway at Mission St., then NE to Van
Ness Ave. US 101 S was rerouted along Van Ness Ave and South Van Ness Ave to
the Central Skyway on-ramp. However, there are signs labeled "To US 101" on
Central Freeway N at 7th Street, making people believe that US 101 exits there.
Similarly, the "To US 101" signs southbound make people think US 101 exits at
5th Street. This is wrong. According to Caltrans, US 101 officially is routed
on the Central Freeway. It is neither 7th or 5th St. Hence, to follow US 101,
take the Central Freeway. Note that the signs at 5th St. and 7th St. were
specifically requested by the City of San Francisco; subsequent surface street
signing to direct people to US 101 is the city's responsibility. The city has
placed such signs; according to a missing piece of the Photolog uncovered by
Joe Rouse, the path is 7th to McAllister to Leavenworth to Turk to Van Ness,
with the route to US 101 being signed at each junction (in addition to several
reassurance trailblazers on 7th Street).
According to Joe Rouse, the Central Freeway is officially still part of US
101, even after the post-Loma Prieta modifications. Prior to the quake, the
Central Freeway ended at Golden Gate and Turk; Turk and Golden Gate were part
of US 101 between the Central Freeway and Van Ness Avenue. After the Central
Freeway was lopped off at Fell Street, Golden Gate and Turk were decommissioned
as state highways and a break in the official routing was created on US 101 at
Fell Street, with the route resuming at Van Ness and Golden Gate. Van Ness
Avenue south of Golden Gate Avenue (and Mission Street for that matter) have
never been officially adopted as state highway.
After the Central Freeway was lopped off at Fell Street, signage for US 101
was extended on Van Ness south of Golden Gate and on Mission Street, but this
is signage only—not route adoption. While the Central Freeway's future was
being debated, the City of San Francisco requested that Caltrans direct traffic
bound for NB 101 so that those coming from the Bay Bridge were directed to exit
at 5th Street (and then continue down Harrison to 7th), and NB 101 traffic was
directed to continue to 7th Street via I-80. From there, to get to US 101
motorists were directed to use 7th to McAllister to Leavenworth to Turk to Van
Ness. But this is signage only—these streets were never adopted as part of US
101. The purpose was to get motorists to bypass the confusing mess at the
Market/Van Ness/Mission intersections. The state did leave a sign for 101 North
at the turnoff to the Central Freeway from WB I-80, again most likely for
motorists's benefit, since there are two onramps to WB I-80 downstream of the
5th Street exit. It was also useful if you were coming from the Bay Bridge and
you somehow missed the exit to 5th Street, as you could still get to US 101
North via the Central Freeway.
Although the signage for the Central Freeway from the south indicated that
it was for Mission and Fell Streets, signage for US 101 North was also left on
that connector to the Central Freeway (where the offramp for 9th Street splits
off). Once on the Central Freeway itself, 101 North traffic was directed to
exit at Mission. So if you were coming from the south and didn't see the signs
directing you to 7th Street, you were okay too.
With the completion of Octavia Blvd, it appears that traffic from the south
and from the east are once again directed to use the Central Freeway to
continue on NB US 101, rather than use the 7th or 5th Street exits. The exit
number listing for WB I-80 will have to be corrected to show that Exit 1B is
now for US-101 North. It currently does not show this. So what is the planned
alignment for US 101 in this area? It appears that the plan was to continue to
sign the Mission Street exit as the exit to continue north on US 101, with the
mainline touchdown to Octavia Street being treated as an exit. This makes it
look like US 101 is exiting itself. But nothing is finalized. Although the
signage may show route continuity via Mission and Van Ness, officially, there
is a gap in Route 101 from where the freeway ended at Fell Street to the
intersection of Van Ness and Golden Gate Avenues. The southern end of this gap
might be moved to the new end of the freeway at Market Street.
In December 2000, the CTC had on its agenda adoption of a traversable
highway a segment of Route 101 in San Francisco from PM R5.0 (PK R8.0) at Erie
Street to PM 5.3 (PK 8.5) at Golden Gave Avenue.
There appear to be some plans to make a portion of this route in San
Francisco into an underground tollway. The San Francisco Chronicle published an
article on 2/18/2001 where it indicated that transportation planners "said
the city should look into building ``supercorridor'' roads under Van Ness
Avenue, 19th Avenue, and Fell and Oak streets." The suggested 19th Avenue
tunnel would run five miles, from Junipero Serra Boulevard through Golden Gate
Park and up to Lake Street, with exits at Brotherhood Way, Ocean Avenue,
Quintara Street, Lincoln Way and Geary Boulevard. The Van Ness tunnel would run
almost two miles, from about Fell to Lombard Street, with exits at Broadway and
Geary Boulevard. Along Oak and Fell, the planners suggest an underground road
running more than half a mile from Laguna to Divisadero streets. However, the
roads would would violate the long-standing general plan for San Francisco,
which calls for no new highway capacity.
In March 2001, the CTC had on its agenda relinquishment of a segment of the
original routing from PM 22.1 and PM 23.9 in the City of South San Francisco.
![[Doyle Drive]](maps/001-doyle.jpg) Doyle Drive/Presidio Parkway. There are also
plans to reconstruct the Doyle Drive portion from Lombard St/Richardson Ave to
the Route 1 Interchange in San Francisco. Existing Doyle Drive was built in
1937 and is substantially unchanged from then. Elevated sections consist of
complex steel truss girders on foundations of doubtful strength. It is located
in a 'liquefaction zone' making it especially liable to earthquake damage. The
road was built with 2×3 10ft (3m) travel lanes, no median, and no real
shoulders.
The permitted design of the Parkway has 3 lanes northbound to the bridge and
4 lanes southbound off the bridge, the extra lane so there can be a clean 2+ 2
lane split leading away from the bridge into a pair of surface arterials Marina
Blvd and US 101 (Richardson, Lombard). They will be modern 3.6m (12ft) wide
lanes and there will be shoulders both sides and a grassed median. Close to
half the length will be underground (in two pairs of cut and cover tunnels of
260m and 310m) or elevated. At each end the Parkway will transition to
signalized arterial standard roadways, not expressway.
[Source: "Calif to spend $billion+ on
pretty Presidio Parkway without even talk of tolls, but want P3!?!",
Tollroadnews, 1/26/2010. This article also has diagrams of the elevation
and how each segment will be divided by roadway type.]
The environmental studies for this project are part of TCRP Project #22,
requested by the San Francisco County Transportation Authority. More
information can be found at http://www.doyledrive.org/. It appears
that there may be an extra toll on the Golden Gate Bridge to help pay for
repair of the dangerous Doyle Drive approach, which handles 91,000 vehicles a
day. The toll, which has not yet been set, probably would fluctuate, rising
during times of heavy traffic to a high of around $2. Doyle Drive is
particularly dangerous because lanes are too narrow by 2 to 3 feet, there's no
barrier separating opposing traffic, there are no shoulders and the structure
is seismically fragile. According to San Francisco transit officials, Doyle
Drive has almost three times the typical number of accidents for a facility of
its type. Toll revenues would be used to help pay for the $810 million project
to replace the 70-year-old Doyle Drive with a wider, safer, sturdier roadway.
The federal government would pay an additional $35 million. San Francisco
officials have collected the bulk of the money from state and local sources and
hope to begin construction by 2009. Construction cost (not project cost) of the
2.6km (1.6 miles) of seven lane (4 lanes SB, 3 lanes NB) expressway is
estimated at $1,045m or $387m/km, ($653m/mile), and $57m/lane-km ($93m/lane
mile.)
In 2007, the CTC considered a number of requests for funding from the
Corridor Mobility Improvement Account (CMIA). One request were funded:
construction of aux lanes from Embarcadero to Marsh Rd in San Mateo County
($60M). The Doyle Drive replacement in San Francisco County was not recommended
for funding. However, in August 2007 the CTC amended the project (TCRP #22),
which is an environmental study for reconstruction of Doyle Drive, from Lombard
St./Richardson Avenue to Route 1 Interchange in City and County of San
Francisco to update the project schedule and funding plan. TCRP Project #22 is
to replace Doyle Drive (US 101) in order to improve the seismic, structural,
and traffic safety of the roadway. The redesign of Doyle Drive will have
qualities that keep within the setting of the Presidio of San Francisco as a
National Park, will incorporate increased intermodal access to the Presidio,
and will improve access from local roadways. The project has attracted intense
scrutiny from the National Park Service, the Presidio Trust, and the public, as
it affects an area of the Presidio where the Presidio Trust is planning the
restoration of a river habitat along Tennessee Hollow, as well as the planned
expansion of Crissy Marsh. The project is now scheduled to start Phase 1 in
FY07/08, with completion estimated for FY12/13. Note that this is just for the
environmental study!
Part of the problem with the Doyle Drive reconstruction is a provision
included in the $58 million federal offer: the new Doyle Drive must become a
toll road that would help pay back the construction costs. This has resulted in
a lot of opposition from the North Bay that would pour south - particularly
from Marin County. This opposition may endanger the effort to replace the road,
threatening to entangle it in the same kind of political morass that stalled
construction of the new eastern span of the Bay Bridge and caused its cost to
soar. Marin officials have called the proposal to charge a $1 to $2 toll on the
road unfair to North Bay commuters, who account for 75 percent of the morning
southbound traffic on Doyle Drive, and labeled the proposal "a Marin commuter
tax." Regional transportation officials, on the other hand, believe the federal
money may be the only chance to fix the dangerous structure. The issue needed
to be resolved quickly: to qualify for the federal money, San Francisco needs
the legal authority to charge tolls on Doyle Drive by March 31, 2008. San
Francisco needed the state Legislature to pass a law allowing the city to
collect tolls, yet the political dispute seems to have cowed Bay Area
legislators who planned to introduce that legislation. Election year politics
are part of the argument; the other part is that since Doyle Drive is a state
highway, Caltrans should pay to replace the narrow, seismically fragile
viaduct. But Caltrans didn't build the road originally: The Golden Gate Bridge
district built the road with no shoulders, no median and narrow lanes in 1933
as part of the bridge project. In 1945, it was turned over to the state
Division of Highways, predecessor to Caltrans, according to a history compiled
by the San Francisco County Transportation Authority. But the bridge district
didn't give up its interest in Doyle Drive. In 1955, it asked the state to
rebuild Doyle Drive and make it wider. When the state came up with a plan for
an eight-lane highway with a median, San Franciscans objected, and the state
Legislature passed a bill requiring San Francisco's approval to widen the
highway. Numerous attempts to come up with a plan - and money - to replace
Doyle Drive without adding more lanes of traffic have fallen victim to
community opposition and a lack of funding. The current plan, with an estimated
cost of $1.1 billion, is the result of about 15 years of planning, studies and
negotiations. The so-called "Presidio Parkway" design was selected in 2006
after planners, engineers and community groups winnowed down 16 options to one
that features a combination of a high viaduct, two short tunnels, and an open
sunken roadway, all with a landscaped median. The existing Doyle Drive, which
carries 120,000 vehicles a day, is near the top of the state's list for bridges
in need of replacement. Its six lanes are narrow, its road has no shoulders and
opposing lanes of traffic are separated only by a line of plastic stakes.
According to Caltrans, Doyle Drive is rated a 2 out of 100 on the Federal
Highway Administration's structural safety index. The current funding plan for
replacement, according to the Metropolitan Transportation Commission and the
San Francisco County Transportation Authority, has the state contributing about
$475 million from a variety of accounts, San Francisco chipping in $68 million
from sales tax revenues, and the federal government adding $58 million from the
Urban Partnership program. That federal program requires congestion tolling -
tolls that rise and fall with congestion in an effort to dissuade drivers from
traveling when traffic is heaviest. There's still a gap of about $460 million.
[Source: San
Francisco Chronicle, February 19, 2008]
In May 2008, the Golden Gate district considered a congestion toll plan. The
district already plans to increase by a dollar its current toll of $5 for those
who pay with cash and $4 for those who use FasTrak. The congestion-based toll
would add a dollar more during the periods of 7 to 9 a.m. and 4 to 6 p.m. on
weekdays and 3 to 7 p.m. on weekends and holidays. This would be part of a
federal program that would bring $158 million in federal funds to the Bay Area
for transportation projects, including Doyle Drive. North Bay drivers and
politicians - particularly those from Marin County - objected to the Doyle
Drive toll idea, and bridge directors from the north side of the span pledged
to fight what they called "a Marin commuter tax." As part of a regional
compromise, the bridge board agreed to collect a congestion-based toll on the
bridge but only if it could use the revenue to fund improvements to Golden Gate
buses and ferries. The board also voted to ban use of any of the money to pay
for Doyle Drive improvements.
[Source: San
Francisco Chronicle, May 9, 2008]
In Mid-December 2008, the San Francisco Board of Supervisors, acting as the
San Francisco Transportation Authority board, certified the environmental
impact report for the Doyle Drive replacement project and officially selected
the $1 billion Presidio Parkway design for construction. This clears the way
for the federal government to approve the project, which is expected by the end
of 2008. The authority hopes to complete engineering and design, and begin
construction, by 2010. The new Doyle Drive is expected to open in 2014. The
design chosen includes stretches of elevated and at-grade roadway and two
tunnels, with six lanes of traffic, three in each direction, shoulders, and a
median. The parkway design was favored by community committees in 2006. Some
relatively minor changes have been made the past two years to satisfy officials
at the Presidio National Park and neighbors concerned about pedestrian
safety.
[Source: San
Francisco Chronicle, December 17, 2008]
In March 2009, it
was reported that Doyle Drive was among 57 transportation projects in
California chosen to receive the first wave of 2009 federal stimulus funds. The
Doyle Drive replacement is expected to create about 500 jobs. The commission
plans to disburse the money in April 2009 for the 1.2-mile Doyle Drive project,
pending a commission environmental approval. The rebuilding of Doyle Drive will
cost about $1 billion. Before the commission's decision Wednesday, sources for
all but about $100 million of the funding had been identified. Both U.S. Sen.
Dianne Feinstein and House Speaker Nancy Pelosi, Democrats from San Francisco,
have said that securing full funding to replace Doyle Drive is a top priority.
They're looking to the economic stimulus windfall from Washington to cover the
remaining tab. If the money comes through, construction could begin by the end
summer 2009, instead of in 2010, with completion anticipated in 2014, state and
regional transportation officials said. The roadway is used by more than
100,000 vehicles a day.
In April 2009, the CTC accepted the EIR on the Doyle Drive project. The
purpose of the project is to improve the seismic, structural, and traffic
safety of the roadway that is approaching the end of its useful life. Doyle
Drive, the southern approach of US 101 to the Golden Gate Bridge, is 1.5 miles
long with six traffic lanes. The proposed project will replace the existing
facility with a new six lane facility and southbound auxiliary lane, between
the Park Presidio Interchange and the new Presidio access at Girard Road. In
April the CTC also allocated $50,000,000 in funding from the Federal American
Recovery and Reinvestment Act of 2009 (ARRA).
In January 2010, construction started with the closure of a sharp
hook-shaped curve that veered off of Doyle Drive before the toll plaza and
passeed beneath the highway to Park Presidio. The southbound Doyle Drive
off-ramp to southbound Route 1 will be periodically closed, and starting in
February 2010, the northbound Route 1 to southbound Doyle Drive connection will
be closed for a year and a half for construction. The official detour uses
Lombard Street, Van Ness Avenue and Geary Boulevard. Drivers approaching Doyle
Drive will be warned of the closures with electronic signs. Those missing the
warnings will be able to use a "last chance" detour at Lincoln Boulevard or
Merchant Road via the visitors parking area at the south end of the bridge.
In February 2010, the CTC approved amending Traffic Congestion Relief
Program (TCRP) Project 22 and re-allocate previously allocated funds for the
Route 101; environmental study for reconstruction of Doyle Drive, from Lombard
Street/Richardson Avenue to Route 1 Interchange in the city and county of San
Francisco. Specifically, this reprogrammed $1,300,000 TCRP from Plans,
Specifications & Estimate (PS&E) to Construction Support, and
reallocated previously allocated funds from PS&E to Construction Support.
This change related to an Emergency Limited Bid (ELB) contract that is being
used to relocate some of the utilities. Although the use of such approach will
help advance the delivery of that contract by about 20 months, the Federal
Highway Administration does not recognize the ELB as an approved method of
delivery, prohibiting federal funds use on this contract (and the original plan
was to use Federal demonstration funding). Note that most of the Doyle
Drive/Presedio Parkway project is being done through a public-private
partnership (called P3 funding); in particular, P3 is being used for Phase II
construction.
Work began on the first tunnel in July 2010. The $116 million Battery
Tunnel, funded by federal stimulus dollars and $33 million in local funds, is
under construction in the Presidio along with an elevated 1,340-foot long
viaduct just south of Doyle Drive that would take drivers into city. When the
1,036-foot long tunnel initially opens around Labor Day 2011, the five lanes
inside will handle both northbound and southbound traffic until a second
northbound tunnel is built where the existing Doyle Drive now stands. Traffic
in the tunnel will be separated by a moveable Renderings show the two Battery
Tunnels, with the southbound tunnel at right.
In February 2012, it was reported there there may be some funding
kerfluffles for the Doyle Drive project. Specifically, the San Francisco County
Transportation Authority needs to come up with $60 million so that Golden Link
Partners, a private consortium that has entered into an unusual public-private
partnership, can begin construction of the second phase of the project. The
authority needs to have firm funding sources within months so that the
consortium can secure private financing by the end of June and proceed with the
second half of the work. The shortfall was caused by two problems. First, $34
million in state transportation funds that have been pledged to the project
will note arrive quickly enough. The Metropolitan Transportation Commission,
the Bay Area's transportation planning and financing agency, has proposed
advancing the money to San Francisco and getting paid back over the next
several years. But the California Transportation Commission, which has had
objections to the public-private approach on Doyle Drive, must approve that
proposal. Secondly, there is a $26 million gap that resulted when the idea of
redirecting federal money earmarked for two other Bay Area transportation
projects didn't get congressional support. Construction crews have been
building the first part of the 1.6-mile Presidio Parkway - the new name for the
connection to the Golden Gate Bridge - since the end of 2009. The work includes
a new US 101/Route 1 interchange, a southbound high viaduct and the southbound
Battery Tunnel. By Spring 2012, the first phase will be completed, and a
temporary bypass paved. Traffic will be moved off the old Doyle Drive and will
share the newly built structures until the rest of the Presidio Parkway is
completed in early 2015. Demolition crews will tear down the old concrete
viaducts and roadways. The existing narrow approach to the Golden Gate Bridge
was built in 1937 as part of the bridge project. It's now considered unsafe
because it lacks a median and shoulders, is seismically fragile and sits atop
unstable soils.
(Source: SF
Chronicle, 2/6/2012)
Golden Gate Bridge. Lastly, note that
the Golden Gate Bridge is not part of US 101. The Golden Gate is
maintained by the Golden Gate Bridge,
Highway, and Transportation District. However, the Golden Gate Bridge is
part of a Safety Enforcement-Double Fine Zone, per Senate Bill 155, Chapter
169, on July 23, 1999 and a Safety Awareness Zone per SB 988, Chapter 593,
September 29, 2006. The Golden Gate Bridge will also be undergoing a seismic
retrofit under TCRP Project #143. The Golden Gate Bridge opened in 1937.
In January 2010, it was reported that the Golden Gate Bridge District was
working on plans to raise money for the bridge. Ideas include elevator rides to
the very top of the Golden Gate Bridge's international orange towers, or a
chance to tour the famed structure's catwalks beneath the busy roadway. Some of
the ideas are in this article from the LA Times.
In July 2010, a Metropolitan Transportation Commission committee approved $5
million in funding for the design of a suicide barrier on the Golden Gate
Bridge. The barrier will cost $45 million and the bridge district said it will
not spend money on the project - meaning federal, state or private funding must
be found. If it is, the system would take about 18 months to install. The
barrier plan calls for a net extending 20 feet below and 20 feet from the side
of the span. The net would be made from stainless steel cable and would
collapse slightly if someone jumped in, making it difficult to get out, bridge
officials said. The district would buy a "snooper" truck with an elongated arm
to get people out, although such rescues might be rare because the net is
expected to act as a deterrent. Roughly two dozen people jump from the span
each year, and more than 1,300 people have jumped from the span since it opened
in 1937.
In January 2011, it was reported that the Golden Gate Bridge District was
planning to eliminate human tolltakers, replacing them with electronic toll
collection stations. The plan would save $19.2 million over eight years by
replacing all 32 toll takers with FasTrak receivers and video cameras. The
cameras would record the license plate of every driver without a FasTrak
transponder and send a bill to the car's registered owner at the end of the
month. Under the plan, the $3.2 million system would be installed late this
year and undergo testing before going live in December 2012. The electronic
toll collection system, when fully operational, is projected to cost roughly
$7.8 million each year, compared with a cost of more than $10 million each year
for the current system.
(Source: San
Francisco Chronicle, 1/11/2011)
In March 2011, it was reported that the main cables of the Golden Gate
Bridge would be renovated for the first time since the span opened in 1937.
This isn't a replacement (the cables cannot be replaced); it involves chipping
the old paint off, vacuuming the chips and repainting the cables. Exterior
paint is what protects the 80,000 miles of wire inside the cables from
corroding.
In September 2011, it was noted that in 2013, the GG Bridge District will
face a $75 million payout to help with construction of the new Doyle Drive and
$100 million in seismic strengthening costs for its span. Between 2001 and
2011, the district has whittled its deficit from $454 million, then to $132
million and as of 2011 to $87 million by raising bridge tolls, issuing layoffs
and cutting bus service, among other steps. However, inflation, capital
projects and other factors will require the district to continue to take steps
to reduce costs over the next several years. That includes a plan to eliminate
all toll-takers on the span late next year, as the bridge goes to
all-electronic tolling.
In May 2012, it was reported that the retrofitting includes replacing the
roadway on top of the anchorage house. The work is being accomplished by
workers cutting out 25-by-10-foot segments and replacing them with 78, new
38,000-pound prefabricated segments over the course of 300 feet. It is the
first time the road over the anchorage house has been replaced since the bridge
opened 75 years ago. Most of the span's roadway was replaced in 1986, but at
that time the technology was not available to easily pull the road up and off
of the anchorage house. That's because the roadway also serves as the roof and
ceiling of the anchorage house, the box-like structure the length of a football
field at the north end of the bridge, which holds all the cables coming off the
span that tie down the structure. Once it is in, the new roadway will be
sealed, so water does not get into the anchorage house, as well as paved for a
smooth finish. Work on the latest phase of seismic work in the anchorage house
also included utility relocation, strengthening existing and building new
concrete walls, as well as putting in a stronger foundation with micro piles.
They are also replacing the support towers. Work on the first phase of the
seismic project, strengthening the north approach, was finished in spring 2002.
Work on the second phase, along the south approach, was finished in 2007. Work
for the final "Phase 3B" — addressing the anchorage house and the center
suspension portion of the span — will cost $200 million and bridge
officials are seeking funding for that work in Washington D.C. All work could
be finished by 2018.
