California Highways

From Route 101 near Klamath to Route 96 near Weitchpec. Note that the legislative definition explicitly allows Caltrans to maintain a traversable highway located in portions of the area between the termini of and approximately on this route even though the highway is not continuous.

This routing is unchanged from its 1963 definition.

This route was LRN 46, defined in 1919. It appears to have not been signed before 1963.

Route 169 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 169 between 1934 and 1964.

Bridge 01-045, at Terwer Creek in Del Norte county, is named the "Perry and Emma McBeth Memorial Bridge". It was built in 1949, and was named by Senate Resolution 138 the same year. Perry and Emma McBeth settled in Del Norte County in 1911 where they lived lives of generosity and selfless service to all the inhabitants of the lower Klamath.

This route is explicitly allowed to be non-continuous. Unconstructed from Klamath Glen to Johnsons. Part of the reason for the non-continuity is the fact that the portion from Klamath Glen to Johnsons lies within the Yurok Indian Reservation. Another reason for the discontinuity was a series of devistating floods in 1964.

Overall statistics for Route 169:

• Total Length (1995): 24 miles traversable; 18 miles unconstructed.
• Average Daily Traffic (1992): 220 to 2,050
• Milage Classification: Rural: 42; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAS: 8 mi.
• Functional Classification: Collector: 7 mi; Rural Minor Collector/Local Road: 17 mi.
• Counties Traversed: Del Norte, Humboldt.

In 1933, Chapter 767 added the route from "Spring Street to Firestone Boulevard via Somerset Avenue" to the highway system. In 1935, this was added to the highway code as LRN 169 with the routing:

"Spring Street to [LRN 174] (Firestone Boulevard) via Somerset Avenue"

In 1945, Chapter 1269 deleted this routing. Somerset Avenue was later renamed Bellflower Blvd, and the Spring Street referenced was in Long Beach, so this routing ran roughly from Long Beach to Firestone, paralleling what later became I-605.

In 1959, Chapter 1860 added a new definition for LRN 169: "[LRN 56] to [LRN 117] via Canyon Del Rey." This is present-day Route 218.

1. From Los Angeles International Airport to Route 90.

   
   

   	As defined in 1963, this segment was defined as "(a) Route 405 near Inglewood to Route 101 in Los Angeles." In 1965, Chapter 1372 changed the origin of this segment to "(a) Route 405 Los Angeles International Airport to Route 101 in Los Angeles." In 1968, Chapter 282 corrected the typo: "(a) Route 405 Los Angeles International Airport to Route 101 in Los Angeles." In 1971, Chapter 1398 split this segment: "(a) Los Angeles International Airport to Route 90. (b) Route 2 to Route 101 in Los Angeles." It appears that a small segment of this may have been constructed to freeway standards--the segment of La Cienega Blvd between Centinela (Route 107) and Rodeo Road. This is now an expressway maintained by the county of Los Angeles. At least one map dating from the late 1950's show this as part of the future Route 170 freeway. For more history, see the information for LRN 160 and the information about the 1955 proposal for the La Cienega Freeway. It is also clear that the I-405 interchange with La Cienega was constructed to be a future Route 170 interchange: this is clear from the construction of the off-ramps and on-ramps.
   	This was part of LRN 160, defined in 1933 (the portion from LAX to I-405 is post-1964 routing). Originally, this segment continued N from Route 90 approximately along La Cienega and Crescent Heights to Santa Monica Blvd. This was LRN 160, defined in 1933.
   	This segment was to have been named the "Skyway Freeway". It was named by Assembly Concurrent Resolution 109, Chapter 26, in 1974. The name derives from the fact the route was meant to go to the Los Angeles Airport. It is also referred to as the La Cienega Freeway. La Cienega is actually a misspelling of the Spanish word "cienaga", meaning "marsh" or "swamp." The misspelling began with the name of the local ranch. The name might refer to the wetlands originally near the airport.
   	Mike Ballard's La Cienega Freeway
   	[SHC 253.7] Entire portion (unconstructed). Added to the Freeway and Expressway system in 1959.
   	Unsigned; unconstructed. Caltrans has no plans to adopt the route. However, it does show up in the CalTrans Routelog in 2001.

