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California Highways

Routes 129 through 136

 
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.


Quickindex

129 · 130 · 131 · 132 · 133 · 134 · 135 · 136


State Shield

State Route 129



Routing

From Route 1 near Watsonville to Route 101 in San Benito County.

 

Post 1964 Signage History

As deifned in 1963, this route ran from "Route 1 near Watsonville to Route 101 near the San Benito River bridge, passing near Chittenden."

In 1992, Chapter 1243 relaxed the specification of the terminus: "...to Route 101 in San Benito County."

 

Pre 1964 Signage History

This route was LRN 67.

Route 129 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 129 between 1934 and 1964.

 

Naming

The route is named "Riverside Drive".

The portion of Route 129 between Blackburn Street and Murphy Crossing Road, in the County of Santa Cruz, is named the "Ohlone Kallentaruk Highway". It was named in honor of the Ohlone Kallentaruk people, who have contributed over 13,000 years of cultural, economic, and environmental traditions to the history of the Pajaro Valley. The Ohlone Kallentaruk people settled in the Pajaro Valley, near the Pajaro River, and in the Watsonville wetlands and sloughs. These areas are rich in natural resources and contain an abundance of plant and sea life used for commerce and everyday life. The Ohlone Kallentaruk people have contributed to the present-day understanding of Native American culture and history and continue to work diligently to preserve the environment and teach people how to coexist with Earth. Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.

 

Other WWW Links

 


Overall statistics for Route 129:

  • Total Length (1995): 14 miles
  • Average Daily Traffic (1992): 5,200 to 19,500
  • Milage Classification: Rural: 10; Sm. Urban: 0; Urbanized: 4.
  • Previous Federal Aid Milage: FAP: 14 mi.
  • Functional Classification: Prin. Arterial: 2 mi; Minor Arterial: 10 mi; Collector: 2 mi.
  • Counties Traversed: Santa Cruz, San Benito.

 

Pre-1964 Legislative Route

In 1929, Chapter 767 defined the route from “[LRN 4] near Bakersfield to Fresno-General Grant National Park Road” as a state highway. In 1935, this was codified as LRN 129 in the highway code with the definition:

“[LRN 4] near Bakersfield to [LRN 41] near General Grant National Park.”

In 1963, Chapter 1698 changed the terminus from "General Grant National Park" to "General Grant Grove Section of Kings Canyon National Park", but this section was overtaken by Chapter 385 and the 1963 renumbering..

This route ran from Route 99 near Bakersfield to Route 180 near General Grant National Park (present-day Kings Canyon National Park). This was signed as Route 65. It is present-day Route 65 between Route 99 and Exeter, and as Route 245, formerly Route 69, from Exeter to Route 180.


State Shield

State Route 130



Routing

(a) From the eastern city limit of the City of San Jose near Manning Avenue to Route 33 near Patterson via the vicinity of Mount Hamilton.

(b) The relinquished former portion of Route 130 within the City of San Jose is not a state highway and is not eligible for adoption under Section 81. For the relinquished former portion of Route 130, the City of San Jose shall maintain within its jurisdiction signs directing motorists to the continuation of Route 130 and shall ensure the continuity of traffic flow on the relinquished former portion of Route 130, including any traffic signal progression.

 

Post 1964 Signage History

In 1963, this route was defined to run from “Route 101 near San Jose to Patterson via the vicinity of Mount Hamilton.”.

In 1988, Chapter 106 clarified the definition: "Route 101 near in San Jose to Route 33 near Patterson via the vicinity of Mount Hamilton."

It appears that one of the past supervisiors (Rodney Diridon) wanted to turn Route 130 into a freeway to link San Jose better with I-5. The freeway would have bypassed the observatory. It would start at I-5 and Del Puerto Canyon Rd, follow Del Puerto Canyon Rd to San Antonio Valley Road, and then veer off to the north towards Route 680 and Route 237 or towards the south towards Quimby Rd or towards Evergreen. This is also been proposed by Rep. Richard Pombo, R-Tracy.

In 2010, Chapter 448 (AB 1670, 9/28/10) renumbered the routing as (a) and added section (b) authorizing the relinquishment of the portion of the route within the city limits of San Jose.

In December 2011, the CTC authorized relinquishment of right of way in the city of San Jose on Route 130 from Route 101 to Millar Avenue, under terms and conditions determined to be in the best interest of the State, as stated in the relinquishment agreement scheduled to be approved by the City at their November 29, 2011 Council Meeting. Authorized by Chapter 448, Statutes of 2010, which amended Section 430 of the Streets and Highways Code.