(Source: Marin
Independent Journal, 4/29/2012)
General
The following portions of this are currently constructed to freeway
standards: (1) from Route 5 to 4 miles west of Ventura, ending at Sea Cliff
(approx 80 miles); (2) from Punta to the western city limits of Goleta (approx
17 miles); (3) near Rufgio St Beach (approx 5 miles); (4) from Gaviota to
Solvang (approx 20 miles); (5) from Route 176 to Nipomo (approx 19 miles); (6)
from Arroyo Grande to 1 mile north of San Luis Obispo (approx 17 miles); (7)
from Santa Margita to Paso Robles (approx 19 miles); (8) from San Miguel to 2
miles north of King City (approx 22 miles); (9) through Salinas (10 miles);
(10) from Gilroy to San Jose (33 miles); (11) the Bayshore Freeway in San Jose
to San Francisco.
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 #246: Operations and management
improvements, including Intelligent Transportation System (ITS)
technologies on US 101 in Santa Barbara County. $800,000.
High Priority Project #429: Seismic retrofit of the Golden Gate
Bridge. Note that the Golden Gate Bridge is not part of US 101. This
appears to be supplemental funding for TCRP Project #143, and might even be
a kickstart for that project, as it hasn't been discussed at the CTC level.
The funding is likely insufficient, being cut down from the requested $11M.
$8,800,000.
High Priority Project #525: Construct US 101 Auxiliary Lanes
from 3rd Ave in the City of San Mateo to Millbrae Ave in
Millbrae. $3,000,000.
High Priority Project #943: US 101 Operational Improvements in
San Jose. $4,000,000.
High Priority Project #961: Construction of US 101 Auxiliary
Lanes, Marsh Rd. to Santa Clara County Line. $1,800,000.
High Priority Project #1092: Widen the Santa Maria River Bridge
on US 101 between Santa Barbara County and San Luis Obispo County. $2,720,000.
High Priority Project #1335: Construct new interchange and
related road improvements on US 101 near Airport Blvd, Salinas. $1,936,000.
High Priority Project #1565: Interchange improvements at Rice
Avenue and US 101 in the City of Oxnard. $2,640,000.
High Priority Project #1955: Improvements to US 101 ramps
between Winnetka Ave. and Van Nuys Blvd. $320,000.
High Priority Project #2245: US 101 Corridor Improvements —
I-280 to the Capitol-Yerba Buena Interchange. $4,000,000.
High Priority Project #2606: Replace South Access to the Golden
Gate Bridge—Doyle Drive. Supplemental fundings ppears to be in HPP #3808.
$8,000,000.
High Priority Project #2701: Construct US 101
bicycle/pedestrian overpass at Millbrae Ave for the San Francisco Bay
Trail. $1,000,000.
High Priority Project #3062: Conduct environmental review of
proposed improvements related to the connection of Dumbarton Bridge to US
101. $400,000.
High Priority Project #3099: Modify and reconfigure Kanan Road
interchange along US 101 in Agoura Hills. $4,000,000.
High Priority Project #3808: Replace South Access to the Golden
Gate Bridge—Doyle Drive. This appears to be additional funding in HPP
#2606. $6,000,000.
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Between the intersection with Boronda Road and the intersection with the San
Benito-Monterey County line. Authorized by Senate Bill 155, Chapter 169, on
July 23, 1999.
The Golden Gate Bridge, per Senate Bill 988, Chapter 593, September 29,
2006.
Route 101 between Golden Gate Avenue and Lyon Street in the City and County
of San Francisco, per Senate Bill 1491, Chapter 121, July 10, 2008.
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Historically, this route is close to the original "El Camino Real"
(The Kings Road). This route (from Route 5 to Route 82) has officially been
designated as "El Camino Real by Assembly Bill 1769, Chapter 1569, in
1959. Note that there are other roads that are likely the original El Camino
Real, in particular, portions of Monterey Road from S of Gilroy to downtown
San Jose.
The I-5/I-10/Route 60/US 101 interchange, commonly referred to as the East
Los Angeles Interchange, is named the “Medal of Honor Recipient ,
Eugene A. Obregon, USMC, Memorial Interchange” (it was originally
named the “Marine Private First Class Eugene A. Obregon
Interchange”). This interchange was named in memory of Medal of Honor
Recipient Eugene A. Obregon, USMC. While serving as an ammunition carrier with
Golf Company, Third Battalion, Fifth Marine Regiment, First Marine Division
(Reinforced), during the Korean War, PFC Obregon was killed in action on
September 26, 1950. The machine-gun squad of Private Obregon was temporarily
pinned down by hostile fire; and during this time, he observed a fellow marine
fall wounded in the line of fire. Armed only with a pistol, Private Obregon
unhesitantly dashed from his cover position to the side of the fallen marine.
Firing his pistol with one hand as he ran, Private Obregon grasped his comrade
by the arm, and despite the great peril to himself, dragged the marine to the
side of the road. Still under enemy fire, Private Obregon was bandaging the
marine's wounds when hostile troops began approaching their position. Quickly
seizing the wounded marine's rifle, Private Obregon placed his own body as a
shield in front of the wounded marine and lay there firing accurately and
effectively into the approaching enemy troops until he, himself, was fatally
wounded by enemy machine-gun fire. By his courageous fighting spirit, and loyal
devotion to duty, Private Obregon enabled his fellow marines to rescue the
wounded marine. By fate and courage, Private Obregon is one of the valiant
Mexican Americans to receive the Congressional Medal of Honor, the nation's
highest military honor for bravery. Named by Senate Concurrent Resolution (SCR)
109, Resolution Chapter 66, on 6/26/2008.
The portion of US 101 from North Mission Road to North Alameda Street,
including the on ramp and off ramp of North Vignes Street, in Los Angeles
County is named the "Los Angeles County Deputy Sheriff Juan Abel Escalante
Memorial Highway". This segment was named in memory of Juan Abel Escalante,
who faithfully served the Los Angeles County Sheriff's Department and the
residents of Los Angeles County as a deputy assigned to the Custody Division.
Deputy Escalante was a United States Army Reservist awarded the Armed Forces
Reserve Medal, Army Service Ribbon, National Defense Service Medal, Global War
on Terrorism Service Medal, and the Army Achievement Medal. He is remembered as
a passionate, loving husband to his wife, Celeste, a loving son to his parents,
Anna and Cesar Powell, a caring father to his children Alexander, Julian and
Marisa, and a thoughtful sibling to his brothers, Edgar and Cesar. Deputy
Escalante was killed in the line of duty outside his home in the City of Los
Angeles on August 2, 2008. Named by Assembly Concurrant Resolution (ACR) 103,
9/7/2010, Resolution Chapter 117.
The segment of US 101 from the Route 5/Route 10/Route 60/US 101 to the
"four-level" interchange (i.e., the Route 110/US 101 interchange) is named the
"Santa Ana Freeway". It was named by its location. A good article on the
history of the "four-level" interchange may be found on the
KCET website.
The portion of US 101 between Hollywood Boulevard (milepost marker 6.520)
and Cahuenga Boulevard (milepost marker 7.459), in the County of Los Angeles,
is named the "Los Angeles Police Officer Ian J. Campbell Memorial
Highway". It was named in memory of Los Angeles Police Officer Ian J.
Campbell, who was born in Valley City, North Dakota. His father was a doctor
who served honorably in World War I. Officer Campbell's parents were of
Scottish descent. At 13 years of age, after his father died of cancer, Campbell
and his mother moved to Los Angeles. Officer Campbell attended and graduated
from Fairfax High School, and then attended Los Angeles City College. At
approximately 12 years of age, Officer Campbell started playing the bagpipes,
taking lessons from renowned Pipe Major David Aitken, winning best bagpiper in
the novice category at the Scottish Highland Games held in Santa Monica. At 19
years of age, Officer Campbell enlisted in the United States Marine Corps,
where he was trained as a radio operator, served two combat tours during the
Korean War, and was honorably discharged from the Marine Corps as a Staff
Sergeant, having been awarded the Marine Corps Good Conduct Medal, National
Defense Service Medal, Korean Service Medal with four bronze stars, and the
United Nations Korean Service Medal. Upon his discharge from the Marine Corps,
Officer Campbell returned to Los Angeles and attended undergraduate school at
the University of California at Los Angeles. Officer Campbell entered the Los
Angeles Police Academy and, on May 5, 1958, he graduated from the academy,
successfully completing his probationary period as a Los Angeles police officer
while assigned to the West Los Angeles Police Station, thereafter being
transferred to the Hollywood Division of the Los Angeles Police Department
(LAPD). On March 9, 1963, Officer Campbell was conducting a stop of a
suspicious vehicle at Gower Street and Carlos Avenue in Hollywood when he was
kidnapped at gunpoint, forcibly taken to a deserted onion field south of
Bakersfield, and executed. Officer Campbell was 31 years of age at the time of
his death and had served the LAPD for five years. On March 13, 1963, bagpipes
were played for the first time for an officer of the LAPD at the funeral of
Officer Campbell, a tradition that continues to this day following the
line-of-duty death of every LAPD officer. On June 26, 1965, as a memorial to
Officer Campbell, the Ian Campbell Memorial Trophy was awarded to the best
aggregate bagpiper in the novice category at the Scottish Highland Games, a
tradition that continues to this day. Named by Assembly Concurrent Resolution
100, Resolution Chapter 109, on September 4, 2012.
The interchange of the US 101, Route 134, and Route 170 freeways is named
the "Bruce T. Hinman Memorial Interchange." Officer Bruce T. Hinman was
on routine motorcycle patrol on Route 170 at US 101 when he stopped to assist a
disabled motorist. A drunk driver traveling at 60 m.p.h. along US 101 attempted
to change routes by driving over a raised berm, then across the freeway and
onto the dirt shoulder where he crashed into the disabled vehicle. The impact
spun the disabled vehicle around, striking the motorist, who was using the
freeway call box, and knocking Officer Hinman to the ground. The car came to
rest with its rear wheels on top of the officer's chest, suffocating him.
Officer Hinman, 34, was placed on life support but died a week later. He was a
nine-year member of the CHP and was assigned to the West Valley Area office
directly after graduating from the Academy. CHP Officer Bruce Hinman, an
eight-year CHP veteran, was said to be the first officer in the 26-year history
of the patrol's West Valley station to die in the line of duty.
Officially, the segment of US-101 from Route 110 to Route 134 is named the
"Hollywood Freeway". The first segment of the Hollywood Freeway opened
in 1940 (as the Hollywood Expressway); the last segment opened in 1948. As for
the origin of the name Hollywood, many different stories can be found. A
popular explanation is that it was the name given by the wife of founder Horace
H. Wilcox who named it after the "Mass of the Holy Wood of the Cross" said by
Father Junipero Serra near the site. It may have also been a name borrowed from
one of the Hollywoods of the east.
The segment of US 101 from Route 110 to Route 2 is part of "Historic
Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter
52, in 1991.
The segment of US 101 from Route 134 to the northern end of the Ventura
County line is named the "Ventura Freeway". It was named a Senate
Concurrent Resolution in 1973. The first segment of the Ventura Freeway opened
in 1955; the last segment in 1974.
The portion of Route 101 from the top of the Conejo Grade to Lewis Road in
the City of Camarillo is named the "Adolfo Camarillo Memorial Highway."
Named in honor of Adolfo Camarillo, born in 1864 in what would become Ventura
County. In 1880, at 16 years of age, took over operations of the 10,000 acre
Rancho Calleguas upon the death of his father Juan. Adolfo Camarillo married
Isabella Menchaca in 1888 and they moved into an adobe on the ranch and
subsequently raised five children. In 1890, Adolfo Camarillo planted two rows
of eucalyptus trees, with the help of two Chumash Indians, which arched over
what became Route 101 for many years. These trees were designated as Ventura
County Historical Landmark Number 3 on August 5, 1968, and were identified as
the Adolfo Camarillo Heritage Grove in the Negative Declaration for the
widening of Route 101 through Camarillo in 1980. In 1892, Adolfo Camarillo
constructed the Queen Anne Victorian Camarillo Ranch House, which is visible to
the north from Route 101 and was recommended for designation as a California
Point of Historical Interest by the State Office of Historical Preservation on
August 5, 2005, and was approved for that designation by the State Director of
Parks and Recreation on September 29, 2005. Adolfo Camarillo graduated from the
International Business College in Los Angeles in 1895 and was a pioneer in
raising lima beans, which became the major crop in Ventura County during that
time. He served as a member of the Board of Supervisors of Ventura County from
1907 to 1915. He was a member of the Pleasant Valley School District Board of
Trustees for 56 years, serving as presiding officer for a total of 23 years.
Adolfo Camarillo donated property for the Southern Pacific Railroad to be
constructed through Camarillo in 1898 and this resulted in a station being
built that became known as "Camarillo," and the town site for Camarillo was
laid out that same year. He gave to the community by donating 50 acres of land
for the first high school in Camarillo, which is named for him, and granted
land for the new Conejo Grade Route 101 project in 1937, enabling the highway
to be constructed across the entire width of the original Rancho Calleguas from
the Conejo Grade to the Union Pacific Railroad, formerly the Southern Pacific
Railroad, tracks adjacent to downtown Camarillo, He was a leader in a number of
organizations in Camarillo and California, including the Ventura County Fair
Board, the Camarillo Chamber of Commerce, Los Rancheros Visitadores, and the
California Lima Bean Growers Association. He was a director of the California
State Fair Board and of the Bank of A. Levy. He also bred and raised a stable
of Morgan-Arabian horses, now famously known as the "Camarillo White Horses,"
which represented the community at many events, including the Pasadena Rose
Parades and the opening of the Oakland Bay Bridge in 1936, and were ridden by
him at many Los Rancheros Visitadores trail rides. Adolfo Camarillo was known
affectionately as "The Last Spanish Don" because he cherished and preserved the
Spanish traditions of early California. Named by Assembly Concurrent Resolution
(ACR) 116, Resolution Chapter 74, on 7/3/2008.
The portion of US 101 in the County of Ventura is named the "Screaming
Eagles Highway". Named in honor of the 101st Airborne Division ("Screaming
Eagles"). The 101st Airborne Division traces its lineage to World War I with
the formation of the 101st Division on July 23, 1918, and subsequently has been
involved in every major war that the United States has participated in since
then. It was instrumental in the success of the D-Day Invasion, in the
Operation Market Garden in Holland, in Bastogne for the Battle of the Bulge, in
Vietnam for Operation Nevada Eagle, and in many other courageous missions
worldwide. Named by Assembly Concurrent Resolution 54, Chaptered 7/2/2003,
Chapter 85.
Throughout Santa Barbara Country, this freeway is called the "El Camino
Real 101" Freeway.
Between Santa Barbara County and the San Jose area, it is simply named
"El Camino Real".
The interchange of Route 154 and US 101, in the County of Santa Barbara is
named the "CHP Officer James C. O’Connor Memorial Interchange". It
was named in memory of Officer James Christopher O’Connor, who was born
on July 9, 1956. On December 23, 1982, Officer James Christopher
O’Connor, graduated from the California Highway Patrol Academy and was
assigned to the West Valley area. He completed motorcycle training on February
28, 1985, and was transferred to the Ventura area, where he spent the remainder
of his career. Officer O’Connor was killed in the line of duty on
November 15, 1990, at approximately 1524 hours. He and three fellow motor
officers were traveling home from a divisionwide motorcycle training day in
Santa Maria. A 1986 Ford Thunderbird, driven by a 78-year-old driver, failed to
turn her vehicle at a curve and crossed over the center line into the group of
officers. Officer O’Connor was struck head-on and thrown approximately 60
feet. During the impact, he was knocked out of his helmet and boots. Officer
O’Connor’s fellow officers called for help and immediately began
cardiopulmonary resuscitation (CPR). He was transported to a nearby hospital,
but succumbed to his injuries. Officer O’Connor was a good man and a good
officer. He was known for his skill in riding motorcycles and his ability to
get into accidents when driving an automobile. One day, while on patrol,
Officer O’Connor managed to crash his patrol car into the center divider
at approximately 75 mph while trying to split traffic. It was named in
recognition of Officer James Christopher O’Connor’s contributions
and sacrifice in serving the Department of the California Highway Patrol and
the citizens of California.Named by Assembly Concurrent Resolution 100,
Resolution Chapter 109, on September 4, 2012.
US 101 from mile marker 9.67 in Monterey County to mile marker 36.16 in
Santa Barbara has been formally submitted for inclusion in the
“National Purple Heart Trail”. The National Purple Heart
Trail was established in 1992 for the purpose of commemorating and honoring men
and women who have been wounded or killed in combat while serving in the United
States Armed Forces. It courses its way across the vast majority of the United
States. In 2001, pursuant to SCR 14, the Legislature designated portions of I-5
and I-80 as California's selections for inclusion in the National Purple Heart
Trail. In 2009, the state legislature found it was appropriate to designate
additional portions of the state highway system for inclusion in the National
Purple Heart Trail in order to honor the men and women who have been wounded or
killed in combat while serving in the United States Armed Forces. Named by
Assembly Concurrent Resolution (ACR) 12, Resolution Chapter 84, on
8/24/2009.
The portion of US 101 from the south edge of the Santa Maria River Bridge to
Santa Maria Way in Santa Barbara County is designated the “Officer
Loren D. Scruggs Memorial Highway.” This segment was named in memory
of CHP Officer Loren D. Scruggs. Officer Scruggs attended high school and
college in Santa Maria in Santa Barbara County, and, after joining the CHP,
served his entire career in that community. On April 23, 1971, Officer Scruggs,
at the age of 35 years, was killed in the line of duty near the Betteravia
Avenue offramp on US 101. He had stopped a vehicle for a registration
violation, but was approached by another driver who asked for directions, and
who subsequently pulled out a gun and shot Officer Scruggs, and the killer fled
but his body was later found with self-inflicted wounds. Named by Senate
Concurrent Resolution (SCR) 57, Resolution Chapter 38, on May 14, 2008.
The portion of US 101 from the Madonna Road exit in San Luis Obispo to the
Santa Barbara Road exit in South Atascadero is named the "Alex Madonna
Memorial Highway". This segment was named in honor of Alex Madonna. Alex
Madonna was a San Luis Obispo native, born in 1918 in a house that was on
property that is now a part of Camp San Luis Obispo. He lived with his mother
and older sister near the Mission San Luis Obispo, and graduated from San Luis
Obispo High School in 1937. While still in high school, Madonna started a
construction company with a Model T Ford truck and a pick and shovel. This
construction company built the San Luis County Regional Airport; completed work
on many projects involving the construction of US 101 within the County of San
Luis Obispo (included grading and plant mixed surfacing of Route 101 from one
mile south of Templeton to Paso Robles, construction of five bridges and
pedestrian undercrossings on Route 101 from 1.5 miles west of Santa Margarita
to Atascadero, resurfacing and installing pavement markers on Route 101 from
the Vineyard Drive Overcrossing to the South Paso Robles Overhead, and ramp
repair on Route 101 at Atascadero Creek); building a good portion of Route 101
from Salinas to Buellton; repaving portions of Route 1, Route 41, and Route 46;
consutruction of the final stretch of I-5; and construciton of a bridge on
Route 58 and Route 166. Alex Madonna also was responsible for opening the world
famous Madonna Inn in San Luis Obispo in 1958. Named by Assembly Concurrent
Resolution (ACR) 97, Resolution Chapter 83, on 07/11/2006.
The interchange at Route 101 and Route 46 East, and any subsequent
interchange constructed to replace that interchange, in the City of Paso Robles
is named the "California Highway Patrol Officer Brett J. Oswald Memorial
Interchange". It was named in memory of Officer Brett James Oswald, who
was born in 1962, to his parents Richard and Linda Oswald, in San Rafael,
California. Officer Oswald graduated from Sam Barlow High School in Gresham,
Oregon in 1980, received his associates degree from Central Texas College in
Killeen, Texas in 1991, and furthered his education by completing courses at
Rio Hondo Community College in Whittier, California, and Cuesta College, San
Luis Obispo, California. Prior to joining the California Highway Patrol,
Officer Oswald held several jobs, including film development, fabricating
counter tops, custodial work for a local junior high school, military, and even
assisting with his family's business. Officer Oswald, badge number 13164,
graduated from the California Highway Patrol Academy in 1990 as a flight
officer, and was assigned to the Santa Fe Springs Area Office. Officer Oswald
subsequently served as a traffic officer in the King City Area Office, a flight
officer in the Paso Robles Coastal Division Air Operations Office, and a
traffic officer in the Templeton Area Office. Officer Oswald proudly served a
total of 20 years and one month as a California Highway Patrol Officer. Officer
Oswald was killed in the line of duty on June 27, 2010, in Paso Robles,
California, when he was struck by a vehicle while waiting for a tow truck on
the side of the road. He responded to a report that a vehicle had hit a tree on
South River Road in Paso Robles. After investigating, Officer Oswald determined
that no accident had occurred and that the vehicle was abandoned. He called for
a tow truck and was waiting next to his patrol car, when a passing vehicle
crossed the double yellow lines and struck the patrol car. The force of the
impact pushed the patrol car into him. Officer Oswald was transported to a
local hospital where he later died from his injuries. In his spare time,
Officer Oswald enjoyed reading, photography, making people laugh, working on
his property, and a good cigar from time to time. Above all else, Officer
Oswald enjoyed spending time with his family. Named by Assembly Concurrent
Resolution 117, Resolution Chapter 63, June 29, 2012.
The portion of US 101 between Madonna Road (Exit 201) and San Luis Bay Drive
(Exit 196) in the County of San Luis Obispo, is named the "Christopher
Meadows Memorial Highway." It was named in memory of Christopher Meadows,
a Bay Area native who made San Luis Obispo his home after he began his studies
at Cal Poly in 2003. Mr. Meadows graduated from the Orfalea College of Business
in 2007 and was active in the leadership of his business fraternity, Delta
Sigma Pi. Mr. Meadows chose a career to help others, obtained an Emergency
Medical Technician certificate from Cuesta Community College in San Luis
Obispo, and began working at the San Luis Ambulance Service. Mr. Meadows began
his service with the San Luis Obispo County Sheriff’s Search and Rescue
(SAR) unit in February of 2008. Mr. Meadows’ energy, personality, and
strong desire to help others drove him to strive for a high level of success in
all his endeavors. Mr. Meadows had completed his probationary period with the
SAR unit, received the award of 2009 Probationary Member of the Year in the
unit, and, as a full member of the unit, was soon to be promoted to Medical
Team Leader. Mr. Meadows was working with the SAR unit at the Oceano Dunes on
May 24, 2009. He was responding to a medical emergency when a tragic accident
claimed his life, a risk he took willingly to help others. Mr. Meadows is the
first member of the SAR unit to be lost in the line of duty. According to
longstanding tradition, the Board of Supervisors and the Sheriff’s Office
of San Luis Obispo County joined in a resolution to christen a Patrol and
Rescue Boat in Christopher Meadows’ honor. Mr. Meadows’ spirit also
lives on in the form of the Christopher Meadows Memorial Paramedic Education
Fund, which has awarded paramedic scholarships to four students since 2010.
