California Highways

1. From Route 12 to Route 80 near Dixon.

   
   

   	The definition of this segment is unchanged from 1963.
   	This was LRN 101, defined in 1933. It was not signed before 1964.
   	Solano County is conducting a study regarding bypassing downtown Dixon. Dixon made a push in the mid-1990s to have the state relocate the highway to rural Midway and Pedrick roads. But widening and improving Pedrick Road and improving the interchange at I-80 was too expensive, and Caltrans indicated they didn't have the funds. They offered to let Dixon pay, but the city declined. Now Dixon wants the Solano Transportation Authority to do a study on Route 113.

   
   

2. From Route 80 near Davis to Route 99 passing near Woodland.

   
   

   	The definition of this segment is unchanged from 1963.
   	Between I-80 and I-5, this was part of LRN 7 (defined in 1909), and was cosigned as US 99W/Alternate US 40. Between I-5 and Route 99, this was part of LRN 87, defined in 1933. It was originally part of Route 24, and was later part of US 40A. The portion of Route 113 that bypasses Davis (between Russell Bouelvard and current I-80) goes through land that was originally part of UC Davis agricultural research. When this segment was upgraded to freeway around 1976, part of Hutchison Drive, a university street, had to be rerouted for an interchange; the old segment now stubs off on the west side of the freeway. [Information provided by Chris Sampang] The full Route 113 freeway from Davis to Woodland was completed in 1990 after lobbying by the City of Woodland and Woodland's Chamber of Commerce. It appears that the segment from I-5 to Main Street (former Route 16/current Business I-5) was built first, in 1973. The segment from I-80 in Davis north to County Road 27 was constructed from 1974-1976. So until 1990, Route 113 continued north on East Street from County Road 27 to the current north I-5/Route 113 junction, through downtown Woodland. This explains why one large sign gantry still exists at East and Main (former Route 16) for Route 113; the sign itself dates back to the early 1960s and has shieldout for US 99W. After the Route 113 freeway was completed, East Street's connection to County Road 27 via Rose Lane (over a Southern Pacific railroad crossing halfway betwen County Road 25A and County Road 27) was severed.
   	The interchange of Route 5 and Route 113 is named the "CHP Sergeant Gary R. Wagers Memorial Interchange" This interchange was named in memory of CHP Sergeant Gary R. Wagers, who died in a patrol vehicle collision in the line of duty while pursuing a traffic violator at high speed in the early morning hours of March 15, 2001, on Route 113 at the interchange with Route 5, in Woodland. Sergeant Wagers graduated high school in Allegan, Michigan and was a graduate of California State University, Sacramento. He joined the California Army National Guard in 1970 and retired in 1998 at the rank of Lieutenant Colonel, after receiving many awards, including the Army Achievement Medal, Reserve Commendation Medal, Meritorious Service Medal, and the National Defense Medal. He graduated from the California Highway Patrol Academy and was appointed as a State Traffic Officer on August 9, 1979; he was promoted to the rank of State Traffic Sergeant on March 1, 1992. He served in the West Los Angeles, Westminster, South Sacramento, Riverside, Santa Ana, and Woodland Areas as well as at CHP Headquarters and California Highway Patrol Air Operations. Named by Assembly Concurrent Resolution (ACR) 16, Resolution Chapter 70, on 07/07/2005. The portion of Route 113 between I-5 and I-80 is named the "Vic Fazio" Highway. Vic Fazio, a United States Representative for ten consecutive terms beginning in 1978, secured funds to provide a continuous four lane freewayfor the portion of Route113 between I-5 and I-80, replacing a prevoius "blood alley". Named by Assembly Concurrent Resolution 100, Chapter 124, in 1998.
   	Bridge 18-0032, the Sutter Causeway Bridge in Sutter county, is named the "Leslie A. Lowden Memorial Bridge". It was built in 1968, and named by Assembly Concurrent Resolution 34, Chapter 65, in 1991. Leslie A. Lowden, descendant of California pioneers, community activist, mother and grandmother, was killed by a drunk driver on July 25, 1989.
   	Finding US 99 (Casey Cooper)
   	[SHC 253.6] From from Route 80 near Davis to Route 99 near Tudor. Added to the Freeway and Expressway system in 1963.
   	[SHC 164.15] Between Route 80 and Route 5.
   	Freeway is completed from Davis to Woodland (Route 80 to Route 5), approx 12 miles. Recently, the portion between the segments has been co-signed as Route 113/I-80. A Route 113 shield has been added to the eastbound I-80 trailblazer assembly just past the junction of Route 113 in Dixon, and a similar arrangement can be found on WB I-80 just past the Route 113 junction in Davis. There are no Route 113 shields on the trailblazer assemblies at the interchanges in between Dixon and Davis.

