California Highways

No current routing.

In 1963, Route 209 was defined as "Point Loma to Route 5 in San Diego."

In 2003, Chapter 525 deleted Route 209.

At one time, the segment to Barnett Street was proposed as a freeway.

This was originally part of LRN 12, and was signed as part of US 80. It was defined in 1933.

The Gate at the Fort Rosecrans Military Reservation is open daily from 8:00am to 5:15pm. As signs get replaced on I-5, references to Route 209 are disappearing; however, Route 209 is still well marked upon Rosecrans.

• California @ AARoads: California 209 (Andy Field)
• Roadgap: The Road to Cabrillo: Old CA 209 (Cameron Kaiser)

[SHC 263.1] Entire route.

Overall statistics for Route 209:

• Total Length (1995): 8 miles
• Average Daily Traffic (1992): 2,550 to 61,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 8.
• Previous Federal Aid Milage: FAU: 8 mi.
• Functional Classification: Prin. Arterial: 8 mi.
• Counties Traversed: San Diego.

In 1939, Chapter 794 added the route “[LRN 3] near Station 398, according to the survey of said [LRN 3], Section B, to Shasta Summit near Summit City”. No route number was assigned. This route was added as an urgency measure, in order to accomodate heavy traffic from US 99 to and from Shasta Dam.

In 1943, Chapter 964 amended the 1939 definition to specify this as LRN 209.

In 1953, Chapter 1836 rewrote the routing: "[LRN 3] near Project City to Shasta Dam"

This is present-day Route 151.

1. From Route 5 near Tunnel Station to Route 57 near San Dimas via the vicinity of San Fernando

   
   

2. From Route 57 near San Dimas to Route 10 in Redlands via the vicinity of Highland

As defined in 1963, this route ran from "Route 5 near Tunnel Station to Route 10 near the east boundary of Los Angeles County via the vicinity of San Fernando."

The first segment of this route opened in 1955; this is likely the segment that ran from Foothill Blvd. near Gould Ave. east to near the intersection of Montana Ave. and Canada Ave (cosigned with Route 118). When a new alignment over the Arroyo Seco was constructed in 1974, the original alignment was decommissioned and reliquished to the city, still containing one of the grade separations, ramps, mileage signs, and part of the old median. now bypassed portion in Pasadena.

In 1968, the first official few miles of Route 210 opened for business between Arcadia and Duarte. Work on the freeway west beyond Pasadena to I-5 Freeway and east into the Inland Valley moved steadily. In 1971, the route was completed to Foothill Boulevard in La Verne, where it dumped into the western stub of Route 30, its eastward movement (and years of late-afternoon traffic) ground to a dead stop, 28 miles short of San Bernardino. Route 210, at the present day Route 57 junction, continued continued south to I-10 near Pomona.

In 1989, San Bernardino County approved Measure I, adding ½¢ to the sales tax for highway projects. Shortly after, Los Angeles County followed suit, providing funds for the work in La Verne and Claremont. At this point, Route 30 (now Route 210) continued construction EB.

Turning now to the Route 30 portion in San Bernadino (more information under Route 30): Plans for this route began as early as 1957, but it was the mid-1970s when it got built as far east as Highland and Route 330 (which was originally part of Route 30). We then had the period of freeway doldrums that Route 210 faced. In 1990 that the work began between Highland and I-10 in Redlands. About $79 million later, that segment opened for traffic on July 1, 1993.

In 1998, AB 2388, Chapter 221 split the route into two segments: "(a) Route 5 near Tunnel Station to Route 57 near San Dimas via the vicinity of San Fernando. (b) Route 57 near San Dimas to Route 10 in Redlands via the vicinity of Highland." It also renumbered the I-10 (near Pomona) to I-210 (near San Dimas) portion as Route 57, and renumbered Route 30 as Route 210. The western portion of Route 30 remained signed as Route 30 until November 2002, when is was resigned as Route 210 (state shield) (the eastern portion of "Route 30" remained as Route 30) The portion of (state) Route 210 between Route 57 and Sierra opened on November 24, 2002.

Construction of the I-15/Route 30 210 interchange began in early/mid 1998, with the Route 210 freeway extending west to Haven Avenue in Rancho Cucamonga, and east to Etiwanda Avenue in Fontana. When this segment of freeway opened, it was accessible from Day Creek Blvd east to Sierra Avenue in Fontana. Later, the segment from Route 66 to Day Creek opened.. In late 1998, other San Bernardino County sections started construction, to tie in with the neighboring Los Angeles County section of Route 210 from Foothill Blvd (Route 66) to the county line through La Verne and Claremont. Construction of the Los Angeles county section started in 1997.

In November 2000, the California Transportation Commission had two Route 30 projects on its agenda (yes, as Route 30, not Route 210!). One was a $17.5 million request from SANBAG (San Bernardino Associated Governments) for Route 30 from Cucamonga Canyon Wash to Hermosa Avenue for a 6-lane freeway and two HOV lanes (with $7.44 million to be requested later, and $21.007 million from other sources. The $17.5 million is $2.008M state, $15.492M Federal). The second proejct was segment 4 from Hermosa Ave to Milliken Avenue. This is also 6-lanes plus 2 HOV. The cost for this is $10.166M ($1.167M state, $8.999M Federal), with $10.7M from other sources.

Construction of the remaining segment, between Sierra and the present Route 30 (from I-10 into San Bernardino), began in 2002 and was completed in 2007. Costs for the last section through Rialto and San Bernardino total approximately $233 million. The freeway includes three travel lanes and a carpool lane in each direction and features on-ramps and off-ramps at Alder Avenue, Ayala Drive and Riverside Avenue in Rialto, as well as State Street in San Bernardino. It was also designed to expand. There is a wide enough median so Caltrans could add another lane on either side at any point, up to five lanes on either side. Additionally, the freeway was built with "long life" pavement that can last up to 40 years. Once the City of Rialto extends Pepper Avenue north to the freeway, on-ramps and off-ramps will be built at Pepper. That segment is signed as (state) Route 210, although at times it was signed as "Temporary Route 30". It opened to the public on July 24, 2007.