In 2013, Chapter 525 (SB 788, 10/9/13) updated the definition of Route 130 to reflect relinquishments:

(a) From Route 101 in the eastern city limit of San Jose near Manning Avenue to Route 33 near Patterson via the vicinity of Mount Hamilton.

(b) The relinquished former portion of Route 130 within the City of San Jose is not a state highway and is not eligible for adoption under Section 81. For the relinquished former portion of Route 130, the City of San Jose shall maintain within its jurisdiction signs directing motorists to the continuation of Route 130 and shall ensure the continuity of traffic flow on the relinquished former portion of Route 130, including any traffic signal progression. Upon a determination by the commission that it is in the best interests of the state to do so, the commission may, upon terms and conditions approved by it, relinquish to the City of San Jose the portion of Route 130 within the city limits of the City of San Jose if the department and the city enter into an agreement providing for that relinquishment. The following conditions shall apply upon relinquishment:

(1) The relinquishment shall become effective on the date following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment.

(2) On and after the effective date of the relinquishment, the relinquished portion of Route 130 shall cease to be a state highway.

(3) The portion of Route 130 relinquished under this subdivision shall be ineligible for future adoption under Section 81.

(4) The City of San Jose shall ensure the continuity of traffic flow on the relinquished portion of Route 130, including any traffic signal progression.

(5) For the portion of Route 130 that is relinquished under this subdivision, the City of San Jose shall install and maintain within the jurisdiction of the city signs directing motorists to the continuation of Route 130.

 

Pre 1964 Signage History

This was LRN 115; and appears to have not been signed before 1963. The portion between Route 101 and Mount Hamilton was defined in 1933; the remainder was defined in 1961.

Route 130 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 130 between 1934 and 1964.

 

Status

Field reports indicate that signage of the route E of Mt. Hamilton is performed by the county, not the state. It also appears the route is maintained by the county between Mt. Hamilton and Patterson. This is based on physical verification, not Caltrans information. Reports indicate that Route 130 has the usual green miner's spade sign till you reach the observatory, then after that it has a white miner's spade (with green numbers) printed on a large green rectangular sign until you reach Stanislaus County (see the picture to the right taken by Carl Rogers). Between the Lick Observatory and the county line, Santa Clara County Department of Roads and Airports seems to be in charge of maintenance. All barricades along the routing mention the department. It is totally unsigned in Stanislaus County. Officially, the route is undetermined from Mt. Hamilton to Route 33 near Patterson.

According to the Traversable Routing report, the traversable routing from Mt. Hamilton to the Stanislaus County line is along San Antonio Valley Road and Del Puerto Canyon Road. This routing is substandard, and no improvements are anticipated.

Pombo's Folly

There were also some proposals to build a new parallel highway to bypass the Alamont Pass. Specifically, a proposal made by former Congressman Richard Pombo (R-Tracy) that would hvae connected Route 130 and I-5. The San Jose Mercury News published an article showing cost estimates for this in the $10 billion range, and projected tolls around $25-50 per trip. This reached the study phase, with $2 million funding in the 2005 Transportation Bill for a study of a possible new highway over the Diablo Range in California (I-680 in San Jose to I-5 in Patterson/Central Valley). Some of the problems with this routing included (a) very rugged country with mountain ranges that run perpendicular to the proposed route; (b) peaks over 4,000 feet; (c) a very rural area, with cattle ranches, a few houses, boy scout camps, state and county parks, and much wildlife (read: expensive environmental impacts); and (d) presence of the Lick Observatory, which is very sensitive to light pollution.

The East Bay Express had an interesting article on this. It noted that in 2003, Rep. Richard Pombo proposed that Route 130 be replaced with a six-lane, cars-only freeway that would start at I-5, just west of Patterson in Stanislaus County. It would then run the traditional route of Route 130, following the narrow, twisting path of Del Puerto Canyon Road and connecting with San Antonio Valley Road. It would traverse Mount Hamilton, past the Lick Observatory, before finally ending in East San Jose at I-680. Today the entire 63-mile trip takes about three hours, and contains a minimum of 365 switchbacks. This new freeway would cut through a large segment of a rugged, 150-mile-long mountain range where no natural pass exists. According to the article, the remote countryside between Silicon Valley and the Central Valley is one of the best-kept secrets in the Bay Area and provides a dizzying array of hills, mountains, and valleys, with rolling grasslands and pine-covered peaks studded with oaks and cattle ranches and teeming with wildlife: rattlesnakes, eagles, bobcats, tule elk, red- tailed hawks, and mountain lions. It is also habitat for endangered and threatened species, such as the bay checkerspot butterfly, the California red-legged frog, and, of course, the San Joaquin kit fox. It is noted that speculation about the possible new freeway drove up the value of the 205-acre ranch Pombo owns in south Tracy with his parents and brothers; this property sits right on I-580.

