California Highways

From Route 10 near Desert Center to Route 62 near Granite Pass.

In 1963, Route 177 was defined as “Route 79 near San Jacinto to Route 60 near Moreno.” The routing was approximately along Gilman Springs Road.

In 1965, Chapter 1372 deleted this route.

In 1972, Chapter 1216 defined a new routing: “Route 10 near Desert Center to Route 62 near Granite Pass.”

The 1964-1965 routing was part of Route 79, and was originally part of LRN 194. In 1959, the legislative route number was changed to LRN 186. It was signed by 1963, but was not part of the 1934 definition of Route 79.

The post-1972 routing was not defined in 1963.

There was no signed Route 177 as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 177 between 1934 and 1964.

Overall statistics for Route 177:

• Total Length (1995): 27 miles
• Average Daily Traffic (1992): 1,050 to 4,100
• Milage Classification: Rural: 27; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 27 mi.
• Functional Classification: Minor Arterial: 27 mi.
• Counties Traversed: Riverside.

In 1933, Chapter 767 added the route from “Brea to [LRN 77] near Chino” to the highway system. In 1935, this was added to the highway code with the routing:

“[LRN 176] near Brea to [LRN 77] near Chino”

This routing remained unchanged until the 1963 "great renumbering. This route ran from Route 90 (nee Route 42) near Brea to Route 71 near Chino. It is part of present-day Route 142.

1. From Bakersfield to Route 14 near Freeman via Walker Pass.

   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 Bakersfield the portion of Route 178 that is located within the city limits of that city if the city agrees to accept it. 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 178 shall cease to be a state highway. (3) The portion of Route 178 relinquished under this subdivision shall be ineligible for future adoption under Section 81. (4) For the portion of Route 178 that is relinquished under this subdivision, the City of Bakersfield shall install and maintain within its jurisdiction signs directing motorists to the continuation of Route 178. Added by AB 1858, Chapter 315, September 18, 2006.

   
   