This route was approximately LRN 157 (defined in 1933) between US 99 (present-day I-5) and Route 118. Before the freeway, this ran along Brand Blvd and Foothill Blvd. The route was LRN 9, defined in 1909, between Route 118 and the vicinity of La Verne, using a freeway routing. This was also part of LRN 240 between Pasadena and San Dimas, and was defined in 1957. Before the signage as I-210, this route included segments of Route 118 and US 66.

In late 2007, the final $233-million, 8-mile extension between the "Route 30" portion of Route 210 in San Bernardino and the Route 210 portion that continues West was completed. However, the I-210/Route 215 interchange will not be complete for a few more years. Construction will begin on the interchange in mid-to-late 2008, and completion should be around 2011/2012. A combination of factors, including seismic and structural concerns, are causing the delay of the interchanges that will include elevated "flyover" connectors, similar to those used at the I-215/Route 91 interchange. During that period, it will not be possible to go directly from the EB Route 210 to SB I-215, nor will it be possible to go from NB I-215 to WB Route 210. Other transitions that connect Route 210 to I-215 already exist. The transition from SB I-215 to EB Route 30 (Route 210) is already open. The connector road that will bridge SB I-215 to the WB Route 210 will be operational Route 210 opens. However, those connectors are not designed to handle the heavy traffic loads (2,500 cars/hour) the final connectors can; the current connectors can only carry 1,500 cars/hour. The delays are primarily seismic: in late 1999 and early 2000, a geologist conducting work in the area identified tell-tale signs of the potential for a seismic phenomenon known as fault rupture. Fault-rupture damage can differ greatly from other seismic activity so special planning is needed.
(Information obtained from San Gabriel Daily Bulletin, 5/29/2007)

A side effect of the extension of Route 210 has been an increase in traffic. In 2001, the average daily traffic in both directions on Route 210 at San Dimas Avenue was 67,000 vehicles. That number jumped to 177,000 in 2007, with Caltrans expecting it to rise further when the final leg opens. Route 210 is now among the Southland's busiest freeways. Officials in some San Gabriel Valley communities have complained about spillover traffic on surface streets. San Marino officials said traffic on Huntington Drive jumped 20% after the last section of Route 210 opened in 2002. After Route 210 was extended 20 miles east to Fontana in 2002, Fontana noticed an increase not just in freeway traffic but surface street congestion as folks exited the freeway to avoid its congestion.

It is believed that in September 2007 the entire route will be resubmitted to AASHTO to be redesignated as I-210.

In December 2002, the CTC considered relinquishment of the former surface routing in Rancho Cucamonga (PM SBD 9.4/9.9).

In April 2003, the CTC considered relinquishment of quite a few segments of what was presumably the old routing: 08-SBd-15, 30-PM 9.2/9.4 Routes 15, 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 9.4/9.6 Route 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 12.7/15.0 Route 30 in the City of Fontana; 08-SBd-30, 210-PM 4.0/9.4 Routes 30, 210 in the City of Rancho Cucamonga; and 08-SBd-30, 210-PM 9.2/12.6 Routes 30, 210 in the City of Fontana.

In October 2004, the CTC considered relinquishment of right of way in the City of Fontana, from Knox Avenue to Sierra Avenue, consisting of superseded highway right of way, reconstructed and relocated city streets and cul-de-sacs. The City, by freeway agreement dated November 14, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expired September 15, 2004, without exception.

In July 2007, the CTC relinquished right of way in the city of Claremont, between Williams Avenue and the Los Angeles/San Bernardino County line, consisting of superseded highway right of way, reconstructed and relocated city streets, frontage roads and cul-de-sacs.

As of 2008, the eastern terminus of Route 210 at Route 10 is no longer signed as Route 30/Route 330, Highland/Running Springs. It's now signed as Route 210/Route 330, Pasadena/Running Springs. Also, at the junction of Route 210 and Route 18, freeway entrance shields/overheads have been replaced with Route 210 shields. Other junctions (like Highland Ave/Fwy 210) still have Route 30 freeway entrance shields. The entire former Route 30 Fwy has Route 210 reassurance shields, but certain overheads still contain Route 30 signs (notably with the junction of Route 330), but they may be updated in early 2008.

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 #219: Soundwall construction on the I-210 freeway in Pasadena. $1,440,000.

• High Priority Project #2051: Improve interstates and roads part of the Inland Empire Goods Movement Gateway project in and around the former Norton Air Force Base. $20,000,000.

The portion of this freeway from Route 5 to Route 10 is named the "Foothill Freeway". It was officially named by Senate Concurrent Resolution 29, Chapter 128, in 1991 (although the name had been in use long before then). The first segment opened in 1955; the last segment in 1999.