Route 113 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 113 between 1934 and 1964. It appears that Route 113 came about as the result of removing the Alternate US 40 designation from the Woodland to Tudor, and removing the Alternate US 40/US 99W designation from the portion S of Woodland.

Assembly Concurrent Resolution 180, 1998, designated those portions of US 40 that are still publically maintained and not already designated as part of Historic US 40 as "Historic US 40".

Senate Concurrent Resolution 66, Chaptered May 18, 2006 (Resolution Chapter 51), designated, upon application by an appropriate local governmental agency, any section of former Alternate U.S. Highway Route 40 that is still a publicly maintained highway and that is of interest to the applicant, as Historic Alternate U.S. Highway Route 40. This recognizes the role that Former Alternate U.S. Highway Route 40 played in the development of the transportation routes into California over what is now known as the Davis "Y". Alternate U.S. Highway Route 40 is currently Route 113 from Davis to Woodland and Yuba City, and Route 70 through Marysville, Oroville, and the Feather River Canyon to Hallelujah Junction on Route 395, a route that today serves 27 towns and the six counties of Yolo, Sutter, Yuba, Butte, Plumas, and Lassen. The Feather River Scenic Byway is a 130 mile segment of Route 70, which was part of Alternate U.S. Highway Route 40.

• Cal-NExUS Exit Numbering: Route 113 North
• Cal-NExUS Exit Numbering: Route 113 South
• Western Exit Guide: Route 113 (Jeff Stapleton)

• California @ AARoads: California 113

In April 1958, it appears that the designation I-113 was proposed for the route that is now I-680. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.

Overall statistics for Route 113:

• Total Length (1995): 59 miles
• Average Daily Traffic (1992): 2,600 to 28,000
• Milage Classification: Rural: 52; Sm. Urban: 5; Urbanized: 2.
• Previous Federal Aid Milage: FAP: 45 mi; FAU: 3 mi; FAS: 11 mi.
• Functional Classification: Prin. Arterial: 32 mi; Minor Arterial: 18 mi; Collector: 9 mi.
• Counties Traversed: Solano, Yolo, Sutter.

In 1933, Chapter 767 added the route from "[LRN 2] near Mountain View to [LRN 5] near Milpitas" to the highway system. In 1935, it was codified into the highway code as LRN 113 without change. The route remained unchanged until the 1963 renumbering. It ran from US 101 near Mountain View to present-day I-680 near Milpitas. It was originally part of Route 9; it is present-day Route 237.

From Route 101 in East Palo Alto to Route 84

As defined in 1963, this route ran from “Route 280 near Woodside to Route 101 at the Harbor Boulevard Interchange in Redwood City.”

In 1984, Chapter 409 swapped a portion of Route 114 and Route 84, moving Route 84 to the northern (LRN 214) alignment, and giving Route 114 the old Route 84 alignment. This made the definition of Route 114 "Route 280 in Menlo Park to Route 84." The current routing runs along Willow Road.

In 1990, Chapter 1187 truncated the route, changing the origin to Route 101 in East Palo Alto"

This is a proposed routing of LRN 107. The constructed routing of LRN 107 is to the NW, and was surface Route 84. A new Route 84 was built in the early 1980s as part of the Dumbarton Bridge project, and the old portion was resigned as Route 114. The unbuilt portion of Route 114 was at one time designated as Route 84, and present-day Route 84 between US 101 and I-280 was Route 114. The current Route 84 portions were defined in 1959.

Pre 1964, Route 114 would've taken a different route between the Dumbarton Bridge and US 101 than it (as signed Route 84) does now: it would've cut between current Route 109 and current Route 114/signed Route 84, then continued west about a mile south of Willow Road, before subsuming Willow Road west of current Route 82, ending near current I-280.

Route 114 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 114 between 1934 and 1964.

Overall statistics for Route 114 (this reflects only the portion from US 101 to Route 84):

• Total Length (1995): 1 mile
• Average Daily Traffic (1993): 44,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 1.
• Previous Federal Aid Milage: FAU: 1 mi.
• Functional Classification: Prin. Arterial: 1 mi.
• Counties Traversed: San Mateo.

In 1933, Chapter 767 defined the route from "[LRN 68] near Sunnyvale to Los Gatos-Saratoga Gap Road" as a state highway. In 1935, this was codified as LRN 114 with the following definition:

[LRN 68] near Sunnyvale to [LRN 42]

In 1959, Chapter 1841 changed the definition to originate at [LRN 5] (Route 17).

In 1961, Chapter 1146 changed the definition to begin as [LRN 2] (US 101) near Ford Road.

This route ran from US 101 near Ford Road to Bypass US 101 near Mountain View. This is present-day Route 85.