CAL-FIRE, Cal Poly College of Business, Cuesta College, Dignity Health Central
Coast, the French Hospital Medical Center, the Morro Bay Fire Department, the
Morro Bay Fire Fighters’ Association, the Oceano Dunes District of the
Department of Parks and Recreation, San Luis Ambulance, the San Luis Obispo
County Board of Supervisors, the San Luis Obispo County Deputy Sheriff’s
Association, the San Luis Obispo County Sheriff’s Advisory Council, the
City of San Luis Obispo Fire Department, the San Luis Obispo County
Sheriff’s Search and Rescue, the Sierra Vista Regional Medical Center,
and the State Park Peace Officers of Oceano Dunes District all support this
resolution as a fitting tribute to Mr. Meadows’ service and
sacrifice.Named by Assembly Concurrent Resolution 100, Resolution Chapter 109,
on September 4, 2012.
The portion of US 101 between Spring Street in Paso Robles and Santa Barbara
Road in Atascadero in San Luis Obispo County is named the "Vernon L.
Sturgeon Memorial Highway" It was named in honor of Vernon L. Sturgeon.
Although born in Chandler, Arizona, he attended schools in Paso Robles and
followed in his father's footsteps as a milk distributor in San Luis Obispo
County for 20 years. Sturgeon served on the Paso Robles City Council for eight
years and as the Mayor of the City of Paso Robles for three years. He was
elected to the State Senate for Senate District 29 in 1961, and served in the
Legislature until 1966, when that district was reapportioned. At that time, he
became a key advisor to Governor Ronald Reagan, serving as the Governor's
Legislative Liaison Officer, starting in 1967, and also serving as Chief Deputy
Director of the Department of Public Works. He was appointed by Governor Reagan
to the Public Utilities Commission in 1969, and was later reappointed by
Governor Jerry Brown, making him one of the few people to be appointed to the
same position by both governors. He served on the commission until 1979, which
included a three year term as president of the commission. In has various
capacities, he played a significant role in securing the temporary site for the
original Cuesta College, and was instrumental in securing funds for a number of
projects and California Polytechnic University, San Luis Obispo. Also, through
his efforts, the library at Hearst Castle was made available to University of
California students for research. He also carried the appropriations bill in
the Senate for funding the construction of Route 46 from Paso Robles to the
coast in San Luis Obispo County. Named by Senate Concurrent Resolution (SCR)
72, Resolution Chapter 96, on 8/15/2006.
The section of US 101 in Salinas is the "Veterans Memorial Highway".
Named by Assembly Concurrent Resolution No. 133, Chapter 103, in 1994.
The portion of US 101 from milepost 312 to exit 317, south of Chualar, in
Monterey County, is named the "Bracero Memorial Highway". This segment
was named in honor of the Mexican nationals, known as Braceros, who were
legally contracted to work mostly in the agricultural and railroad industries
in the Salinas Valley, and elsewhere, to alleviate a labor shortage during
World War II. Two tragic, preventable incidents illustrate their unsafe working
conditions. On June 17, 1958, approximately 50 Mexican Braceros were being
transported from a Soledad labor camp to perform field work in the Salinas
Valley. The truck transporting them was a flat bed truck converted to have a
covered metal top, wooden benches, and only narrow exits at the end of the
vehicle. Purportedly, two gasoline cans were in the truck for two days prior to
the incident, which the driver claimed were emptied the day before the
accident. The driver did not inform the passengers that they should not smoke
because there were gasoline cans in the truck. One of the men lit a match
igniting a flash fire in the passenger compartment of the vehicle. Twelve men
died immediately of asphyxia and second, third, and fourth-degree burns as they
were trapped in the vehicle, two more men later died, and an additional 17
Mexican Braceros were hospitalized. At that time, there was no state law
prohibiting carrying gasoline cans in vehicles, and no criminal charges were
brought. The National Safety Council considered the fire the worst noncollision
vehicle tragedy in the nation since 1944. The second incident occured on
September 17, 1963, on a lonely stretch of railroad track paralleling US 101 at
Thomas Ranch Road in the City of Chualar, near Salinas, California, 32 Bracero
farmworkers lost their lives and another 24 were injured in the biggest single
fatal vehicle accident in California history and the worst of its type in
United States' history. The Braceros who were injured and killed were being
transported in a truck converted into a bus without the approval of, or
inspection by, any government agency, on the way to harvest celery for one
dollar ($1) per hour, when struck by an oncoming train. Legal immigrant
farmworkers continue to cross the border to work in many parts of California
without being provided safe working conditions or being treated with dignity
and respect, and so in recognition of the Braceros' contributions and sacrifice
in the Salinas Valley and elsewhere in California, this segment was dedicated.
Named by Assembly Concurrant Resolution (ACR) 113, 08/17/2010, Resolution
Chapter 86.
The portion of Route 101 north of Chualar between Payson Street and
Esperanza Road in Monterey County is named the Caltrans Highway Maintenance
Lead Worker Michael (Flea) Feliciano Memorial Highway. This segment was
named in memory of Michael (Flea) Feliciano, who was born on January 25, 1949,
in Monterey, California. He graduated from Pacific Grove High School and
Monterey Peninsula College where he majored in Police Science. He played
varsity baseball all four years in high school, was the first athlete at
Pacific Grove High School to receive All Mission Trail Athletic League three
years in a row as a varsity pitcher, and played as a semi-pro baseball pitcher
from 1967 to 1976. He worked for 14 years for the City of Seaside Parks
Department and was responsible for all irrigation of parks, islands, and
medians; and also worked for the Fort Ord Golf Course and the Garnerville
Ranchos District. In 2004, Michael (Flea) Feliciano was the District 5
Maintenance Lead Worker of, and an eleven year employee with, the Department of
Transportation (Caltrans). He was a state-certified water auditor, a member of
the Northern California Turf Council, and a member of the National Crisis
Prevention Institute. On February 25, 2004, Michael (Flea) Feliciano's crew was
returning to the maintenance yard in Salinas after closing a lane due to storm
flooding on Route 101 when an errant driver crossed the highway median and
slammed into the truck Michael (Flea) Feliciano was driving, killing Michael
(Flea) Feliciano. Michael (Flea) Feliciano was the 159th Caltrans worker to be
killed in the line of duty since 1924. Named by Senate Concurrent Resolution
(SCR) 120, Resolution Chapter 141, on 9/8/2006.
The section from Route 82 in San Jose to I-80 in San Francisco is named the
"Bayshore" Freeway. It was named by its location. One map shows it as
the "South Valley" Freeway in Santa Clara County (between Route 82 and
Monterey Street), but that seems not to be a name recognized by Caltrans.
The portion of US 101 from Fair Oaks Avenue (milepost marker 44.83) to Route
87 (milepost marker 39.92) in the County of Santa Clara is named the "CHP
Officer Charles Lilly Memorial Highway". It was named in memory of Officer
Charles Richard Lilly, who was born on June 24, 1937, to Charles and Margaret,
in Portola, California. In 1964, Officer Lilly, badge number 4029, graduated
from the CHP Academy with the Cadet Training Class III-65 and was assigned to
the San Jose area. Officer Lilly was a genuine person, a dedicated officer, and
family man. He was known for his charisma and his ability to get along well
with others. In his spare time, Officer Lilly enjoyed listening to music and
attending church. He also had a keen interest in law and attended a semester at
Lincoln Law University in San Jose, California. On October 29, 1967, Officer
Lilly was killed in the line of duty during a routine traffic stop. As the
officer was exiting the patrol car, his partner drove on to pursue another
vehicle. A third vehicle, the driver of which was later known to be
intoxicated, veered off the road and fatally struck Officer Lilly.Named by
Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4,
2012.
Route 101 between Ralston Avenue in Belmont and Route 92 is named the
"Civilian Women Volunteers All Wars Memorial Freeway". It was named in
honor of the civilian women volunteers that have run recreation centers and
libraries on military institutions, taught in hospitals and schools, provided
health care, and run orphanages. in a large number of wars. Named by Assembly
Concurrent Resolution No. 83, Chapter 36, approved March 15, 2000.
The section between US 101 near Brisbane and US 101 in San Francisco was at
one time called the "Hunters Point Freeway". This route was adopted in
late 1963. It was named by location.
The hill on Route 101 between Greenbrae and San Rafael is called
"California Park Hill". California Park was housing development begun
about 1910 in this area.
The curve on Route 101 in San Francisco just north of Army Street to just
south of Vermont Street is named "Hospital Curve", because the highway
runs behind San Francisco General Hospital.
Route 101 through Morgan Hill is also named the "Sig Sanchez
Highway". Sig Sanchez was a San Jose Councilman. During his tenure as mayor
and as a county supervisor, the passion and perseverance of Sig Sanchez
overcame several obstacles so as to allow the building of the Morgan Hill
Bypass on Route 101 in the County of Santa Clara. Named by Senate Concurrent
Resolution 46, Chapt. 1994 in 1994.
Route 101 in San Mateo County between the Santa Clara County line and the
Ralston Avenue exit is named the Military Servicewomen's Memorial
Highway. It was named in recognition of the contribution made by our
country's women in the defense of the United States. Named by Assembly
Concurrent Resolution 171, Chapt. 154, September 1, 1998.
Route 101 between the San Franciso International Airport and the
Broadway-Burlingam Exit is named the "Officer Dave Chetcuti Memorial
Highway". Millbrae Police Officer Dave Chetcuti, 43, became the first
officer from that city's police department to be killed in the line of duty,
April 25, 1998. It was named by Senate Concurrent Resolution 97, Chapter 158 in
1998.
Route 101 in San Francisco from the San Mateo County line and the junction
of I-80 is named the "James Lick Freeway". It was named by Assembly
Concurrent Resolution 37, Chapter 122 in 1951. James Lick (1796-1876) worked in
his youth as an expert organ and piano maker, following this trade some twenty
years in Argentina, Chile and Peru. He arrived in San Francisco just before the
gold rush with about $30,000 and made investments in what was then outlying
real estate. He built the famous hotel known as the Lick House and continued to
purchase real estate which kept being absorbed by the city as it grew. He also
built a large flour mill in San Jose. As a result of investments he was very
wealthy at the time of his death and left several million dollars for
scientific, charitable and educational purposes. He financed the observatory
atop Mt. Hamilton.
From Route 80 in San Francisco until the freeway portion ends, it is named
the "Central Skyway" or "Central Freeway".
The segment from Route 1 to Waldo Point is named the "Golden Gate Bridge
Freeway". It was named by Senate Concurrent Resolution 11, Chapter 39 in
1954. The name comes from the fact that the route crosses the Golden Gate
Bridge. The bridge, in turn, was named after the straight, which was named by
Frémont in 1846 in analogy to the Golden Horn in Europe. He chose the name
because he foresaw the day when riches of the Orient would flow through the
gate, but he could not forsee that the discovery of gold in a few years would
give the name new significance.
Historically, this entire route was called the "Coast Highway".
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Colloquially, the intersection of US 101 and Route 110 is called the
"Four Level Interchange". Plans for it were unveiled in 1947 and it was
constructed and open to traffic by 1949 or 1953-54, depending on who you
believe. (SCAQMD and Library of Congress say 1949; Caltrans' own website says
1953; a historian at USC has material on the Web that says 1954). According to
the Automobile
Club, by the early 1950s the uppermost roadway was open for traffic on the
Hollywood Freeway. The connections to the Harbor/Pasadena Freeway were
completed a year later. This was the world's first four-level interchange. The
Four Level itself has been recognized as a historic resource in its own right
for some time. This has resulted in ill-advised cosmetic modifications, such as
a cast-concrete bridge rail installed because it was considered to look
"historic" (in fact the Four Level opened with very modern-looking steel bridge
rails), as shown in the famous 1954 photo Caltrans Public Affairs has put
online.
At the South Ventu Park Road exit in Newbury Park is the "Stagecoach Inn
Historial Plaque". This marks the original location of the historic
Stagecoach Inn.
Bridge 52-241 over the Ventura River in Ventura county is named the
"Senator James J. McBride Memorial Bridge". It was built in 1962, and
named by Senate Concurrent Resolution 9, Chapter 18, in the same year. State
Senator James F. McBride served the people of Ventura County in the California
Assembly and Senate from 1933 to 1961.
Tunnel 51-172R in Santa Barbara county is named the "Gaviota Gorge
Tunnel". It was built in 1953.
Bridge 44-053, the Lime Creek Bridge in Monterey County, is named the
"Harvey Robert Huss Memorial Bridge". It was built in 1975, and named by
Assembly Concurrent Resolution 59. Harvey Robert Huss, Caltrans maintenance
worker, lost his life on February 11, 1973 while attempting to rescue to
occupants of a car threatened by a mudslide on Route 1 near Big Sur. Mr. Huss
was posthumously awarded the Medal of Valor, California's highest civilian
award for heroism.
Bridge 44-177, over the Salinas River in Monterey county, is named the
"Skinner-Serrano Memorial Bridge". It was built in 1971, and named by
Assembly Concurrent Resolution 105, Chapter 37, in 1992. United States Army
Cpl. Rodolfo Carillo "Rudy" Serrano, 21, was killed in action in Dinh Tuong
Province, South Vietnam, on April 1, 1968. United States Marine Corp PFC Walter
Francis Skinner, 19, was killed in action in Quang Tri Province, South Vietnam,
on February 25, 1968.
The interchange of I-680, I-280, and US 101 in the City of San Jose is named
the "Joe Colla Interchange." This interchange was named in memory of
Joseph Anthony Colla, who actively served the San Jose community during the
1970s as a pharmacist, bike racer, bike race promoter, and San Jose City
Council Member. Councilman Joe Colla worked in the 1970s alongside future
mayors Norman Mineta and Janet Gray Hayes to help the City of San Jose develop
economically and culturally and become described as "San Jose, a City with a
Future". Colla is best known for a stunt involving the US 101/I-680/I-280
interchange. Construction started on that interchange, and then stopped as
then-Gov. Jerry Brown suspended most highway building in the state in a
cost-cutting measure. Road crews disappeared and what remained was a 200-foot
ramp suspended in the air with rebar sticking out of both ends. The ramp was
dubbed San Jose's "Monument to Nowhere." In the pre-dawn hours of a sunny but
chilly January day, Colla got a crane operator to lift a Chevy on top of the
unfinished ramp. Then the feisty councilman and drugstore owner jumped in a
helicopter, which dropped him off next to the car. A photograph was snapped of
Colla with arms outstretched and the caption: "Where Do We Go From Here?"As a
direct result of Councilman Joe Colla's exploits, including posing the
question, "Where do I drive from here?" from atop the unfinished interchange,
and identifying the monolith as "A Monument to Nowhere." This made Colla a true
urban legend. After the car stunt, he organized a 300-car caravan to Sacramento
to push for the interchange's completion. Eventually the City of San Jose
received the necessary funding and the interchange project was completed. Named
by Assembly Concurrant Resolution (ACR) 102, August 30, 2010, Resolution
Chapter 107.
The intersection of Route 85 and US 101 in San Jose is named the Michael
Evanhoe Interchange. It was named in honor of Michael Evanhoe, who served
between 1995 and 2004 as the chief development officer responsible for the
planning, programming, project development, marketing, and congestion
management functions for the Santa Clara Valley Transportation Authority (VTA)
in the County of Santa Clara. In that position, Mr. Evanhoe managed the $700
million VTA highway program, and was responsible for long-range transportation
planning and programming for VTA, working to address and set the VTA's
priorities for discretionary state and federal transportation funds. Mr.
Evanhoe worked in the field of transportation since 1965, initially with the
Caltrans in its Sacramento, Marysville, and San Francisco offices from 1965 to
1974, and later serving as Assistant Secretary for Transportation in the
Business, Transportation and Housing Agency from 1975 to 1978 and Executive
Director of the California Transportation Commission from 1978 to 1984. He
joined the Sunset Development Company in San Ramon in 1984 and served as Vice
President of Operations until 1988, was later appointed as Executive Director
of the Golden Triangle Task Force in Santa Clara County from 1988 to 1990, and
was subsequently appointed as the Executive Director of the Congestion
Management Agency of Santa Clara County in 1990, serving in the latter position
until the agency merged with the Santa Clara County Transit District in 1994 to
form the VTA. Over the years, Mr. Evanhoe has gained the respect and admiration
of elected officials, staff, and business leaders by getting the job done,
maintaining a positive work environment, taking on new challenges, and working
collaboratively with others. He had substantial responsibilities for
construction of the Route 85/US 101 interchange and the widening of US 101.
Named by Assembly Concurrent Resolution 152, chaptered September 1, 2004.
Resolution Chapter 175.
Bridge 35-252 on US 101, the Route 92/Route 101 Interchange in San Mateo, is
named the "Harold "Bizz" Johnson" Interchange. Congressman Harold T.
"Bizz" Johnson, state Senator from 1949 to 1958, who served in the House of
Representatives from 1958-1980, was instrumental in helping establish the
Rails-to-Trails program. He also promoted water development projects and sided
with consumer-owned electric utilities against the economic and political clout
of big investor-owned systems like Pacific Gas and Electric Co. He also
successfully broadened language in the Surface Transportation Assistance Act to
allow bridges over highways, railroads and other physical features to qualify
for funding under the Act's bridge replacement provisions. It was built in
1971, and was named by Senate Concurrent Resolution 42, Chapt. 155 in 1985.
Bridge 35-232 is also named the "Leslie Charlene Curtis Memorial
Bridge". This name was assigned by Assembly Concurrent Resolution 84,
Chapter 129, in 1985. Leslie Charlene Curtis, 19, was killed in 1985 by a drunk
driver at the then notoriously unsafe intersection of South Norfolk and Route
92.
This route also has the following Safety Roadside Rest Areas:
- Gaviota, in Santa Barbara County, at the S end of the Gaviota Tunnel.
- Camp Roberts, in Monterey County, 8.5 mi N of San Miguel.
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 This route is part of the De Anza National
Historic Trail.
 This portion of this route from Route 110/Figueroa Blvd to
Route 2 (Santa Monica Blvd) was part of the "Arrowhead Trail (Ocean to Ocean
Trail)". It was named by Resolution Chapter 369 in 1925.
 This portion of this route from Route 110/Figueroa Blvd to Route 2
(Santa Monica Blvd) was part of the "National Old Trails Road".
This portion of this route from Route 110/Figueroa Blvd to
Route 2 (Santa Monica Blvd) was part of the "New Santa Fe Trail".
  This portion of this route from Route 110/Figueroa
Blvd to Route 2 (Santa Monica Blvd) appears to have been part of the
"National Park to Park Highway", and the "Pikes Peak Ocean to Ocean
Highway".
  This route appears to have been part of the
"Pacific Highway". It also appears parts of the original route were part
of the "Lone Star Trail".
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- Los Angeles: Ventura Blvd (formerly signed, now deprecated as a business
route)
- Ventura: Main Street
- Salinas: Boronda Road east to Main Street; Main Street south to Salinas
Street; Salinas Street south into John Street (Route 68) east; John Street
(Route 68) east to Abbott Street; Abbott Street south near Spreckels and to
the half-interchange/half at-grade with the US 101 expressway near the
Gould Road at-grade
- Gonzales: Alta Street
- Soledad: Front Street
- Greenfield: El Camino Real
- King City: First Street, Broadway
- Atascadero: Traffic Way, El Camino Real.
- Santa Maria: Route 135 south to Santa Maria Way, and Santa Maria Way east
back to US 101
- San Luis Obispo: Marsh Street. This shares signage with Route 1. Portions
may be on Monterey Street.
- Paso Robles: Spring Street
- Pismo Beach/Grover Beach: Price Street
- Arroyo Grande: Traffic Way. This is wrong-way multiplexed with Route 227
at its end.
- Gilroy to Morgan Hill: Monterey Highway (some of this is former business
route).
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Christopher G. Williams, Southbound US 101 @ Blackie Road in
Prunedale, CA. The accident was 6/10/98 and the sign actually went up the
first year the assembly bill was adopted (2001). Chris was killed on his Harley
Davidson motorcycle by a hit and run drunk driver on the evening of Salinas'
Big Hat Barbeque (kickoff to the California Rodeo in Salinas, CA) and the
driver was later apprehended in Santa Cruz County. The driver was eventually
sentenced to 11 years, 8 months in prison and has since been released after
serving 5 years. Chris was the father of 3 children. Chris was a generous, fun,
caring, loving father, brother and friend. He was 36 years old and worked for
Pacific Bell in San Jose and commuted to and from Salinas daily and would not
hesitate to stop and help a driver on the side of the road. He worked hard for
his family and loved life. His three young children were the most important
things in his life and after the accident the kids were split up and their
lives have been a challenge without their father.
(Information provided by Laurie R. Moreno, Chris's
sister)
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[SHC 263.6] From Route 27 (Topanga Canyon Boulevard) to Route 46 near Paso
Robles; and from Route 156 near Prunedale northeasterly to Route 156.
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The following segments are designated as Classified Landscaped Freeway:
| County |
Route |
Starting PM |
Ending PM |
| Los Angeles |
101 |
S0.00 |
S1.32 |
| Los Angeles |
101 |
0.00 |
0.11 |
| Los Angeles |
101 |
1.00 |
6.72 |
| Los Angeles |
101 |
6.83 |
7.06 |
| Los Angeles |
101 |
7.19 |
8.36 |
| Los Angeles |
101 |
8.40 |
9.08 |
| Los Angeles |
101 |
9.29 |
27.59 |
| Los Angeles |
101 |
33.59 |
33.83 |
| Los Angeles |
101 |
34.83 |
35.16 |
| Los Angeles |
101 |
35.19 |
36.84 |
| Los Angeles |
101 |
37.37 |
37.69 |
| Ventura |
101 |
0.58 |
1.37 |
| Ventura |
101 |
1.54 |
1.73 |
| Ventura |
101 |
3.86 |
4.58 |
| Ventura |
101 |
4.85 |
7.35 |
| Ventura |
101 |
7.48 |
8.36 |
| Ventura |
101 |
8.50 |
8.76 |
| Ventura |
101 |
13.49 |
16.19 |
| Ventura |
101 |
21.60 |
22.50 |
| Ventura |
101 |
22.50 |
23.12 |
| Ventura |
101 |
23.46 |
23.98 |
| Ventura |
101 |
25.60 |
30.94 |
| Santa Barbara |
101 |
0.54 |
1.24 |
| Santa Barbara |
101 |
1.24 |
22.44 |
| Santa Barbara |
101 |
23.53 |
23.87 |
| Santa Barbara |
101 |
24.29 |
24.91 |
| Santa Barbara |
101 |
R56.84 |
58.00 |
| Santa Barbara |
101 |
87.40 |
90.27 |
| San Luis Obispo |
101 |
12.12 |
R19.60 |
| San Luis Obispo |
101 |
27.29 |
27.61 |
| San Luis Obispo |
101 |
27.96 |
30.36 |
| San Luis Obispo |
101 |
43.35 |
43.80 |
| San Luis Obispo |
101 |
43.88 |
44.14 |
| San Luis Obispo |
101 |
44.37 |
44.59 |
| San Luis Obispo |
101 |
45.45 |
46.20 |
| San Luis Obispo |
101 |
46.60 |
47.04 |
| San Luis Obispo |
101 |
56.40 |
57.28 |
| San Luis Obispo |
101 |
57.81 |
58.54 |
| Monterey |
101 |
85.01 |
R89.50 |
| Monterey |
101 |
R90.73 |
R91.00 |
| Santa Clara |
101 |
R17.38 |
R17.98 |
| Santa Clara |
101 |
R23.58 |
R23.81 |
| Santa Clara |
101 |
R24.36 |
R24.59 |
| Santa Clara |
101 |
R26.71 |
31.24 |
| Santa Clara |
101 |
31.40 |
40.59 |
| Santa Clara |
101 |
40.86 |
41.19 |
| Santa Clara |
101 |
41.88 |
42.13 |
| Santa Clara |
101 |
42.50 |
44.99 |
| Santa Clara |
101 |
45.57 |
47.14 |
| Santa Clara |
101 |
47.76 |
50.47 |
| Santa Clara |
101 |
51.84 |
52.45 |
| San Mateo |
101 |
0.01 |
0.72 |
| San Mateo |
101 |
0.86 |
5.52 |
| San Mateo |
101 |
5.58 |
6.16 |
| San Mateo |
101 |
6.23 |
6.95 |
| San Mateo |
101 |
7.66 |
13.12 |
| San Mateo |
101 |
13.34 |
13.58 |
| San Mateo |
101 |
14.68 |
14.91 |
| San Mateo |
101 |
16.36 |
17.59 |
| San Mateo |
101 |
17.80 |
26.11 |
| San Francisco |
101 |
0.00 |
4.13 |
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[SHC 253.5] From Route 5 near Seventh Street in Los Angeles to near Fell
Street in San Francisco; signed as US Highway. Added to the Freeway and
Expressway system in 1959.
