www.cahighways.org
California Highways
Routes 233 through 240
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www.cahighways.org |
California HighwaysRoutes 233 through 240 |
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
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From Route 152 to Route 99 at Chowchilla via Roberson Boulevard.
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This routing remains as defined in 1963.
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This was LRN 124, defined in 1933.
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Overall statistics for Route 233:
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In 1953, Chapter 1787 defined LRN 233 as: “(a) High Street, Oakland, between [LRN 69] and [LRN 5]; (b) [LRN 227] near the intersection of Park Boulevard, Oakland to [LRN 75] near Lafayette”. In 1957, Chapter 52 renumbered this definition as LRN 235. However, Chapter 1791 also defined LRN 233 as “[LRN 83] near Sierraville to [LRN 21] near Vinto, via Loyalton. Provided, however, that Section 600 of the Streets and Highways Code shall be applicable to the route added to the State Highway System by this section the same as if said route had been added by the Collier-Burns Highway Act of 1947, and the Department of Public Works shall not be required to maintain any portion of said route until the same has been laid out and constructed as a state highway” In 1955, Chapter 1488 removed the language relating to Section 600. This was part of Route 49. |
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From Route 5 near French Camp to Route 99.
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This route remains as defined in 1963.
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This was LRN 261, defined in 1959.
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This routing is unconstructed. According to one Caltrans document, the traversable route is French Camp Road (San Joaquin County Route J9). However, one Caltrans map makes the route appear to be Arch-Airport Rd. Caltrans has no plans to assume maintenance of the traversable route.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 234:
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In 1953, Chapter 1700 defined LRN 234 as:
In 1957, Chapter 1911 deleted this LRN. It appears to never have been constructed, nor a sign route number assigned. |
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From Route 5 to Route 99 north of the Calaveras River in Stockton.
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In 1963, this route was defined as “Route 5 to Route 99 north of the Calaveras River.” In 1990, Chapter 1187 clarified the terminus: “…to Route 99 north of the Calaveras River in Stockton.”
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This route was proposed LRN 260, defined in 1959.
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This routing is unconstructed. The traversable route is Eight Mile Road according to one Caltrans document, but according to a Caltrans map, it may be Hammer lane J-8. The county is placing the road into a state of good repair. There is no schedule for Caltrans to assume maintenance.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 235:
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In 1953, Chapter 1787 defined LRN 233 as:
In 1957, Chapter 52 renumbered this definition as LRN 235. In 1957, Chapter 1911 rewrote the definition of (a): "(a) A connection with [LRN 69] near 42d Avenue to a connection with [LRN 5] near High Street in Oakland" In 1959, Chapter 1062 extended the route again by adding (c): “[LRN 75] near Lafayette to [LRN 75], described in Section 375(a), near Concord” This route was signed as follows:
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From Route 9 near Boulder Creek to Route 9 near Waterman Gap via Governor's Camp in Big Basin Redwoods State Park.
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In 1963, this route was defined as “Route 9 near Boulder Creek to Route 9 near Waterman Gap via Governor's Camp in Big Basin Redwood State Park.” In 1990, Chapter 1187 clarified the origin: “Route 9
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This was LRN 44 (defined in 1917) between Route 9 near Boulder Creek and Big Basin, and LRN 42 (defined in 1913) between Big Basin and Route 9 near Waterman Gap. Before 1964, this was signed as part of Route 9 (one of the original 1934 signed routes).
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[SHC 263.1] Entire route.
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Overall statistics for Route 236:
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In 1955, Chapter 1789 defined LRN 236 as “…a point northwest of the City of Santa Barbara on [LRN 2] to the campus of the University of California at Santa Barbara, Goleta Campus. The commission shall allocate from the State Highway Fund the necessary funds for the construction of said route. The allocation of money provided for in this section shall be made out of moneys contained in the State Highway Fund available for construction of state highways in County Group No. 2, but which is not subject to Section 188.4; and expenditures from such allocation shall be credited against the expenditures required to be made pursuant to Section 188.4 in Santa Barbara County until June 30, 1963. This route shall be a memorial to the late Senator Clarence C. Ward of Santa Barbara County and shall hereafter be known as Clarence Ward Memorial Boulevard.” This is present-day Route 217. |
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From Route 82 near Mountain View to Route 680 in Milpitas.
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In 1963, this route was defined as “Route 82 near Mountain View to Route 17 near Milpitas.” In 1965, Chapter 1371 extended the route from I-880 to I-680 by changing "Route 17" to "Route 680". This was done because there were once plans to build a Route 237 freeway angling northeast from about Zanker Rd, crossing I-880 near Dixon Landing Rd, and intersecting I-680 at Scott Creek Rd. There's a bridge at the latter interchange over "nothing", and with sharp eyes you can spot the "future rt. 237" marking on I-680 NB. In 1988, Chapter 106 clarified the routing to be “Route 82
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This was originally part of Route 9. It was LRN 113, defined in 1933. Before the current bridge over the Guadalupe River was constructed, it took a route into Alviso via Gold Street north and 1st Street southwest back to current Route 237.