1. From Route 8 southeasterly of Holtville to Route 78.

   
   

   	In 1963, this segment was the original segment (b) of Route 115, and (a) and (b) were defined as "(a) Route 98 near Bonds Corners to Route 8 near Holtville. (b) Route 8 near Holtville to Route 78." In 1972, Chapter 742 deleted (a) and changed the origin of (b): (a) Route 8 southeasterly of Holtville to Route 78. This reflected relocation of a portion of this route to a former alignment of Route 8. This former part (a) was once US 80.
   	This was LRN 187, defined in 1933. A portion was LRN 27. This segment was signed as Route 115 sometime after 1934 but before 1963.
   	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 #951: Improve bridge 58-7 on Route 115 that crosses the Alamo River in Holtville. Additionally, this project funds design and environmental analysis of a new bridge over the same river. $800,000.

   
   

2. From Route 78 east of Brawley to Route 111 at Calipatria.

   
   

   	This segment remains as defined in 1963.
   	This was LRN 201, defined in 1933. This segment was signed as Route 115 sometime after 1934 but before 1963.

• California @ AARoads: California 115

In April 1958, it appears that the designation I-115 was proposed for the route that is now I-505. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.

Overall statistics for Route 115:

• Total Length (1995): 34 miles
• Average Daily Traffic (1992): 1,150 to 10,300
• Milage Classification: Rural: 34; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAS: 34 mi.
• Functional Classification: Collector: 34 mi.
• Counties Traversed: Imperial.

In 1933, Chapter 767 added the route from "[LRN 5] near San Jose to Mount Hamilton" to the highway system. In 1935, this was defined in the highway code as LRN 115 with that definition.

In 1959, Chapter 1062 changed the definition to:

1. The intersection of [LRN 5] and [LRN 239] near Moorpark Avenue to [LRN 68] near Story Road.
2. [LRN 68] near San Jose to Mount Hamilton

Later in 1959, Chapter 2065 and 2144 extended the second segment to "Patterson via the vicinity of Mount Hamilton."

In 1961, Chapter 1146 deleted segment (a)

This route ran from Bypass US 101 near San Jose to Patterson via the vicinity of Mount Hamilton, and is present-day Route 130.

1. From Route 1 near Jenner to Route 101 near Cotati.

   
   

   	This segment is unchanged from its 1963 definition.
   	This was signed as Route 12 between the original signage of routes in 1934 and 1964. It was LRN 104, defined in 1933.
   	[SHC 263.6] Entire portion.
   	[SHC 253.6] From Route 181 near Forestville to Route 101 near Cotati. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 101 near Petaluma to Route 121 near Schellville.

   
   

   	This segment is unchanged from its 1963 definition.
   	This was LRN 104, defined in 1933. Its pre-1964 signage is unclear.
   	[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.

Route 116 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 116 between 1934 and 1964.

Route 116 in Sonoma County from Sebastopol to Forestville is named the "Willard F. Libby Memorial Highway. Dr. Williard F. Libby, a native of the Sebastopol area, received the 1960 Nobel Prize in Chemistry for developing the "carbon 14" radioactive dating process. He was a nuclear scientist and member of the Atomic Energy Commission. Named by Assembly Concurrent Resolution 149, Chapt 128 in 1984.

The portion between the intersection with River Road in Guerneville and US 101 in Cotati is called lots of confusing things. East of US 101 in Petaluma to its terminus at Route 121 near Schellville, the picture is a little clearer. Route 116 is called "Stage Gulch Road" until the intersection with Arnold Drive, then most people call it, and receive mail on it, as "Arnold Drive" until the terminus.

[SHC 164.15] Between Route 1 and Route 12.

Overall statistics for Route 116:

• Total Length (1995): 46 miles
• Average Daily Traffic (1992): 2,800 to 30,500
• Milage Classification: Rural: 39; Sm. Urban: 5; Urbanized: 2.
• Previous Federal Aid Milage: FAP: 46 mi.
• Functional Classification: Prin. Arterial: 6 mi; Minor Arterial: 40 mi.
• Counties Traversed: Sonoma.

In 1933, Chapter 767 defined the route from "Santa Cruz to [LRN 42] near Waterman Gap" as a state highway. In 1935, it was codified in the highway code as LRN 116 with that definition.

In 1961, Chapter 1146 changed the origin to "[LRN 5] near Santa Cruz".

This route runs from Route 17 near Santa Cruz to Route 9 near Waterman Gap, and is present-day Route 9.

No current routing.

In 1963, Route 117 was defined as the route ran from "Crystal Springs Road in the City of San Bruno northerly to Route 280 in Daly City." Its definition also noted that " Joint Highway District No. 10 is dissolved in accordance with the provisions of Chapter 20 of Part 1 of Division 16 of the Streets and Highways Code, and all property, assets, and liabilities of said district are the property of the State."