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The portion from Route 5 to the Route 10 interchange was to have been
designated I-105; this was deleted as chargeable interstate in August 1965. The
entire length of this portion of US101 was submitted for inclusion in the
interstate system in 1945; it was not accepted.
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In San Mateo County, a HOV lane runs (in both directions) from Whipple
Avenue to the Santa Clara county line, for a length of 6.6 mi. This was opened
in July 1991. It requires two or more occupants, and operates on weekdays
during the following hours: 5:00-9:00AM, 3:00-7:00PM.
In Santa Clara County, a HOV lane runs (both directions) from the San Mateo
county line to the vicinity of Bernal Road, for a length of approximately 25
miles. The portion between the San Mateo County Line and Guadalupe Parkway was
opened in November 1986 and extended twice in 1988; the portion between
Guadalupe Parkway and Route 280 was opened in April 1993; and the portion
between Route 280 and Bernal Road was opened in June 1990. All require two or
more occupants, and operate on weekdays during the following hours:
5:00-9:00AM, 3:00-7:00PM.
With respect to usage: A 2001 Caltrans survey showed that use of the HOV
lane in the San Francisco Bay Area fell from 14,110 vehicles in 1996 to 9,093
in 2001. During the busiest hour of the morning, more than 1,500 cars used the
HOV lane, which is about the same number of cars as in each non-carpool lane.
Note that the 2001 survey showed that US 101 has the distinction of the slowest
speed for carpoolers at 28 mph during the afternoon.
There are plans to add a reversible HOV lane through San Rafael from Sir
Francis Drake Blvd to N San Pedro Road in Marin County. This is TCRP Project
Caltrans. In August 2005, this was amended to be two HOV lanes, instead of a
single reversable lane.
There also appear to be plans to address the HOV gap between south of the
Coleman School Pedestrian Overcrossing to North San Pedro Road
Undercrossing.
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From a point in Marin County opposite San Francisco to the Oregon state line
via Crescent City.
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The definition of this segment remains unchanged from 1963, other than it
changing from (c) to (b).
Portions of this route are now Route 254, as surface routings have been
replaced by freeway. Another "old US 101" segment is present-day Route 271. It
also appears that State Street in the Ukiah, Calpella, and Redwood Valley areas
is a former segment of US 101, in particular, the segment from Route 253 to
downtown Calpella.
Note: Licensed carriers of livestock are exempted from certain limitations
of access when those carriers are directly en route to or from a point of
loading or unloading of livestock on specified portions of Route 101 located in
the Counties of Del Norte, Humboldt, and Mendocino from its junction with Route
1 near Leggett north to the Oregon border, if the travel is necessary,
incidental to the shipment of the livestock, and certain conditions are met.
This examption expires on January 1, 2015. However, if the director of the
Department of Transporation determines that certain safety improvements to a
portion of Route 101 have resulted in the reclassification of the entire
segment as a terminal access route pursuant to specified provisions of the
Vehicle Code, the exemption may be repealed. (ACR 349, Statute Chapter 172,
8/4/11)
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N of San Francisco, US 101 (which was signed since the mid-1930s) was LRN 1,
defined in 1909, N to 5 mi NE of Crescent City. It was LRN 71, defined in 1919,
from this point (the junction with US 199) to the Oregon border.
Chris Sampang observes that there are quite a few surface streets that are
likely old US 101 routings, having been bypassed when the freeway N of Willits
was completed. He identifies these as:
- Garberville and Redway: Redwood Drive
- Sylvandale to Pepperwood: Avenue of the Giants/Route 254
- Scotia: Main Street
- Rio Dell: Wildwood Avenue. At one time, US 101 was on Pacific
Avenue.
- Alton: Old State Highway (found near the Route 36 junction)
- Fortuna: Fortuna Blvd and Main Street
- Worswick to Beatrice: Route 211 from Worswick to Fernbridge, Eel
River Drive from Fernbridge to Beatrice, Old State Highway south of Loleta.
Eel River Drive. Tompkins Hill Road north of Beatrice may also be old US
101, US 101 here follows the railroad and that makes more sense.
- Spruce Point: Broadway Street, now known as South Broadway.
- Eureka: Broadway, 5th (NB) and 4th (SB)
Streets.
- Arcata: G Street
- McKinleyville to Clam Beach: Central Avenue
- Clam Beach: Clam Beach Drive
- Moonstone to Trinidad: Scenic Drive.
- Trindad to Patricks Point: Patricks Point Drive, maybe Old
Stagecoach Road
- Big Lagoon: Roundhouse Creek Road, Oceanview Drive, A Street,
Redwood Highway, later seemingly rerouted to Roundhouse Creek Road and
Lynda Lane (it is unclear if the Redwood Highway here was actually
connected to US 101)
- North of Big Lagoon: There's a routing (unnamed) that appears to
go through some state park
- Dry Lagoon: Old State Highway, which takes a routing to the east
of Dry Lagoon.
- Exit 753 north to Exit 765: Old Highway 101, paralleling Prarie
Creek on a straighter alignment than the current freeway; part of it (at
the junction with Red Park Road in the Prarie Creek Redwoods near the
Humboldt/Del Norte county line) is named Redwood Highway.
- Klamath: Klamath Mill Road and Klamath Avenue
- Crescent City: If US199 actually ended in the city itself, then
Parkway Drive would be an old routing of US 199 at first, and then possibly
a pre-freeway version of US 101 after US 199 was made to end north of
Crescent City. One possible pre-freeway (but post-US 199 move out of
Crescent City itself, if US 199 had ever been there) route is Railroad
Avenue and Wonderstump Avenue; another longer one is the route from
Crescent City to Smith River via Northcrest Drive, Lake Earl Drive to Tryon
Corner, and then Fred D. Haight Drive from Tryon Corner to Smith River.
West First Street and Oceanview Drive north to near the Oregon stateline
might also be a part of a pre-expressway route. (A second Oceanview Drive
begins across the Oregon state line 3/4 mile north of the border eventually
meeting up with 101 in Brookings; this name might've been one continous
route pre-expressway.)
Note also that in Cloverdale, part of Cloverdale Blvd was likely part of US
101, and was cosigned with Route 128.
|
|
In August 2011, the CTC approved $24,413,000 in SHOPP funding for repairs in
and near Sausalito, Corte Madera and Larkspur from the Golden Gate Bridge to
Corte Madera Creek that will rehabilitate 45.0 lane miles of roadway to improve
the ride quality, prevent further deterioration of the traveling surface,
minimize costly roadway repairs and extend the pavement service life. They also
approved finding to repave an 8.5-mile stretch of US 101 in Marin from Vista
Point at the Golden Gate Bridge to Lucky Drive in Larkspur. The work will begin
in Fall 2011. Additionally, Caltrans is repaving US 101 between Terra Linda and
Route 37 in southern Novato, and another segment of the route will be repaved
as part of a widening project on US 101 north of Route 37 to just north of
Atherton Avenue.
In September 2012, it was reported that Caltrans was working on plans for
construction of the Greenbrae Interchange project on US 101. The purpose of the
project is to reduce traffic congestion within the Greenbrae/Twin Cities
Corridor by alleviating the short merging, diverging, and weaving areas along
US 101. The plans for SB US 101 from Sir Francis Drake Boulevard include an
auxiliary lane with an exit onto Fifer and an extended merge onto US 101. An
overpass, meanwhile, carries southbound US 101 traffic to an exit onto Wornum
Drive.
In December 2011, it was reported that the overpass that connects Paradise
and Tamalpais drives in Corte Madera will get $1.2 million to address problems
that were causing it to sink into bay mud beneath the structure, causing
pavement to dip. The CTC approved funding to repair the trouble spot; existing
fill will be replaced with lightweight concrete material to stop the pavement
from sinking and dipping. A contract for the work is expected to go out to bid
next month with work starting in July 2012.
In January 2013, it was reported there was opposition to the Corte Madera
overpass project. This is proposed $143 million construction project that would
create elevated freeway segments and demolish a pedestrian overcrossing along
the Larkspur and Corte Madera stretch of US 101. Caltrans and Transportation
Authority of Marin officials say the project — which has racked up $7
million in expenses — is needed to improve safety, reduce congestion and
enhance multi-modal access in the area. Critics say the outdated, monstrous Los
Angeles-style proposal should be scrapped. Under the project, a 44' flyover
would be built to take drivers from southbound US 101 into Corte Madera, ending
at Wornum Drive. Drivers coming off Sir Francis Drake heading south would use a
newly built road next to the freeway to make a more smooth and safe transition
onto the freeway. A barrier would also be put in place to make sure traffic
headed north through the interchange from Lucky Drive continues through to East
Sir Francis Drake Boulevard, stops at a light and then continues north to get
to US 101. The community believes the project is not designed to increase
capacity on the freeway, does not address flooding issues that occur with every
winter storm, doesn't adequately address the traffic problem on Sir Francis
Drake Boulevard and will degrade the bicycle and pedestrian connection across
US 101. In February 2013, it was reported that Caltrans offered to create a
7-member committee to explore alternatives. It was also reported that Corte
Madera officials have formally opposed the closure of Nellen Avenue — a
potential roadblock for the planned southbound improvements — and have
demanded a full environmental impact report if the project moves forward. The
Town Council and members of the public are especially opposed to the
construction of a 33-foot tall flyover to take drivers from southbound US 101
and Sir Francis Drake Boulevard into Corte Madera, ending at Wornum Drive.
(Source: Marin
Independent-Journal, 1/27/13, 2/7/2013,
2/12/2013)
In September 2009, the CTC approved for future consideration of funding a
project in Marin and Sonoma Counties that will construct a northbound high
occupancy vehicle lane from Route 37 to Atherton Avenue and a southbound HOV
lane from Route 37 to Rowland Boulevard; construct a southerly interchange at
San Antonio Road and Route 101, including frontage roads with
pedestrian/bicycle facility; replace the bridge over San Antonio Creek and
realign the roadway curve; construct an interchange at Petaluma Boulevard
including frontage roads with pedestrian/bicycle facility; and construct
roadway improvements in the cities of Novato and Petaluma. The project is fully
funded using Corridor Mobility Improvement Account, Traffic Congestion Relief
Program, State Transportation Improvement Program, federal and local funds for
$274,000,000, capital and support. The scope as described for the preferred
alternative is consistent with the project scope set forth in the approved
project baseline agreement. Construction is estimated to begin in Fiscal Year
2010-11. Of course, there are always delays to projects such as this. For
example, in May 2011, the CTC received notice of increased costs and delays.
The reason? For the southerly interchange, (1) two additional easements were
needed for placing the bike-path and a portion of the southbound on-ramp at the
Southerly Interchange inside the Olompali State Park limits—as a result,
additional cultural and biological studies were required and may there may need
to be an amendment to the biological opinion; (2) placing the bike-path and a
portion of the southbound on-ramp at the Southerly Interchange on the Olompali
State Park property saves a significant number of existing trees along
southbound Route 101 and also improves access to the Olompali State Park.
External stakeholders including State Parks, County of Marin, and the Marin
Bicycle Coalition support the revised design. This revised layout will also
eliminate a future realignment of Route 101 when the currently unfunded Phase 2
of the overall Marin-Sonoma Narrows Corridor is built. (3) An additional 9,000
feet of a North Marin Water District (NMWD) waterline needed to be relocated as
a result of the above described design changes. (4) The newly proposed frontage
road south of the Olompali Park will extend over a hillside area with a
potentially active landslide. A more detailed geotechnical investigation and
monitoring is needed to conclusively determine if the hillside is stable. In
other cases, challenges for right of way acquisition slowed work.
For Marin/Sonoma Counties, in 2007, the CTC considered a number of requests
for funding from the Corridor Mobility Improvement Account (CMIA). Two requests
were funded: Marin-Sonoma Narrows Seg. A (Novato) ($82.4M), and construction of
aux. lane from WB I-580 to NB US 101 ($20M) in Marin County. Requests to add
HOV lanes from Wilfred Av to Santa Rosa Av in Sonoma County, adding HOV lanes
from Railroad Av to Rohnert Park Expwy in Sonoma County, adding HOV lanes from
Steele to Windsor River (North Ph A) in Sonoma County, the Marin-Sonoma Narrows
Seg. B (Novato-Petaluma) in Marin/Sonoma County, and adding HOV lanes near
Airport and operational improvements (North Ph B) in Sonoma County were not
recommended for funding. The funding plan was updated in December 2007. The
funding plan was modified again in February 2009. In August 2010, the CTC
amended the CMIA baseline agreement for the US 101 HOV Lanes - Wilfred project
(PPNO 0781E) to update the project delivery schedule, specifically moving the
end of construction to December 2013 with close-out ending in January 2015.
In June 2012, the CTC amended the CMIA baseline agreement for the MSN
Corridor project to increase the project scope and update the project funding
plan. Specifically, the project scope was amended to add Contracts A2, A3 and
C3 to the Marin-Sonoma Narrows Corridor scope of work:
- Contract A2 (PPNO 0360M): This contract will add 0.4 mile of southbound
HOV lane on Route 101, in the City of Novato, Marin County.
- Contract A3 (PPNO 0360S): This contract will add 1.7 miles of northbound
HOV lanes on Route 101 in Marin County.
- Contract C3 (PPNO 0360R): This contract will replace/widen the Route
101/Route 116 separation bridges, modify the Route 101/Route 116
Interchange and construct a sound wall in the City of Petaluma, Sonoma
County.
In August 2011, the CTC approved $1,350,000 in SHOPP funding for repairs
near Santa Rosa, at River Road intersection; also at Shiloh Road intersection
(PM 28.0), that will reconstruct two intersections and install signals to bring
pedestrian facilities to ADA standards and improve safety at the
intersections.
In May 2012, it was reported that construction crews will start a $1.1
million project to connect the two stretches of Sixth Street in Santa Rosa that
end at the highway, with completion due in October. In 2005, Caltrans built the
Route 101 overpass at Sixth Street in Santa Rosa but never built the street
under it. The work includes the new stretch of road, new sidewalks, landscaping
and a stoplight at Davis and Sixth. The stoplight will be at about the end of
the downtown southbound offramp from US 101; to avoid traffic backing up the
offramp, part of the offramp will be re-striped to two lanes from the current
one. Caltrans originally planned to connect the two parts of Sixth Street as
part of its US 101 widening project but dropped the Sixth Street work to shave
costs. Before US 101 was elevated, Sixth Street did connect. Part of the
construction project involves digging up the old road now buried.
![[Rohnert Park]](maps/101-rohnertpk.jpg) In June 2008, the CTC approved
amending the scope of the Sonoma 101 Central – Phase A CMIA project by
adding an additional 1.3 miles of High Occupancy Vehicle (HOV) lanes using
$8,000,000 in local funds. The proposed amended project would be a combination
of the CMIA approved Central - Phase A project with the Central - Cotati Grade
project (a portion of the original Central – Phase B project). The
proposed amended project would complete 5.0 miles (of 6.4 miles planned) of the
Central HOV project from Pepper Road in Petaluma to Rohnert Park Expressway in
Rohnert Park. The remainder of the Central- Phase B project would be
constructed at a future date when funding becomes available. The full Central
HOV lane project proposes widening Route 101 from four to six lanes in Sonoma
County. The project is 6.4 miles long extending from Old Redwood Highway in
Petaluma to Rohnert Park Expressway in Rohnert Park. The new lanes are part of
the Highway 101 Corridor Management Plan that will provide for continuous HOV
lanes from just north of the Golden Gate Bridge in Marin County to Windsor
River Road north of the city of Windsor in Sonoma County. The Central HOV
project also upgrades the highway to current standards, adds auxiliary lanes,
and provides Intelligent Transportation System elements, such as changeable
message signs, vehicle detection systems, ramp metering systems and stations,
advisory variable speed signs, and communication network links. To reflect
funding constraints and potential delivery challenges associated with a slide
area on southern end of the Cotati Grade, the Central HOV project was segmented
into Phase A and Phase B prior to the time of CMIA program adoption. Central
– Phase A was included in the adopted CMIA program, Central - Phase B was
not. The Central – Phase A project proposes to complete the northern 3.7
miles of the full Central HOV project from Railroad Avenue in Cotati to Rohnert
Park Expressway in Rohnert Park and is fully funded and on schedule to begin
construction in July 2009. The median section of the Cotati Grade is wide
enough to provide for the two additional lanes, standard outside shoulders, and
six foot inside shoulders. In September 2012, the CTC approved an additional
$4,610,000 for this project.
In March 2009, the CTC again amended the STIP regarding the widening of
Route 101 from a four to a six-lane highway with the addition of High Occupancy
Vehicle (HOV) lanes between north of Pepper Road to the Rohnert Park
Expressway. Caltarns and the SCTA proposed to transfer $2,947,000 in RIP shares
from R/W capital to construction ($1,747,000) and construction support
($1,200,000). A corresponding amount of local Measure M funds will be
transferred from construction and construction support to R/W capital. The
amount of $3,000 RIP will remain in R/W capital to cover previous expenditures.
There is no change to the total project cost and the project scope remains
consistent with the amended baseline approved in June 2008. The purpose of this
amendment was to consolidate R/W capital to one funding source. Existing R/W
capital has both STIP and Measure M, and this amendment will result in R/W
capital being fully funded by Measure M (with the exception of $3,000 in prior
expenditures). Given the State's fiscal environment, this amendment will
provide fund flexibility and will simplify the accounting of only one funding
source for R/W capital.
In August 2010, there was a report on the construction in Rohnert Park. By
the end of 2010, a new southbound offramp to Wilfred Avenue will open, taking
drivers onto a new bridge over Commerce Boulevard. At the same time, the Santa
Rosa Avenue overpass will reopen, but it no longer will connect to US 101.
Instead, it'll meet up with the Wilfred offramp. As a result, drivers on Santa
Rosa Avenue wanting to get onto US 101 will have to go down to Wilfred and then
take the US 101 onramp there. The $40 million widening of US 101 from Santa
Rosa Avenue to Rohnert Park Expressway is on track to finish on schedule in
2012. Once complete, the entire project will have used 60,000 metric tons of
asphalt, 182,000 cubic meters of fill, 11,000 cubic meters of concrete and 3
million kilograms (6.6 million pounds) of steel. Crews are making steady
progress on the new northbound overpass at Commerce Boulevard, with concrete
and steel columns sunk 100 feet deep. Once that overpass is complete, traffic
both ways will be rerouted to it while the old southbound overpass is knocked
down and a new one built.
At the end of November 2011, Caltrans opened the extra lanes between Rohnert
Park Expressway south to Petaluma Boulevard North.
In June 2012, Caltrans provided an update on various projects in Rohnert
Park and Petaluma. In early June 2012 through July 2012, construction crews
completed repaving of US 101 from Rohnert Park Expressway to Petaluma Boulevard
North. The paving eliminated the uneven pavement through Rohnert Park and over
the Cotati Grade. In mid-June, Caltrans opened up the new Golf Course Drive
segment under US 101 that will connect to Wilfred Avenue, giving drivers
another way to get from one side of Rohnert Park to the other. In late August
or early September 2012, the new Wilfred Avenue/Commerce Boulevard overpasses
on US 101 were scheduled to open, providing drivers three lanes in both
directions. The third lane will be the carpool lane during commute hours,
allowing carpoolers to speed by other drivers from about Petaluma Boulevard
North to downtown Windsor. With respect to the remodeling of the East
Washington Street interchange in Petaluma, it was ahead of schedule, with the
next step occuring in July 2012 when four girders weighing 76.5 tons each are
expected to be erected over Washington Creek as a bridge for a new northbound
onramp that will run behind the Raley’s shopping center. The onramp will
gradually drop to the highway’s level to allow traffic to merge onto US
101 south of Lynch Creek. Once the remodeling is completed, westbound traffic
on East Washington will have to use the new onramp to go north on US 101. The
existing left turn onto the current northbound onramp will be eliminated.
Eastbound traffic will continue to be able to use the current onramp.
(Roadwarrior
Blog, 6/3/2012)
In October 2012, the CTC relinquished right of way in the city of Rohnert
Park along Route 101 on Golf Course and Redwood Drives, consisting of
collateral facilities.
In July 2012, it was reported that the HOV lane had opened southbound
between Novato Creek and Route 37 as part of the first phase of the massive
Marin Sonoma Narrows Project. The northbound lane was scheduled to open in
early August.
In January 2011, the CTC approved the public road connection for the
proposed Redwood Landfill Interchange on US 101 in Marin County, which is part
of the Marin Sonoma Narrows High Occupancy Vehicle (HOV) project. The Marin
Sonoma Narrows project proposes improvements to US 101 by adding HOV facilities
from the junction of Route 37 in the City of Novato to just north of the Corona
Road Overcrossing in the City of Petaluma, a distance of approximately 16
miles. The Marin Sonoma Narrows project proposes HOV operational improvements
and proposes upgrading the existing expressway portion of US 101 to a
controlledaccess freeway. The existing facility at the proposed Redwood
Landfill interchange location is a four-lane expressway with two 12-foot lanes
in each direction. A significant portion of the existing facility in this
segment does not meet current design standards for horizontal alignment and
vertical profile. The shoulders are variable width with the outside shoulders
varying from 5 feet to 8 feet and the inside shoulders varying from 2 feet to 4
feet. The non-paved median varies in width from 11 feet to 51 feet and contains
a double thrie-beam barrier. Local traffic accesses the expressway using
various driveways and at-grade intersections. The proposed Redwood Landfill
Interchange will close all direct access to US 101 and will construct a new
diamond-type interchange at the existing Redwood Landfill Overcrossing. The
existing fourlane expressway will be reconstructed to provide a six-lane
freeway with two mixed flow lanes and one HOV lane in each direction. The new
interchange will construct new on and off-ramps at the Redwood Landfill
Overcrossing. Frontage roads will be constructed to provide access to the
freeway for local traffic. The expressway to freeway conversion will improve
traffic flow and safety by providing a new interchange, frontage roads and bike
paths. The Redwood Landfill Interchange will improve the movement and
circulation of heavy trucks using with the nearby landfill facility.