However, the article noted that Pombo was looking to move Route 130 farther north, closer to Tracy. The specific routing was unknown, but it was believed that the new freeway might parallel I-580, just south of the Altamont Pass, and slice through the wine country of southern Livermore and southern Pleasanton before linking up with I-680 north of Sunol. This is less rugged than the original proposed route, would not be so expensive, and would wreak far less environmental damage. It also fits with the SAFETEA-LU wording. The East Bay Express article noted that if the freeway is moved north, it would be much closer to Pombo's property, thereby adding even more value to it.

Pombo's defeat in the elections of 2006, however, killed the proposals for this road.

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 #1665: Conduct Study of Route130 Realignment Project, San Joaquin County and Santa Clara County, CA. This is the funding for the proposal to make Route 130 run between I-680 and I-5.$2,000,000.

 

 

National Trails

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

 

Other WWW Links

 


Overall statistics for Route 130:

  • Total Length (1995): 22 miles traversable; 47 miles unconstructed.
  • Average Daily Traffic (1992): 170 to 33,000
  • Milage Classification: Rural: 62; Sm. Urban: 1; Urbanized: 6.
  • Previous Federal Aid Milage: FAU: 4 mi.
  • Functional Classification: Prin. Arterial: 2 mi; Minor Arterial: 3 mi; Rural Minor Collector/Local Road: 17 mi.
  • Counties Traversed: Santa Clara, Stanislaus.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Orosi to Bakersfield-General Grant Park Road" as a state highway. This was codified into the highway code as LRN 130, with the definition:

“Orosi to [LRN 129]”

This is the routing from Orosi to Route 65 (present-day Route 245). It would appear to run along Avenue 416 and Road 168. This is a former segment of Route 63 that was deleted in 1965, when former Route 226 was added to Route 63. LRN 130 is now Tulare County Route J40.


State Shield

State Route 131



Routing

From Route 101 to Tiburon.

 

Post 1964 Signage History

This definition remains unchanged from 1963. This is via Tiburon Blvd.

 

Pre 1964 Signage History

This route was LRN 52, defined in 1919. It was not a signed route before 1964.

Route 131 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 131 between 1934 and 1964.

 

Other WWW Links

 


Overall statistics for Route 131:

  • Total Length (1995): 4 miles
  • Average Daily Traffic (1992): 7,100 to 46,000
  • Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 4.
  • Previous Federal Aid Milage: FAU: 4 mi.
  • Functional Classification: Prin. Arterial: 4 mi.
  • Counties Traversed: Marin.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route “[LRN 4] near Kingsburg to [LRN 10] near Lemoncove” as a state highway. It was codified in 1935 in the highway code as LRN 131 with the definition:

"[LRN 4] near Kingsburg to [LRN 10] near Lemon Cove"

This is present-day Route 201 between Kingsburg and Elderwood, and Route 216 between Woodlake and Lemon Cove. The Route 245 portion between Elderwood and Woodlake was LRN 129; the LRN 130 routing in the area is unclear.


State Shield

State Route 132



Routing
  1. From Route 580 west of Vernalis to Route 99 at Modesto.


    Post 1964 Signage History

    This segment remains as defined in 1963.

     

    Pre 1964 Signage History

    In 1934, Route 132 was signed along the route from Jct. Route 33 at Vernalis to Mariposa, via Modesto and Coulterville. As such, this segment originally started at Route 33 (LRN 41). Its start was later moved westward to the I-580 (LRN 110) aligment. This was LRN 110, defined in 1959 (to Route 33). The portion from Route 33 to Route 99 was defined in 1933.

    According to one correspondant, back in the 1940s Route 132 consisted of 10 foot concrete squares, thus making the original 2 lane highway (after it was converted from a dirt road) some 20 feet wide. The small gap between the concrete squares had been filled in with a thick tar-like smooth asphalt and the same substance used to make a tapered shoulder about 18 inches out from the concrete to either ride of the road. In 1955, a major improvement began: A California Dept. of Highways crew, equipment and contractors started work in Modesto and slowly proceeded east. They placed a thick layer of modern hot asphalt over the entire old road and even a bit beyond the original shoulder, using road graders and road rollers to smooth everything with a proper rounded higher center so that water would drain off properly. This work progressed eastward at several hundred feet each day.