In 1965, that definition of Route 117 was deleted by Chapter 1372. Some speculate that this might have included the portion of Junipero Serra Boulevard south of Serramonte Boulevard, which did not have the parallel I-280 until the early 1970s. This segment is built to expressway standards, complete with CalTrans green signs at intersections, jersey barriers, and even a CalTrans maintenance station at Junipero Serra and Westborough. This may also have been what is the current routing of I-280, as in 1967 some maps show Route 280 as continuing along Skyline to Sneath in San Bruno before cutting up to S San Francisco and Daly City.

A document on the Millbrae Spur Property noted that:

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 new route was located considerable west of the original route; it no longer divided the Peninsula cities. In the 1960s the route was again modified, and the proposed Junipero Serra Highway was absorbed into the Interstate Highway System which created I-280 connecting San Francisco and San Jose.

Chris Sampang has surmised this might confirm that former Route 117 is leftover right of way.

Chris Sampang noted that at Seton Hospital there is an overhead picture of Daly City from 1955 that shows two grade separations on the Junipero Serra Boulevard corridor (Route 117), which correspond to current exits on the Serra Freeway: Alemany Boulevard/John Daly Boulevard and Washington Street. There are some intriguing difference.

• For Alemany Boulevard, the current southbound-to-southbound flyover was in place, but current John Daly Boulevard east of this junction (to Mission Street, former US 101 and current Route 82) was not constructed at the time. Instead, eastbound John Daly (then an extension of Alemany Boulevard and part of Route 1) coming from the Westlake area fed directly into Alemany northbound. It appears that the configuration of the current northbound Route 1 to northbound Alemany ramp was probably adjusted in the mid-1960s when the interchange with the Southern Freeway (current I-280) was built. At that time, John Daly Boulevard was extended east to current Route 82 (and also taken out of the state system after Route 1 was placed on a new alignment from Pacifica to Colma, a result of the 1957 earthquake in Daly City). A flyover was then constructed for John Daly; thus, the southbound flyover now feeds into a collector/distributor road for the John Daly Boulevard interchange with the Route 1 portion of the Junipero Serra Freeway. Note that this portion of the Serra Freeway was I-280 between the advent of the interstates and 1968, although it is unclear if it was signed as such. It has always been part of Route 1 north of John Daly however. Also, the portion of Alemany Boulevard directly from this interchange up to San Jose Avenue may have been a pre-freeway routing of LRN 225, which later became part of the Southern Freeway I-280 route.

• For Washington Street: The 1955 picture shows a diamond interchange at Washington Street in Daly City. However, this original interchange has been almost completely removed: the only vestige being the ramp from Washington to northbound I-280/Route 1. The old southbound ramps to Washignton seem to correspond to the current Briggs Street near a former Safeway site (now In-N-Out Burger). The northbound offramp was removed when this portion of the freeway was upgraded to I-280, and Junipero Serra Boulevard realigned to cross over I-280. The nearby exit here is now labeled "Mission Street/Eastmoor Avenue"; northbound, this interchange is currently tied into the complex for Route 1 and I-280 and also provides access to the Colma BART station.

In 1972, Chapter 1216 recreated Route 117 as "the international boundary near Borderfield northeasterly to Route 5."

In 1976, Chapter 1354 changed "Borderfield" to "Border Field" and added "(b) Route 5 near the south end of San Diego Bay to Route 125 near Brown Field." This was a transfer from Route 75.

In 1986, Chapter 929 renumbered Route 117 as (non-chargable interstate) Route 905.

The 1964-1965 routing was LRN 237, but was never constructed or signed.

The post-1972 routing was new, although the portion added from Route 75 was approximately LRN 281, although its proposed routing was slighly N of the current Route 905.

Route 117 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 117 between 1934 and 1964.

In 1933, Chapter 767 added the route from "Monterey to [LRN 2] near Salinas" to the highway system. In 1935, this was codified as LRN 117 in the highway code with that definition, which remained unchanged until the 1963 renumbering. The route ran from Monterey to US 101 near Salinas, and is present-day Route 68.

1. From Route 126 near Saticoy to Route 210 near San Fernando.

   
   