 In August 2011, it was
reported that the CTC approved $1.492 million to complete design work for a
redesigned interchange at the Redwood Landfill just north of Novato and
$400,000 to finish designing a realignment a curve along US 101 near San
Antonio Creek. The project will also include frontage roads with bike lanes on
both side of US 101, with the one on the westside stretching from San Antonio
Road south to Olompali State Historic Park. The frontage roads will allow
Caltrans to eliminate Olompali and San Antonio Road's intersections with US 101
as well as those of private driveways, permitting the route to become truly
limited access. Eventually, US 101 from Novato to Petaluma will be widened to
three lanes in each direction as part of Caltrans' Novato Narrows project. The
frontage roads and revised landfill interchange is estimated to cost $74
million. The San Antonio curve realignment, designed to improve safety and
reduce flooding at the creek, is estimated at $71 million with a construction
start tentatively set for late 2014.
(Source: Road
Warrior Blog)
In May 2012, the CTC approved $29.7 million for remodeling of the
interchange at the Redwood Landfill and construction of frontage roads that
will eliminate intersections with San Antonio Road, Olomapli State Historic
Park and a few private driveways. The project is estimated to cost a total of
$76 million, including design, relocation of utilities and environmental
mitigation. Completion is scheduled for 2015.
In June 2011, the CTC approved $45 million for rebuilding the US 101 bridges
over the Petaluma River. The money will be used to replace two of the four
separate bridges at the south edge of Petaluma. Two of the bridges are north
and southbound structures that cross the river and two cross Route 116.
In August 2009, the CTC adjusted funding and schedule for the Sonoma Narrows
project.
In Marin County, transportation planners in June 2010 indicated they are
thinking about opening up the carpool lane on portions of US 101 to solo
drivers — as long as they pay a fee.
In February 2009, the CTC approved a project on US 101 involving the
construction roadway improvements including reconstructing and widening the
East Washington Street/US 101 interchange in Petaluma.
In January 2009, the CTC approved for future consideration of funding
roadway improvements that include the construction of an additional high
occupancy vehicle (HOV) lane in each direction between Old Redwood Highway and
the Rohnert Park Expressway in the cities of Petaluma, Cotati and Rohnert Park.
The project will construct roadway improvements to a 6.4 mile long section of
Route 101 in Sonoma County. The improvements will include the construction of
an additional HOV lane in each direction. The additional lanes will be
constructed in the existing median. The project is programmed with corridor
mobility improvement account funds, state transportation improvement program
funds, and local funds. The total estimated project cost, capital and support,
is $118,250,000. Construction is estimated to begin in Fiscal Year 2009-10. The
scope, as described for the preferred alternative, is consistent with the
project scope set forth in the approved project baseline agreement.
In July 2012, it was reported that the new interchange at Old Redwood
Highway was in doubt. The issue was whether the city can pay its share with
former redevelopment dollars. The $42.5 million budgeted for the Old Redwood
Highway interchange includes about $15 million from Petaluma redevelopment
funds - and 80% of it has been disqualified by the state Department of Finance.
Petaluma is appealing, but had not received a response from the state as of
July 2012. When the Legislature abolished redevelopment agencies throughout the
state last year, it required agencies to submit lists of contracted projects,
creating so-called “enforceable obligations.” Those projects would
be allowed to keep redevelopment money already committed while other funds
would be redistributed to help balance the state budget and to other taxing
entities in the county. In Petaluma, the Old Redwood Highway redesign was
identified as a redevelopment priority in 2003. The city and the Sonoma County
Transportation Authority, which administers local transportation tax money,
signed cooperative agreements in May 2010 to fund environmental review, design
and construction. In addition to Petaluma's portion, other funding includes
$21.4 million in Measure M county sales tax proceeds and $4.6 million in state
funds. The project is set to go to bid in September or October 2012.
(Source: Press-Democrat,
7/9/12)
![[Santa Rosa]](maps/101-santarosa.jpg) In December 2008, the CTC
approved for future consideration of funding a project in Sonoma County that
would widen the existing four-lane route to six lanes between the Steele Lane
interchange and the Windsor River Road interchange in the unincorporated
community of Windsor. The project is fully funded in the 2008 State
Transportation Improvement Program (STIP). The project is programmed with
Corridor Mobility Improvement Account, local, and federal funds. The cost of
the project is $120,260,000. The scope, as described for the preferred
alternative, is consistent with the project scope set forth in the approved
project baseline agreement. Construction of the project impacts aquatic habitat
of steelhead, coho, and shinook salmon, which are federally-listed species; and
western pond turtle, northwestern pond turtle, northern red-legged frog, and
foothill yellow-legged frog, which are state species of concern. Additionally
loss of mature vegetation and redwood trees, permanent impacts to waters of the
U.S., and the public controversy regarding the project resulted in an
environmental impact report being completed for this project. Due to mitigation
such as revegetation, tree replacement, aesthetic design treatments, riparian
and aquatic habitat restoration, and relocation of identified turtle and frog
species encountered during surveys, impacts were determined to be less than
significant.
In March 2007, the CTC considered relinquishment of right of way on US 101
in the city of Rohnert Park, at Rohnert Park Expressway, consisting of
reconstructed city street. The City of Rohnert Park, by cooperative agreement
dated March 9, 1999, waived the 90-day notice requirement and agreed to accept
title upon relinquishment by the State.
 In June 2007,
the CTC considered a resolution to authorized roadway improvements in Rohnert
Park. This project is fully funded in the 2006 State Transportation Improvement
Program and Corridor Mobility Improvement Account Program. The total estimated
project cost is $86,300,000. Construction is estimated to begin in FY 2007-08.
AThe project will involve construction activities in the environmentally
sensitive habitat of the California tiger salamander. In addition, the project
will also remove 150 mature redwood trees.
There are a number of projects under consideration for this route:
![[Willits Map]](maps/willits2.jpg) Willits Bypass (US
101/Route 20). There are several alternatives under consideration here,
most of them bypassing the city on the east, one on the west. This would be
a new four-lane freeway on a new alignment near Willits; the EIR is
currently in circulation. [July 2002 CTC Agenda; 2.2b.(1)]. Additional
details on this bypass can be found on the Caltrans Willits
Bypass Page . The recommended route is LT, which will leave current US
101 at the Upper Haehl Creek interchange, and rejoin current US 101 at the
Quail Meadows Interchange.
As part of the Corridor Mobility Improvement Account (CMIA) program, the
Willits Bypass was submitted for $177M in funding, but this funding request
was not funded.
A negative environmental impact declaration was received in July 2007
 In February 2008, a route
was adopted for the Willits Bypass. As part of this, a portion of former
Route 101 will be designated as Route 20 (and may require legislation to
make the route contiguous). As shown in the map to the right, the open
dashed line is the freeway alignment adopted in 1968 that is being
rescinded. The solid heavy line is the new alignment. The heavy solid
dashed line is the 1968 freeway alignment being retained. The project
proposes to construct a four-lane freeway bypass with full access control,
two interchanges, and three grade separations east of Willits. The freeway
will depart from existing Route 101 approximately 0.3 miles south of the
Haehl Overhead and will end approximately 1.8 miles south of Reynolds
Highway along the existing Route 101 alignment just south of the at-grade
rail crossing of the Northwestern Pacific Railway. The bypass will provide
access to Willits and Fort Bragg at interchanges toward the north and south
ends of the project. Frontage roads and driveways to local roads will be
constructed as needed to provide access to landlocked parcels. A portion of
the January 11, 1963 freeway route adoption will be rescinded as part of
this proposed freeway route adoption as shown on the route location map.
The proposed freeway route adoption will link the portions of the January
11, 1963 route adoption remaining in effect. The Department recommended
redesignating a portion of existing Route 101 to Route 20 from 0.3 miles
south of Haehl Overhead to existing Route 101/ Route 20 junction, in town
as Route 20 in order to provide a link from Route 20 to Route 101 on its
new alignment. Relinquishment of the existing Route 101 from Route 20, in
town, to near the north end of the bypass would occur after project
construction. Relinquishment would transfer the State's right of way,
title, and interest of a section of Route 101 to the City of Willits and to
Mendocino County.
The Willits Bypass dates back to 1962. A project report recommending
construction of a four-lane freeway facility on Route 101, to bypass the
City of Willits, was approved in 1962. As a result of this Report, a bypass
route was adopted by the California Highway Commission on January 11, 1963.
In 1969, improvements to Route 101 were made. A segment of freeway south of
Willits was constructed and right of way was acquired. Due to funding
shortfalls and a shift in transportation philosophies, further development
of the bypass project stopped. In 1987, the Commission directed the
Department to re-evaluate the adopted route and to consider other
alternatives to satisfy the “new” required environmental
process. In 1988, a Project Study Report (PSR) investigating the
feasibility of constructing a four-lane freeway bypass around Willits was
approved. This approved PSR authorized environmental studies to be
completed. During the course of the studies, the Department investigated a
wide range of alternatives. In the 1992 State Transportation Improvement
Program (STIP), the Commission partially funded the Willits Bypass project,
programming $60.5 million for construction and $9 million for right of way.
Engineering and environmental studies continued on the many alternatives
under consideration through 1994, but due to funding shortages and resource
redirection, by 1995, progress halted. With a new route adoption,
construction should proceed. It is interesting to note that there are five
signalized intersections on the existing alignment within the project
limits, the only signalized intersections on Route 101 between San
Francisco and Eureka.
In July 2010, the CTC approved the Willits Bypass for future
consideration of funding. The project is programmed in the 2010 State
Transportation Improvement Program and includes federal demonstration
funds. Total estimated project cost is $232,394,000 for capital and
support.
In September 2010, after meeting with US Army Corps of Engineers
regulators, it was announced that Caltrans has determined that 20 months is
not sufficient time to complete the full wetland assessment and mitigation
documentation required to obtain a "404 permit" for the project to bypass
US 101 around Willits, and has withdrawn the project.
In August 2011, there was a report on the agreement between Caltrans and
the City of Willits regarding how Main Street will be returned to city
control after the bypass is completed. Assuming the city signed the
agreement timely, CalTrans has yielded on several main sticking points: it
has agreed to address the Sherwood Road interchange, limit bypass
construction traffic on city roads, fix the drainage and access problems in
front of Willits High School and provide $4.48 million to upgrade all
sidewalks on US 101 from the Route 20 interchange north to the city limits
to meet current American's with Disabilities Act requirements. By
relinquishment law, CalTrans must certify to the California Transportation
Commission and to the California Legislature any roadway being relinquished
is in a "state of good repair." The actual definition of "state of good
repair" has been the meat of much of the relinquishment discussion. The
vague standard, codified by the Legislature in the relinquishment statute,
has been interpreted differently by city residents and CalTrans officials.
Precedent suggests the intent of the "state of good repair" standard means
the highway should not to require significant maintenance for a period of
20 years. The Willits city engineer is also concerned about the poor
documentation of the CalTrans right of way, unclear documentation about
bridge conditions, and a series of issues with the surface and subsurface
drainage along the right of way. The bridges in question are nearly 100
years old.
In March 2012, the CTC approved $135.5 million to construct the Willits
bypass. Opponents vowed to continue fighting the project, which runs
through wetlands east of the city. The 5.9 mile bypass is expected to be
completed in 2016. Caltrans will begin seeking bids May 1, 2012. Land
clearing could begin by winter. The cost of the project, including impact
reports, permits, land purchases and mitigations for the loss of wetlands
is expected to be about $210 million.
In September 2012, the CTC approved $107 million in construction
contracts for the first phase of the US 101 Willits bypass. Caltrans hopes
to begin construction by late fall 2012, but environmentalists said they
would be seeking a court order to block the planned work.
Laytonville Bypass (US 101).
Hopland Bypass (US 101).
Marin-Sonoma Narrows Project. This project proposes freeway,
High Occupancy Vehicle (HOV) improvements, and pedestrian/bicycle
improvements to the US 101 corridor. Running 17-miles in length, it begins
south of the Route 37 interchange in the City of Novato (Marin County),
continues through the narrower non-freeway portion of US 101 between Novato
and Petaluma known locally as the "Novato Narrows", and ends south of the
Old Redwood Highway in the City of Petaluma (Sonoma County). For more
information, see http://www.dot.ca.gov/dist4/projects.htm.
![[Map]](maps/101-tcrp-18.jpg) In April 2006, the CTC
considered approval of the a TCRP project application amendment for
$15,400,000 in new TCRP funding for Project #18 – Route 101, which
will widen eight miles of freeway to six lanes from Novato to Petaluma
(Novato Narrows) in Marin and Sonoma Counties. The goal of the application
was to program $600,000 in TCRP funds for Plans, Specifications, and
Estimates (PS&E); program $1,000,000 in TCRP funds for Right of Way
(R/W); program $13,800,000 in TCRP funds for Construction; and update the
project schedule and funding plan. The overall project is to construct an
HOV lane in both the northbound and southbound directions of Route 101 from
Route 37 in Novato to the Old Redwood Highway in Petaluma. The project will
convert the section from north of Atherton Avenue to Route 116 from a
fourlane expressway to a six-lane freeway. In addition, the project
includes provisions for interchanges, extension of frontage roads, and
bicycle and pedestrian facilities. East Washington Street Interchange
improvements on Route 101 are part of the overall project. The existing
northbound off-ramp does not have enough storage capacity to handle the
traffic. Therefore, traffic is stored on the mainline causing congestion in
the northbound direction. The existing southbound on-ramp does not have
standard geometrics and enough tapering to allow for traffic to merge into
the mainline, creating congestion in the southbound direction. The goal is
to have the improvements to the off- and on-ramps be compatible with the
future HOV lane project. However, as of 2007, environmental studies and
preliminary engineering have been delayed due to the inability to hire
consultants to complete the technical studies. Complicating this is the
requirement of the United States Fish and Wildlife Services (USFWS) for
additional surveys to determine the impacts on the Red Legged Frog within
the project limits. As of April 2007, the estimated completion dates are:
Phase 1: FY 2008/2009; Phase 2: FY 2007/2008; Phase 3: FY 2007/2008.
This was updated in September 2007, with a approved resolution to
redistribute $10,900,000 from Construction to PS&E, and designate two
sub-projects: TCRP Project #18.1 – Route 101, East Washington
Interchange and receive transfer $1,600,000 in TCRP funds from Project #18;
and TCRP Project #18.2 – Route 101, San Antonio Curve Correction and
to receive transfer of $2,900,000 in TCRP funds from TCRP Project #18.
In January 2008, this project was updated to be consistent with CMIA
funding.
In May 2008, increased construction costs led to reduction in scope and
division of the project. The CMIA element (PPNO A0360F) constitutes only a
portion of the overall Marin-Sonoma Narrows (“Narrows”)
project. The scope of the overall Narrows project (mostly unfunded) extends
16 miles from Route 37 in Marin County to north of the Corona Overcrossing
in Petaluma (Sonoma County). It includes the addition of HOV lanes, and the
construction of interchanges, frontage roads and other pedestrian
facilities. It also includes the installation of traffic operation system
(TOS) elements such as monitoring stations and ramp metering on the
mainline and ramps. The May 2008 reduced the HOV lane limits in the
southbound direction by one mile in order to fully fund the construction of
the San Antonio Road Interchange. Constructing the San Antonio Interchange
now will significantly reduce the number of left and right turn access
points in the corridor, allowing effective management of the freeway
traffic. This will provide significant benefits in the form of reduced
recurrent and non-recurrent congestion. In addition, the construction of
this new interchange positions the corridor for the future addition of an
HOV lane in each direction. The amendment also divides the project into
three portions:
 PPNO 0360F - $77.3
Million - Highway 101 Marin-Sonoma Narrows (MSN) – HOV lane
(Contract A1) This contract constructs a NB HOV lane from Route 37 to
Atherton Avenue and a SB HOV lane from Route 37 to Rowland Boulevard.
Completion of this project would extend the existing HOV lane system
north of Route 37. The other project improvements include constructing
soundwalls and installing TOS elements, such as monitoring stations and
ramp metering on mainline and ramps.
 PPNO 0360J - $67.4 million - US 101
Marin-Sonoma Narrows (MSN) – Southerly Interchange (Contract B1)
This contract constructs a new interchange and frontage roads to serve
the San Antonio Road. These improvements implement access control and
will become the first step in converting the facility from expressway
to freeway. New frontage roads will eliminate existing direct driveways
access to and from US 101, eliminate a left turn movement across travel
lanes on US 101 and provide new pedestrian and bicycle facilities. The
right of way acquisitions will accommodate some future phases of the
overall “Narrows” project. The intent is to affect each
property owner only once and also to acquire as much right-of-way for
the overall MSN project as the current funding and favorable real
estate market conditions will allow for.  PPNO 0360H- $58.1 million - US 101
Marin-Sonoma Narrows (MSN) – Petaluma Blvd. South Interchange
(Contract B2) This contract constructs a new interchange, frontage
roads, and equipment for ramp metering. These improvements implement
access control and will become the first step in converting the
facility from expressway to freeway. New frontage roads will eliminate
existing direct driveways access to and from US 101, eliminate a left
turn movement across travel lanes on US 101 and provide new pedestrian
and bicycle facilities. The right-of-way acquisitions will accommodate
some future phases of the overall “Narrows” project. The
intent is to affect each property owner only once and also to acquire
as much right-of-way for the overall MSN project as the current funding
and favorable real estate market conditions will allow for.
In February 2010, the CTC amended this project (TCRP Project 18.1
– Route 101; widen eight miles of freeway to six lanes, Novato to
Petaluma (Novato Narrows) in Marin and Sonoma Counties – East
Washington Interchange) to reprogram $1,000,000 in funds from Right of Way
(R/W) to Plans, Specifications & Estimate (PS&E), and reallocate
previously allocated funds from R/W to PS&E. They also changed the
implementing agency for PS&E and R/W from Caltrans to the City of
Petaluma, and split the project into a roadway contract and a follow-up
landscape contract.
One interesting note is that this project was affected by use of metric
units. Caltrans had completed 65 percent PS&E using metric units when
the design work had to be stopped because the final funding plan with the
local partners was not finalized. The funding finally became available in
June 2009. However, Caltrans's Metric Exception policy was set to expire in
June 2010. Therefore, the PS&E and R/W had to be completed by this
deadline if the already completed design work was to be salvaged, as the
change in units would have required significant rework. Caltrans could not
commit to deliver PS&E and R/W within this time constraint, and the
City of Petaluma wanted to deliver PS&E and R/W by the Metric Exception
deadline and salvage the completed PS&E work. Caltrans agreed to grant
the Metric Exception and make the City of Petaluma the implementation
agency for PS&E and R/W.
In August 2010, the CTC approved amending the 2010 State Transportation
Improvement Program (STIP) and the Corridor Mobility Improvement Account
(CMIA) baseline agreements for the Route 101 Marin-Sonoma Narrows - HOV
Lane (PPNO 0360F), Route 101 Marin-Sonoma Narrows - Southerly Interchange
(PPNO 0360J), and Route 101 Marin-Sonoma Narrows - Petaluma Boulevard South
Interchange (PPNO 0360H) projects to update the funding plan for each
project, update the project scope and the schedule for the Southerly
Interchange project, update the schedule of the Petaluma Boulevard
Southerly Interchange project, and to split-off a landscaping and soundwall
mitigation project (PPNO 0360L).
Note that not all of these projects may actually be funded and constructed.
The long term plan is to make US 101 four-lane all the way up to the Eureka
area. It is being done as funds become available.
In April 2010, the CTC approved relinquishment of right of way in the county
of Mendocino along Route 101U (Geyser Road) from the Sonoma County line to
Route 101, consisting of superseded highway right of way.
In December 2009, the CTC approved for future funding a project that will
repair, upgrade, or replace 36 existing drainage facilities on Route 101 from
0.4 miles north of Baechtel Creek Bridge in Willits to 0.2 miles south of
Cummings Road Undercrossing near Leggett. The project is fully funded in the
State Highway Operation and Protection Program. Total estimated project cost is
$5,979,000, capital and support. It is estimated to begin construction in
Fiscal Year 2011-12.
In August 2011, the CTC approved $472,000 in SHOPP funding for repair work
on US 101 near Cotati, at Sierra Avenue to remove slide material, stabilize
failed slope, reconstruct embankment and place erosion control and Rock Slope
Protection at one location damaged by heavy rainfall. They also approved
$1,854,000 in SHOPP funding for repairs near Cloverdale, at East 1st Street to
remove slide material, construct tieback wall, install drainage system, and
reconstruct the highway at one location damaged by severe storm.
In December 2008, the CTC reallocated the funding on TCRP Project #18,
effectively moving funds from Plans, Specifications, and Estimates (PS&E)
to Project Approval and Environmental Documentation (PA&ED).
In April 2006, the CTC considered relinquishment of two segments of US 101
near Sonoma: 04-Son-101-PM 15.4 in the County of Sonoma, and 04-Son-101-PM
53.9/56.2 in the County of Sonoma. The first is right of way in the County of
Sonoma, at Santa Rosa Avenue and Roberts Lake Road, consisting of superseded
highway right of way. The second is right of way in the County of Sonoma,
between the Preston Overhead and the Mendocino County Line, consisting of
superseded highway right of way.
In January 2007, the CTC considered relinquishment of right of way on US 101
near Sonoma between the Preston Overhead and the Mendocino County line,
consisting of superseded highway right of way.
In October 2006, the CTC considered relinquishment of right of way in the
county of Mendocino, about 300 feet northerly of the Pieta Creek Bridge,
consisting of superseded highway right of way.
In October 2011, the CTC approved relinquishment of right of way in the city
of Ukiah along Route 101 on East Perkins Street, consisting of collateral
facilities.
In his 2006
Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV
lanes between Santa Rosa and Windsor. This construction was completed in
November 2010. He also proposed completing the Willits and Hopeland Byasses.
TCRP Project #159 will redesign and reconstruct the Steele Lane
Interchange.