     

    Status

    TCRP Project #109 plans to build four miles of new four lane expressway in Modesto from Dakota Avenue to Route 99, and to improve the Route 99 interchange in Stanislaus County [per May 2002 CTC Agenda, item 2.1b.(2), 2.1c.(5)]. The EIR was completed in September 2002. [per Sept. 2002 CTC Agenda]. According to Compass's Modesto map, a freeway alignment paralleling Kansas Avenue is proposed west of Route 99.

    In March 2012, the CTC approved a revision to the project limits. The new project limits are from North Dakota Avenue to Route 99. The environmental process has identified a preferred alternative with project limits on Route 132 from 0.2 mile east of Stone Avenue to 6th Street, which is 0.8 mile longer than the current project limits. The Route 99 project limits will remain unchanged. At the same time, there were funding adjustments regarding the pools of funds that were to be used.

    TCRP Project #110 will construct 3.5 miles of new four-lane expressway from Route 33 to the San Joaquin county line.

    The 2005 Transportation Bill included $14.4 million to widen Route 132 from Route 99 west to Dakota Avenue.

    In August 2011, the CTC approved $1,031,000 in SHOPP funding for repairs near Modesto, from 0.5 mile west of Route 5 to 0.2 mile east of Koster Road, that will construct left turn lane at intersection to reduce the number and severity of collisions.

    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 #2296: Widen Route 132 from Route 99 west to Dakota Avenue. $14,400,000.

     

     

    Freeway

    [SHC 253.6] Entire portion.


  2. From Route 99 to Route 49.


    Post 1964 Signage History

    This segment remains as defined in 1963.

     

    Pre 1964 Signage History

    In 1934, Route 132 was signed along the route from Jct. Route 33 (later I-580) at Vernalis to Mariposa, via Modesto and Coulterville.

     

    Naming

    The portion of this segment between the Stanislaus county line near La Grange and Route 49 has been designated as the "Historic Yosemite Highway" by Assembly Concurrent Resolution 27, Chapter 69, in 1989.

Pre 1964 Signage History

This route was signed as part of the original signage of state routes in 1934. It was LRN 110 between I-580 (also LRN 110) and Route 49 (LRN 65). The original routing continued along present-day Route 49 to Mariposa; this was LRN 65. This seems to imply that the portion between Coulterville and Mariposa was cosigned as Route 49 and Route 132.

 

Freeway

[SHC 253.6] From Route 99 to Route 65. Added to the Freeway and Expressway system in 1959.

 

Interregional Route

[SHC 164.16] West of Route 99, and between Route 99 and Route 108.

Note: The segment between Route 99 and Route 108 was added by SB 532 (Chapter 189, 10/11/2009)

 

Other WWW Links

 


Overall statistics for Route 132:

  • Total Length (1995): 76 miles
  • Average Daily Traffic (1993): 1,200 to 26,000
  • Milage Classification: Rural: 68; Sm. Urban: 0; Urbanized: 8.
  • Previous Federal Aid Milage: FAP: 76 mi.
  • Functional Classification: Prin. Arterial: 29 mi; Minor Arterial: 47 mi.
  • Counties Traversed: San Joaquin, Stanislaus, Tuolumne, Mariposa.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route "Tulare-Lindsay Road near Tulare to Orange Cove" as part of the highway system. In 1935, this was codified in the highway code as LRN 132, with the definition:

"[LRN 134] near Tulare to Orange Cove"

This definition remained unchanged until the 1963 renumbering. This was/is Route 63.


State Shield

State Route 133



Routing

From Route 1 near Laguna Beach to Route 241.

 

Post 1964 Signage History

As defined in 1963, Route 133 ran from "Route 1 near Laguna Beach to Route 5 near Irvine.".

In 1996, Chapter 1154 extended Route 133 to terminate at Route 241. This extension came from a transfer of a portion of former Route 231.

 

Pre 1964 Signage History

This route was unsigned before 1964, and was LRN 185 between Route 1 and I-5. The remainder of the current routing was not in the state highway system at that time.

Route 133 was not defined in the initial set of state signed routes in 1934.