   	This segment remains as defined in 1963. The following freeway-to-freeway connections were never constructed: EB Route 118 to NB I-5. Rationale: The interchange is only 1½ miles from the I-405/Route 118 interchange. Caltrans wanted drivers to connect to the I-405 northbound to get to I-5.
   	This segment was LRN 9 and was signed as Route 118 as part of the original signage of routes in 1934. Before the freeway, it ran along Los Angeles Avenue, Santa Susanna Pass Road, and Devonshire Blvd. It then ran N along Sepulveda to Brand, N on Brand into the city of San Fernando. It jogged N on San Fernando Rd a bit to Maclay, and then N on Maclay to Foothill Blvd. The portion between Route 126 and I-5 was defined in 1933; the remainder was defined in 1909. A small portion in Ventura was LRN 154 until 1957.
   	Freeway from Route 23 to Route 210; planned as freeway from Route 126 to Route 23 but never upgraded. There are currently plans to add new on and off ramps at Rocky Peak Road: an EB off-ramp and a WB on-ramp. This western half of the interchange was graded and gated at the time of initial construction in 1968. This is a $9.1 million project. In October 2003, the Simi Freeway served as a major firebreak for a fire that started up near Route 126 in Piru, and burned as far south as Browns Canyon and Chatsworth, as far East as Moorpark, and as far West as Stevenson Ranch. The fire burned a number of signs on the freeway, including the sign shown to the right. In late March 2007, ground was broken on a $46M project to add a lane to the freeway in Simi Valley. The work, expected to take more than two years, includes not only widening the roadway from Tapo Canyon Road as it heads east into the San Fernando Valley, but also the construction of sound walls along the highway and fiber optics to better regulate the flow of traffic onto freeway onramps. The second phase of the work is to begin in mid-2008 and includes widening the westbound portion. (Source: Ventura County Star, 3/30/2007) In June 2007, Ventura County officials applied for an additional $32.7 million to complete the improvements to WB Route 118. The California Transportation Commission initially allocated $50 million for the project but higher construction costs left only enough to add an eastbound lane from Tapo Canyon Road in Simi Valley to the Los Angeles County line. When the county officials originally asked for the additional funds, the state Transportation Commission staff erroneously classified it as a new project rather than a cost increase and recommended that the request be rejected. If funding is turned down for the second phase, the widening project will probably be delayed several years and the cost will significantly increase. Local planners hope state commissioners will agree to use a portion of funds from Proposition 1B — a $19.9-billion statewide bond measure approved by voters last November — to finish the widening project. Traffic on the stretch of the 118 Freeway increased from 110,000 vehicles daily in 1998 to 117,000 today. With no improvement, traffic planners estimate two-hour delays during morning and evening peak periods each weekday will double by 2025. Ventura County is at a disadvantage because it is the largest in the state without a local sales tax earmarked for transportation projects. (Source: Los Angeles Times, 6/6/2007) In November 2007 and December 2007, the CTC considered a proposal to reprogram $1,206,000 for Environmental (PA&ED) for the Route 118 Widening project (New Los Angeles Avenue to Tapo Canyon Road, PPNO 3002) in Ventura County to the new Route 118 Widening Phase 2 project (Tapo Canyon Road to the Los Angeles County Line, PPNO 4006). The Route 118 Widening project between New Los Angeles Avenue and Tapo Canyon Road (PPNO 3002) was programmed in the State Transportation Improvement Program (STIP) for $4,660,000 for PA&ED with an unfunded need of over $110 million to complete the project through construction, but significant construction cost increases to higher priority projects in the region have resulted in the Caltrans and the VCTC deciding to delete the project from the STIP. The new Route 118 Widening Phase 2 project (PPNO 4006) is a much higher priority but requires funding for Design (PS&E) and Right of Way (R/W) Support. The adopting resolution of the 2006 STIP Augmentation, dated June 2007, included recognition of the high priority given by the VCTC to early programming of this project if capacity is available. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures for or near this route: High Priority Project #124: Landscaping Enhancements along the Ronald Reagan Freeway, Route 118, for aesthetic purposes. $2,320,000.
   	Commuter lanes exist on Route 118 between the Ventura County line and Route 5. These lanes were opened in March 1997, require two or more occupants, and are in operation 24 hours a day.
   	Officially, the portion of this route constructed to freeway standards is named the "Ronald Reagan" freeway (as of 1994). The original proposal for this name was introduced by Willie Brown on August 30, 1994 and amended August 31, 1994, as Assembly Concurrent Resolution 156. However, this version of the bill died on the desk in November 1994. The name was reintroduced by Senators Lockyer, Maddy, and Wright as Senate Resolution 7, amended and enrolled December 5, 1994. Since it was neither a concurrent resolution nor a joint resolution, it was not filed with the Secretary of State. Ronald Reagan, for those who don't know, was the 40th President of the United States. He was Governor of the State of California between 1967 and 1975. The rationale for choosing Route 118 is that the western end of the Route 118 Freeway, at the time the bill was passed, is very close to the Ronald Reagan Presidential Library. [Thanks to Shirleigh Brannon and her team of researchers at the Caltrans Library for uncovering this information.] Until 1994, the official name for the portion in Los Angeles County was the "Simi Valley-San Fernando Valley" Freeway, and the portion in Ventura County was the "San Fernando Valley-Simi Valley" Freeway. This portion was named by Assembly Concurrent Resolution 145, Chapter 185, in 1970. The first segment opened in 1968. Simi is probably from a Chumash Indian designation for "place" or "village"; it was recorded with the present spelling as early as 1795. San Fernando refers to both the community and the mission. The mission was established in 1797 to honor Saint Ferdinand, King of Castile and Leon in the 13th century. The city was named in 1874.
   	[SHC 263.6] From Route 23 to DeSoto Avenue near Browns Canyon.