Additionally, a number of segments have recently been upgraded to freeway
status. These include:
- A 3.5 mile section from US 199 to Crescent City City Limits
- A 17 mile section from Klamath River Bridge to Newton B. Druary Scenic
Highway (1.2 miles of it is 2 lanes)
- A 24 mile section from Big Lagoon Road to Arcata
- A 15 mile section south of Eureka to South of Fortuna
- A 2.5 mile section through Rio Dell
- A 46 mile section from Shively Road to Richardson Grove State Park
- A 8 mile section from Mendocino County Line to south of Piercy
- A 11 mile section from Jct 1 at Leggett to Cummings
- A 16 mile section from Ukiah Street to south of Ukiah
- A 45 mile section from Cloverdale to Petaluma
- A 25 mile section from Novato to Golden Gate Bridge.
The following portions are constructed to freeway standards: (1) from the
Golden Gate Bridge to 2 miles north of Novato (approx 30 miles); (2) from
Petaluma to 3 miles north of Cloverdale; (3) through Ukiah (approx 12 miles).
From this point north, there are a couple sections of 2 mile signed freeways.
Route 101 is also freeway from Garberville to Eureka (approx 70 miles); from N
of Eureka to Trinidad State Beach (approx 16 miles); near Klamath (approx 5
miles); and from Crescent City to US-199.
In April 2012, the CTC authorized $24,108,000 for North B - Sonoma Highway
101 Airport Interchange. The project is located in the town of Windsor in
Sonoma County. The project will reconfigure two existing partial interchanges
at Fulton Road and Airport Boulevard into a single complete interchange by
replacing the existing Airport Boulevard Overcrossing at Route 101. The project
will also construct soundwalls at selected locations within the project limits.
At its April 2012 meeting, the Commission allocated $17,742,000 of CMIA funds
and $1,866,000 of State-Local Partnership Program (SLPP) funds. The project
funding plan also included $10,392,000 of local funds. The project was
advertised in June 2012. When bids were opened on August 8, 2012, the lowest
bid came in 12 percent over the Engineer’s Estimate. The two lowest
bidders were found to be non-responsive. Eventually, all of the bids were
rejected. The project was re-advertised on September 24, 2012. When bids were
opened on October 17, 2012, the lowest bid came in 7.9 percent over the
Engineer’s Estimate. The Sonoma County Transportation Authority (SCTA) is
proposing to cover the funding shortfall of $3,813,000 with a combination of
SLPP funds ($1,827,000) and local funds ($1,986,000). The Commission programmed
and allocated these additional SLPP funds at its September 2012 meeting. In
December 2012, the funding plan was updated.
In January 2013, it was reported that work has begun on the Airport
Interchange. The interchange is one of the most heavily used in Sonoma County,
serving the Charles M. Schulz-Sonoma County Airport and 6,000 workers in
adjacent business parks. The new interchange, costing $34.5 million, is
scheduled to be completed in late 2014. Ghilotti Construction of Santa Rosa was
the low bidder on the construction project at $28.7 million. Work is expected
to begin in June 2013. The new diamond-shaped interchange will feature longer
and wider on- and off-ramps that, along with new stoplights and improvements to
Airport Boulevard. The new interchange also will require the closure of the
onramps and offramps to Fulton Road, although the overpass itself will
remain.
(Source: Press-Democrat,
1/8/2013)
In March 2009, the CTC received for review a draft EIR concerning a project
in Humboldt County to widen, realign and construct roadway improvements on
Route 101 from just north of the Mendocino/Humboldt County line to just south
of Garberville. The project is not programmed. The project is included in the
2008 State Highway Operation and Protection Program (SHOPP) Long Lead Projects
list consistent with Commission Resolution G-13. This resolution requires the
Department to notify the Commission when project development work is begun on
SHOPP projects that are not currently programmed. The total cost of the project
is estimated to be $5,500,000. Construction is estimated to begin in Fiscal
Year 2013-14.
In December 2011, the CTC approved $930,00 for a safety project on that will
repave 1.7 miles of US 101 near Pepperwood in Humboldt County.
In July 2010, the CTC approved for future consideration of funding a project
that will construct roadway improvements including realigning a portion of
Route 101 near the town of Garberville (HUM PM 1.1 to HUM PM 2.2). The project
is fully funded in the 2010 State Highway Operation and Protection Program.
Construction is estimated to begin in Fiscal Year 2010-11. Total estimated
project cost is $10,053,000 for capital and support. Construction activities
will remove mature redwood and Douglas fir trees. In addition, construction
activities will occur in the structural root zone of old growth redwoods
abutting the existing roadway. The project will also impact the visual setting
of the area.
In April 2012, it was reported that a U.S. District Court judge on Wednesday
ordered Caltrans to revise its redwood tree mapping for the Richardson Grove
realignment project based on discrepancies found in the agency's data and those
provided by the case's plaintiffs. This was done after after another judge
carried out a site visit to the grove earlier this month and found that
Caltrans incorrectly documented the diameter of one tree and omitted a second
tree in its maps. The proposed Caltrans project would realign portions of US
101 in Richardson Grove State Park to allow larger cargo trucks to pass through
narrow sections of the route. Caltrans has slated 54 trees for removal.
According to the agency, these trees include six small redwoods but no old
growth redwoods. A coalition of environmental groups and local citizens argued
that the construction could damage the old growth root system even if the trees
aren't cut down.
![[Rtes 101/36 near Alton]](maps/101-alton.jpg) In August 2008,
Caltrans released for bid a project to construct and interchange and frontage
road in Humboldt County near Alton on Route 101 from Van Duzen River Overflow
Bridge to 0.6 Km North of Drake Hill Road and on Route 36 from 0.5 Km West of
Main Street to Main Street. Known as the Alton Interchange, this will upgrade a
section of US 101 to full freeway, at the Route 36 Junction.
In November 2002, the CTC considered vacation of the portion of the original
routing in the city of Arcata, from PM 86.63 to PM 87.18 in Humboldt County.
In November 2007, the CTC reviewed a draft EIR that proposed constructing
roadway improvements that included closing median crossings along a portion of
Route 101 near Arcata. Total estimated project cost is $38,985,000.
Construction is estimated to begin in Fiscal Year (FY) 2009-10. The STIP
project involves upgrading Route 101 to a four-lane facility and is not fully
funded. The project may also include construction of a diamond interchange at
Indianola Cutoff and/or signalization of the Airport Road/Route 101
intersection. The project is currently programmed for $5,719,000 in the STIP
(RIP) and Federal Demonstration funds. Total estimated project cost is
$42,090,000, capital and support. This project should be ready for construction
in FY 2009-10, depending on the availability of funds.
In November 2011, the CTC withdrew roughly $15 million in transportation
funds that had been slated for safety and maintenance work along the US 101
corridor between Eureka and Arcata. This money had been set aside back around
2000 through the State Highway Operation and Protection Program (SHOPP). It was
supposed to finance safety improvements between Eureka and Arcata, including
repaving, bridge replacements, tide-gate replacements, new lighting and more.
Eleven years later, that work hadn't started, and with so many other
transportation projects shovel-ready around the state, officials at Caltrans
headquarters in Sacramento took the money back. Part of the problem was that
the projects were connected to the Eureka-Arcata
Route 101 Corridor Improvement project, which aims to install a traffic
signal at Jacobs Ave. and an overpass at the Indianola cutoff, among other
modifications to the six highway intersections between the two cities. Caltrans
and HCAOG opted to combine the two projects in hopes of streamlining the
permitting process, but that backfired.
(Source: North
Coast Journal, 11/8/11)
 In July 2006, the CTC received a
notice of preparation for an EIR for a corridor project consisting of a 2006
State Highway Operation and Protection Program (SHOPP) project and a 2006 State
Transportation Improvement Program (STIP) project. The roadway rehabilitation
work programmed in the SHOPP is fully funded. Construction is estimated to
begin in Fiscal Year 2009-2010. The STIP project to upgrade Route 101 to a
four-lane facility is not fully funded. The project is currently programmed for
$5,719,000 in Regional Improvement Program funds and Federal Demonstration
Funds. Total estimated project cost is $42,090,000, capital and support. This
project is estimated to begin construction in Fiscal Year 2011-2012. There are
a number of alternatives being considered.
According to Compass's Redwood Coast map, a freeway alignment is planned for
US 101 between Leggett (where Route 271's south segment and Route 1 have their
terminus) and the Red Mountain Creek (where another freeway segment begins)
north of Riverdale; this explains why Route 271 is defined as a single-segment
route (as presumably it will be extended to the existing non-freeway US 101
through Standish-Hickey State Recreation Area). There are plans to
realign the highway near Leggett to avoid a rockslide. In addition to a
no-build alternative, there are three build alternatives on slightly different
alignments. All three of the build alternatives would realign the highway to
the west and construct two bridges to span the South Fork of the Eel River. In
February 2006, the FEIR was transmitted to California Transportation Commission
staff; it was prepared due to the potentially unmitigable visual impacts
associated with the placement of new bridges over a designated Wild and Scenic
River. Based on this, in February 2006, the CTC considered a route adoption of
a bypass around Confusion Hill as a traversable highway from 1.1 kilometer (0.7
mile) south of Red Mountain Creek to 0.5 kilometer (0.3 mile) south of Red
Mountain Creek, in the county of Mendocino. The current adopted alignment from
0.4 kilometer (0.6 mile) north of Tan Oak Park to 1.1 kilometer (0.7 mile)
south of Red Mountain Creek will not be altered from the north side of the
South Fork Eel River, based on the approved 2002 Route Concept Report (RCR).
As background, this segment is functionally classified as a rural principal
arterial, is part of the California Freeway and Expressway System and is
included in the National Highway System (NHS). It is also designated as part of
the “SHELL” system (Sub-system of Highway for the movement of
Extra-Legal permit Loads). The route is also a high emphasis and focus route on
the Interregional Road System (IRRS). Hence, the maintenance of US 101 between
the San Francisco Bay Area and Oregon is critical to the economic well being of
this area, as it carries high volumes of commercial trucking year round and
recreational traffic during the summer months. Developing improvements to
assure all weather dependability is essential to this route. A portion of US
101, from 0.6 mile north of Tan Oak Park to the Humboldt County line was
adopted as a freeway in 1967 along an alignment on the north side of the Eel
River. The existing alignment was later denominated to a controlled access
highway. A Project Study Report (PSR) was initiated in spring of 1999 to
propose a solution to the unreliability of Route 101 through the Confusion Hill
slide area. Frequent road closures due to debris fall and slope movement have
been a continual maintenance problem for this portion of Route 101. In 2001,
the cost to stabilize the roadway was $3.2 million, and estimated costs of
vehicle delays were $665,000. Costs to keep the route open continue to
increase, and in 2002/2003, construction costs exceeded $9 million and vehicle
delay costs were estimated near $2 million. The PSR approved June 25, 2001
recommended proceeding with project approval and development of an
environmental document for realignment of the roadway outside the slide area at
Confusion Hill. The project was determined to be consistent with State and
Regional transportation planning and would facilitate goods movement. In August
of 2003, the Department acquired $72 million in emergency relief funds for
emergency repairs and the permanent relocation and restoration of slide-damaged
Route 101 at Confusion Hill in Mendocino County. The Federal Highway
Administration (FHWA) allocated $65 million for the permanent relocation of the
highway and another $7 million for the emergency re-opening work that has
occurred since Winter 2002. FHWA placed several conditions upon funding the
project. One condition was that emergency funding be contingent upon
construction completion by 2008. Another condition placed upon funding was that
the Department must further investigate an alternative for maintaining the
existing alignment while investigating relocation alternatives that meet the
purpose and need of the project. In 2004, it was discovered that construction
of two bridges required an increase in project construction duration from two
years to three and an increase in capital cost from $65 million to an estimated
$68 to $71 million. The current construction completion date is in 2009.
According to Caltrans, there were plenty of challenges in building the two
bridges that now cross the Eel River in two places, to bypass the slide-prone
Confusion Hill area of US 101. Construction crews had to mine 60-foot shafts
into the hillside to support the legs of the massive new south span of the
bridge, haul more than 400,000 yards of excavated rock and dirt from the
construction site and erect a cast-in-place segment bridge, the likes of which
are few and far between. The quarter-mile south span of the bypass consists of
68 segments, each of which had to be cast and poured in place, some 255 feet
above the river bed. The two bridges were named after and dedicated in memory
of a pair of local pioneers, Elizabeth Jane Rosewarne and Mignon
“Minnie” Stoddard Lilley. The bypass is scheduled to be opened to
southbound traffic in early July 2009, and to northbound traffic by October
2009.
In June 2011, the CTC approved $3 million to decommission an old stretch of
US 101 in the Confusion Hill area near Leggett in Mendocino County, ripping out
steel mesh, lights and the pavement to keep them from falling into the South
Fork Eel River because of continuing landslide there. The landslide forced
Caltrans to realign US 101 there.
 In 1962, the California Highway
Commission adopted 20 miles of US 101 in Mendocino County as a freeway from 0.6
mile north of Tan Oak Park to the Humboldt County line. In 1967, a portion of
this adopted route, from 0.9 mile south of Red Mountain Creek to 0.8 mile north
of Red Mountain Creek (about 7 miles south of Humboldt County line), was
realigned and adopted as a freeway by the California Highway Commission. On
February 2, 2006, the Commission approved a resolution adopting as a State
highway a 0.4 mile segment of US 101 connecting the existing US 101 and the
adopted 1967 freeway alignment across the South Fork Eel River in the Confusion
Hill area. This route adoption was necessary to provide connectivity on the
State Highway System and bypass an existing ancient landslide. At the time, the
plan for the bypassed portion of the existing highway was to be relinquished to
the County of Mendocino. Since then, new negotiations between the Department
and the County have modified the areas to be relinquished, obliterated and
retained by the Department as shown in the route adoption map. The area
retained by the Department will become a much needed debris material storage
area and will provide public access to Red Mountain Road. This proposed route
adoption replaces the route adopted as a State highway in 2006 and realigns a
portion of the freeway route adopted in 1967. The proposed route adoption and
subsequent freeway construction on a new alignment will improve the
reliability, safety and operations of the highway at this location. The
relocated route will also bypass the only Surface Transportation Assistance Act
truck restriction location on US 101 in Mendocino County.
In July 2009, the CTC approved relinquishment of right of way in the city of
Crescent City along Route 101 at Elk Creek, consisting of nonmotorized
transportation facilities, namely the Harbor Trail Bridge and trailhead.
In September 2011, the CTC approved for future consideration of funding a
project in Del Norte County that will rehabilitate the Route 101 Klamath River
Bridge. The project is programmed in the 2010 State Highway Operation and
Protection Program. The total estimated project cost is $9,543,000 for capital
and support. Construction is estimated to begin in Fiscal Year 2011-12. The
scope as described for the preferred alternative will be consistent with the
project scope programmed by the Commission in the 2010 State Highway Operation
and Protection Program (ND). Due to potential impacts to biological resources,
visual resources, hydrology and water quality, cultural resources, and the
local economy, an Initial Study was completed for the project. Based upon
environmental studies and proposed environmental commitments, including
minimization and avoidance measures, incorporation of BMPs, limited hours of
construction, and the presence of an on-site Native American monitor, the
project will not have a significant effect on the environment.
In March 2012, the CTC authorized $257,000 for a State Administered STIP
Transportation Enhancement Project on US 101 in Del Norte County, 01N-DN-101
2.7/8.8 In and near Klamath. Construct Native American art designs, install
native plantings, and replace existing fencing with decorative fencing that
matches local aesthetic theme.
In December 2011, the US Department of Transportation approved $2,500,000 in
funding to make roadway improvements to address safety concerns on the portion
of US 101 that runs through Smith River Rancheria tribal lands in the community
of Smith River, a little south of the Oregon County line. TIGER funds will make
traffic and pedestrian access improvements, including new signage and
innovative highway shoulder treatments on the existing road. Investments will
also include lighting and related small-scale improvements to assist
pedestrians at intersections.
SAFETEA-LU
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 #278: Widening US 101 and reconstructing
the off ramps on between Steele Lane and Windsor, CA to reduce traffic and
promote carpools. This ties in with a number of already existing projects
for US 101 under the TCRP, including TCRP #159 to repair the Steele Lane
interchange, and some HOV projects. $5,600,000.
High Priority Project #1767: Construct US 101
bicycle-pedestrian project in Marin and Sonoma Counties from north of
Athenton Ave to south of Petaluma River bridge. $400,000.
High Priority Project #2444: Widen US 101 in Marin and Sonoma
Counties from Route 37 in Novato to Old Redwood Highway in Petaluma. HPP
#3762 seems to be providing additional funds for this. $12,000,000.
High Priority Project #2749: Construct bypass along US 101
around Willits, CA to reduce congestion, improve air quality and enhance
the economic lifeline of North Coast. $5,600,000.
High Priority Project #3762: Widen US 101 in Marin and Sonoma
Counties from Route 37 in Novato to Old Redwood Highway in Petaluma. Note
that this seems to be the same project as #2444, so perhaps this is just
adding extra money.$15,000,000.
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- Ukiah
- Rio Dell. This is Route 283.
- Petaluma (Business routing approved by AASHTO in 1997, 4.8 miles)
- Novato
- Santa Rosa: Santa Rosa Avenue, Mendocino Avenue
- Cloverdale
- Redway via Garberville.
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Route 1 and Route 101 from Lake Street (at Route 1) in San Francisco to
Waldo Point (Jct 1/101, north end of Sausalito) across the Golden Gate Bridge
is named the "Golden Gate Bridge Freeway". Named by the State
Legislature in 1954.
Route 101 from the Waldo Tunnel in Sausalito to I-580 in San Rafael is named
the "William T. Bagley" Freeway . William Bagley was a State legislator
and a member of the California Transportation Commission. Named by Senate
Concurrent Resolution 46, Chapter 111 in 1987.
Route 101 from Lucas Valley Road N for two miles in San Rafael is named the
"Marin County Veterans Memorial Freeway". It was named as a token of
gratitude to those veterans who have done so much to preserve the American way
of life by the citizens of Marin County. Named by Assembly Concurrent
Resolution 5, Chapter 49, filed 23 June 1999. Also named by Assembly Concurrent
Resolution 182 in 1998.
Route 101 from the Golden Gate Bridge to the Oregon State line is named the
"Redwood Highway". The road travels through the redwood forests of
northern California. Named by Assembly Concurrent Resolution 174, Chapter 269
in 1957. Note that US 199 is also shown on some maps as the "Redwood"
Highway. Widening of the highway to limited access, four-lane expressway
started in 1947; it was mostly completed by 1975.
The US 101 interchange at Route 12 in the City of Santa Rosa is named the
"Deputy Frank Trejo Memorial Interchange". It was named in memory of
Deputy Frank Trejo of the Sonoma County Sheriff's Office. Deputy Trejo served
the residents of Sonoma County faithfully as a deputy sheriff for 15 years,
until March 29, 1995, when he was shot and killed in the line of duty while
investigating a suspicious motor vehicle in his beat west of the City of Santa
Rosa. Deputy Trejo was posthumously awarded the Sonoma County Sheriff's Office
highest award, the Gold Medal of Valor, for his sacrifice. Deputy Trejo loved
being a law enforcement officer, protecting the public, and serving his
community. He was a career lawman with a career spanning 35 years, serving as a
police officer for the Cities of Lompoc and Tiburon prior to joining the Sonoma
County Sheriff's Office. Deputy Trejo was affectionately known as the "old man"
in the sheriff's office and is credited with mentoring many younger officers
over the course of his 35-year career. Named by Senate Concurrent Resolution
34, Resolution Chapter 93, on September 15, 2011.
Route 101, from south of Healdsburg to the Sonoma/Mendocino County line, is
named the "Colonel William R. "Bill" Lucius Highway". Col. William B.
"Bill" Lucius, USMC, Ret., served as the Mayor of Healdsburg, a member of the
Metropolitan Transportation Board (1971-1991) and Chairman of the California
Transportation Commission. Named by Senate Concurrent Resolution 73, Chapter 15
in 1990.
The portion of Route 101 in Mendocino County, from post mile 32.1 to post
mile 33.1, inclusive, is named the "Daniel Broeske Memorial Highway".
This segment was named in memory of Daniel Broeske, born on September 30, 1948,
in Russell, Kansas. He served in the United States Air Force from 1967 to 1971,
inclusive; and graduated from Sonoma State University with a bachelor of arts
degree in 1975. He began his career with the Department of Transportation
(Caltrans) in May 1979 in maintenance and in 1999, he moved to construction as
a Transportation Engineering Technician. He had always loved engineering and
felt this was the profession that he had always wanted to do. His primary
concern on the worksite was safety for the public as well as the highway
workers and he was proud to be a Caltrans worker. In 2004, Daniel Broeske
received a certificate in recognition of his 25 years of faithful public
service with the State of California from Governor Schwarzenegger. He also
received a certificate in recognition of his 25 years of service to the
citizens of California for his service with Caltrans from Senator Wesley
Chesbro and a certificate in recognition and in honor of his 25 years of
service and dedication to improving the safety of California's roadways from
Assembly Member Patty Berg. He dedicated 26 years of service to the State of
California and he spent his life making the roads safer for the traveler and on
July 11, 2005, just 10 days after his son, Ian, received his commercial pilot's
license, he gave his life in that commitment. Named by Senate Concurrent
Resolution (SCR) 90, Resolution Chapter 65, on 6/26/2008.
The portion of Route 101 beween Mill Valley and Corte Madera, specifically
from the old Alto Wye where Blithedale met Route 101 is called the "Alto
Hill Rise".
The portion of US 101 between the intersection of Route 271 to the South
Fork of the Eel River (Postmile 102.00 to Postmile 106.57) in the County of
Mendocino is named the "CHP Officer Thomas R. Adams Memorial Highway".
It was named in memory of California Highway Patrol (CHP) Officer Thomas
Richard Adams, who was born on June 12, 1986, to Bruce and Karen Adams, in San
Francisco. Officer Adams graduated from Fortuna High School in 2004 and
attended Humboldt State University in Arcata and the College of the Redwoods in
Eureka, from 2005 to 2006. Officer Adams was employed by a local tree service
in Humboldt County prior to becoming a CHP officer. Officer Adams graduated
from the CHP Academy on January 23, 2009, and, upon graduation, was assigned to
the Oakland area office for one year and seven months, prior to being
transferred to the Garberville area where he spent the remainder of his career.
Officer Adams, Badge No. 19365, was killed in the line of duty on February 15,
2011, when his patrol car crossed over the center yellow lines of US 101 near
Piercy and was struck by an oncoming pickup truck. Officer Adams was a
hardworking, dedicated officer who took pride in achieving his lifelong dream
of becoming a CHP officer, who was known for being a loyal friend and family
member, and who was always there to lend a helping hand when a friend was in
need. Named by Assembly Concurrent Resolution 76, Resolution Chapter 114, on
September 28, 2011.