The interchange with Route 57 (i.e., the former Route 30/Route 210 interchange) is named the "Police Officer Louie Pompei Memorial Interchange". Louis ("Louie") A. Pompei was born August 4, 1964, in Shenandoah, Pennsylvania. He was a physical fitness buff, and body builder, who earned a silver medal in the bodybuilding competition of the 1994 California Police Olympics, and who was a runner on the Glendora-Monrovia-Arcadia Police relay team, which annually competes in the Baker to Vegas 120-mile Challenge Cup relay race. He graduated from Mansfield University, Pennsylvania, in 1986 with a BA degree in Criminal Justice Administration; and was hired as a Police Officer trainee by the Glendora Police Department on October 12, 1987. He graduated from the Los Angeles County Sheriff's Academy on March 4, 1988, and worked in the Patrol Division of the Glendora Police Department from 1988 to 1992 where he developed an enthusiasm for working narcotics cases, working as a narcotics investigator in the Detective Division of the Glendora Police Department from 1992 to 1995. During this time, he was assigned to a position with L.A. IMPACT, a major crimes multijurisdictional task force, composed of officers from agencies throughout the county, primarily dedicated to investigating major drug suppliers through southern California. On June 9, 2002, while off duty in a Vons Market in Via Verde, Officer Pompei attempted to stop an armed robbery takeover in which a box boy was being pistol whipped, and was killed in a fire fight. His colleagues remember him for his love of life, contagious enthusiasm, positive and outgoing attitude, and generous, helpful, and dependable personality. Named by Senate Concurrent Resolution 64, Chapter 105, on August 8, 2002. Surprisingly, the resolution refers to the Route 30/Route 210 interchange, even thought at the time of passage, Route 30 no longer existed. I guess the legislative analyst missed finding that error.

The interchange of I-605 and I-210 is named the Los Angeles County Deputy Sheriff David W. March Memorial Interchange. It was named in memory of Deputy David W. March of the Los Angeles County Sheriff's Department, who was killed in the line of duty at the age of 33 on April 29, 2002, in Irwindale while conducting a "routine" traffic stop. He was a longtime resident of Santa Clarita Valley and a 1988 graduate of Canyon High School where he played football and baseball. He served seven years as a law enforcement officer. It was named by Assembly Concurrent Resolution 142, July 16, 2004. Chapter 122.

The I-15/Route 210 interchange is named the "William Leonard" interchange. William E. Leonard served as Chairman for both the California Highway Commission and the California Transportation Commission (1973-1974).

The portion of this route that approximates the path of old US 66, as well as the parallel original surface routings, are part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

The portion of the route from the City of Duarte to I-15 is named the William H. Lancaster Memorial Highway. William H. ("Bill") Lancaster was born in Bakersfield. He was elected to the Duarte City Council in 1958 and reelected in 1962, and served three terms as the city's mayor. He was elected to the California Assembly in 1972 where he served on the Assembly Committee on Rules, the Assembly Committee on Transportation, and the Assembly Committee on Local Government. He was honored as Legislator of the Year by the League of California Cities in 1991 for his efforts to protect city finances. During his tenure on the Assembly Committee on Transportation, Bill Lancaster fought for the extension of Route 210. He retired from the Assembly in 1992. Named by Assembly Concurrent Resolution 2, Chapter 76, 6/27/2003.

The portion of this route from the existing interchange of Route 210 30 and Route 215, in the City of San Bernardino at post-mile 21.84, to the existing interchange of Route 210 30 and Route 10, in the City of Redlands at postmile 33, is officially named the "Martin A. Matich Highway". This segment was named in honor of Martin A. Matich. Matich served as a Colton City Council member from 1956 to 1958, and served as the mayor of the City of Colton from 1958 to 1960. He also served since 1950 as the president and then the chairman of Matich Corporation, which has been a California company since 1918 and which was founded by his father, John Matich; the company is a leader in providing the highways, airports, and public works projects. He also served his community and state as a member of the Loma Linda University Medical Center, the Loma Linda University Children's Hospital, and the St. Bernardine's Medical Center; as a member of the board of the National Orange Show Foundation; as a member of the board of the Boy Scouts of America-Inland Empire Council; as a member of the board of the Girl Scouts of America-San Gorgonio Council; and as a member and past director of the San Bernardino Chamber of Commerce. He has provided endowed scholarships to the University of Notre Dame under the names of the John Matich Undergraduate Scholarship and the Joyce Athletic Scholarship, and has provided a scholarship to the University of Redlands in the name of Williamina Matich. He also had a constant record of leadership on state transportation issues and, in particular, long-term support for the construction of the Foothill Freeway. Named by Assembly Concurrent Resolution (ACR) 156, Resolution Chapter 144, on 9/12/2006.

The Route 210/I-215 interchange is named the "Gary Moon Memorial Interchange". This interchange was named in memory of Gary Moon, whoserved with utmost distinction as the Director of Freeway Construction for San Bernardino Associated Governments (SANBAG) between October 1990 and March 2003. Mr. Moon earned the respect of the public, elected officials and colleagues for his problem solving abilities, willingness to listen and to take action, sensible and creative approaches to design and construction challenges, fair and kind treatment of staff and coworkers, quick wit and dry sense of humor. During his tenure with the transportation planning agency, Mr. Moon was responsible for the construction of Route 210 in Upland, Rancho Cucamonga, and Fontana, as well as improvements to I-10, Route 60 and Route 71. During his tenure, he was also instrumental in leading project development for the widening of I-215, improvements to congested freeway interchanges, the widening and extension of major streets and the separation of rail crossings from surface streets throughout the San Bernardino Valley. Mr. Moon held a bachelor's degree from Claremont Men's College and both master's and doctorate degrees from Claremont Graduate School, was a former Navy Lieutenant, was a political science instructor at California State University, San Bernardino, and the University of Nevada, Las Vegas, and worked as a principal planner for the Southern California Association of Governments. Too soon after his retirement in March 2003, Mr. Moon was diagnosed with cancer and died after a short battle with the disease at the age of 59 in October 2005. Named by Senate Concurrent Resolution (SCR) 16, Resolution Chapter 86, on 7/10/2007.

Bridge 54-0592 on I-10, the I-10/Route 210 (former Route 30) interchange in San Bernardino county, is designated the "Chresten Knudsen Interchange". It was built in 1962, and was named by Assembly Concurrent Resolution 21, Chapter 47, in 1991. Chresten Knudsen served as a member of the Redlands City Council and in the 1960's was appointed by Governor Ronald Reagan to the Santa Ana Regional Water Quality Control Board.