   	As defined in 1963, this segment had the route: “(a) Route 99 in Bakersfield to Route 14 near Freeman via Walker Pass.” Later that year, Chapter 1698 relaxed the definition to be “(a) Bakersfield to Route 14 near Freeman via Walker Pass.”
   	This is part of the original 1934 definition of signed Route 178. The route originally began at US 101 near Santa Margarita, and continued through Pozo, La Panza and McKittrick. It then ran through Buttonwillow, and Rosedale to Bakersfield. This was LRN 58, defined in 1919, and is present-day Route 58. The route then ran along the current routing through Bodfish, Weldon, the Sequoia Forest, and Freeman. The routing ended at Route 7 (now Route 14/US 395). This was LRN 57, defined in 1919.
   	Freeway from Downtown Bakersfield to approximately 4 miles out of town. Freeway ends for 1 mile, and then begins again (signed as freeway as a 2 lane road section for 2.2 miles). Also begins again near the town of Lake Isabella. Originally in Bakersfield, Route 178 followed 24th Street, had a short multiplex with southbound US 99/eastbound US 466 on Golden Stave Avenue (present day Route 204/Business Route 99), and a short multiplex with US 466 (Sumner Street) to Baker Street. It then continued north on Baker Street and then east on Niles Street. The traffic circle underneath the current Route 204/Business Route 99 freeway at Chester Avenue was in existance even in 1942, when Route 204/Business Route 99 was US 99/US 466. The history of the freeway section of Route 178 is quite interesting. The complete freeway version of the route did not get built because the funding was cut off in 1974 when Governor Jerry Brown ended the freeway building binge. Proposed Freeway 178 is part of the both the County and the City of Bakersfield's 2010 General Plan. The route adoption was made April 27, 1960 by the California Highway Commission. The proposed freeway would follow existing alignment as a far Mesa Marin Raceway. The state already owns this piece, it pretty clearly marked by a fence line on either side of Route 178. Then Freeway 178 breaks north and crosses the Kern River east of the county golf course. It would then follow Rancheria Rd more or less for about 10 miles until it drops south through a tunnel into the existing freeway segment at the top of the canyon. The canyon segment of Route 178 scores a unheard of 257 on the state's safety index; this means that the canyon portion of Route 178 gets 257% more accidents then would be expected on a mythical state highway with similar average daily traffic. Current thought is that having the highway in the canyon next to the Kern River (a) poses a significant threat to the riparian ecosystem in the Kern Canyon, (b) a risk to the water quality of ground the water recharge supply in the southern San Joaquin valley, (c) a risk to the drinking water supply of metropolitan Bakersfield, and (d) a risk to the irrigation water supply to the farms in the southern San Joaquin Valley. [Information on the history of Route 178 comes from a post by Karl Davisson] Caltrans has plans to construct an interchange at Route 178 and Fairfax Road. The construction will include soundwalls and the widening of Route 178 from a two-lane expressway to a four- lane freeway, east of Oswell Street overcrossing to west of Morning Drive. Construction should start in September 2007, and be completed by September 2009. A project to widen the route to 4 lanes from Route 184 to Miramonte Drive was submitted to the Corridor Mobility Improvement Account for funding ($8,166K requested), but was not recommended for funding. According to Caltrans, there is an unconstructed adopted route from W of Route 184 to W of Miracle Hot Springs that is parallel to the existing route. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: National Corridor Infrastructure Improvement Program #6: Design, planning, and construction of Route 178 in Bakersfield. $100,000,000. National Corridor Infrastructure Improvement Program #7: Widening of Rosedale Highway between Route 43 and Route 99 in Bakersfield, and widening of Route 178 between Route 99 and D Street in Bakersfield. $60,000,000. Bakersfield Crosstown Freeway The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: Projects of National and Regional Significance #1: Bakersfield Beltway System, $140,000,000. National Corridor Infrastructure Improvement Program #4: Centennial Corridor Loop in Bakersfield, $330,000,000. This route is not yet formally in the state highway system. The proposed freeway is supposed to start about ¾ mile from where Route 178 comes to an end in Downtown Bakersfield. From there, it will curve south, then west to run along the railroad tracks south of the existing Route 178. The freeway would then begin to curve slightly north, then west as it crosses over Route 99. Then it will run about 5 miles west where it will join up with the future Westside Beltway. More information can be found here. The Centennial Corridor is an 8 lane freeway that will connect the Westside Parkway west of Route 99 to State Route 178 in the northeast part of Bakersfield. The project study report (PSR), a preliminary planning document, is currently underway for this project. The environmental document and initial engineering/alignment studies for the Centennial Corridor are planned to begin the Summer of 2003 and will take several years to complete. Currently, the initial phase of construction for the Centennial Corridor is planned for 2008 or 2009. The Centennial Corridor will connect to the Westside Parkway and is currently planned to continue east under Route 99 and under Oak Street north of the BN&SF railroad tracks. There is proposed to be a SPUI interchange at Oak Street. In the downtown area, the Centennial Corridor is proposed to go over and have a partial interchange with F Street. Continuing east after F Street, the Centennial Corridor is then planned to swing south over the BN&SF railroad tracks. There would be an off ramp to 14th Street which would allow access to areas north and south of the Centennial Corridor at Chester Avenue, L Street, N Street, and Q Street. At Q Street, there is proposed to be an on ramp for eastbound traffic and an off ramp for westbound traffic.
   	Kern Canyon Road to Route 155; Walker Pass Road to Route 14. Kern River was named by Frémont in 1845, for his topographer and artist, Edward M. Kern of Philadelphia. The county was named in 1866. The portion of Route 178 between M Street and Fairfax Road in the City of Bakersfield in Kern County is named the "CHP Officer David W. Manning Memorial Freeway." It was named in honor of California Highway Patrol Officer David W. Manning, who passed away on February 15, 1996, from injuries he received on January 26, 1996 as a result of a traffic accident. Officer Manning had been one of the first officers assigned to the new Bakersfield area motor squad when it was reactivated after a 25-year absence. He liked to carry candy canes with him while on duty to hand out to children he encountered. At the scene of his fatal collision, Officer Manning's motorcycle was on its side surrounded by candy canes. He was a member of the California Highway Patrol for eight years and served in East Los Angeles and Bakersfield. Named by Senate Concurrent Resolution 50, July 16, 2004, Chapter 117.
   	[SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 14 near Freeman to Route 127.

   
   

   	This segment remains as defined in 1963: “(b) Route 14 near Freeman to Route 127.”
   	This was not part of the original 1934 signage of Route 178. This was LRN 212, defined in 1947. It was not signed until after 1964.
   	This segment is unconstructed from 15 miles east of Ridgecrest to 15 miles west of Route 127 (10 miles from the eastern boundary of the Death Valley National Monument).
   	"Inyokern" Road; "Trona" Road
   	[SHC 253.7] From Route 14 near Freeman to the vicinity of the San Bernardino county line. Added to the Freeway and Expressway system in 1959.
   	[SHC 263.7] From the east boundary of Death Valley National Monument to Route 127 near Shoshone.