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This is completely constructed to freeway standards from 1/2 mile from Route 82 to I-880; the last segment (from Middlefield Road to Maude Avenue) opened in 1997. There is currently construction work ongoing at the intersection with I-880. At one time, there were plans to build this a freeway from I-680 to I-880. However, this now seems unlikely, and a study is being conducted in 2002 to explore upgrading Route 262 instead. According to a posting by Joe Rouse on m.t.r, the planned freeway alignment tied in with the existing alignment west of I-880, crossing I-880 at Dixon Landing Road, and ending at I-680 just south of Scott Creek Road. There are two bridges on I-680 just south of Scott Creek where the ramps would have passed underneath that might have been part of the plan. The problem with this hypothetical routing (it is unclear if it ever went beyond the "on paper" level) was that it would go through a big chunk of the South Bay National Wildlife Refuge. Daniel T. reported on m.t.r that the 1967 and 1969 Gousha maps of San Jose both show the proposed routing, and this routing matches the 1967 Regal Map of San Jose, which actually shows interchange designs. According to the map routings, the I-680 to I-880 connector left the current Route 237 alignment just east of Lafayette Street. It then went NE to Zanker Road, with a standard diamond interchange. It then turned NNE, having a modified cloverleaf interchange with the Nimitz Freeway (EB 237/NB Nimitz and WB 237/SB Nimitz were to be flyovers). Dixon Landing would have been rerouted to loop around the southern end of this interchange. Route 237 would then cross the Alameda/Santa Clara County line, have a half interchange at Oakland Road (straight ramps for EB 237/SB Oakland, loop ramps for NB Oakland/WB 237). The last interchange, 237/680, would be a trumpet, with EB 237/NB 680 flying over and NB 680/WB 237 flying under (at Scott Creek Road, hence the Caltrans Bridge Log entry). [CTC February 2002 Agenda Item 2.3c]. The following segments of the original routing may have been relinquished: PM R5.6 to PM R5.8 in the City of San Jose. In November 2006 and February 2008, the CTC considered relinquishment of segments in San Jose, consisting of reconstructed and relocated city streets. The February 2008 relinquishement was near Zanker Road.
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The portion of this route constructed to freeway standards is named the "Southbay" Freeway.
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Bridge 37-470, the South Alviso Overhead bridge in the City of San Jose, is officially designated the "Warren West Memorial Bridge". It was built in 1993, and was named by Assembly Concurrent Resolution No. 59, Chapter 105, in the same year. Warren West was driving piles to support the South Alviso Overhead when he suffered a fatal heart attack on January 22, 1993.
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In Santa Clara County, there is a westbound HOV lane from the I-880/Route 237 junction to E of Mathilda Avenue, for a length of 6 mi. Eastbound, there is a HOV lane from Mathilda Avenue to 1.1 mi W of I-880, for a length of 5.7 mi. The westbound lane was opened in 1984, extended in 1991, and relocated in 1995. The eastbound lane was opened in 1984, extended in 1991, relocated in 1995, and shortened in 1996. These require two or more occupants, and are in operation weekdays during the following hours: 5:00-9:00pm and 3:00-7:00pm. There are plans to connect direct HOV connectors between Route 237 and Tasman Drive. July 2002 CTC Agenda.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 237:
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In 1956 (ex. sess.), Chapter 63 defined LRN 237 as “Junipero Serra Boulevard as it exists and as it was constructed by Joint Highway District No. 10 from its junction with [LRN 56] in Daly City to the present terminus of said highway in the City of San Bruno. Upon the effective date of this section, the Joint Highway District No. 10 shall be dissolved in accordance with the provisions of Chapter 20 of Part 1 of Division 16 of the Streets and Highway Code and all property, assets, and liabilities of said district shall become the property of the State.” This is a close approximation of the current route of I-280, but was really the original 1964 routing of Route 117. |
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From Route 680 in Fremont to Route 61 near San Lorenzo via Hayward.