Commuter lanes exist on this route between Route 134 and Sunflower Avenue. These were opened in December 1993, require two or more occupants, and are always in operation.

As of late 2007, there were some proposals to convert some future lanes E of I-605 into High-Occupancy Toll (HOT) lanes, as well as the lanes between Route 134 and I-605.

In the former Route 30 portion, HOV lanes are under construction or planned as follows:

• From Route 57 to Foothill Blvd. These are scheduled to open in February 1998.
• From Foothill Blvd to the San Bernardino County line. Construction starts January 1998.
• From the San Bernardino County line to Mountain Avenue. Construction starts in February 2000.
• From Mountain Avenue to W of Cucamonga Canyon Wash. Construction starts December 1999.
• From W of Cucamonga Canyon Wash to Hermosa Avenue. Construction starts in October 1999.
• From Hermosa Avenue to 0.4 mi W of East Avenue. Construction starts in November 1998.
• From E of Hemlock Avenue to 02 mi E of Sierra Avenue. Construction starts in December 1999.
• From 0.2 mi S of Pipeline Avenue to 0.9 mi S of Central Avenue. Construction starts in December 2000.
• From Linden Avenue to Riverside Avenue. Planning stages.
• From Riverside Avenue to State Street. Construction starts in 2000.
• From State Street to 0.4 mi E of I-215. Construction starts in 2000.

This portion of this route from Route 66 to Route 110 was part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925.

This route replaced a surface routing (i.e., old US 66) that was part of the "National Old Trails Road".

This route replaced a surface routing (i.e., old US 66) that was part of the "New Santa Fe Trail".

This route replaced a surface routing (i.e., old US 66) that appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

Approved as chargeable Interstate on 9/15/1955. Removing interstate status from the former routing between (former) Route 30 and Route 10 (current Route 57), and transferring it to routing from Route 57 to Route 10 in Redlands was submitted to AASHTO in 1998, deferred, resubmitted in 1999, and then withdrawn. Other designations proposed for this route were I-12 (November 1957), I-14 (December 1957), and I-102 (April 1958).

• Cal-NExUS Exit Numbering: Route 210
• Western Exit Guide: Route 210 (Jeff Stapleton)
• Foothill Freeway Exit Lists (Mike Ballard)
• I-210 Strip Chart (Andrew Tompkins; XML Required)

• The Crosstown Freeway (Old CA 30, CA 259, BR 18, Old CA 106) (Cameron Kaiser)
• California @ AARoads: California 210 (Alex/Andy)
• Finding US 66 (Casey Cooper)
• High Priority Corridors @ AARoads.com: Southwest Passage/Interstates 8, 10, and 210 (Corridor 34)
• Other Route 66 Links
• Route 66 on the Internet
• 3 Digit Interstates: I-210

[SHC 263.8] From Route 5 near Tunnel Station to Route 134, and from Route 330 near Highland to Route 10 near Redlands.

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

Overall statistics for Route 210 (before the addition of former Route 30 and the transfer to Route 57):

• Total Length (1995): 49 miles
• Average Daily Traffic (1992): 14,500 to 256,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 49.
• Previous Federal Aid Milage: FAI: 49 mi.
• Functional Classification: Prin. Arterial: 49 mi.
• Counties Traversed: Los Angeles, San Bernardino.

In 1939, Chapter 338 added the route “[LRN 28] near Canby to the Oregon State Line near Merrill” to the state highway system, provided that the United States Government, through its agencies the Bureau of Public Roads and Forest Service construct or reconstruct [the highway] with highway funds or any other funds made available by congress for highway purposes within the state of California. No number was assigned.

In 1943, Chapter 964 repealed the 1939 definition and added the route, with the same routing, as LRN 210.

In 1959, Chapter 1062 reworded the route and added a second segment:

1. [LRN 28] near Canby to the Oregon line near Hatfield.
2. From a point on the highway in segment (1) near Hatfield to [LRN 72] near Dorris.

This was numbered as follows:

1. From LRN 28 (Route 139; present-day Route 139/Route 299 junction) near Canby to the Oregon line near Hatfield.

   This was present-day Route 139.

2. From a point on the highway in segment (1) near Hatfield to LRN 72 (US 97) near Dorris.

   This is present-day Route 161.

From Route 1 near Rockport to Route 101 near Fernbridge.

In 1963, Route 211 was defined as "Route 99 near Delano to Route 65." In 1965. Chapter 1372 deleted that definition of Route 211 and added the route to Route 155.

In 1984, Chapter 409 redefined the route as "Route 1 near Rockport to Route 101 near Fernbridge". This was the result of a diversion of Route 1 was diverted to terminate at US 101; this was an unconstructed segment of Route 1 (SB 2471, Chapter 409). It is unconstructed from Route 1 to Ferndale.

The 1963-1965 definition of Route 211 was part of LRN 136, defined in 1933. A portion of this routing is now Route 155.

The post-1984 routing was originally part of LRN 56, and was to have been signed as part of Route 1.

Route 1 and Route 211 from Mill Valley (Marin County) to Ferndale (Humboldt County) are named the "Shoreline Highway. The portion of the route between Rockport and Ferndale (Route 211) is not constructed. The road runs along the Pacific Shore. Named by Senate Concurrent Resolution 91, Chapter 239 in 1957.

This route is the "Lost Coast Highway". John McKinney and the Trailmaster Inc. have a good side on The Lost Coast.

The current routing is unconstructed from Route 1 to Ferndale and is not signed. The portion of the route between the Ferndale city limits and US 101 is signed. The traversable route in Mendocino County is Chemise Mountain Road, Wilder Ridge Road, and Mattole Road.