   
   

2. From Route 2 to Route 101 in Los Angeles.

   The California Transportation Commission is authorized to relinquish to the City of Los Angeles this segment of Route 170 pursuant to the terms of a cooperative agreement between the city and the department, upon a determination by the commission that the relinquishment is in the best interests of the state. Such a relinquishment becomes effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. At that point, the portion of Route 170 relinquished under this subdivision shall cease to be a state highway, and cannot be considered for future adoption. This segment was up for relinquishment in November 2005.

   
   

   	This segment was part of the original definition of segment (a) in 1963. In 1971, Chapter 1398 split (a), creating this segment: "(a) Los Angeles International Airport to Route 90. (b) Route 2 to Route 101 in Los Angeles." AB 3047, Chapter 650, 9/21/2004, permits the California Transportation Commission to relinquish to the City of Los Angeles this segment of Route 170 pursuant to the terms of a cooperative agreement between the city and the department, upon a determination by the commission that the relinquishment is in the best interests of the state. Such a relinquishment becomes effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. At that point, the portion of Route 170 relinquished under this subdivision shall cease to be a state highway, and cannot be considered for future adoption. This segment was up for relinquishment in November 2005. In May 2007, the LA Department of Public Works issued a press release that noted the Route 170 was under city jurisdiction, as well as acknowledging the receipt of $3.2 million from Caltrans for future street and traffic improvements on the formerly State-owned portion of Highland Avenue. The Department of Public Works Bureau of Engineering (BOE) will take the lead in the design and construction management of future street improvements to ease traffic along the relinquished portion of Highland Avenue, stretching northbound from Santa Monica Boulevard to US 101. This will permit the city to make needed improvements. These improvements include adjusting lane widths to City standards for optimized use of the street’s surface and synchronization of street signals to relieve traffic congestion along the Highland corridor. Transfer of jurisdiction over the thoroughfare to the city also gives way to the highly anticipated Highland-Franklin Intersection Improvement Project, which will widen streets and add right-turn pockets to the intersection of Highland and Franklin to mitigate traffic in the area for commuters and local residents. The project includes the installation of 45 new streetlights, 29 street trees, 30 decorative pedestrian lights and new traffic signals along Highland and Franklin avenues. Construction of the project is expected to begin in late May 2006, under a 6-month contract awarded to Excel Paving. In addition to Highland Avenue, the relinquished area includes Cahuenga Boulevard East, just north of Pilgrimage Bridge to Odin Street; Cahuenga Boulevard West, just north of Pilgrimage Bridge to Hollywood Bowl Road; and Odin Street from Cahuenga Boulevard eastbound to Highland Avenue. There exist a number of streets in the City of Los Angeles currently under State ownership due to their original purpose as direct connectors to State highways.
   	This was a constructed portion of LRN 160, defined in 1933. There was also an unconstructed portion that ran along Crescent Heights/Laurel Canyon Blvd between Santa Monica and US 101 (in the San Fernando Valley). This was never constructed, althought it remained proposed for a long time.
   	Had the freeway routing been constructed, it would have been named the "Laurel Canyon Freeway". Maps based on the 1956 freeway planning maps show this as continuing N from US 101 to I-5, joining at what would have been a hell-of-an-interchange: the Laurel Canyon freeway, the Sunland Freeway (see Route 64), the Hollywood Freeway (present-day Route 170), Golden State Freeway (I-5). Laurel Canyon refers to the canyon in Hollywood Hills; the portion in the flats was originally called Pacoima Avenue.
   	The route runs along Cahuenga, and thence upon Highland to Santa Monica Blvd. Cahuenga is an Indian name, probably derived from the name of a local Indian village. The routing was originally planned as freeway in 1965 but never constructed, along a routing that followed Laurel Canyon. Some map books indicate the route as signed, but no one has reported signs. If you look closely at the bridge marker at Caheunga and US 101, you will see it is signed as the Route 170/Route 101 junction. There are also two reassurance signs: One is southbound just south of the Hollywood Bowl, while the other is northbound at either Hollywood or Sunset.