The portion of US 101 between Branscomb Road, milepost marker 69.50, and
milepost marker 74.50, in the County of Mendocino is named the "CHP Officer
Paul C. Jarske Memorial Highway". It was named in memory of Officer Paul
Clyde Jarske, who was born December 15, 1934, to Andrew and Mona Jarske, in
Hankinson, North Dakota. Officer Jarske graduated from Hankinson High School in
1952 and joined the United States Air Force shortly thereafter. Officer Jarske
was married to his best friend, Nancy, on September 27, 1957, and had two
wonderful children, Michael and Andrea. After an honorable discharge from the
United States Air Force in 1963, Officer Jarske joined the California
Department of Corrections at the California Medical Facility in Vacaville until
his induction into the California Highway Patrol in 1964. Officer Jarske
graduated from the California Highway Patrol Academy in 1964 and, upon
graduation, was assigned to the Norwalk (Santa Fe Springs) area for
approximately two years before being transferred to the Concord area, where he
served five years, the Golden Gate Division, where he served seven years, and
finally the Laytonville Resident Post Garberville area, where he spent the
remainder of his career. Throughout that time, Officer Jarske held several
titles, including motor officer, front desk officer, and member of the auto
theft unit. Officer Jarske, badge number 3493, was killed in the line of duty
on February 24, 1981, when his patrol car veered off the road due to severe
weather conditions and plummeted 100 feet before finally coming to rest
underwater. An innocent bystander attempted to save Officer Jarske's life and
held his head above water until help arrived; however, he succumbed to his
injuries at Howard Memorial Hospital. Officer Jarske was a hardworking,
dedicated officer who had the physical strength and mental ability to do his
job. He was both feared and respected, but was one of the most tenderhearted
people around. He was known for being an honest, loyal man with high morals and
a great sense of humor and was deeply in love with his wife. Named by Assembly
Concurrent Resolution 76, Resolution Chapter 114, on September 28, 2011.
The portion of Route 101 from Englewood to Sylvandale is named the "Frank
P. Belotti Freeway". Additionally, the portion of Route 101 in the area
known as the Redwood Freeway, from the Bridge numbered 04-241, over the South
Fork of the Eel River at Smith Point, to Myers Flat, a distance of
approximately 22 miles, which includes the Frank P. Belotti Bridge, is
officially designated as the "Frank P. Belotti Memorial Freeway". Frank
P. Belotti, a Eureka mink rancher who served as a Member of the Assembly from
1950 to 1972, was an effective advocate of preserving the unique scenic beauty
of the redwood groves and was instrumental in securing the legislation that
made possible the freeway bypass of the groves and the preservation of the
existing state highway designated as the "Avenue of the Giants". He also
organized efforts to repopulate the Capitol Park with gray squirrels. The
segment from Englewood to Sylvandale was named by House Resolution 461 in 1961;
the other segment was named by Assembly Concurrent Resolution No. 54, Chapter
114, in 1994.
The portion of Route 101 in the area known as the Redwood Freeway, from
Myers Flat to Stafford, a distance of approximately 20 miles, is officially
designated the "Sam Helwer Memorial Freeway". Sam Helwer, a Caltrans
engineer from 1936 until his retirement in 1976, was an acknowledged expert in
freeway interchange design. Named by Assembly Concurrent Resolution No. 54,
Chapter 114, in 1994.
The portion of Route 101 from 0.5 mi S of the Haehl Overhead to 0.5 mi N of
Reynolds Highway is named the "Leo Stanley Hulett Highway". It was named
by Senate Concurrent Resolution 61, Chapter 21, in 1990. Leo Stanley Hulett,
elected Mayor of Willits in 1956, worked tirelessly for the creation of the US
101 Bypass that bears his memorial.
The portion of US 101 from Patrick's Point Undercrossing to four miles north
of that undercrossing in Humboldt County as the Everett and Louella Thomas
Memorial Highway. It was named in memory of Evertt and Louelle Thomas.
Everett Thomas, a native son of Humboldt County, was born in Shively in 1911
and began his career with the Department of Public Works, the predecessor of
the Department of Transportation (Caltrans) in 1930 as a survey crew member in
the Kings River Canyon near Fresno. He rose through the ranks at the Fresno
office of the department in District 6, working in construction, materials, and
right-of-way. In 1952, Mr. Thomas was promoted and transferred to the Stockton
office of the department in District 10, where he served as District Materials
Engineer and District Maintenance Engineer. In 1963, Mr. Thomas returned to the
county of his birth, accepting a promotion and transfer to the Eureka office of
the department in District 1, where he served as a supervising highway engineer
in the position of Assistant District Engineer. Shortly after Mr. Thomas'
return to Humboldt County, the state faced the massive floods of December,
1964, during which Mr. Thomas became the emergency spokesman for the district
and was featured in countless media reports concerning highway conditions,
detours, and road restoration. His wife, Louella Thomas, was born in Fresno in
1911 and served as an elementary school teacher both in Fresno and in Humboldt
County until her retirement in 1973. Everett and Louella Thomas contributed to
many civic activities, including the campaign to build a new Humboldt County
Library, the purchase of land for the Azalea State Reserve now operated by the
Department of Parks and Recreation, and various activities related to the arts.
Named by Senate Concurrent Resolution 69, July 16, 2004, Chapter 120.
The portion of US 101 between mile posts 57.19 and 58.19 and the portion of
Route 36 between mile posts 0.0 and 0.5, including the Alton Interchange, in
Humboldt County, is officially named the "Roger M. Rodoni Memorial
Interchange". This interchange was named in honor of Roger M. Rodoni, an
outspoken and philosophical rancher and 12-year Humboldt County Supervisor who
died on April 24, 2008. Born in Scotia on August 13, 1940, Supervisor Roger M.
Rodoni was the son of a rancher and a rancher himself, and he was renowned as
one of the most influential voices in the Humboldt County agricultural
community. A rodeo rider, pilot, hunter, historian, and artist, Supervisor
Rodoni attended California Polytechnic State University, San Luis Obispo, and
later taught animal science at the College of the Redwoods for nine years.
Supervisor Rodoni was deeply connected to the land and he believed that cattle,
timber, and dairy were essential elements of the region's economy. An
intelligent, articulate, aware, and involved individual, Supervisor Rodoni
provided leadership and guidance as a member of myriad committees and
associations, including the Humboldt County Association of Governments,
CAL-Trans North District External Advisory Committee, Eel/Russian River Joint
Powers Commission, Hazardous Materials Response Authority, Integrated Waste
Management Hearing Panel, North Coastal Counties Supervisors Association,
Surface Mining and Reclamation Program, and the Humboldt County Budget Task
Force. In addition, he served with distinction as a member and First Vice
President of the Humboldt/Del Norte Cattlemen's Association and as a member and
President of the Local Agency Formation Commission and a member of the
California State Association of Counties Board of Directors. Named by Assembly
Concurrant Resolution (ACR) 182, 9/14/2010, Resolution Chapter 162.
The portion of US 101 in Humboldt County from milepost 68.40 to milepost
71.10 is named the "Veterans' Memorial Highway". This segment was named
in honor of all veterans who have served in this country's Armed Forces from
the country's birth, both in war and in peacetime, and to pay tribute to the
tremendous sacrifices veterans have made to maintain the strength, freedom, and
independence of our country. The naming was spurred by Humboldt County veterans
groups, assisted by the Board of Supervisors of Humboldt County. Named by
Assembly Concurrent Resolution (ACR) 57, Resolution Chapter 113, on
9/10/2007.
In Humboldt County, Route 101 from Eureka to Arcata is officially named the
"Burns Freeway". It was named by House Resolution 230 in 1949. It was
named after State Senator Michael J. Burns of Eureka who was a long-time
supporter of State highways and State parks. Senator Burns died in office on
May 1, 1949. The district he represented is the location of the Burns
Freeway.
The Redwood National Park Bypass on Route 101 is officially designated the
"Don Clausen Highway". Donald H. Clausen was a representative to the
United States Congress for the 1st District, from 1963 to 1983. In this role,
he was the senior ranking member of the House Public Works and Transportation
Committee, where he authored legislation and enlisted the support from his
congressional colleagues and the president for a federal appropriation to
provide for the construction of the Redwood National Park Bypass project as a
way to enhance travel on Route 101 and reduce the conflicts between through
traffic and park users. In 1992, the State of California completed the 12-mile
bypass of Prairie Creek Redwoods State Park and the Redwood National Park on
Route 101 in northern Humboldt and southern Del Norte Counties. Named by
Assembly Concurrent Resolution No. 92, Chapter 62, in 1996.
The portion of this route from Little River near Trinidad to Patrick's Point
Undercrossing is named the "William Z. Hegy Memorial Highway". It was
named by Senate Concurrent Resolution 53, Chapter 39, in 1988. William Z. Hegy
began working for the State of California in 1936 as an Engineering Aid and
retired in 1976 as Caltrans District 1 Director.
The portion of this route from Bridge No. 4-16 to Bridge No. 4-221 near Rio
Dell is dedicated to the memory of Dave Ghilarducci. Fire Chief David
Ghilarducci was born and raised in Rio Dell and served the community as a
volunteer fireperson for 52 years, including 32 years as fire chief. He was the
past President of the Humboldt County Fire Chiefs Association, and served as a
State of California Deputy Fire Marshal. He organized and led the construction
of the Rio Dell Community Park and community hall. In 1992, the City of Rio
Dell recognized Dave Ghilarducci for his years of volunteer service; and in
1998 this community leader was recognized by the Rio Dell School District as
outstanding alumnus due to his outstanding accomplishments in life and his
support of high standards in education. He died on 22 March 2000. Dedicated by
Senate Concurrent Resolution 12, Chapter 92, July 26, 2001.
The section of Former US 101 to the west of Prarie Creek Redwoods State
Park, which was bypassed in 1993, is named the "Newton B. Drury Scenic
Parkway". Newton Drury was the first executive secretary of the Save the Redwoods League, who later
served as director of the National
Park Service.
The portion of US 101 from Crescent City to the Oregon state line is called
the "Oregon Coast Highway".
The portion of US 101 in Del Norte County between the E. M. Fine Memorial
Bridge and the Oregon state line is named the "CHP Officer Ernest R. Felio
Memorial Highway". This segment was named in memory of CHP Officer Ernest
R. Felio. Ernest R. Felio was a Navy veteran and courageously served his
country during the Korean War. He joined the California Highway Patrol (CHP)
and became an officer in 1962. Officer Felio was the recipient of the State of
California's highest award, the Medal of Valor. Officer Felio was personally
credited with saving the life of a man who was the victim of electrocution as a
result of a traffic collision involving high voltage electrical transmission
lines. Officer Felio disregarded his own personal safety and rescued the badly
injured motorist by removing the motorist from his electrically charged motor
vehicle. Officer Felio's compassion for his fellow man was again demonstrated
one evening while working his beat. Officer Felio observed a woman with three
girls standing next to a road in an isolated portion of Del Norte Canyon. Out
of compassion and fear for the family's safety, after learning the family had
been victims of abuse and abandonment, Officer Felio transported the family out
of the elements and to his home until relatives could be summoned. On the
evening of September 7, 1980, Officer Felio's life tragically ended in horrific
violence on the side of a cold dark highway in Del Norte County. Officer Felio
was shot and killed during the course of a routine traffic stop after making
contact with the motorist on Westbrook Lane west of US 101. Officer Felio
fulfilled the CHP's Code of Honor in that he laid down his life rather than
swerve from the path of duty. Officer Felio's conduct was, at all times, above
reproach and projected an exemplary image of one of the finest CHP officers
this state has to offer. Named by Assembly Concurrent Resolution (ACR) 31,
Resolution Chapter 70, on 7/3/2007.
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The vista point on Route 101 at the north end of the Golden Gate Bridge is
named the "H. Dana Bowers Memorial Vista Point". Dana Bowers served as
the Chief of Landscaping for Caltrans.
Tunnel 27-040, N of the Golden Gate Bridge in Sausalito (Marin county) is
named the "Waldo Tunnel". It was named for Waldo Point along Richardson
Bay between Sausalito and Mill Valley. The tunnels were built in 1937 and 1954.
William Waldo ran for Governor of California in 1853's as a Whig. He lost and
moved to Oregon to establish the town of Waldo. He had attempted to develop the
area now known as Waldo Point.
Bridge 10-273, 0.4 mi N of the Sonoma county line on the Russian River in
Mendocino county, is named the "F. Walter Sandclin Memorial Bridge" . It
was built in 1988, and was named by Assembly Concurrent Resolution 76, Chapter
144, in 1989. F. Walter Sandelin was a member of the California Highway
Commission from 1943 to 1956 and was instrumental in achieving the widening of
US 101 to four lanes.
The new South Fork Eel Bridge (Bridge number 10-0299, Kilometer Post
160.03), located on Route 101 in the County of Mendocino, is named the
Mignon "Minnie" Stoddard Lilley Memorial Bridge. This bridge was named
in memory of Mignon "Minnie" Stoddard Lilley, a woman of many facets and
dimensions: courageous, intelligent, creative, kind, stern, hard working,
musically inclined, honest, religious, impetuous, practical, and also, by all
accounts, quite an attractive woman. She was a teacher, environmentalist,
homesteader, entrepreneur, healer, visionary, and a true pioneer in every sense
of the word. Minnie lived in a time when a person was required to deal with the
harsh realities of living on the "frontier." As a teacher, Minnie offered the
community something that was important to them and as a person she set a
positive example for all by her unselfish concern for all those around her.
From 1904 to 1936, Minnie taught in the one room schoolhouses of the
Andersonia/Piercy area. Minnie spent her entire teaching career in the County
of Mendocino teaching at Usal, Moody, Bear Harbor, Alder Glen, Franklin, and
Buck Mountain before settling down and staying in the Andersonia/Piercy area.
Minnie can also lay claim to being the first school bus driver in the area
because around 1919, having acquired a horse-drawn buggie, she would pick up
some of her students and give them a ride to school. Minnie met William G.
Lilley while she was teaching at Andersonia and they were married January 25,
1905, at the Grand Hotel in San Francisco. In the spring of 1904, Minnie set
out to homestead a claim up the Eel River in the redwoods. For many years
Minnie had walked over 5 miles to the schoolhouse so a solitary hike up the
South Fork of the Eel River through some "darn tough country" was no big deal
to her. A quote from a 1950 Humboldt Times article reads "as soon as the spring
rains had subsided enough so that the Eel River could be crossed safely, she
went into the depths of the redwood forest, fording on a homemade raft the
turbulent waters, and set up her location markers". Minnie then hired a man to
build her a simple one room cabin on the property. Minnie loved telling people
about her first night in the cabin, all alone way out there in the forest which
she spent "with prayer on my lips and a pistol in my hand". Around 1925, Minnie
and William bought a 55 acre parcel adjoining the homestead and that property
included a particular tree Minnie lovingly called "The Fraternal Monarch." This
amazing redwood tree stands over 250 feet tall, is 101 feet in circumference,
and has had the center burned out by a fire some 300 years ago. Today this tree
is known as "The World Famous Tree House". In 1919, construction of the Redwood
Highway through the canyon of the South Fork of the Eel River began; and in
1929, Minnie and William started building a few small cabins near The World
Famous Tree House. On May 14, 1931, for the sum of $10, the Lilley's deeded
enough land to the State of California to make improvements to the new road
that ran through their property. During construction of the highway, the tree
house was a camp for the convict labor that was used to work on the road. These
men actually used the old burned out tree as a shelter to sleep in. Now that
tourists were visiting the redwoods, William and Minnie were in a great
position to benefit from this new situation, and one day, Minnie decided to put
a gift shop inside The World Famous Tree House and she had a floor, windows,
and a door fitted to the measurements of the burned out hole in the redwood.
This was one of the very first gift shops on the Redwood Highway. On March 8,
1947, Minnie, a remarkable pioneering woman, passed away and according to her
wishes to be with her beloved trees through eternity she was interred in her
mausoleum right near The Fraternal Monarch. Named by Senate Concurrent
Resolution (SCR) 114, Resolution Chapter 140, on 9/8/2006.
The northern span of the Eel River Bridge, located on US 101 in the County
of Mendocino is named the "Elizabeth Jane Rosewarne Memorial Bridge".
This structure was named in memory of Elizabeth Jane Rosewarne. Elizabeth Jane
Rosewarne was born to William and Elizabeth Sandow on July 12, 1866, in Eagle
River, Michigan. Elizabeth met Nicholas Rosewarne, who was born in England, in
Nevada City, and they married in 1884. Elizabeth and Nicholas moved to San
Francisco, where Nicholas was a cable car conductor, and Elizabeth was a
professional seamstress. Elizabeth and Nicholas had three children, Edna, Ray,
and Myrtle. Due to Elizabeth's poor health, the doctor recommended she move
from the foggy air of San Francisco to a warmer climate. Nicholas traveled by
boat to Usal and set out in search of land, selecting a 160-acre parcel
bordering on the South Fork of the Eel River, across from Confusion Hill, which
he purchased in May of 1896. The following May, Elizabeth and the children
boarded one of the vessels of the (Robert) Dollar Steamship Company, sailed to
Usal, and from there, traveled by mule over a 10-mile backwoods trail to the
homestead carrying essential belongings, including a child-size rocking chair
that is still in the family today, strapped between two mules. Elizabeth
thrived in the new climate, taking the chores of a pioneer woman in stride and,
while a petite woman, could work with a cross cut saw, fish the Eel River for
salmon and trout, smoke salmon in the smokehouse, and pack a mule and haul wood
on the family horse named Queen. With Nicholas working on the Henry Neff
Anderson's railroad between Andersonia (Piercy) and Usal during the week,
Elizabeth traveled by horseback with both children strapped on the horse on the
mountain trail to Usal, to pick up mail and supplies. On one unforgettable trip
to Usal, Elizabeth, carrying a sack of fresh meat, was followed closely by a
shrieking panther, and although her horse spooked and jumped over a gate, she
and the children managed to hold on tight and make it back safely to the
homestead. Elizabeth was an expert at baking her own bread, making her own
butter and cream, and growing prized heirloom tomatoes that she traded to her
neighbors, and in addition she canned over 400 jars of fruit during the summer
from the Rosewarne homestead orchard. She was also an expert seamstress and
made all the clothes for her family and also loved to quilt, spending many
evenings working on her latest quilt. She loved to fish and kept a daily count
of her impressive catch, and her favorite fishing hole was in the eddy of the
Eel River, which is the proposed bridge site for the northern span of the Eel
River Bridge. After a long day of chores, Elizabeth would hitch up the horse
and take her daughter, Myrtle, to visit the neighbors, and in the evenings, the
family would use a Parcheesi Board circle Elizabeth made on the back of her
round oil cloth to play the game. After Nicholas lost his vision in one eye
from a logging accident and then in the other eye from glaucoma, Elizabeth
cared for him until his death on May 3, 1922, at age 69. After Nicholas' death,
Elizabeth moved across the Eel River to the north end of the Rosewarne
Homestead, operating a Texaco Star gas station and a country store to support
herself and her youngest daughter, Myrtle. Elizabeth Jane Rosewarne died on
January 7, 1949, and is buried in the family plot in Piercy Cemetery in
Mendocino County, beside her son, Ray. Elizabeth and Nicholas Rosewarne's
homestead is the location for both the southern and northern spans of the Eel
River Bridge. The southern span of the Eel River Bridge will be named the
Minney Lilley Memorial Bridge, and Minney Lilley and Elizabeth Rosewarne were
friends, with Minney being mentioned in Elizabeth's diary and the teacher for
Elizabeth's daughter, Myrtle, as well as several of Elizabeth's grandchildren
and a greatgrandson. These bridge spans are named after two pioneer women,
inspiring women and young girls growing up, or traveling to and from the area,
to know that pioneer women played a key role in the history of Mendocino
County. Named by Assembly Concurrent Resolution (ACR) 30, Resolution Chapter
69, on 7/3/2007.
Bridge 20-061, in Sonoma County at Arata Lane is named the "Richard F.
Cavness Memorial Bridge". It was built in 1962, and was named by Assembly
Concurrent Resolution 141, Chapter 105 in 1994. Richard F. Cavness, a native of
Healdsburg, was killed on November 5, 1993, on the Arata Bridge on US Highway
101 while unselfishly rendering aid to a stranded motorist.
Tunnel 20-112, the 4th Street viaduct through Santa Rosa, is named the
"Robert L. Bishop Viaduct". Bishop was Mayor of Santa Rosa and and a
Highway Commission member from 1956 to 1960. It was built in 1968, and was
named by Senate Concurrent Resolution 39, Chapt. 51 in 1971.
Bridge 20-235, an overcrossing of Route 101 in Rohnert Park in Sonoma
county, is named the "Congressman Don Clausen Overpass". It was built in
1973, and was named by Assembly Concurrent Resolution 24, Chapter 57 in 1983.
Donald H. Clausen was a representative to the United States Congress for the
1st District, from 1963 to 1983. In this role, he was the senior ranking member
of the House Public Works and Transportation Committee, where he authored
legislation and enlisted the support from his congressional colleagues and the
president for a federal appropriation to provide for the construction of the
Redwood National Park Bypass project as a way to enhance travel on Route 101
and reduce the conflicts between through traffic and park users. In 1992, the
State of California completed the 12-mile bypass of Prairie Creek Redwoods
State Park and the Redwood National Park on Route 101 in northern Humboldt and
southern Del Norte Counties.
Bridge 20-252R over First Street in Cloverdale is named the "Gambetta
Memorial Bridge". It was built in 1984, and was named by Assembly
Concurrent Resolution 117, Chapter 101 in 1994. Mr. and Mrs. Albert Gambetta,
Sr. were long-time residents of the City of Cloverdale. Mrs. Dena Gambetta
served the City of Cloverdale as the unofficial "hostess" of the community. Mr.
Albert Gambetta, Sr. served the City of Cloverdale as Planning Commissioner,
volunteer firefighter, Councilmember, and Mayor, and thus helped to guide the
City of Cloverdale through the midtwentieth century.
Bridge 04-006, at Dean Creek in Humboldt county, is named the "Elmer
Hurlbut Memorial Bridge". It was bult in 1967, and named by Assembly
Concurrent Resolution 38, Chapter 115. Humboldt County pioneer and rancher
Elmer Hurlbutt, (1882-1967), helped to develop the Garberville Water
Company.
Bridge 04-014, S of Scotia at the Eel River in Humboldt county, is named the
"Richard Fleisher Memorial Bridge". It was built in 1965, and named by
Senate Concurrent Resolution 7, Chapter 42, in 1962. Richard Fleisher (d.
1962), realtor and civic leader, was the organizer of the Humboldt County Crab
Feed held annually in Sacramento for the California Highway Commission and the
State Department of Public Works.
Bridge 04-016, the Robinson Ferry Bridge over the Eel River in Humboldt
county, is named the "Paul E. Mudgett Memorial Bridge". It was built in
1941, and was named by Senate Concurrent Resolution 6, Chapter 47, in 1963.
Paul E. Mudgett, a member of the Humboldt County Board of Trade for 35 years,
died in an automobile accident on US 101 on August 16, 1962.
Bridge 04-016L, the Rio Dell Bridge over the Eel River in Humboldt county,
is named the "Nello J. Barsanti Memorial Bridge". Nello J. Barsanti
(1916-1976) was a lifetime resident of the Scotia-Rio Dell area, community
leader, education advocate and member of the Fortuna Unified High School Board
of Trustees. It was built in 1974, and named by Assembly Concurrent Resolution
231, Chapter 91, in 1977.