   
   

2. From Route 210 near Sunland to Route 249 north of La Cañada.

   
   

   	This segment remains as defined in 1963. Planned as freeway in 1965, but never constructed. Technically, this is signed along Route 210 from Paxton Street to Sunland. This appears to have been roughly planned to run primarily along Big Tujunga Canyon between Foothill and LA County Route N3 (which appears to what would have become Route 249).
   	This routing was LRN 266 (defined in 1959) in 1963. It was not signed as Route 118.

This route is one of the original signed routes dating back to 1934. It originally did not have the present segment 2. Instead, it continued from Devonshire Street across Brand and Maclay in the City of San Fernando to Foothill. Devonshire Street was named for the Devonshire area of Britain, after beginning life in 1917 as Santa Susana Pass Road. Brand was named after Leslie Brand, a street car magnate and developer who lived in the Glendale area and subdivided Mission Hills. Maclay was named after Charles Maclay, town builder and former state Senator, who was the founder of San Fernando.

It then continued down Foothill Blvd. Around the Devils Gate Reservoir, there was a small freeway segment (the pre-freway routing is unclear) [since bypassed], connecting it to Montana. It then ran along Montana to Lincoln Ave, then to Colorado St. in Pasadena, where it ended at US 66. It was LRN 9. Portions of Foothill Blvd have been known as Horsethief Trail, Michigan Avenue, Tujunga Valley Avenue and Mulholland Street. Before that freeway segment was built, it appars to have run (this is in the reverse direction): N up Lincoln Avenue to Montana, turned W to Arroyo Blvd, N to La Canada Verdugo Road, W over the dam, continued NW past Oak Grove Park on the R, skirted Flintridge Country Club on the E, joined Michigan Ave (now Foothill Blvd), continued W. The entire portion from the intersection of Cañada Ave and Montana to Foothill Blvd is now under I 210; the former Country Club is now the site of two high schools. As of the late 1950s, Route 11 (now Route 110) turned NW from Lincoln on Cañada Ave to Montana, then followed (according to the map) Montana two blocks to Arroyo. The present Cañada Ave. still joins Montana at approximately the same place, but I-210 is built over the continuation W to La Cañada Verdugo Road, now under the overpass at Arroyo Blvd.

A portion of this (from Foothill Blvd. near Gould Ave. east to near the intersection of Montana Ave. and Cañada Ave.) was constructed to freeway standards in 1957, but was bypassed and decommissioned as "freeway" in 1974, when I-210 was constructed over the Arroyo Seco.

• Cal-NExUS Exit Numbering: Route 118 East
• Cal-NExUS Exit Numbering: Route 118 West
• Western Exit Guide: Route 118 (Jeff Stapleton)

• California @ AARoads: California 118
• Former Freeways: Foothill Freeway (Mike Ballard)
• Virtual Tour of CA 118 and LRN 157 to Pasadena (Mike Ballard)

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

Overall statistics for Route 118. This information reflects Route 118 before the Route 118/Route 23 flyover connector was constructed; hence, there might be a mile or two difference in the traversable miles:

• Total Length (1995): 47 miles traversable; 7 miles unconstructed.
• Average Daily Traffic (1992): 10,500 to 187,000
• Milage Classification: Rural: 19; Sm. Urban: 0; Urbanized: 35.
• Previous Federal Aid Milage: FAP: 46 mi.
• Functional Classification: Prin. Arterial: 43 mi; Minor Arterial: 5 mi.
• Counties Traversed: Ventura, Los Angeles.

In 1933, Chapter 767 defined the route from "[LRN 2] near Salinas to Coast Road near Castroville" as part of the highway system. In 1935, it was codified as LRN 118 with the definition:

[LRN 2] near Salinas to [LRN 56] near Castroville

This definition remained unchanged until 1963. It ran from US 101 near Salinas to Route 1 near Castroville, and is present-day Route 183.

From Route 33 at Taft to Route 99 near Greenfield.

The definition of this route is unchanged from 1963.

This was LRN 140 (defined in 1933), and was signed as part of US 399.

Route 119 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 119 between 1934 and 1964.

This route is part of the "Bakersfield, Maricopa, and Ventura" Highway.