   
   

3. From Route 127 to the Nevada state line in Pahrump Valley.

   
   

   	This segment remains as defined in 1963: “(c) Route 127 to the Nevada state line in Pahrump Valley.”
   	This was not part of the original 1934 signage of Route 178. This was LRN 212, defined in 1947. It was not signed until after 1964.
   	This segment is named the "Charles Brown Highway". It was named by Senate Concurrent Resolution 13, Chapter 244, in 1961. California State Senator Charles Brown served the people of Inyo and Mono Counties from 1939 to 1962.
   	[SHC 164.18] Between Route 168 near Lake Sabrina and Route 395.

• Cal-NExUS Exit Numbering: Route 178 East
• Cal-NExUS Exit Numbering: Route 178 West
• Western Exit Guide: Route 178 (Jeff Stapleton)

• California @ AARoads: California 178

Overall statistics for Route 178:

• Total Length (1995): 152 miles traversable; 56 miles unconstructed.
• Average Daily Traffic (1992): 180 to 58,000
• Milage Classification: Rural: 188; Sm. Urban: 7; Urbanized: 13.
• Previous Federal Aid Milage: FAP: 118 mi; FAU: 4 mi; FAS: 30 mi.
• Functional Classification: Prin. Arterial: 19 mi; Minor Arterial: 103 mi; Collector: 30 mi.
• Significant Summits: Walker Pass (5250 ft); Salsberry Pass (3315 ft).
• Counties Traversed: Kern, San Bernardino, Inyo.

In 1933, the route from “Cerritos Avenue to [LRN 43] near Olive via Anaheim” was added to the state highway system. This routing is unclear; may have run from near Anaheim and Katella to either Route 91 or Route 55. In 1935, the route was added to the highway code as LRN 178 with that routing.

In 1953, Chapter 1836 rewrote the definition to be "Lakewood Boulevard to Manchester Avenue via Carson-Lincoln". For a route idea of this route, see here.

In 1957, Chapter 36 clarified the definition to be “[LRN 168] near Lakewood Boulevard to [LRN 174] near Anaheim Manchester Avenue via Carson-Lincoln”

This is the route from Route 19 near Lakewood to US 101 near Anaheim. This route was US 91, and approximates the routing of pre-1963 Route 18. It was later Route 214, and was deleted in 1981. It is not currently in the state highway system.

From Route 80 near Vacaville to Route 128 near Berryessa Reservoir.

This route is as defined in 1963.

This route (proposed with no routing) was LRN 244, defined in 1959. It was unsigned.

Route 179 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 179 between 1934 and 1964.

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

The traversable route is Cherry Glen Road and Pleasent Valley Road. A specific routing has not been determined.

Overall statistics for Route 179:

• Total Length (1995): 14 miles
• Milage Classification: Rural: 14; Sm. Urban: 0; Urbanized: 0.
• Counties Traversed: Solano, Yolo.

LRN 179 was defined in 1933 as the route from [LRN 60] near Long Beach to Santa Ana. It was codified into the 1935 highway code as:

“from [LRN 60] near Long Beach to Santa Ana”

In 1957, Chapter 36 extended the route to "[LRN 43] near Orange".

This routing (signed as Route 22) ran from LRN 60 (former Route 3; former US 101A; present-day Route 1) near Long Beach to LRN 43 (Route 55) near Orange.

1. From Route 25 near Paicines to Route 5.

   
   

   	In 1963, the first two segments were defined as “(a) Route 101 near Gilroy to Route 156. (b) Route 156 to Route 99 near Fresno passing near Paicines and Mendota.” In 1965 Chapter 1371 split (b) into two segments: “(b) Route 156 to Route 5 passing near Paicines. (c) Route 5 to Route 99 passing near Mendota.” In 1984, Chapter 409 deleted (a), truncated (b), and clarified (d): “(b) Route 156 Route 25 near Paicines to Route 5. […] (d) The General Grant Grove section of Kings Canyon National Park to Kings Canyon River Kings Canyon National Park boundary near Cedar Grove.” The former (a) and the segment removed from (b) were transferred to Route 25. This resulted in the current definition of (a) “ (c) Route 99 near Fresno to the General Grant Grove section of Kings Canyon National Park. (d) The General Grant Grove section of Kings Canyon National Park to Kings River Canyon.”
   	This routing was only a proposed routing in 1963, and was part of LRN 263, defined in 1959.
   	Unconstructed; may be signed as County Route J1. The traversable route is Panoche Road with no plans for improvement.
   	[SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 5 to Route 99 passing near Mendota.