Overall statistics for Route 211:

• Total Length (1995): 5 miles traversable; 103 miles unconstructed.
• Average Daily Traffic (1992): 3,450 to 5,800
• Milage Classification: Rural: 108; Sm. Urban: 0; Urbanized: 0.
• Previous Federal Aid Milage: FAS: 5 mi.
• Functional Classification: Collector: 5 mi.
• Counties Traversed: Mendocino, Humboldt.

This route number appears not to have been assigned by the California Legislature before the 1963 renumbering.

No current routing.

In 1963, Route 212 was defined to run from the east city limits of Los Angeles to Route 10 near El Monte. This routing was deleted in 1965 by Chapter 1372.

The 1964-1965 routing of Route 212 was segment (1) of LRN 77, defined in 1933. This corresponded to the pre-freeway surface street routing of US 60/US 70 along Valley Blvd.

In 1947 (1st Ex Session), Chapter 13 defined LRN 212 as “the Nevada-California State Line in the southern portion of Pahrump Valley to [LRN 23] near Freeman”

In 1955, Chapter 76 reiterated the definition and indicated that Section 600 was applicable to the route. Later that year, Chapter 1488 removed the language relating to Section 600.

This route is present-day Route 178.

From 25th Street in San Pedro to Route 405 via Western Avenue.

The commission may allocate from the State Highway Fund the necessary funds for the construction of all or any portion of said route when the County of Los Angeles and the Cities of Los Angeles and Torrance have entered into a co-operative agreement with the department wherein the said cities and county shall furnish to the state of California without charge all right-of-way necessary and agree to pay one-half the cost of plans and construction.

In 1963, this route was defined as "25th Street in San Pedro to Route 405 via Western Avenue." Later that year, Chapter 1729 added the condition: “The commission may allocate from the State Highway Fund the necessary funds for the construction of all or any portion of said route when the County of Los Angeles and the Cities of Los Angeles and Torrance have entered into a co-operative agreement with the department wherein the said cities and county shall furnish to the state of California without charge all right-of-way necessary and agree to pay one-half the cost of plans and construction.”

This was LRN 291, defined in 1961.

The traversable route from Carson St to I-405 is Western Avenue. There is a parallel unconstructed routing.

Overall statistics for Route 213:

• Total Length (1995): 8 miles constructed; 2 miles unconstructed.
• Average Daily Traffic (1992): 26,000 to 36,500
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 10.
• Previous Federal Aid Milage: FAU: 7 mi.
• Functional Classification: Prin. Arterial: 8 mi.
• Counties Traversed: Los Angeles.

In 1947, Chapter 1370 added the route “to parallel approximately but not coincide with [LRN 4] near the northerly city limits of San Fernando to a point on said route near the southerly limits thereof”. The route was added with no number.

In 1949, Chapters 909 and 1467 deleted the 1947 definition of the route, and added the route to the highway code as LRN 213 as “from a point on [LRN 4] near the northerly limits of San Fernando to a point on [LRN 4] near the southerly limits of San Fernando, approximately paralleling but not coinciding with [LRN 4]”

In 1961, Chapter 1146 added the condition that LRN 213 would “cease to be a state highway when the commission relinquishes that portion of the present [LRN 4] in the City of San Fernando upon the relocation of [LRN 4] outside of the City of San Fernando”.

This route is no longer a state highway. It was Truman Street and San Fernando Road through the city of San Fernando, and corresponds to a business routing (i.e., former surface street routing) for US 99. It is not presently in the state highway system. It was constructed in 1950.

No current routing.

In 1963, Route 214 was defined as the route from "Route 19 near Lakewood to Route 5 near Anaheim." This routing likely ran along Carson and Lincoln Blvds.

In 1965, Chapter 1372 added the condition that “this route shall cease to be a state highway when Route 91 freeway is completed from Route 19 to Route 5 and the commission relinquishes that portion of present Route 91 from Route 19 to Route 5.”

In 1981, Chapter 292 deleted the routing.

The 1964-1981 routing was the old surface street routing of US 91 (pre-1963 Route 15) along Lincoln Avenue between US 101 (present-day I-5) and Route 19. This is LRN 178.

In 1949, Chapter 1467 added LRN 214 as "[LRN 68] near Ralston Ave to [LRN 55]" This was roughly Ralston Ave in Belmont between US 101 and Route 35/I-280.

In 1953, Chapter 1485 deleted that definition, operative January 1, 1955

In 1959, Chapter 1062 added a new definition of LRN 214, as the route from LRN 239 (future I-280) near Woodside to LRN 68 (Bypass US 101; present-day freeway US 101) at the Harbor Boulevard Interchange in Redwood City. This appears to have been the designation for surface LRN 107 created in advance of the freeway routing for LRN 107 (although until the freeway was constructed, both were technically LRN 107). The route was Route 84 along Woodside Road.

From Route 15 near Temecula to Route 15 near Devore via Riverside and passing near San Bernardino.

This route was once signed as I-15E.

In 1963, Route 215 was defined as "Route 60 at Pomona to Route 66 west of Claremont." The route ran along Garey Avenue between US 60 and US 66.

In 1965, Chapter 1372 deleted this routing.

In 1982, Chapter 681 redefined Route 215 as the future interstate routing: “Route 15 near Temecula to Route 15 near Devore via San Bernardino and passing near Riverside.” This was a renumbering of Route 194.

In 1994, Chapter 1220 clarified the definition: “Route 15 near Temecula to Route 15 near Devore via Riverside and San Bernardino and passing near Riverside.”

The 1964-1965 routing of Route 215 was LRN 19, and was the pre-1964 Route 71. It was defined in 1931.

The post-1982 routing had the following signage history:

1. Between 2 mi N of Temecula and Riverside: The route was signed as US 395, and was LRN 78 (defined in 1931). This was I-15 between 1964 and 1969. For a time it was signed as I-15E.