The portion of Route 119 between Route 184 and Enos Lane, in the County of Kern is officially designated the "Vietnam Veterans Memorial Highway". It was named to recognize the strong commitment and courage demonstrated by veterans of the Vietnam War. It was spearheaded by The Veterans of the Vietnam War, Inc. and The Veterans Coalition, who welcome members from all branches of service, Navy, Marines, Army, Air Force or Coast Guard, from all eras, wars and conflicts. The Bakersfield Post of The Veterans of the Vietnam War, Inc. was established in 1993 and the first Commander was Barney Cadena and The Bakersfield Post of The Veterans of the Vietnam War, Inc. was named in his honor in April 2004. The members of The Bakersfield Post of The Veterans of the Vietnam War, Inc. have been involved in the Kern County Honor Guard for veteran's funerals and have attended over 750 funerals in 2005. Named by Senate Concurrent Resolution (SCR) 68, Resolution Chapter 95, on 8/15/2006.

The state is planning a $70 million upgrade along seven miles of Route 119 E of Taft, as phase one of a $250 million, 30-year road-widening project.

Overall statistics for Route 119:

• Total Length (1995): 30 miles
• Average Daily Traffic (1992): 3,800 to 11,500
• Milage Classification: Rural: 23; Sm. Urban: 2; Urbanized: 5.
• Previous Federal Aid Milage: FAP: 30 mi.
• Functional Classification: Prin. Arterial: 7 mi; Minor Arterial: 23 mi.
• Counties Traversed: Kern.

• California @ AARoads: California 119
• Finding US 399 (Casey Cooper)

This route is currently named the "Taft Highway".

This route is also named the "Bakersfield, Maricopa and Ventura Highway". It was named by Resolution Chapter 610 in 1913.

In 1933, Chapter 767 defined the route from "State Highway near Gilroy to [LRN 10] in Priest Valley" as part of the state highway system. In 1935, it was codified in the highway code as LRN 119 with that definition. In 1953, Chapter 1836 changed the definition to clarify the origin and relax the terminus, making it "[LRN 2] near Gilroy to [LRN 10]".

The route ran from US 101 near Gilroy to Route 198, and is present-day Route 25.

1. From Route 5 near Mossdale to the west boundary of Yosemite National Park via the vicinity of Manteca and Oakdale, and via Big Oak Flat and Buck Meadows.

   
   