   
   

3. From Route 101 near Riverside Drive to Route 5 near Tujunga Wash.

   
   

   	In 1963, this was originally defined as "(b) Route 101 near Riverside Drive to Route 5 near Tajunga Wash.". Chapter 1698 later that year corrected the spelling. The following freeway-to-freeway connections were never constructed: SB Route 170 to NB 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. NB Route 170 to SB I-5. Rationale: Illogical Reverse Move. The angle between the two freeways is too acute.
   	This was LRN 159, defined in 1933. Before the construction of the freeway, the route ran along Lankershim Blvd. It was unsigned before construction of the freeway (although one map shows it as being signed Route 159, which may be an error). Lankershim Boulevard was named for the town of Lankershim (first called Toluca, now North Hollywood) and its founding family. Isaac B. Lankershim grew wheat in a wide swath of the Valley.
   	The segment of Route 170 from the US-101/Route 134/Route 170 junction to the Route 5 junction is named the "Hollywood Freeway". 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 State Route 170 at U.S. Highway 101 when he stopped to assist a disabled motorist. A drunk driver traveling at 60 m.p.h. along U.S. Highway 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. [Information from the CHP - In Memorium Site]
   	Although the route does not end at the US 101 junction, there is an "END Route 170" sign at that point.
   	Commuter lanes exists between Route 101 and Route 5. These were opened in February 1996, require two or more occupants, and are always in operation.
   	[SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

The constructed portion of Route 170 begins at PM 9.2; hence, exit numbers will be approximately 9 less that the corresponding PMs.

• Cal-NExUS Exit Numbering: Route 170 North
• Cal-NExUS Exit Numbering: Route 170 South
• Western Exit Guide: Route 170 (Jeff Stapleton)
• Hollywood Freeway Exit Lists (Mike Ballard)

Until 1968, Route 170 was a continuous route from Route 405 to Route 101 (the Laurel Canyon Freeway; LRN 160), and from Route 101 to Route 5 (Hollywood Freeway route; LRN 159). In 1968, the portion from the Los Angeles International Airport to Route 405 was added. In 1971, the discontinuities between (1) and (2) were introduced.

Route 170 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 170 between 1934 and 1964.

Overall statistics for Route 170:

• Total Length (1995): 8 miles traversable; 4 miles unconstructed.
• Average Daily Traffic (1992): 48,000 to 171,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 12.
• Previous Federal Aid Milage: FAU: 8 mi.
• Functional Classification: Prin. Arterial: 8 mi.
• Counties Traversed: Los Angeles.

In 1933, Chapter 767 defined the route from "Long Beach-Santa Ana Road near Seal Beach via Santa Fe Springs to [LRN 26] near West Covina". In 1935, this was added to the highway code as LRN 170 with the routing:

"[LRN 179] near Seal Beach via Santa Fe Springs to [LRN 26] near West Covina"

LRN 179 was Route 22.

In 1957, Chapter 36 extended the route to originate at [LRN 60]: "[LRN 179] [LRN 60] near Seal Beach to …"

In 1959, Chapter 1062 the route from US 70 to US 66, terminating at "[LRN 9] near Duarte."

This route ran from Route 1 near Seal Beach to I-210 near Duarte. This is former Route 35; it is present-day I-605. The portion between Route 1 and I-405 was Route 240 between 1964 and 1968.

No current routing.

In 1963, Route 171 was defined as "Route 5 near San Diego to Route 805 via Switzer Canyon."

In 1994, the previous routing for Route 171, from Route 5 near San Diego to Route 805 via Switzer Canyon, was deleted per AB 3132, Chapter 1220. This was part of a road system first proposed in 1926. It would have started at I-5 near downtown San Diego, run northeast to connect with I-805 near the I-8 junction, crossing several canyons, residential areas, and the Balboa Park Municipal Golf Course. A remnant of what was to be a freeway-to-freeway connection exists at the I-5 and Pershing Drive/B Street interchange.

The 1964-1994 routing of Route 171 was LRN 284, defined in 1959. It was never signed.