   
   

   	In 1963, the second segment of this route was defined as “(b) Route 156 to Route 99 near Fresno passing near Paicines and Mendota.” In 1965 Chapter 1371 split (b) into two segments: “(b) Route 156 to Route 5 passing near Paicines. (c) Route 5 to Route 99 passing near Mendota.” In 1984, Chapter 409 deleted (a), making this (b)
   	Between I-5 and Route 33, this routing was only a proposed routing in 1963, and was part of LRN 263, defined in 1959. Between Route 33 and Route 99, this was part of LRN 41, defined in 1919. It has been part of signed Route 180 since 1934.
   	Unconstructed between Route 5 and Route 33; may be signed as County Route J1. The traversable route is Panoche Road with no plans for improvement. However, in the February 2001 CTC Agenda, there was a funding request to complete the environmental study for this segment. Additionally, there is a Caltrans information sheet stating that Caltrans proposes to conduct a Route Adoption Study on State Route 180 for the unadopted segment from Mendota to I-5 (this is TCRP Project #93). The study could begin as soon as funding is available and would take approximately four years to complete, at an estimated cost of $7 million. The project would will add a needed east-west connection to I-5 with a new interchange that would enhance the farm to market shipping opportunities for the region, as well as closing a gap between Route 180, Route 33 and I-5. According to the CTC in February 2006, work on Project #93 was initially to be limited to the environmental studies and preliminary engineering required for a Route Adoption Study for a segment of Route 180 between I-5 and Route 33, near Mendota. In February 2003, the Federal Highway Administration (FHWA) expressed their concern that Route 33 was not a logical terminus point for the project. Based on this concern, the Project Development Team stopped work on the Route Adoption Study and began work on the alternative of a “traversable highway”. However, in January 2004, the Council of Fresno Governments (Fresno COG) formed the Route 180 Steering Committee to consider a regional look at the entire Route 180 corridor and the concept of creating a four-lane expressway between Fresno and Interstate 5. The possibility of this new expressway required various alternatives to again be considered and, in July 2004, the Steering Committee re-initiated the Route Adoption Study extension from I-5 to Brawley Avenue, not to Route 33, as originally recommended by FHWA. In February 2006, the CTC reconsidered the allocation. In April 2006, the CTC had a report on a study to evaluate a range of alternative route alignments for Route 180, between I-5 and the vicinity of Valentine Avenue, west of Route 99 in Fresno County. Upon completion of the Environmental Impact Report (EIR), a route adoption will be requested from the California Transportation Commission. The adopted route will eventually be developed into a transportation facility as demand for improvements become known, and as funding becomes available. The environmental document is anticipated to be completed in Fiscal Year 2007-08. The alternatives being considered are: (•) An existing alignment between Route 33 and the eastern project limit, (•) A new northern alignments between Route 33 and the eastern project limit, (•) Three new alignments between I-5 and Route 33. By March 2007, construction was to begin on Segment 2 of this western extension, which includes construction of 2.5 miles of a six- lane freeway from the Route 99/Route 180 Interchange to Marks Avenue, then a four-lane freeway to Brawley Avenue. There will be a full interchange at Marks Avenue. There will be a signalized intersection at Brawley Avenue and cul-de-sacs at Whitesbridge Road, Valentine and Hughes Avenues. Construction should be completed by late March 2008. As of 2004, the Route 180/Route 99 interchange is now complete, although the Route 180 freeway only extends as far west as Hughes Avenue. However, because of this finished constrution, Route 180 no longer follows Route 99 south and Stanislaus Street to reach Whitesbridge Avenue, instead using Hughes Avenue to connect to Whitesbridge Avenue westbound. 2007 CMIA. Three projects on Route 180 in Fresno County were submitted to the Corridor Mobility Improvement Account for funding. These projects were braided ramps between Route 41 & Route 168 ($30M requested); construction of an expressway from Academy to Trimmer Springs ($45.2M), and construction of an expressway from Trimmer Springs to Frankwood ($46.5M) . None of these projects were recommended for funding. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #287: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. See also HPP #3798. $2,800,000. High Priority Project #1511: Route 180 Freeway Improvements in Fresno. $7,600,000. High Priority Project #3798: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. This seems to be supplemental funding for HPP #287. $1,500,000.
   	The segment from Route 99 to Route 33, and upon completion, from Route 33 to I-5, is officially named the "Deran Koligian Memorial Highway". Deran Koligian, the son of Armenian immigrants, was born in Fresno County and raised on his family farm in the Kearney Park community. He served in the South Pacific in World War II, and after the war, returned home to attend Fresno State College and to manage his family's farm. He began his public service in 1957, spending 24 years on school boards in western Fresno County, including the Madison Elementary School Board and the Central High School Board. He was elected to the Fresno County Board of Supervisors in 1982. Deran Koligian was a strong supporter of agriculture and a protector of agricultural lands from urban encroachment; and also was a vocal supporter of Measure C, which provided local augmentation for the construction and maintenance of state highways and local roads. As a member of the Fresno Transportation Authority, he was instrumental in securing funds for numerous road and highway transportation projects, including the extension and widening of Route 180 in western Fresno County. He was an active member of St. Paul's Armenian Church and was the first Armenian-American to be elected to office in Fresno County. He served with distinction until he death on December 11, 2001. Named by Senate Concurrent Resolution 94, Chapter 158, September 11, 2002.
   	[SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