 

Status

Toll Road Transportation Corridor The portion of the route between Route 5 and Route 241 is a toll road. This route is the east leg of the Eastern Transportation corridor. It connects the Foothill Transportation Corridor (Route 241) with the Laguna (Route 133) Freeway just south of I-5.

In January 2011, the CTC relinquished right of way in the city of Irvine along Route 133 at Laguna Canyon Road, consisting of collateral facilities.

In June 2001, the CTC considered a proposal to adopt a routing for Route 133 from PM 4.1 at Route 73 to PM 8.1 0.3mi S of I-405. This was part of an eventual project to widen the 2-lane highway to 4-lanes. As part of this project, Route 133 was rerouted in July/August 2004. Caltrans launched the project in January 2003, focusing on a four-mile section between the San Joaquin Hills Toll Road (Route 73) and the San Diego Freeway (I-405). The road, built in the early 1900s, carries 29,000 cars a day. When construction was completed in 2006, the roadway was less curvy, have a new drainage system and have two lanes in each direction. The lanes opened fully in October 2006. The $32 million project on the northern half of the road involved rerouted around two lakes, which will eliminate flooding during the rainy season. It also has wider shoulders and a center median. Crews built four trail and wildlife crossings that will promote wildlife access between open-space areas east and west of the road. Utility lines are now underground, and there is a new bike lane. There are 29,000 cars that use the road each day in 2006; in 2020, that number will swell to 32,000 to 56,000 cars a day. The road was originally a stagecoach route.

In February 2013, it was reported that during a highway-widening project in California’s Laguna Canyon, scientists identified several new species of early toothed baleen whales. Paleontologist Meredith Rivin of the John D. Cooper Archaeological and Paleontological Center in Fullerton, California, presented the finds at the 2013 annual meeting of AAAS. The Laguna Canyon outcrop, excavated between 2000 and 2005, turned out to be a treasure trove containing hundreds of marine mammals that lived 17 million to 19 million years ago. It included 30 cetacean skulls as well as an abundance of other ocean dwellers such as sharks. Among those finds were four newly identified species of toothed baleen whale—a type of whale that scientists thought had gone extinct 5 million years earlier.
(Source: ScienceNow, 2/17/13)

 

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Other WWW Links

 

Naming

The toll-free portions of this route (i.e., from Route 5 to Laguna Beach) is named the "Laguna Freeway". It was named by the State Highway Commission. The first segment of the Laguna Freeway opened in 1970.

Toll Road The toll portion of this route is called the East Leg of the Eastern Transporation Corridor.

The Laguna Canyon Road portion has been renamed the Veterans Memorial Highway. When this was done is unknown, but there is at least one sign to this effect. It was dedicated to the military veterans of Orange County, who numbered 252,000 at the time of the dedication in 1998.

 

Freeway

[SHC 253.1] From Route 73 to Route 241. Originally, the entire route was to be freeway (Route 1 to Route 5) was to be freeway (added to the Freeway and Expressway system in 1933); this was corrected by Assembly Bill 1650, Chapter 724, on 10/10/1999.

 


Overall statistics for Route 133 (as of 1995, before the tollway was constructed or defined for the route):

  • Total Length (1995): 9 miles
  • Average Daily Traffic (1992): 14,500 to 36,000
  • Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 9.
  • Previous Federal Aid Milage: FAP: 9 mi.
  • Functional Classification: Prin. Arterial: 9 mi.
  • Counties Traversed: Orange.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Visalia to Woodlake" as a state route; in 1935, it was added to the code as LRN 133 with this definition. This is present-day Route 216, and runs between Route 63 and Route 245 (former Route 65).


State Shield

State Route 134



Routing

From Route 101 near Riverside Drive easterly to Route 210 via the vicinity of Glendale.

 

Post 1964 Signage History

The definition of this route is unchanged from 1963.

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

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

    EB Route 134 to NB I-5. Rationale: Illogical Reverse Move. The angles between the two freeways are too sharp.

 

Pre 1964 Signage History

The surface routing of Route 134 was LRN 161, defined in 1933. LRN 161 ran along Colorado Blvd. The later freeway routing was LRN 240, defined in 1957. This route was signed by 1935, but was not one of the original signed routes in 1934. Between US 101 and US 99, the route ran along Lankersheim, Riverside, and Alameda Avenue, then down San Fernando Road (cosigned with US 99) to Colorado Blvd.

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)

On 11/18/1954, the CHC adopted a 10.9 mi route for the Riverside-Ventura freeway extending from the junction with US 99, the Golden State Freeway, westerly to Sepulveda Blvd.