Route 171 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 171 between 1934 and 1964.

This would have been the Switzer Canyon Freeway.

Originally to have been freeway; later deleted from SHC 253.1.

In 1933, Chapter 767 defined the route from "[LRN 60] near Huntington Beach to Whittier" as part of the state highway system. In 1935, this was added to the highway code as LRN 171, with the routing:

"[LRN 60] near Huntington Beach to [LRN 2] near Whittier"

In 1951, Chapter 1562 changed the terminus: "… to [LRN 2] near Whittier [LRN 62] at or near Buena Park"

This route ran from Route 1 near Huntington Beach to Route 39 near Buena Park. Between Route 1 and the US 101 junction, this was Route 39. Between Lincoln Ave and US 101, this was US 91; it ran along Huntington Beach Blvd; Stanton Ave; and Grand Ave.

From Route 36 at Mineral to Route 36 near Morgan Summit.

In 1963, this route was defined as "Route 36 at Mineral to Route 36 near Morgan."

In 1984, Chapter 409 corrected the terminus: “… to Route 36 near Morgan Summit. ”

This loop was originally part of Route 36 (a 1934 original state route). It was part of LRN 29, defined in 1909. In 1964, Route 36 was assigned a direct routing between Mineral and Morgan Springs (LRN 86), and the old routing was resigned as Route 172.

Route 172 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 172 between 1934 and 1964.

In April 2005, the CTC considered a resolution to vacate right of way in the County of Tehama, between Engineers Stations 299+00 and 341+00, consisting of highway right of way easement no longer needed for State highway purposes.

Overall statistics for Route 172:

• Total Length (1995): 9 miles
• Average Daily Traffic (1992): 110 to 270
• Milage Classification: Rural: 9; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAS: 9 mi.
• Functional Classification: Collector: 9 mi.
• Counties Traversed: Tehama.

In 1933, the route from "Los Angeles, Boyle Avenue, and 4th Street to [LRN 19] near Walnut Station" was added to the state highway system. In 1935, this route was added to the highway code as LRN 172 with the routing:

"Los Angeles, at the intersection of Boyle Avenue and Fourth Street to [LRN 19] near Walnut Station"

In 1947, Chapter 1233 changed the origin to be "[LRN 2] in Los Angeles".

In 1957, Chapter 1911 simplified the terminus to "…to [LRN 19] near Walnut Station".

This was the route from US 101 in Los Angeles to US 60 near Walnut. This was part of the freeway routing of present-day Route 60. Pre-freeway, it run from US 101 and 4th Street, E to 3rd Street, and along Pomona Blvd. Shortly after the Pomono Blvd/Potrero Grande split, it went onto the proposed freeway routing. At one time, it was suggested that it continue E on a new alignment from LRN 19 to the SBD County Line, but this was never accepted.

It was also proposed that the freeway be extended to meet up with the Beverly Hills Freeway (i.e., from the Harbor Freeway to the Hollywood Freeway). This was never accepted.

From Route 138 to Route 18 via Lake Arrowhead.

This route is as defined in 1963.

This was part of LRN 59, defined in 1933. The route was originally signed as part of Route 2, one of the original 1934 state routes. It has also been signed as part of Route 138.

Arrowhead Lake Road; "Rock Springs" Road; "Kiowa" Road

Unsigned between Route 138 and Route 189.

This route is unpaved between Deep Creek and near Rock Camp Station (San Bernardino County PM5.8 to PM12.7). However, postmiles exist along dirt portion and signage exists at Route 138, Route 18, and Route 189. According to a recent report in January 2004, the dirt portion has been reduced to only 4 miles, from PM 11.5 (where the Burnt Flats rubbish disposal is) to PM 7.5

[SHC 263.1] Entire route.

• California @ AARoads: California 173

Overall statistics for Route 173:

• Total Length (1995): 25 miles
• Average Daily Traffic (1992): 50 to 6,700
• Milage Classification: Rural: 16; Sm. Urban: 9; Urbanized: 0.
• Previous Federal Aid Milage: FAU: 9 mi; FAS: 7 mi.
• Functional Classification: Minor Arterial: 9 mi; Collector: 7 mi; Rural Minor Collector/Local Road: 9 mi.
• Counties Traversed: San Bernardino.