3. From Route 99 near Fresno to the General Grant Grove section of the Kings Canyon National Park.

   
   

   	This segment remains as defined in 1963.
   	This has been signed as Route 180 since 1934. It was LRN 41, defined in 1919. Before its present routing was established, Route 180 entered Fresno via Whitesbridge and B, then after US 99, it ran continued south on US 99/Broadway to Ventura Street, and then continued east on Ventura.
   	Part (3) is constructed to freeway standards from Fresno to Chestnut Avenue, past Route 41. It looks like the planned freeway routing will go east as far Leonard Avenue. This freeway bypasses the original routing along Ventura Avenue (in fact, the signs have been removed from Ventura between Route 99 to Chestnut Avenue. Some of the original routing has been relinquished. For example, the California Transportation Commission, at its June 2000 meeting, discussed relinquishing the old routing of Route 180 from PM 58.0-61.4 in the City of Fresno (Agenda Item 2.3c). Curb ramps had to be constructed before this was done (at at cost of $317K). In May 2001, the CTC considered TCRP Project #91 to build a new expressway E of Clovis, Clovis Avenue to Temperance Avenue in Fresno County. In August 2004, the CTC has a request to amend the proposal to update project schedule and funding plan previously approved. According to Joe Rouse, in May 2001: It is fully signed as Route 180. On Route 99, the exit to Route 180 used to be signed as "To Route 41 North", but it is now signed as Route 180 East, Kings Canyon. They used greenout on those signs, and the letters on the greenout are not button copy and although it is not reflective greenout, it has the state shield shape found on the new reflective signs. On Route 41, the exit used to be signed as "To Route 99 North", but now it is signed as "Route 180, Kings Canyon, Mendota". These are new button copy sign panels, not greenout. The Route 180 freeway mainline ends at Cedar Ave. You can see where the future mainline lanes will be. Traffic is forced onto ramps that end at Chestnut Ave. and traffic continuing east on Route 180 is directed south onto Chestnut to Kings Canyon Rd. This routing is well signed for both east and westbound traffic. No "TEMPORARY" plates are used over the Route 180 shields on Chestnut. There are no Route 180 shields on the Route 99/Route 180 multiplex between the Route 180 freeway and Stanislaus St. The Route 180 shields at the exit to Ventura St. on Route 99 in downtown Fresno have been removed (not greened out). Interestingly, the connector from the new Route 41 to NB Route 99 has a sign for Ventura St. with a large green space on it for a Route 180 shield. However, I didn't see any residue or greenout that indicated that a shield had been on there. Construction began in Summer 2002 on Route 180 through Southeast Fresno, going as far as Clovis Ave, according to a June 25, 2002 report in the Fresno Bee. This involved four miles of new road, six lanes, and 65 tons of asphalt. According to a map in the article, the segment from Chestnut Ave to Clovis Ave cost $80 million, and construction started in August 2002, with completion expected in 2½ years. The segment from Clovis Ave to Locan Ave cost $48 million, with construction beginning in August 2004. The expressway from Locan Ave to Academy Ave will cost $47 million, and construction begins in 2005. The expressway from Academy Ave to Trimmer Springs Rd in Centerville will cost $29 million, and construction starts in 2006. Lastly, the segment from Trimmer Springs Road to Frankwood Ave will cost $23 milllion, with construction also beginning in 2006. This extension will be called the Sequoia Freeway. According to the Fresno Bee, in late September 2005, the Sequoia Freeway from the Route 168 junction east to Clovis Avenue opened. The new road has already set off a frenzy of new home development in southeast Fresno, where about 5,000 houses are under construction, approved or awaiting review east of Clovis Avenue. The project also includes a final pair of ramps connecting Freeway 168 and Freeway 180 at their interchange east of downtown Fresno. Work is scheduled to in 2006 on the $47 million western segment from the Hughes-West Diagonal to Brawley Avenue, where the new freeway will rejoin the existing rural Route 180. The project will include an overpass at Hughes/West and is scheduled to be finished in 2008. The final freeway segment east of the new section, from Clovis Avenue to a junction with the existing highway at Temperance Avenue, is further out, as funding for that segment has been delayed by the state's budget crisis, and work is scheduled to begin in 2008-09. In April 2002, the CTC considered (Agenda Item 2.5b.(1)) STIP Project #4, which would construct new six lane freeway on eight lane freeway alignment from Route 168 to Fowler Avenue. In September 2005, the CTC considered relinquishement of former Route 180 right of way in the City of Fresno, at G Street and Divisadero Street, consisting of reconstructed and relocated city streets. In December 2005, the CTC considered relinquishment of rights of way (1) in the County of Fresno, from North Winery Avenue to Sunnyside Avenue, consisting of reconstructed and relocated county roads, frontage roads, and cul-de-sacs, and (2) in the City of Fresno, between Chestnut Avenue and Clovis Avenue, consisting of reconstructed and relocated city streets, frontage roads, and cul-de-sacs. In July 2007, the CTC relinquished right of way in the city of Fresno, between Chestnut Avenue and Clovis Avenue, consisting of superseded highway right of way, and right of way in the county of Fresno, between Peach Avenue and Clovis Avenue, consisting of superseded highway right of way. In Feburary 2008, there was a similar relinquishment, between Peach Avenue and Minnewawa Avenue, consisting of superseded highway right of way that is appurtenant to a previously relinquished superseded highway and inadvertently omitted from said relinquishment.