 

Named Structures

Colorado St BridgeBridge 53-166, over the Arroyo Seco in Los Angeles county, is named the "Pioneer, Pasadena Memorial Bridge". It was built in 1953, and named by Assembly Concurrent Resolution 80, Chapter 182, in the same year. Pasadena Pioneers' Bridge is named for the party of settlers led by Dr. T.B. Elliot of Indianapolis, Indiana, who founded the City of Pasadena in 1874. Bids for its construction were let on March 8, 1951. The total length of the bridge is 1, 366'; the easterly approach viaduct is 215' long; the westerly viaduct is 372' long. The maximum height of the structure from the ground to the deck is 130'. Each of the two three-lane (in 1951) roadways is 40' wide. The total width of the bridge flares out from a width of 94' at the west end to 168' at the east end. Bridge construction was expected to cost $3,500,000. It replaced the original Colorado Street Bridge, built in 1913 by the City of Pasadena and Los Angeles County. Strict limitations of topography and a deep ravine within a few hundred feet of the main business section of a city of 100,000 necessitated placing ramps and curves on the deck of a structure whose size and location would ordinarily dictate the design and planning of the entire project. The immediate proximity of the 1913 structure make the selection of type and architectural design more difficult than usual. Technical design calculations are further complicated by the curvature and superelevation, excessive width, asymmetry of arch ribs and the magnitude of the structure. An extensive overview of the planning and engineering of the new freeway bridge can be found in the January-February, 1951 issue of California Highways and Public Works.

The original bridge Colorado Street Bridge was built in 1912 and 1913. When it was completed, there were about 35,000 automobiles in all of Los Angeles County; in 1949 the county's total motor vehicle registration exceeded 1,800,000. The old bridge was added to the State Highway System in 1933

 

Commuter Lanes

Commuter lanes exist on this route for its entire length. The portion from the US 101/Route 170 interchange to Route 2 was opened in April 1996; the remainder in May 1996. They require two or more occupants, and are in operation 24 hours a day.

 

Status

Although the legislative definition indicates this route ends at I-210, one correspondent (DW) has noted that there is a sign on Colorado Blvd indicating that the eastern terminus is at Arroyo Parkway and Route 110. By early 2000, this sign appeared to be gone. Further, there appear to be other portions of Colorado Street that are still signed as Route 134 (in particular, from I-5 to east of San Fernando Road). Again, by early 2000, this signage was gone.

There appear to be plans for a study to improve the I-5/Route 134 interchange (March 2001 CTC Agenda). This study should be complete in early 2001; it is District 7 TCRP Project #154. It plans to explore completing the "back moves", i.e., from Eastbound Route 134 to Northbound I-5, and from Southbound I-5 to Westbound Route 134.

In late April 2007, a project was begun to add an onramp to westbound Route 134 near the media center in Burbank in order to improve traffic flow in a heavily traveled area. The $47-million onramp will give drivers access to westbound Route 134 from Alameda Avenue, just east of Hollywood Way. Burbank transportation officials realigned the Hollywood Way off-ramp from westbound Route 134 in order to make room for the addition. The existing ramp at the northwest corner of Hollywood Way and Alameda will remain in place. This new ramp opened at the end of April 2011. The new configuration eliminated a left turn that backed up traffic during peak times for a corridor that accommodates hundreds of workers for Disney, Warner Bros., Providence St. Joseph Medical Center and NBC. Previously, motorists heading north on Alameda Avenue had to cross traffic to turn onto the Alameda on-ramp. Now, instead of turning left, motorists can continue north and turn right onto the new Hollywood Way on-ramp. The ramp curves around a power station and merges with the existing Alameda on-ramp The project also included the lengthening of freeway overcrossings on Alameda and Pass avenues, as well as Hollywood Way.

Glendale Cap ParkIn March 2013, it was reported that Glendale has received an initial concept presentation exploring the idea of capping Route 134 to create park space between Central and Glendale Avenue, similar to Seattle's Freeway Park, Boston's Rose Kennedy Greenway and the proposed park over US 101 in Hollywood. The funding to explore the idea came from a grant front the Southern California Association of Governments, and has been led Glendale's mobility planner Mike Nilsson in conjuction with planning and urban design consultants Melendrez.
(Source: Tropico Station Blog)

 

Naming

The portion of this route from Route 101 near Riverside Drive (the Route 170 junction) to Route 5 is named the "Ventura" Freeway. It was named by a Senate Concurrent Resolution in 1973.