In 1933, the route from "[LRN 60] in Santa Monica to the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street" was defined as part of the highway system. In 1935, this route was added to the highway code as LRN 173 with that definition. Tenth Street was later renamed Olympic Blvd; note that Indiana Street was also a state highway for a time.

In 1943, Chapter 964 changed the terminus: "… to the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street [LRN 166] near Downey Road". This terminus was former Route 245.

In 1957, Chapter 36 changed the terminus: "… to [LRN 166] near Downey Road [LRN 2] near Soto Street"

This route ran from Route 1 in Santa Monica to US 101 near Soto Street. This was pre-1963 Route 26, and is the present-day "Santa Monica" Freeway, I-10. It originally extended to the E as far as Route 15 (present-day I-710). It ran along Olympic Blvd to Soto, and then up Soto to LRN 2 (US 101). It also corresponded to the later I-10 routing to I-5. One map shows it continuing along Olympic. At one point, it ran along Pico between Lincoln and Beverly Drive.

From Route 80 near Colfax to Route 20 near Grass Valley.

In 1963, this route was defined as "Route 80 near Colfax to Route 49 near Grass Valley."

In 1972, Chapter 1216 changed "Route 49" to "Route 20".

This was LRN 25, defined in 1933. It was not signed before 1963.

Route 174 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 174 between 1934 and 1964.

This route is named the "Officer Bill C. Bean Jr. Memorial Highway". Officer Bean was a Sacramento Police officer who died on February 9, 1999 in the line of duty during a traffic stop in the Del Paso Heights of North Sacramento. Named by Assembly Concurrent Resolution 68, Chapter 110, on September 14, 1999.

Bridge 17-50 on Route 20, at the Route 20/Route 174 separation in Nevada county, is named the "David E. Freestone and Harry Lee Theurkauf Memorial Bridge". It was built in 1970, and was named by Assembly Concurrent Resolution 43, Chapter 220, in 1971. Private First Class David Edward Freestone was a casualty of the Vietnam War. As a member of the Army, PFC Freestone served our country until August 27th, 1969 in Binh Duong, South Vietnam. He was 20 years old and was not married. David died from small arms fire. Specialist Five Harry Lee Theurkauf was also a casualty of the Vietnam War. As a member of the Army, SP5 Theurkauf served our country until June 5th, 1968 in Binh Duong, South Vietnam. He was 22 years old and was not married. Harry died from artillery fire.
[http://tanaya.net/vmw/F/rec-17182.html; http://tanaya.net/vmw/T/rec-51495.html]

There is a business routing through the town of Colfax. It uses Auburn St., Grass Valley St., and Main St. The routing separates from Route 174 just north of the I-80 junction and rejoins the highway north of town.

[SHC 263.7] From the Bear River to the Grass Valley city limits.

• Joel Windmillers: Central California Highways Page: Route 174

Overall statistics for Route 174:

• Total Length (1995): 13 miles
• Average Daily Traffic (1992): 4,300 to 11,600
• Milage Classification: Rural: 12; Sm. Urban: 1; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 13 mi.
• Functional Classification: Prin. Arterial: 1 mi; Minor Arterial: 12 mi.
• Counties Traversed: Nevada.

In 1933, the routes from "[LRN 60] via Manchester Avenue to [LRN 2] near Miraflores" and "[LRN 2] near Orange County Hospital to Main Street, Santa Ana via Santa Ana Boulevard" were added to the state highway system. In 1935, these routes were added to the highway code as LRN 2:

1. [LRN 60] via Manchester Avenue to [LRN 2] near Miraflores
2. [LRN 2] near Orange County Hospital to Main Street, Santa Ana via Santa Ana Boulevard

In 1957, Chapter 36 deleted segment (b), and changed the origin of (a) to "[LRN 60] west of Inglewood via Manchester Avenue to [LRN 2] near Miraflores". Segment (b) ran from what is now the Western Medical Center, Santa Ana to Santa Ana and Main, and appears to have been obviated by other routes in the area.