   	The segment of Route 180 from the intersection with Brawley Avenue to the Intersection with Highland Avenue is named the Sequoia-Kings Canyon Freeway. It was named for its terminus in the Sequoia National Park and the Kings Canyon National Park. This park is the home to immense mountains, deep canyons, and huge sequoia trees. Thanks to their huge elevational range, 1,500' to 14,491', these parks protect stunningly diverse habitats. The Generals Highway climbs over 5000 feet from chaparral and oak-studded foothills to the awe-inspiring sequoia groves. From there, trails lead to the high-alpine wilderness which makes up most of these parks. Beneath the surface lie over 200 fascinating caverns. The park was named after the Giant Sequoia tree, the Sequoia gigantia. The name is traced to Indian Chief Sequoya, creator of the Cherokee alphabet, whose name means "opossum." In volume of total wood, the giant sequoia stands alone as the largest living thing on Earth. Its nearly conical trunk, like a club, not a walking stick, shows why. At least one tree species lives longer, one has a greater diameter, three grow tall, but none is larger. In all the world, sequoias grow naturally only on the west slope of the Sierra Nevada, most often between 5,000 and 7,000 feet. There are some 75 groves in all. The General Sherman tree is between 2,300 and 2,700 years old. Its largest branch is almost seven feet in diameter. Each year the General Sherman adds enough wood growth to make a 60-foot-tall tree of usual proportions. Named by Senate Concurrent Resolution 25, Chapter 85, in 1997. The segment between Route 99 and Chestnut Avenue, as well as any future freeway extension between Chestnut Avenue and Clovis Avenue is named the "Senator Jim Costa Highway". Jim Costa was elected to the California State Assembly in 1978 at the age of 25. He had a background in farming (he grew up in a farming family of Portuguese descent and was raised on his family's farm in western Fresno County), and focused intently on the issues of water, agriculture, transportation, housing, and problems of the San Joaquin Valley. In the Assembly, he served as Chair of the Assembly Water, Parks, and Wildlife Committee and the Subcommittee for the Assembly Ways and Means Committee. In 1994, he was elected to represent the 16th Senatorial District. In the Senate, Senator Costa served on the Agriculture and Water Resources Committee, the Banking, Commerce and International Trade Committee, the Housing and Community Development Committee, and the Transportation Committee. Senator Costa's major accomplishments include obtaining $26M for a UCSF-Fresno Medical Education and Research Center to ease the San Joaquin Valley's shortage of physicians; forging historic agreements that protected the water supply; moving the primary to the first Tuesday in March of even-numbered years; helping child protective services and improving response to abuse complaints; writing agricultural land conservation laws; authoring "Three Strikes, You're Out" standard; authoring reform of the Endangered Species Act; coauthoring legislation that equalized special education funding and support for county offices of education; authoring legislation that requires local agencies to give greater consideration to the availability of water when considering major new development; advocating for reduction of Bay Area smog blowing into the San Joaquin Valley and working to switch San Joaquin Valley truck fleets to cleaner fuels by gaining approval of a first-of-its-kind program to create LNG terminals; creating the San Joaquin River Conservancy to establish a parkway along the San Joaquin River; authoring legislation that encourages investment in construction of affordable housing for low and moderate income families; leading the effort to save and improve Amtrak passenger rail service in California and to create the California High Speed Rail Authority; and bringing to fruition the construction of eight prisons built in local communities that requested them, providing over 10,000 permanent jobs. This resolution was a "Thank You for your Years of Service". Named by Senate Concurrent Resolution 102, Chapter 130, on August 23, 2002.
   	The Route 41/Route 180 interchange is named the "Rose Ann Vuich" Interchange. Rose Ann Vuich was the state senator that secured the funding for completion of Route 41 and Route 180. Named by Senate Concurrent Resolution 25, Chapter 85, in 1997.
   	Portions of this route appear to have been part of the "National Park to Park Highway".
   	[SHC 263.7] From Route 65 near Minkler to General Grant Grove section of Kings Canyon National Park.
   	[SHC 253.7] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