2. Between jct US 60/US 91 (present-day Route 60/Route 91/Route 215 junction) and jct US 60/US 395 (present-day Route 60/I-215 junction): The route was cosigned as US 60/US 395, and was LRN 19, defined in 1909. It was I-15 between 1964 and 1996. For a time it was signed as I-15E.

3. Between Riverside and San Bernardino: The route was cosigned as US 91/US 395, and was LRN 43, defined in 1931. This was I-15 between 1964 and 1969. For a time it was signed as I-15E.

4. Between San Bernardino and Devore: The route was cosigned as US 91/US 66/US 395, and was LRN 31, defined in 1915. This was signed as I-15 between 1964 and 1969; for a time it was signed as I-15E.

CTC is in the process of considering construction of two HOV or two mixed-flow lanes between University Avenue and Day Street in Riverside County; and, in the same area, construciton of a truck-bypass connector, bicycle lanes, auxiliary lanes, two direct connectors, and several interchanges; removal of ramps and interchanges; and structure widening, overcrossing reconstruction, connectors realignment, and ramp meter installation. [Negative EIR, May 2002, 2.2c.(2)]

In 2007, the CTC authorized using the Corridor Mobility Improvement Account (CMIA) to fund segments 1 and 2 ($49,120K, total cost $430,341K) and segment 5 ($59,000K, total construction costs $64,875K) of construction of HOV and mixed lanes between I-10 and I-210. They also approved $22 million to fund the I-210/I-215 connectors. This was also on the January 2007 CTC agenda.

There is a significant project to reconstruct the Route 91/I-215/Route 60 interchange. Details may be found here. The project includes rebuilding the Spruce Street bridge; relocating the existing eastbound on-ramp to Route 60 from Orange Street to Main Street; and widening the existing highway undercrossing bridges at University Avenue, Mission Inn Avenue and Third Street. There are also plans to replace the existing southbound (to I-215) loop ramp with a direct freeway-to-freeway connector, as well as replacing the northbound to westbound (to Route 91) loop ramp with a direct freeway-to-freeway connector. There are also plans to remove the existing I-215 southbound off-ramp and northbound on-ramp at Spruce Street. These ramps will be relocated to Route 91 as an eastbound off-ramp and a westbound on-ramp at the new Spruce Street overcrossing bridge. The project will also realign East La Cadena Drive between 1st and Spruce Street, and provide a grade separation at the railroad crossing, as well as realigning West La Cadena Drive to accommodate the new interchange connectors. The Route 91 main line will be widened, and auxiliary lanes added between University and the 60/91/215 interchange. Additionally, I-215 (Route 60) will be widened from the 60/91/215 interchange to the 60/215 junction, including extending the existing carpool lanes from University Avenue to the 60/215 junction, and providing auxiliary lanes leading to and departing from the new freeway connectors. The existing I-215 (Route 60) Blaine Street, Iowa Avenue and Linden Street overcrossing bridges will be reconstructed to span the new freeway widening, and the existing I-215 (Route 60) Blaine Street, University Avenue and Central Avenue/Watkins Drive interchanges will be improved, including ramp widening. Sycamore Canyon Boulevard will be realigned at Central Avenue. The project will construct a new interchange at Martin Luther King Boulevard, and remove the existing El Cerrito Drive interchange. The existing railroad overhead bridges at Down Street and Chicago Avenue will be widened. At the 60/215 junction, a truck by-pass connector will be constructed from southbound I-215 to eastbound Route 60 and southbound I-215. On Route 60, the existing Day Street interchange will be modified. On I-215, the Box Springs Road interchange will be rebuilt with an overcrossing bridge. Lastly, there will be a a concrete barrier on northbound I-215 at the junction to westbound Route 60. This project has taken three years, cost over $317-million, and should conclude in Spring 2008. Caltrans officials plan to open two new connector ramps by the end of 2007, including one that soars 72 feet high and measures just over a mile long.

One of the side-effects of this project was a bottleneck where the freeway narrows from three lanes to one in Moreno Valley. Caltrans created the bottleneck in 2006 to protect workers widening the Box Springs Road bridge over a railroad as part of the Route 60/Route 91/I-215 interchange project. But when the Caltrans deleted the bridgework from the project in 2007 to save time and money, Caltrans did nothing to ease the traffic headache. The narrowing occurs where westbound Route 60 funnels into one lane at the merger with northbound I-215. In April 2008, Caltrans plans to make this two lanes again, but only temporarily. The merger will be narrowed again in late 2009 or early 2010, this time for workers to finish the same freeway bridge, now part of a different project managed by the RCTC. The bridge has had numerous construction problems. In February 2007, workers found that the reinforcing steel, or rebar, they had installed for one of the bridge's supports did not leave enough space for the planned insertion of high-tensile steel to strengthen the bridge. Caltrans admitted they had made a design error and instructed the contractor Washington-Obayashi to torch-cut and remove the conflicting rebar. Caltrans paid about $56,000 to correct the error. A few months later, Caltrans instructed workers to even out the bumpy concrete deck of the bridge by grinding it down. But then Caltrans and the contractor determined that doing so would thin out the rebar in some places and damage the bridge. Caltrans and the contractor agreed to solve the problem by paving over the deck with a special concrete and making other repairs. Late submissions to the railroad company and delayed change orders for the bridge would delay the project even more. By the end of May, Caltrans announced it planned to delete the remaining work on the bridge. The decision, made final in October, cut almost $800,000 from the contract, and allowed construction to proceed on other parts of the project. In order to drop the bridgework, Caltrans estimated it will have to spend $100,000 to shore up and retrofit the partially built bridge. Additionally, during construction, Caltrans found that its plans for the bridge were not compatible with an upcoming Riverside County Transportation Commission project to improve the East Junction. In October 2007, the Riverside County Transportation Commission added the deleted bridge widening along with other East Junction work to an upcoming project in a vote that increased that project's budget from $35.4 million to $55.7 million. The commission cobbled together funding for the increase from federal, state and local sources.
[Source: Riverside PE, March 22, 2008]

In January 2007, the CTC considered relinquishment of right of way in the City of Riverside, consisting of 5 segments (a mix of Route 91 and I-215) along La Cadena Drive from Malta Place to Spruce Street and from Strong Street to Spring Garden Street, and a portion of Kansas Avenue between Roberta Street and Spruce Street, consisting of reconstructed and relocated city streets, frontage roads and culde- sacs.