Later in 1957, Chapter 1911 clarified the terminus: "… to [LRN 2] near Santa Ana".

The routing, as of 1963, ran from Route 1 W of Inglewood to US 101 near Santa Ana. This is (former) Route 42 (which itself is former Route 10), and corresponds to the present-day I-105. It ran along Manchester Avenue and Firestone Avenue. LRN 174 also included portions of US 101 between the junction with Route 42 and the junction with surface US 101 (LRN 2).

1. From Route 101 at Hopland to Route 29 near Lakeport.

   
   

   	As defined in 1963, this segment was “(a) Route 101 to Route 29 near Lakeport.” In 1994, Chapter 1220 clarified the routing of this segment: “(a) Route 101 at Hopland to Route 29 near Lakeport.”
   	This segment (19 mi) was LRN 16, defined in 1909, and appears not to have been signed before 1964.

   
   

2. From Route 29 near Kelseyville to Route 29 at Middletown.

   
   

   	In 1963, this segment was defined as “(b) Route 29 to Route 29 near Middletown.” In 1992, Chapter 1243 clarified the definition of (b): “(b) Route 29 near Kelseyville to Route 29 near Middletown.” In 1994, Chapter 1220 further clarified the routing of this segment: “(b) Route 29 near Kelseyville to Route 29 near at Middletown.”
   	This segment was originally signed as part of the original 1934 definition of Route 29. It was LRN 89, defined in 1933. Route 29 presently takes a direct route over LRN 243, defined in 1959 between Lower Lake and Kelseyville.

Between Lakeport and Kelseyville, the route is multiplexed with Route 29.

Route 175 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 175 between 1934 and 1964.

Overall statistics for Route 175:

• Total Length (1995): 38 miles
• Average Daily Traffic (1992): 840 to 2,650
• Milage Classification: Rural: 38; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 18 mi; FAS: 20 mi.
• Functional Classification: Minor Arterial: 26 mi; Collector: 12 mi.
• Counties Traversed: Mendocino, Lake.

In 1933, Chapter 767 defined the route “[LRN 60] near Hermosa Beach to [LRN 43] in Santa Ana Canyon via Artesia Ave” as part of the state highway system. In 1935, this route was added to the highway code as LRN 175 with that definition.

In 1957, Chapter 36 relaxed the routing: “[LRN 60] near Hermosa Beach to [LRN 43] in Santa Ana Canyon via Artesia Ave”

This route ran from Route 1 near Hermosa Beach to CA 91 in Santa Ana Canyon. This is former Route 14, also known as US 91; it is present-day Route 91.

No current routing.

In 1963, Route 176 was defined as the route from “Route 101 in Santa Maria to Sisquoc.”

In 1968, Chapter 282 relaxed the definition: “Route 101 in near Santa Maria to Sisquoc.”

In 1984, Chapter 1258 deleted Route 176.

Betteravia Road and Foxen Canyon Road are the former routings of this highway. At one point, Route 176 westbound made a right turn on Philbric Road to the town of Rex, and then continued on what was now Main Street to the current south Route 166/US 101 junction.

This route was LRN 148, defined in 1933. It appears not to have been signed before 1963.

Route 176 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 176 between 1934 and 1964.

• Motorcycle Rides of Santa Barbara County: Foxen Canyon. A nice picture odyssey of the route that used to be Route 176.

In 1933, the route from “Buena Park-Azuza Road near La Habra to [LRN 43] in Santa Ana Canyon via Brea” was added to the state highway system. In 1935, this route was added to the highway code as LRN 176 with the routing:

“[LRN 62] near La Habra to [LRN 43] in Santa Ana Canyon via Brea”

In 1959, Chapter 1062 changed the origin and relaxed the routing: “[LRN 62] near La Habra [LRN 174] near Norwalk to [LRN 43] in Santa Ana Canyon via Brea”

This route ran from former Route 42 near Norwalk (before 1959, I-605) to LRN 43 (US 91) in Santa Ana Canyon. This is the eastern portion of Route 90, which was formerly part of Route 42. It is freeway near Yorba Linda.