4. From the General Grant Grove section of the Kings Canyon National Park to the Kings Canyon National Park boundary near Cedar Grove.

   
   

   	In 1963, this segment was defined as “(d) The General Grant Grove section of Kings Canyon National Park to Kings River Canyon.” In 1984, Chapter 409 clarified this segment to be “(d) The General Grant Grove section of Kings Canyon National Park to Kings Canyon River Kings Canyon National Park boundary near Cedar Grove.”
   	This has been signed as Route 180 since 1934. It was part of a 1959 extension of LRN 41.
   	This segment has historically been called the "Kings River Highway".
   	[SHC 263.7] Entire portion.
   	Portions of this route were part of the National Park to Park Highway.

• Cal-NExUS Exit Numbering: Route 180 East
• Cal-NExUS Exit Numbering: Route 180 West
• Western Exit Guide: Route 180 (Jeff Stapleton)

Around 1985, the number I-180 was briefly proposed for the Richmond-San Rafael stretch of what is now I-580 and was formerly part of CA 17.

• 3 Digit Interstates: I-180
• ISTEA/NHS Corridor 3: The Trans America Corridor (Andrew Field)

Around 1985, the number I-180 was briefly proposed for the Richmond-San Rafael stretch of what is now I-580 and was formerly part of Route 17.

In 1958, the California Department of Highways proposed the designation I-180 for what is now I-280.

[SHC 164.18] Between the east urban limits of Fresno and Kings Canyon National Park.

Overall statistics for Route 180:

• Total Length (1995): 112 miles traversable; 68 miles unconstructed.
• Average Daily Traffic (1992): 400 to 41,500
• Milage Classification: Rural: 167; Sm. Urban: 2; Urbanized: 11.
• Previous Federal Aid Milage: FAP: 112 mi; FAU: 7 mi.
• Functional Classification: Prin. Arterial: 59 mi; Minor Arterial: 53 mi.
• Counties Traversed: San Benito, Fresno, Tulare.

In 1933, the route from "[LRN 2] near Orange County Hospital northerly to Hermosa Beach-Santa Ana Canyon Road" was defined as part of the state highway system. In 1935, this was added to the highway code as LRN 180, with the routing:

"[LRN 2] near Orange County Hospital northerly to [LRN 175]"

This route ran from US 101 near Orange County Hospital (now the Western Medical Center, Anaheim) northerly to US 91. This is close to the present-day routing of Route 57; however, the specific definition for LRN 180 corresponds to 1964-1981 Route 250. It ran along State College Boulevard, and was eliminated as a state highway when Route 57 was completed.

From Route 116 near Forestville to Route 101.

This route remains as defined in 1963.

River Road, as now exists between Fulton (US 101 and Mark West Springs Road) and Gurneville (Route 116) was built on top of an old SP railroad right-of-way by Sonoma County in the late 1950's. This alignment basically bypassed several secondary county roads such as Laughlin Road, Woolsey Road, Trenton Road, and the what was then called "River Road". The segment from US-101 to Mirabel Road was the proposed Route 181. At the time the "new" River Road was constructed, it was proposed that Route 116 be rerouted away from its Pocket Canyon Road alignment between Forestville and Guerneville, and routed down Mirabel Road to River Road, and then West to Guerneville.

This was proposed LRN 250, defined in 1959.

Route 181 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 181 between 1934 and 1964.

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

The routing for Route 181 has not been determined; although there is a traversable route: Mirable Road and River Road, with no plans for improvement.

Overall statistics for Route 181:

• Total Length (1995): 10 miles unconstructed.
• Milage Classification: Rural: 10; Sm. Urban: 0; Urbanized: 0.
• Counties Traversed: Sonoma.

In 1933, the route from "[LRN 43] to La Habra-Santa Ana Canyon Road near Yorba Linda via Grand Avenue and Glassell Avenue" was defined as part of the state highway system. In 1935, it was added to the highway code as LRN 181, with the routing:

"[LRN 43] to [LRN 176] near Yorba Linda via Grand Avenue and Glassell Avenue"

This routing is unclear: It ran somehow from US 91 to Route 90 (nee Route 42), but the routing the specify doesn't work. In 1951, Chapter 1562 deleted the routing.