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.

The I-5/Route 134 interchange is named the "Gene Autry Memorial Interchange". Gene Autry was best known as a singing cowboy of stage and screen. He was also the original owner of the Anaheim Angels baseball team, and owned various media properties (KTLA-TV, KMPC-AM) in the Los Angeles area. The named interchange is near the Gene Autry Western Heritage Museum, opened in 1988. Named by SCR 17, Resolution Chapter 61, on July 16, 1999.

The portion between Route 5 and Route 2 is unofficially called the "Ventura Freeway". However, it is officially named the "Charles A. Lazzaretto Memorial Freeway". Charles Lazzaretto was a Glendale Police Officer who died in the line of duty at the age of 30 while attempting to apprehend a suspect wanted for the attempted murder of a Glendale citizen. Named by Assembly Concurrent Resolution 67, Chapter 97, on 9/3/1999.

Officially, the portion between Route 2 and Route 210 has no name, although it is called the "Ventura" Freeway.

The segment of the route from Eagle Rock Blvd to former Route 159 (Figueroa Blvd) was named the "Colorado" Freeway. It acquired this name through the route's location, paralleling Colorado Blvd.

 

Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 134 0.07 R13.34

 

Freeway

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

 

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Other WWW Links

 

National Trails

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

 


Overall statistics for Route 134:

  • Total Length (1995): 13 miles
  • Average Daily Traffic (1992): 161,000 to 228,000
  • Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 13.
  • Previous Federal Aid Milage: FAP: 13 mi.
  • Functional Classification: Prin. Arterial: 13 mi.
  • Counties Traversed: Los Angeles.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Corcoran to Lindsay via Tulare" as part of the state highway system. In 1935, this was codified in the highway code as LRN 134, with the definition:

"[LRN 135] at Corcoran to Lindsay via Tulare"

This definition remained unchanged until the 1963 renumbering. The route ran from Route 43 at Corcoran to Route 65 at Lindsay via Tulare. This is present-day Route 137.


State Shield

State Route 135



Routing
  1. From Route 101 near Los Alamos to Route 1 south of Orcutt.


  2. From Route 1 near Orcutt to Route 101 in Santa Maria.


    Status

    Constructed to freeway standards from north of Orcutt to Route 1.

    There has been an ongoing kerfluffle regarding construction of a Veterans Memorial near Orcutt on Route 135. For three years, a private citizen named Steve LeBard has led the effort to build a privately funded memorial in Orcutt, California—a tranquil small town located on the Golden State’s gorgeous Central Coast—to honor military veterans. The project has run into numerous problems. Some of these stemmed from a legal decision regarding flag displays on Caltrans properties (an artifact of post 9/11 flag displays) that prevented display of the US Flag (since resolved), as well as problems related to the display of military service seals and their logos. The emotion of the effort was raised due to the usual rhetoric. The story is this: Originally, LeBard and OTORA raised the money for the veterans’ memorial, and in 2011 he asked CalTrans for permission to build it by a park-and-ride near a highway on-ramp and off-ramp, where people enter and exit when traveling to and from nearby Vandenberg Air Force Base. Because the memorial was to be built around an American flag, CalTrans refused to grant OTORA permission to build it. Citing its interpretation of a decision issued by a 3-judge panel of the Ninth Federal Circuit Court of Appeals (and the policy that CalTrans developed in its aftermath), CalTrans declared that hanging an American flag on public land constitutes an impermissible act of “public expression.” As CalTrans explained to LeBard at the time, if it allowed an American flag to be hung, “we would be placed in a position of having to permit all forms of expression….As such, the department has determined that the state highway system is not a forum for public expression….” LeBard subsequently convinced Caltrans that the flag display was permissible, but then ran into problems with the Americans with Disabilities Act and the width of the sidewalk. He then tried to get Caltrans to sell the land to Santa Maria, but ran into problems with that. He last settled on a Transportation Art project, which is when a problem with the mottos on the seals emerged.
    (Source: Weekly Standard Blog 2/20/13, Project Blog 2/13/13, LA Times 3/4/13)

    In March 2013, the CTC vacated right of way in the city of Santa Maria along Route 135 at Santa Maria Way, consisting of superseded highway right of way no longer needed for State highway purposes.

Post 1964 Signage History

As defined in 1963, Route 135 consisted of two segments: "(a) Route 101 near Los Alamos to Harriston. (b) Orcutt to Route 101 north of Santa Maria."