   	This segment is unchanged from its 1963 definition. There is a adopted but unconstructed 20 mile portion from Route 99 to Oakdale that is parallel to the existing traversable route.
   	This entire segment was signed as Route 120 as part of the initial signage of routes in 1934. Route 120 was LRN 66 between US 50 (LRN 5; approximately present-day I-5) near Mossdale to Oakdale. The portion between I-5 and Route 99 was defined in 1921; the remainder was defined in 1933. Historically, this segment was cosigned as US 50. Route 120 was cosigned with Route 108 between Oakdale and 6 mi SW of Jamestown. This was LRN 13, defined in 1909. Route 120 was cosigned with Route 108 (and was LRN 40) between SW of Jamestown and Moccasin. It was then Route 120 into Yosemite National Park. This portion was defined in 1899.
   	As of 1995, the section from I-5 near Mossdale to the junction with Route 99 is a four-lane freeway. In November 2002, the CTC began exploration of construction of an expressway near Oakdale. In December 2002, the CTC considered a route adoption for a freeway location from 0.1 mi W of Valley Home Road to 2.8 mi E of Lancaster Road (10-STA-120 PM 3.0/R13.3). Near Groveland, there are some interesting markers that have similar physical characteristics to a postmile marker, but instead read "ESA Begin" and "ESA End". This mark Environmentally Sensitive Areas. The sign code is G11-10, and it is illustrated here. These markers are used to mark the limits of an environmentally sensitive area within the State highway right of way. In this case, these are likely lengths of the highway where runoff has the potential to end up in the Hetch Hetchy Aqueduct. 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 #1775: Construct full-access interchange at Route 120 and McKinley Avenue, with auxiliary lanes, Manteca. $3,200,000.
   	Although there is no mention of Business Route 120 through Manteca, all portions of Yosemite Avenue through Manteca that are not currently signed as Route 120 are actually old Route 120.
   	The portion of this segment that was cosigned as US 50 was once part of I-5W.
   	The portion of this route from the San Joaquin county line near Escalon to Yosemite National Park is named the "Northern Yosemite Highway". It was named by Assembly Concurrent Resolution 27, Chapter 69, in 1989. Historically, the portion of this route between Route 108 and the Yosemite Valley was named the "Big Oak Flat and Yosemite Road". The portion betwen Oakdale and Yosemite via Groveland was locally called the "Big Oak Flat Road.
   	Bridge 32-018, at the Tuolumne River in Tuolumne county, is named the "Jacksonville Bridge". It was built in 1971, and named by Assembly Concurrent Resolution 99, Chapter 124 the same year. The Jacksonville Bridge is named for the historic gold rush town of Jacksonville, founded by Col. Alden A.M. Jackson in 1849. The Tuolumne River Bridge on Route 120 in Tuolumne County is named the "James E. Roberts Memorial Bridge". It was named in memory of James E. "Jim" Roberts, in recognition of his exemplary career with the Department of Transportation (Caltrans) as a structural engineer for a half-century. James Roberts had a BS Civil Engineering, and began his engineering career with Caltrans in the summer of 1953, but was deployed six weeks later to active duty in Korea as a commissioned 2LT in the Army, where he was involved in the rebuilding of damaged bridges after the war ended. He remained in the Army Reserves until he retired as a colonel in 1985 after 33 years of active and reserve duty. He returned to Caltrans in the summer of 1955 to what was then the Bridge Department, Construction Branch, and began working on the US 101 Bypass in Cotati and eventually was moved to work on the "Grapevine" project in Bakersfield, where he began a four-year trek over the hill after work, to the University of Southern California (USC), returning home around midnight, to earn his MS Structural Engineering from USC in 1966. Jim Roberts worked his way up through the ranks at Caltrans, until in 1981 he was promoted to Deputy of Engineering, and then became the project director representing Caltrans in working with the City and County of Sacramento and the Sacramento Regional Transit District to build the light rail project. Roberts returned to Caltrans in 1985 as the manager of bridge design, and on July 1, 1987, became the Division Chief of the Division of Structures, equivalent to Assistant State Highway Engineer. Jim Roberts then became the Chief Bridge Engineer, and was instrumental in establishing seismic performance criteria following the Loma Prieta Earthquake of 1989. Jim Roberts recognized the need for a better training program for young engineers and established the Bridge Design Academy, and was instrumental in creating opportunities for women to promote into higher positions in engineering. He was active in over 17 professional organizations, including State President of the Professional Engineers in California Government in 1972; wrote over 50 papers and publications on bridges and other transportation issues; and was the recipient of over 20 professional awards during his career. He retired in 2001 from Caltrans, and died on July 6, 2006. Named by Senate Concurrent Resolution (SCR) 4, Resolution Chapter 83, on 7/10/2007.
   	This portion of this segment from I-5 to Route 99 (i.e., former US 50) was part of the coast-to-coast "Lincoln Highway" and the "Victory Highway". The portion of this segment from Route 108 to Yosemite National Park has historically been part of the "Mark Twain-Bret Harte Trail".
   	Cal-NExUS Exit Numbering: Route 120 East Cal-NExUS Exit Numbering: Route 120 West Western Exit Guide: Route 120 (Jeff Stapleton)
   	[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.
   	[SHC 263.6] From Route 49 near Chinese Camp to Route 49 near Moccasin.

   
   

2. From the east boundary of Yosemite National Park to Route 395 near Mono Lake.

   
   

   	This segment is unchanged from its 1963 definition.
   	This segment was signed as Route 120 in the initial signage of state routes in 1934. It was LRN 40, defined in 1915. It includes Tioga Pass.
   	This route was officially designated the "Great Sierra Wagon Road" and "Tioga Road". It was named by Chapter 306 in 1915.
   	[SHC 263.6] Entire portion.
   	[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

3. From Route 395 near Mono Lake to Route 6 near Benton Station.

   
   

   	This segment is unchanged from its 1963 definition.
   	This segment was signed as Route 120 in the initial signage of state routes in 1934. It was an extension to LRN 40 defined in 1933.
   	The portion of this segment from Route 395 to the site of Mono Mills is named the "Mono Lake Basin Road". It was named by Resolution Chapter 704 in 1917. Mono is derived from the word "Monache," a division of the Shoshonean Indians.

[SHC 164.16] Between Route 5 and Route 395.

• California @ AARoads: California 120

Overall statistics for Route 120:

• Total Length (1995): 153 miles
• Average Daily Traffic (1993): 500 TO 44,500
• Milage Classification: Rural: 146; Sm. Urban: 7; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 153 mi.
• Functional Classification: Prin. Arterial: 95 mi; Minor Arterial: 58 mi.
• Significant Summits: Tioga Pass (9945 ft).
• Counties Traversed: San Joaquin, Stanislaus, Tuolumne, Mariposa, Mono.

In 1933, Chapter 767 defined the route "[LRN 2] near Soledad to Pinnacles National Monument and Pinnacles National Monument to Hollister-Priest Valley Road in Bear Valley" as part of the highway system. In 1935, this was codified in the highway code as LRN 120 with the definition:

1. [LRN 2] near Soledad to Pinnacles National Monument
2. Pinnacles National Monument to [LRN 119] in Bear Valley

This is the route from US 101 near Soledad to Pinnacles National Monument, and then to Route 25. It is present-day Route 146.