There are plans to add HOV lanes through downtown San Bernardino, from Route 10 to Route 210. This is TCRP Project #57. This project will add two HOV lanes and two mixed flow lanes, including operational improvements and interchange modifications, through San Bernardino. The project is to be delivered in segments. In June 2006, the CTC designated San Bernardino Associated Governments (SANBAG) as the Implementing Agency, and updated the schedule due to the delay in obtaining FHWA approval of the environmental re-evaluation for the corridor, during which only limited right-of-way acquisition was allowed by FHWA. The project is now scheduled to complete in FY 2012.

In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening this route from the east junction with Route 60 south to I-15.

In September 2006, the CTC considered relinquishment of right of way in the County of Riverside, on the west side of Route 215, between Nuevo Road and Oleander Avenue. (8-Riv-215-PM 27.9/32.4)

There are a number of projects in the works for the I-215 corridor between Murrieta and Moreno Valley. Construction isn't expected to begin until 2010 at the earliest. The first phase would add lanes in the median and the remaining phase, not expected until 2015, would widen the freeway to its ultimate width, which is yet to be decided. According to the LA Times Bottleneck blog in September 2007, the CTC approved $13 million to widen I-215 from the I-15/I-215 interchange north to Nuevo Road in Perris. The allocation was part of a larger $674 million funding announcement for 35 transportation-related projects statewide. Funding sources include $225 million from Proposition 1B, $60 million from Proposition 42 and $389 million from the Public Transportation Account. (CNS). As of December 2007, there were community public meetings in Perris on this widening. It was noted that Caltrans has started the preliminary engineering and environmental planning process, and that the entire $417M, three-part project would widen about 29.25 miles on I-215 between I-15 and Route 60. The central portion of the project is expected to save about 4,600 hours of vehicle delays and 2,000 gallons of gasoline per day, according to Caltrans and the RCTC. Construction for this portion is expected to begin in 2012.

In 2007, the CTC recommended that the Corridor Improvement Mobility Account fund widening from I-15 to Scott Road ($38,579K recommended out of a request of $62.231K). It did not recommend funding for a mixed flow lane between Scott Rd. and Nuevo Rd ($172,730K) or HOV lanes between Nuevo Rd. and Box Springs Rd. ($181,700K).

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 #2051: Improve interstates and roads part of the Inland Empire Goods Movement Gateway project in and around the former Norton Air Force Base. $20,000,000.

• High Priority Project #3140: I-215/Los Alamos Road Interchange Project. $1,600,000.

• High Priority Project #3209: Route 74/I-215 Interchange Project. $800,000.

The portion of this route from Route 60 to the southerly 215/15 junction is named the "Escondido" Freeway.

The portion of this route between the intersection of Route 60 and the Ramona Expressway in Riverside County is named the "Armed Forces Freeway". This segment was named to commemorate the extensive military history of Riverside County, from 1774 when Lieutenant Colonel Juan Bautista de Anza marched through the area now occupied by March Air Reserve Base, to the formation of Riverside's own World War I volunteer regiment (the Rainbow Rifles), to the establishment of Alessandro Field in February 1918, to the numerous military facilities established throughout the county that contributed to the Nation's war effort during World War II, to today's strategically located and thriving March Air Reserve Base. Riverside County has been home to many important military facilities, including Camp Rancho del Jurupa (1862, Army), Camp Rubidoux (World War II, California State Guard), Camp Ono (World War II, Army), Camp Haan (World War II, Army), Camp Anza (World War II, Army), March Air Force Base and March Air Reserve Base (World War I and continuing, Army Air Corps and Air Force), with additional subsidiary and medical facilities located in Norco, Thermal, Desert Center, Blythe, Banning, Beaumont, Cherry Valley, Hemet, and Palm Springs. The designated portion of Route 215 runs between present day March Air Reserve Base and the Riverside National Cemetery, home of the Medal of Honor Memorial, the Prisoner of War/Missing in Action National Memorial, and the Fallen Soldier/Veterans' Memorial, and thus is a fitting tribute to honor the many men and women of our Armed Forces who have at one time or another called this area home. Named by Assembly Concurrent Resolution (ACR) 22, Resolution Chapter 106, on 7/25/2007.

The portion of this route from Murrieta Hot Springs Road and McCall Boulevard in the County of Riverside is officially named the "Riverside County Deputy Sheriff Eric Andrew Thach Memorial Freeway". Riverside County Deputy Sheriff Eric Andrew Thach died in the line of duty on October 8, 1999 while responding to a reported "open door" call at a residence in the Pedley area of Riverside County. This turned out to be a home invasion robbery involving a kidnaping. Sherrif Thach was ambushed and shot in the back as he approached the residence. Fellow deputies immediately came to Deputy Thach's aide, and he was transported by ambulance to the hospital where he died. Deputy Thach's killer fled the location on foot and was later shot during a confrontation with members of the Riverside County Sheriff's Emergency Services Team a few miles from the location. Deputy Thach was awarded the Riverside County Sheriff's Department Medal of Honor for his sacrifice and devotion to duty, exemplified by his conduct and actions on October 8, 1999. Named by Senate Concurrent Resolution 92, Chapter 134, September 12, 2000.