In 1968, Chapter 282 clarified the definition: "(a) Route 101 near Los Alamos to Route 1 near Harriston. (b) Route 1 near Orcutt to Route 101 north of Santa Maria."

In 1984, Chapter 1258 changed the terminus of (a) to "Route 1 south of Orcutt near Harriston". This reflected the work to incorporate former County Route S20 was incorporated into Route 1, and the incorporation of a portion of former Route 1 into Route 135.

In 1992, Chapter 1243 clarified the terminus of (b): "... to Route 101 north of in Santa Maria."

 

Pre 1964 Signage History

Both segments were originally part of LRN 2, which is also US 101. This indicates that they are a former routing of US 101 through Harriston and Orcutt, and were bypassed by a later version of LRN 2, which is the present-day US 101. LRN 2 was defined in 1909. This routings became branches in 1933.

According to Chris Sampang, Graciosa Road appears to be the old routing of Route 135 (pre-freeway) between south of Orcutt (where Route 135 has its north merge with Route 1) and the San Antonio Creek (2 miles south of the southern merge with Route 1). Bell Street (which is Route 135 through Los Alamos) curves back to the current US 101 expressway a mile northwest of Los Alamos, and may have been US 101 after it was rerouted off of the older Route 135 alignment (but before the bypass was built).

Route 135 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 135 between 1934 and 1964.

 

Status

In July 2002 and November 2002, the CTC considered rescinding the freeway adoption from PM 10.0 to PM 13.2.

 

Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Santa Barbara 135 R10.30 R10.68

 

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Other WWW Links

 


Overall statistics for Route 135:

  • Total Length (1995): 21 miles
  • Average Daily Traffic (1993): 1,200 to 33,000
  • Milage Classification: Rural: 12; Sm. Urban: 0; Urbanized: 9.
  • Previous Federal Aid Milage: FAU: 9 mi; FAS: 12 mi.
  • Functional Classification: Prin. Arterial: 9 mi; Collector: 12 mi.
  • Counties Traversed: Santa Barbara.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Hanford via Corcoran and Earlimart to Bakersfield-General Grant Park Road near Ducor" as a state highway. In 1935, this was added to the highway code as LRN 135, with the definition:

"[LRN 10] at Hanford via Corcoran and Earlimart to [LRN 129] near Ducor"

In 1951, Chapter 1562 rewrote the description to "[LRN 10] at near Hanford, thence southerly in the vicinity of via Corcoran and Earlimart to [LRN 129] near Ducor"

In 1953, Chapter 1617 changed the terminus and routing of the route to be "[LRN 10] near Hanford, thence southerly in the vicinity of Corcoran and via Sun Rise City to the junction of [LRN 33] and [LRN 139] near Wasco Earlimart to [LRN 129] near Ducor". This had the side effect of deleting the routing on Avenue 56 to Route 65 near Ducor.

In 1959, Chapter 1062 rewrote the definition again, turning the exisitng segment around and adding a second segment:

  1. The junction of [LRN 33] and [LRN 139] near Wasco to [LRN 10] near Hanford
  2. The Kings County Line north of Hanford to [LRN 4] near Selma

This routing is present-day Route 43 between the Route 43/Route 46 junction and Route 99.


State Shield

State Route 136



Routing

From Route 395 near Lone Pine to Route 190 via Keeler.

 

Post 1964 Signage History

This routing remains as defined in 1963.

 

Pre 1964 Signage History

This was LRN 127, defined in 1933, and appears to have been unsigned before 1964.

Route 136 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 136 between 1934 and 1964.

 

Freeway

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

 

Other WWW Links

 


Overall statistics for Route 136:

  • Total Length (1995): 18 miles
  • Average Daily Traffic (1992): 200 to 500
  • Milage Classification: Rural: 18; Sm. Urban: 0; Urbanized: 0.
  • Previous Federal Aid Milage: FAP: 18 mi.
  • Functional Classification: Minor Arterial: 18 mi.
  • Counties Traversed: Inyo.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the route from "[LRN 4] near Delano to Bakersfield-General Grant Park Road" to the highway system. In 1935, this was added to the highway code as LRN 136, with the definition:

"[LRN 4] near Delano to [LRN 129]"

This definition remained unchanged until the 1963 renumbering. It ran from Route 99 to Route 66, and appears to be the portion of Route 155 between Route 99 and Route 65 (this was Route 211 between 1963 and 1965).



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