Bridge 04-017, the northbound bridge over the Van Duzen River in Humboldt
county, is named the "Harold W. Comfort Memorial Bridge". Harold W.
Comfort, M.D., cared for the people of southern Humboldt County for a third of
a century until his death in 1954 at the age of 60 years. It was built in 1995,
and named by Assembly Concurrent Resolution No. 22, Chapter 55, in 1995.
Bridge 04-017, the southbound Route 101 bridge over the Van Duzen River in
Humboldt County, is named the "James Van Duzen Memorial Bridge". The Van
Duzen River is named for one of the county's first settlers, James Van Duzen,
formerly of Schyler, New York, who arrived in the area with the Gregg-Wood
party in 1849. He established a farm on land at the mouth of the Van Duzen
river in 1850. It was built in 1952, and named by Assembly Concurrent
Resolution No. 22, Chapter 55 the same year.
The Salmon Creek Bridge on US 101 in Humboldt County is named the
“James F. McManus Memorial Bridge”. This bridge was named in
memory of James F. McManus, who had an exemplary career with the Department of
Transportation (Caltrans) for nearly 40 years, McManus was born on May 29,
1929, in Oakland, California. His love for engineering and flying was
stimulated by his father's work with the Univac Supercomputer, which was used
to schedule the B-19 Bomber project during World War II. McManus attended City
College of San Francisco, until he joined the United States Marine Corps during
the Korean War. He later returned to college at San Jose State University. In
1954, McManus began his career at Caltrans as a junior civil engineer and
immediately impressed his supervisors with his engineering abilities. During
his 18-year tenure in District 1 of Caltrans, McManus moved from construction
to the laboratory, where he tested materials for roadways, and ultimately into
design, planning, and project management, where he worked on the design of
numerous highway and freeway projects. After the 1964 flood incident in
northern California, McManus worked on the US 101 freeway project and designed
a five-mile stretch of the Redwood Freeway south of Myers Flat. He was
particularly proud of this project because, in addition to bypassing Myers Flat
and avoiding impact to the old growth redwoods and parks south of the Eel
River, he successfully convinced the district leadership to change the original
alignment of the highway to create his vision of a panoramic view of the
magnificent Eel River. The Myers Flat Bypass included five bridges across the
Eel River and its tributaries, including the Salmon Creek Bridge. As a leader
of the district computer section, McManus developed a revolutionary computer
program called MANSCAN, which scheduled the manpower across the many
professional disciplines required to design and construct each major project
and thereby allowed projects to be more efficiently tracked and planned. This
program was renamed PYPSCAN and was used for purposes of program management for
many decades. Following his many achievements in District 1, McManus was
promoted in 1972 to work in the department's headquarters in Sacramento,
California, as a senior transportation engineer. He became a principal engineer
in 1982, and was promoted to Deputy Director of District 7 in Los Angeles in
1984, where he oversaw the planning, design, and construction of the monumental
Century Freeway project and won Engineer of the Year for Caltrans as a result.
In 1986, McManus moved back to Sacramento, California, and was promoted to
Career Executive, Level 3. He finished his career as Deputy Chief Engineer and
managed programs for the entire state from 1988 until his retirement in 1992
after 38 years of service. James F. McManus died on December 2, 2006. Named by
Senate Concurrent Resolution (SCR) 9, Resolution Chapter 71, on 7/14/2009.
Bridge 04-028, over Redwood Creek in Humboldt county, is named the "Ralph
A. Miller Bridge". It was built in 1982, and named by Senate Concurrent
Resolution 99, Chapter 162, in 1986. Ralph A. Miller (b. 1904) was employed as
a civil engineer by the Division of Highways for 41 years.
Bridge 04-065 over the south fork of the Eel River, S of Phillipsville, is
named the "Charles R. Barnum Memorial Bridge". Charles R. Barnum
pioneered the use of fir trees to produce lumber in California. It was built in
1964, and was named by Senate Concurrent Resolution 94, Chapter 229, in 1965.
Bridge 04-072, at the Eagle Point Viaduct in Humboldt county, is named the
"Hod Benedict Bridge". Harold "Hod" Wilson Benedict served as the
resident engineer for over 40 projects in Humboldt and Mendocino Counties from
1952 to 1975 and was responsible for the completion of the Redwood Highway. It
was built in 1963, and was named by Assembly Concurrent Resolution 137, Chapter
127, in 1984.
Bridge 04-076, at the Eel River in Humboldt county, is named the "George
M. Leatherwood Memorial Bridge". It was built in 1958, and was named by
Assembly Concurrent Resolution 66, Chapter 197 in 1957. George Leatherwood
(1904-1956) was a career Caltrans engineer and pioneer aerial surveyor.
Bridge 04-123, over the south fork of the Eel River, is named the "George
J. Cole Memorial Bridge". It was built in 1962, and was named by Senate
Concurrent Resolution 5, Chapter 41, in 1963. George J. Cole served as a member
of the Humboldt County Commission, as Mayor of Eureka, and as President of the
County Supervisor's Association of California.
Bridge 04-155, over the south fork of the Eel River, is named the "Malcom
G. Coomes Memorial Bridge". It was built in 1969, and named by Assembly
Concurrent Resolution 86, Chapter 92. Malcolm G. Coombs, who settled in
Humboldt County in 1946, was a benefactor to the county and a member of the
California State Water Commission.
Bridge 04-212, over the south fork of the Eel River near Garberville in
Humboldt county, is named the "Frank P. Belotti Memorial Bridge" . Frank
P. Belotti, a Eureka mink rancher who served as a Member of the Assembly from
1950 to 1972, was an effective advocate of preserving the unique scenic beauty
of the redwood groves and was instrumental in securing the legislation that
made possible the freeway bypass of the groves and the preservation of the
existing state highway designated as the "Avenue of the Giants". He also
organized efforts to repopulate the Capitol Park with gray squirrels. It was
built in 1969, and was named by Senate Concurrent Resolution 41, in Chapter 101
in 1972.
The Rio Dell/Eel River Bridge (Bridge 04-221R) is named the "Stanwood A.
Murphy Memorial Bridge". It was named by Assembly Concurrent Resolution 23,
Chapter 91 in 1977. Stanwood A. Murphy (d. 1972), son of Albert Stanwood
Murphy, served as the President of the California Redwoods Association and was
the fourth generation of his family to head Pacific Lumber Company, founded in
Scotia, Humboldt County, in 1869.
Bridge 04-241, at Smith Point on the Eel River in Humboldt county, is named
the "Charles Edward Wagner Memorial Bridge". It was built in 1980, and
named by Assembly Concurrent Resolution 132 the same year. Charles Edward
Wagner established the first tanbark extraction plant in Humboldt County in
1900 and was a leader in the building of the town of Garberville.
Bridge 01-005, at Wilson Creek in Del Norte county, is named the "Louis
De Martin Sr. Memorial Bridge". It was built in 1957, and named by Senate
Concurrent Resolution 521, Chapter 181 in the same year. Louis De Martin, Sr.,
settled in Del Norte County in 1875 where he fathered 17 children and built the
first bridge over Wilson Creek on what is now Route 1.
Bridge 01-020, at the Smith River in Del Norte county, is named the "Dr.
Ernest Fine Memorial Bridge". It was built in 1940, and was named by Senate
Concurrent Resolution 19, Chapter 40, in 1941. Dr. Ernest M. Fine (1873-1939)
was a Del Norte County country doctor who never sent a bill to a patient.
Bridge 01-028, at the Klamath River in Del Norte county, is named the "G
H. Douglas Memorial Bridge". It is a replacement bridge built in 1965, and
was named by Resolution Chapter 223 in 1923. Dr. G.H. Douglas, Crescent City
physician and State Assembly Member, worked diligently for the construction of
the bridge that bears his memorial, but died in 1923, before its completion.
The Klamath River Bridge is well known for its two golden bears. According to
the Klamath Chamber
of Commerce , the Golden Bears on the Klamath River Bridge weren't always
golden. The gold first appeared sometime in the late 50's or early 60's. The
bears were originally pained by a group of local businessmen (Herb Fehley ,
John Menary , Ray Thompson , Pat Murphy, Ward Berg, Johnny Rycraft and Bud
Harper to name a few) who decided to give Klamath a face lift. Whenever the
Highway Department would restore the bears to their natural state, "The Golden
Bear Club" would meet again to restore their trademark "Golden Bears" on the
Klamath Bridge. It didn't take too long before the Highway Department realized
Klamath liked those Bears golden, and the new Memorial Bridge completed in 1965
greets visitors from around the world with its landmark California Golden
Bears.
The Boyes Creek Viaduct on the Redwood National Park Bypass in Del Norte
County is named the Delbert A. Brown Memorial Bridge. It was named by
Senate Concurrent Resolution 72, Chapter 95 in 1998. Delbert A. Brown (b. 1931)
was a Deputy District Director of the California Department of Transportation
and a tireless worker for the creation of the Redwood National Park Bypass.
This route also has the following Safety Roadside Rest Areas:
- In Marin County at the N end of the Golden Gate Bridge.
- Moss Cove, in Mendocino County, 10.5 mi S of Laytonville.
- Irvine Lodge, in Mendocino County, 7.9 mi S of Laytonville.
- Empire Camp, in Mendocino County, 2.5 mi S of Cummings.
- Trinidad, in Humboldt County, 0.5 mi S of Seawood Drive.
|
|
In Marin County, HOV lanes run southbound from N of the Greenbrae pedestrian
overcrossing to S of the Strawberry pedestrian overcrossing, for a length of
3.7 mi. Northbound, the HOV lanes run from S of the Richardson Bay Bridge to N
of the Corte Madera overcrossing, for a length of 3.5 mi. These were opened in
February 1974 (opened to carpools in June 1976). HOV lanes also run from Route
37/S Novato Blvd to N of the San Pedro undercrossing, in both directions. These
opened in July 1987, and were extended in February 1991. All require two or
more occupants, and operate weekdays during the following hours: 6:30-8:30am
(SB), 4:30-7:00pm (NB).
HOV lanes are also planned as follows:
- From Lucky Drive to N San Pedro Road. Planning stages. Marin County. CTC
Agenda June 2001: Reversable HOV lane, Sir Francis Drake Blvd to N San
Pedro Road.
- N San Pedro Road to Mission Avenue. Construction starts in March 1998.
Marin County.
- Mission Avenue to I-580. Planning stages. Marin County.
- In Santa Rosa, from Santa Rosa Avenue to Wilfred Avenue. Sonoma County.
Environmental Impact Report prepared.
- In Santa Rosa, from Wilfred Avenue to Route 12. Sonoma County.
Environmental Impact Report prepared.
- From Route 12 to Steele Lane. This project includes widening the freeway
from four to six lanes. The project will also increase capacity of the
College Avenue and Steele Lane interchanges. Other features of the project
include: (a) Construction of a collector-distributor road on northbound
Route 101, between Route 12 and 3rd Street; (b) Construction of auxiliary
lanes between College Avenue and Steele Lane; (c) Extending an existing
southbound auxiliary lane between College Avenue and downtown Santa Rosa to
Route 12; (d) Replacing the Santa Rosa Creek Bridge; (e) Replacing an
existing pedestrian overcrossing with a new pedestrian undercrossing at
Santa Rosa Creek Bridge; (f) Constructing a new undercrossing at 6th
Street; (g) Constructing soundwalls at various locations; (h) Replacing
College Avenue Undercrossing; and (i) Constructing retaining walls at
various locations. The project has not yet been awarded.
There are also studies for adding an HOV lane between Santa Rosa and
Windsor, and between Rohnert Park and Petaluma, in Sonoma County.
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The five-mile segment between the Eureka Slough Bridge No. 4-22 to the
Gannon Slough Bridge No. 4-24 in Arcata. Authorized by SB 1349, Chapter 378,
9/5/2002.
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[SHC 263.6] From a point in Marin County opposite San Francisco to Route 1
near Marin City; and from Route 37 near Ignacio to Route 37 near Novato; and
from Route 20 near Calpella to Route 20 near Willits; and from Route 1 near
Leggett to Route 199 near Crescent City; and from Route 197 near Fort Dick to
the Oregon state line.
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The following segments are designated as Classified Landscaped Freeway:
| County |
Route |
Starting PM |
Ending PM |
| Marin |
101 |
3.33 |
3.68 |
| Marin |
101 |
5.57 |
6.02 |
| Marin |
101 |
6.30 |
6.85 |
| Marin |
101 |
7.18 |
7.46 |
| Marin |
101 |
7.76 |
8.11 |
| Marin |
101 |
9.77 |
10.11 |
| Marin |
101 |
10.66 |
11.33 |
| Marin |
101 |
11.43 |
12.19 |
| Marin |
101 |
12.49 |
14.18 |
| Marin |
101 |
15.34 |
15.90 |
| Marin |
101 |
19.72 |
19.95 |
| Marin |
101 |
20.09 |
20.30 |
| Sonoma |
101 |
3.86 |
5.17 |
| Sonoma |
101 |
13.67 |
14.02 |
| Sonoma |
101 |
18.83 |
19.10 |
| Sonoma |
101 |
19.10 |
19.27 |
| Sonoma |
101 |
19.27 |
20.09 |
| Sonoma |
101 |
20.24 |
22.81 |
| Sonoma |
101 |
34.41 |
34.80 |
| Sonoma |
101 |
36.03 |
36.45 |
| Sonoma |
101 |
50.00 |
52.06 |
| Sonoma |
101 |
53.34 |
53.53 |
| Humboldt |
101 |
86.12 |
87.83 |
| Humboldt |
101 |
88.22 |
88.39 |
| Humboldt |
101 |
R92.89 |
R93.11 |
| Del Norte |
101 |
R27.80 |
R28.00 |
| Del Norte |
101 |
R28.19 |
R28.54 |
| Del Norte |
101 |
R30.56 |
R30.87 |
| Del Norte |
101 |
R31.01 |
R31.19 |
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[SHC 253.5] Entire portion. Added to the Freeway and Expressway system in
1959.
|
|
The portion from San Francisco to Route 37 was submitted for inclusion in
the interstate system in 1947 and 1956; it was not accepted both times.
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This was part of the Pacific Highway and the
California-Banff "B" Route. ![[Volcanic Byways]](logos/volcanic.jpg){kind=small}
This route is part of the
In June
2012, the CTC amended the 2012 STIP for the Route 98 Widening (West of Route
111) Phase 1 project (PPNO 0549A) in Imperial County to (a) Program $4,500,000
of Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy
for Users (SAFETEA-LU) Border Infrastructure Program (BIP) funds to
Construction in Fiscal Year (FY) 2014-15; (b) Down scope the project limits;
and, (c) Revise the funding plan. The Route 98 Widening project in Imperial
County will widen the freeway from two to four lanes for approximately 2.6
miles. The project is currently funded for Right of Way Capital and Support
only with $1,457,000 from STIP - Interregional Improvement Program funds and
$2,400,000 from federal demonstration funds. The Environmental phase was
completed under a separate project (PPNO 0549) in 2009. The design and
construction phases are currently unfunded. The General Services Administration
and Department of Homeland Security are partners working to reconfigure the
Calexico Port of Entry which is located south of Route 98 on Cesar Chavez
Boulevard at the border of Mexico. As a result, the City of Calexico (City) is
developing a separate project in the vicinity of the Route 98 project. It is
anticipated that the City’s project will negatively impact the Route 98
Widening project by diverting additional traffic onto Route 98 earlier than
expected. This amendment proposes to down scope the unfunded Route 98 Widening
project by segment of the project. This will mitigate the anticipated traffic
congestion on Route 98 in a timely manner. The Department plans to request a
construction allocation in advance of the programmed delivery year.
There are still times when
Caltrans still missigns the route as US 99. An example from October 2009
involves a sign replacement project on eastbound US 
TCRP 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.![[Hosking Interchange]](maps/099-hosking.jpg)
In July 2010, the
CTC approved for future consideration of funding a project that will construct
a new interchange and public road connection at Hosking Avenue, just N of Taft
Highway, on Route 99 in the city of Bakersfield. The project is funded with
local developer funding. However, the project is being considered for both
state and federal funding if they become available. Construction is estimated
to begin in Fiscal Year 2010-11. Total estimated project cost is $27,329,000.
Specifically, the City of Bakersfield, in cooperation with Caltrans is
proposing to replace the existing Hosking Avenue overcrossing with a new
interchange and create a new public road access to Route 99 at Hosking Avenue.
The construction of a new interchange at Hosking Avenue will improve the
operations of the adjacent interchanges and arterial roads by providing
existing traffic a new point of direct access to Route 99. This new interchange
will also support planned development and growth in the southwest area of
Bakersfield. The current interchange at Hosking Avenue is an existing 2-lane
overcrossing located approximately 6 miles south of downtown City of
Bakersfield, providing no Route 99 access. Through the project area, Route 99
is a 6-lane freeway. Three miles north of Hosking Avenue, Route 99 widens to an
8-lane freeway through the City center. The adjacent interchanges, Panama Lane
to the north and Route 
In April 2012, it
was reported that construction of California's High Speed Rail project will
require relocating a two-mile stretch of Route 99 in west-central Fresno.
Between Ashlan and Clinton avenues, the six-lane freeway snuggles up against a
Union Pacific Railroad yard on the east side, leaving no room to shoehorn the
proposed high-speed rail line into its planned route. The rail authority's
plans call for shoving the freeway westward by 100 feet or so -- onto property
now occupied by a string of businesses. They include a pair of mini-storage
companies, several motels, a mobile-home park, an RV dealership, a truck stop
and an assisted-living facility. Three off-ramps on that stretch of the
southbound highway -- Dakota, Shields and Princeton avenues -- also would be
displaced. 
In December 2009, the CTC
approved for future consideration of funding a project that will widen Avenue
12 Interchange on Route 99 from two to four lanes, add an onramp to Route 99,
and construct roadway improvements in the city of Madera. The project is
programmed in the State Route 99 Bond Program and the 2008 State Transportation
Improvement Program, and includes local funds. Total estimated project cost is
$68,000,000, capital and support. Construction is estimated to begin in Fiscal
Year 2011-12. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project baseline
agreement.![[TCRP 104-105]](maps/099-tcrp-104-105.jpg)
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
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.
5 Ellis St. Overcrossing"
align="right" width="300" height="270" border="0" hspace="5" vspace="5">In May
2009, the CTC accepted the mitigated negative declaration for the Ellis Street
Overcrossing Project. The project includes construction of an overcrossing on
Route 99 between Avenue 17 and Cleveland Avenue in the City of Madera and a new
roadway connecting Ellis Street on the east side of Route 99 with Avenue 16 on
the west side of Route 99. The project will include a crossing over the freeway
and railroad tracks to provide vehicular and pedestrian access to the
residential and commercial areas east of the freeway and reduce the congestion
at the Cleveland Avenue/Gateway Drive/County Club Drive intersection and at the
Route 99/Cleveland Avenue Interchange. The project is estimated to cost
$16,596,000 and is funded with STIP ($8,534,000), Proposition 1B Local Streets
and Roads ($1,746,000) and Local ($6,316,000) funds. Construction is estimated
to begin in fiscal year 2009/10.
5 Madera Interchanges"
align="right" width="250" height="235" border="0" hspace="5">In October 2008,
the CTC received notice of a negative environmental impact declaration for
construction of two interchanges near Madera. The project proposes to
reconstruct the existing Route 99/Route 
5 MLK Blvd interchange in Stockton" hspace="5" vspace="5">In
May 2009, the CTC approved a public road connection to Route 99 at Dr. Martin
Luther King Jr. Boulevard, in the county of San Joaquin. The San Joaquin
Council of Governments (SJCOG), in conjunction with the City of Stockton, San
Joaquin County, and the Department, are proposing to construct a new
interchange at Route 99 and Dr. Martin Luther King Jr. Boulevard in San Joaquin
County, near the junction with Route ![[TCRP 106]](maps/099-tcrp-106.jpg)
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.![[Stockton]](maps/099-stockton.jpg)
In March 2009, the
CTC approved for future consideration of funding a project in San Joaquin
County will widen the highway from four to six lanes in each direction and
construct roadway improvements between Arch Road and Route ![[Central Galt Interchange]](maps/099-galt.jpg)
In August 2012,
information was posted about improvements in Galt, together with ![[TCRP 135 - From City of Elk Grove Website]](maps/099-tcrp-135.jpg)
This portion of this segment from Route ![[Tudor Bypass]](maps/099-tudor.jpg)
There are plans to
widen this route to four lanes near Yuba City. There are also plans to bypass
the city of Tudor. As of Mid-May 2009, it was reported that visible progress is
being made on the Tudor Bypass, a $54.8 million project to reroute Route 99
past the sweeping, accident-prone S-curve at Route ![[Riego]](maps/099-riego.jpg)
There are plans to construct a new
interchange to connect Riego Road to Route 99 at the Sacramento/Sutter County
line. The project is programmed in the Route 99 Corridor bond program and will
be combined with local funds. The estimated cost of the project is $30,840,000
and is estimated to begin construction in Fiscal Year 2010-11. The scope, as
described for the preferred alternative, is consistent with the project scope
set forth in the approved project baseline agreement.![[Feather River Project]](maps/099-feather.jpg)
In June 2008, the
CTC approved reallocating some funding related to the Feather River Bridge
reconstruction. The Sutter 99 Segment 2, Feather River Bridge Project PPNO
(8361B) is part of the Route 99 Bond Program. The project proposes to widen
Route 99 in Sutter County from two to four lanes with a continuous left turn
lane from just south of Nicholaus Road to Sacramento Avenue. The project mainly
consists of a new 3,045 foot two-lane bridge east of the existing Feather River
Bridge (#18-26). The project also realigns the ramps to Nicholaus Road. The
existing two-lane Feather River Bridge will remain in service. As the design
work started, and detailed design information became available, the design and
construction strategies considered during the environmental phase were
reevaluated. Foundation drilling revealed different foundation conditions than
what was originally considered. Preliminary consultations with the regulatory
agencies for permitting began with the updated information. It was determined
that environmental permit requirements had become more stringent and the
agencies were requiring a reduced impact on the river. In addition, a more
restrictive construction window for work being done in the channel is required.
These factors led to a change in design and construction strategy. To address
these new requirements and information, the current design reduces the number
of bridge spans and foundations in the water, in order to minimize impacts to
the main river channel. The longer spans require longer and larger diameter
piles and an increased super structure and deck thickness, which in turn
increases structure costs. Other options available will not render any
financial savings; in fact, they could potentially be more costly in time and
money. The proposed construction method minimizes the work area in the channel
and reduces the noise levels from pile driving.![[99 aux lane near Chico]](maps/099-chico.jpg)
In
February 2009, the CTC approved for future consideration of funding a project
to construct an auxiliary lane near Chico. The project is located in the City
of Chico on Route 99 between the Route 
Note: Much
of this is still signed (at least in terms of name) as 99W. This is best
seen starting around Williams, CA, where there is a road roughly parallel
to I-
The portion of former US 99 that was cosigned with US 
In 1963, Route 103 was defined as the route from Route 