The portion of this route from the Route 60/Route 91/Route 215 junction to Route 10 is named the "Riverside Freeway". It was named by the State Highway Commission (date unknown).

The portion of this route from Highland Avenue in San Bernardino to the northerly 215/15 junction is officially named the "Barstow" Freeway. It was named by the State Highway Commission in 1958. Barstow refers to the city of Barstow, which was named in 1886 by the Santa Fe Railroad for its president, William Barstow Strong.

This portion of this route from the northern I-15/I-215 junction to the Route 66 junction is part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

Bridge 53-1367, the I-10/I-215 separation in Los Angeles county, is named the "James A. Guthrie Memorial Interchange". It was built in 1960, and named by Senate Concurrent Resolution 57, Chapter 193, in 1970. James A. Guthrie was a presidential elector from California in 1956. He served from 1943 to 1967 as a member of the California Highway Commission.

The Route 210/I-215 interchange is named the "Gary Moon Memorial Interchange". This interchange was named in memory of Gary Moon, whoserved with utmost distinction as the Director of Freeway Construction for San Bernardino Associated Governments (SANBAG) between October 1990 and March 2003. Mr. Moon earned the respect of the public, elected officials and colleagues for his problem solving abilities, willingness to listen and to take action, sensible and creative approaches to design and construction challenges, fair and kind treatment of staff and coworkers, quick wit and dry sense of humor. During his tenure with the transportation planning agency, Mr. Moon was responsible for the construction of Route 210 in Upland, Rancho Cucamonga, and Fontana, as well as improvements to I-10, Route 60 and Route 71. During his tenure, he was also instrumental in leading project development for the widening of I-215, improvements to congested freeway interchanges, the widening and extension of major streets and the separation of rail crossings from surface streets throughout the San Bernardino Valley. Mr. Moon held a bachelor's degree from Claremont Men's College and both master's and doctorate degrees from Claremont Graduate School, was a former Navy Lieutenant, was a political science instructor at California State University, San Bernardino, and the University of Nevada, Las Vegas, and worked as a principal planner for the Southern California Association of Governments. Too soon after his retirement in March 2003, Mr. Moon was diagnosed with cancer and died after a short battle with the disease at the age of 59 in October 2005. Named by Senate Concurrent Resolution (SCR) 16, Resolution Chapter 86, on 7/10/2007.

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

The portion of this route from the northern I-15/I-215 junction to Route 66 (former US 91/US 66) is part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925.

The original surface routing replaced by I-215 (i.e., old US 66) was part of the "National Old Trails Road".

The original surface routing replaced by I-215 (i.e., old US 66) was part of the "Santa Fe Trail".

The original surface routing replaced by I-215 (i.e., old US 66) appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

All of original US 395 (which includes all of I-215) was part of the "Three Flags Highway".

The portion from Devore to I-10 was accepted as 139(b) non-chargeable milage in 1972 as I-215, changed to I-15E in 1973, changed back to I-215 in 1982. In 1996, it was constructed to 139(a) standards. The portion between Route 10 and Route 60 was accepted as 139(a) milage in 1973. The portion between Route 60 and Route 15 was accepted as 139(a) milage in 1972.

• Cal-NExUS Exit Numbering: Route 215 North
• Cal-NExUS Exit Numbering: Route 215 South
• Western Exit Guide: Route 215 (Jeff Stapleton)
• I-215 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Interstate 215 (Alex/Andy)
• California @ AARoads: US 395 (Andrew Field)
• Finding US 91 (Casey Cooper)
• Finding US 395 (Casey Cooper)
• 3 Digit Interstates: I-215 (Kurumi)

HOV lanes are planned as follows:

• From I-10 to Route 30. This is TCRP Project #57.
• From the Riverside County line to Orange Show Road. Construction starts in July 1998.
• From Route 60/Route 91 to University Avenue in Riverside. Construction starts in September 1997.
• From University Avenue to the E Route 60/Route 215 junction. Construction starts in July 1999.

[SHC 263.8] From Route 74 near Romoland to Route 74 near Perris.

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

[SHC 164.19] Entire route.

Overall statistics for Route 215:

• Total Length (1995): 54 miles
• Average Daily Traffic (1992): 32,500 to 172,000
• Milage Classification: Rural: 5; Sm. Urban: 19; Urbanized: 30.
• Previous Federal Aid Milage: FAP: 54 mi.
• Functional Classification: Prin. Arterial: 54 mi.
• Counties Traversed: Riverside, San Bernardino.

This route number appears not to have been assigned by the California Legislature before the 1963 renumbering.

From Visalia to Route 198 near Lemon Cove via Woodlake.

This routing is unchanged from its 1963 definition.

This was LRN 133 between Visalia and Woodlake. It was LRN 131 between Woodlake and Lemon Cove. Both routes were defined in 1933. It was not signed before 1963.

A routing along Lovers Lane between Houston Road and Route 198 in Visalia was adopted on July 9, 1993.

Overall statistics for Route 216:

• Total Length (1995): 19 miles
• Average Daily Traffic (1992): 1,850 to 8,900
• Milage Classification: Rural: 14; Sm. Urban: 2; Urbanized: 3.
• Previous Federal Aid Milage: FAP: 19 mi.
• Functional Classification: Prin. Arterial: 3 mi; Minor Arterial: 16 mi.
• Counties Traversed: Tulare.

In 1959, Chapter 1853 added LRN 216 as the route “[LRN 20] north of Susanville to [LRN 28] near Adin”.

This route runs from the junction of Route 139 and Horse Lake Road to Route 299 near Adin. This is Route 139.