From Route 395 near Bridgeport to the Nevada state line via Walker River.

This route is as defined in 1963.

This route was LRN 96, defined in 1933. It appears not to have been signed before 1964.

Route 182 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 182 between 1934 and 1964.

In August 2002, the CTC considered a proposal to relinquish the segment from PM 0.8 to PM 1.5.

Overall statistics for Route 182:

• Total Length (1995): 13 miles
• Average Daily Traffic (1992): 450 to 1,300
• Milage Classification: Rural: 13; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAS: 13 mi.
• Functional Classification: Collector: 13 mi.
• Counties Traversed: Mono.

LRN 182 was defined in 1933 (and captured into the highway code in 1935) as:

“from [LRN 2] near Orange to Orange County Park.”

In 1957, Chapter 1911 amended the definition to begin at "[LRN 43] near Orange", and it had this definition until 1963, when it was included as part of Route 22. This segment was deleted from Route 22 in 1965 and is no longer part of the state highway system. It ran along Chapman Avenue. It appears to be present-day Orange County Route S25.

From Route 101 in Salinas to Route 1 near Castroville.

As defined in 1963, this route was "Route 101 near Salinas to Route 1 near Castroville."

Until the early 1980s, Route 1 entered Castroville from the south via Route 156 eastbound (the current freeway), then exited at the diamond interchange for Merritt Street and continued northwest via Merritt. However, by the mid-1980s, the current Castroville bypass was constructed; as a consequence, the portion of freeway on Route 1 between Merritt Street and the bypass became an extension of Route 156, and Merritt Street became part of Route 183.

In 1992, Chapter 1243 clarified the definition "Route 101 near in Salinas to Route 1 near Castroville."

This route was LRN 118, defined in 1933. It appears to have been unsigned before 1964. Part of this is Business Route 101.

Route 183 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 183 between 1934 and 1964.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959. This routing would've begun near the current US 101/Boronda Road interchange and headed north. This routing would have been to the opposite shore of the Salinas River as the current Route 183; it would've split outside of Salinas (unlike the current route, which begins along Business Route 101) and intersected Castroville north of town after crossing the Tembladero Slough, going over the Southern Pacific tracks northwest of Route 156.

Overall statistics for Route 183:

• Total Length (1995): 10 miles
• Average Daily Traffic (1992): 11,200 to 29,500
• Milage Classification: Rural: 6; Sm. Urban: 2; Urbanized: 2.
• Previous Federal Aid Milage: FAU: 2 mi; FAS: 8 mi.
• Functional Classification: Prin. Arterial: 2 mi; Minor Arterial: 8 mi.
• Counties Traversed: Monterey.

In 1933, Chapter 767 added the route from "[LRN 60] near Seal Beach to [LRN 2] near Santa Ana" to the state highway system. In 1935, this was added to the highway code with that definition. This may have been a routing along Westminster Avenue.

In 1951, Chapter 1562 deleted this route.

In 1961, Chapter 1247 added a new definition of LRN 183: "[LRN 83] near Canyon Dam to [LRN 29] near Westwood"

This route ran from Route 89 near Canyon Dam to Route 36 near Westwood. This is present-day Route 147.

From Route 223 near Weed Patch to Route 178.

This route is as defined in 1963.

This route was LRN 143, defined in 1933. It was not signed before 1964.

Route 184 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 184 between 1934 and 1964.

"Weedpatch" Highway

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

Overall statistics for Route 184:

• Total Length (1995): 14 miles
• Average Daily Traffic (1992): 2,650 to 16,000
• Milage Classification: Rural: 4; Sm. Urban: 4; Urbanized: 6.
• Previous Federal Aid Milage: FAP: 14 mi.
• Functional Classification: Prin. Arterial: 10 mi; Minor Arterial: 4 mi.
• Counties Traversed: Kern.

In 1933, Chapter 767 added the route "[LRN 60] near Corona Del Mar to Santa Ana via Main Street" to the highway system. In 1935, this was added to the highway code as LRN 184 with that definition.

In 1961, Chapter 1770 split the routing at [LRN 158]: "(a) [LRN 60] near Corona Del Mar to [LRN 158]; (b) [LRN 158] to Santa Ana via Main Street"

Signage was as follows:

1. From Route 1 near Corona Del Mar to present-day I-405.

   This segment is the original routing of the Route 73 freeway.

2. From present-day I-405 to US 101 in Santa Ana via Main Street.

   This was originally part of Route 73, but was deleted in 1965.