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In 1963, Route 238 was defined as “Route 680 near Warm Springs to Route 61 near San Lorenzo via Hayward.” In 1965, Chapter 1371 changed the origin to “Route 680 Note that for a long time, the routings of present-day Route 238 and Route 9 were duplicated. After Route 680 was built between the two Mission Blvds, Mission lost the designation as Route 238, until reaching the northernmost interchange. Also, at one time there was talk of having Route 238 use the routing of Warm Springs Blvd and Old Oakland Hwy. A couple of maps showed the signage as such, and this is confirmed in a 1966 CHPW. Where Route 238 veers off of I-680, between the Durham and Washington exits, where I-680 makes a turn, there is an overpass over the southbound lanes and some pavement suggesting that there might have been an exit from the leftmost northbound lane and an "entrance" to the leftmost southbound lane. This is the beginning of a proposed "Mission" Freeway (upgrade of Route 238) that was never built. More on the proposed "Mission" or "Foothill" freeway. The state's initial plan for the proposed Foothill Freeway, also known as the Hayward Bypass, was initially adopted in 1961. Caltrans wanted to construct a freeway through the Hayward foothills, reaching from I-580 south to Industrial Parkway and eventually Fremont. Caltrans agents, using the threat of eminent domain, bought up 620 parcels -- some with homes or business -- in and around Hayward. In 1986, after years of inaction, Alameda County voters passed a transportation sales tax measure that called for constructing a Hayward freeway. The measure earmarked money from a one-half cent sales tax increase to "...a six-lane freeway/expressway along Foothill Boulevard and Mission Boulevard to Industrial Parkway," the ballot read. But Caltrans' proposed $244 million freeway ended up aligned a half mile east of those roadways in the hills. Opponents sued, arguing the project described on the ballot was not the freeway envisioned in 1961. A judge ruled in 2002 that the hillside freeway being designed by ACTA and the California Department of Transportation was different from what voters approved in 1986, thereby disqualifying the project from Measure B funds. The final chapter was written in April 2004, when Caltrans appeal of a trial court decision blocking the long-debated transportation project was rejected. The First District Court of Appeals in San Francisco reaffirmed the ruling Alameda County Judge Gordon Baranco made in January 2002 that Caltrans' proposed route for the freeway through the hills was not the one voters approved with a ballot measure funding the project. According to the Tri-Valley Herald, under a variety of different names and versions, the freeway—a north-south link between Interstate 580 in Castro Valley and Fremont has been one of the most contentious, enduring and litigious civic debates in Hayward's history. During all this time, Caltrans has rented nearly 400 houses, apartments and townhouses in Hayward and Castro Valley. Other properties have been boarded up or torn down. Some Caltrans-owned vacant land sat encircled by chain-link fences and posted with signs: "State property, no trespassing." The city has moved on with an alternative plan for relieving traffic in the corridor. A working group of community members has used $1.5 million of the $111 million raised for the freeway by Measure B, to study a road-widening and improvement project along Foothill and Mission boulevards. This alternative includes a grade separation at the Five Flags intersection where Foothill and Mission intersect with Jackson and E streets. In 2005, the Alameda County Transportation Authority began work to divert the controversial project's money into a compromise plan that would, instead of creating a new freeway east of Mission and Foothill boulevards, simply improve existing roads. ACTA would use $15 million in Measure B funds to fix the I-580 interchange at Redwood Road in Castro Valley, $5 million to study the traffic problems in the central county area and another $5 million to improve circulation in the congested Bayview Avenue area of Castro Valley. The Hayward traffic improvement projects would include a major grade separation at the Five Corners intersection of Mission and Foothill boulevards and Jackson Street and a downtown traffic loop that would convert some Hayward streets into one-way routes. This was on the May 2005 CTC Agenda, whch would move funds to fix I-580. In October 2005, the Governor signed AB 1462 which changes the existing law that authorized a city or county in which a planned transportation facility was to be located on Route 238 in Alameda County to develop and file with the California Transportation Commission a local alternative transportation program that addresses transportation problems and opportunities, and provides for the use of revenues from the sales of excess properties acquired for the planned state facility in order to fund the local alternative program, but limits the use of revenues from excess property sales to highway purposes. It also extends the applicability of the provision that the commission may not approve a local alternative program under these provisions after July 1, 2010 to a Route 84 between existing Route 238 and I-880 in Alameda County. (Chapter 619, October 6, 2005) In late November 2006, Caltrnas announced that over the next two years it will sell off 1,100 to 1,200 parcels of surplus real estate, including the properties in and around Hayward. Caltrans has given Hayward $250,000 to plan how best to use the 300 acres of land. And Caltrans will cooperate with the city as the agency sells off the land. But before Caltrans can start selling the land, the California Transportation Commission has to release it for sale. Sunne Wright McPeak, state Secretary of Business, Transportation and Housing, said the sale fits with Gov. Arnold Schwarzenegger's mandate to sell surplus state assets. The goal of Caltrans is to sell 640 parcels next year and another 500 in 2008. For the Alameda County Transportation Authority, the land sale is a boon, as the authority will get the proceeds of the land sales -- an amount as much as $200 million -- that can be used to pay for highway -- but not transit -- improvements in central Alameda County. They're likely to include expansions of Foothill and Mission boulevards, a new Redwood Road interchange at I-580 and congestion relief projects on Interstates 238, 580 and 880. To get the money, the authority needs to submit a spending plan to the state Transportation Commission -- probably in 2008 or 2009 -- and have it accepted.
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Before the 1964 signed/legislative route alignment, this route was signed as Alternate US 101. It was LRN 5, defined in 1909, between I-680 in Fremont and I-580 near Hayward; it was signed as Route 9 before 1964. The route was LRN 228, defined in 1947, between I-580 and Route 61. This is signed as I-238 between I-580 and I-880, and unsigned for the remainder of the route. Portions of Route 238 were originally called the "Llewelling Blvd" Freeway. The original plans were to extend this westward to the Route 61 freeway. Later plans were to have extended this across the bay to meet US 101 at the I-380 interchange north of the airport. [Thanks to Scott "Kurumi" Oglesby for much of this information]
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Route 238 was widened from four to six lanes from north of Niles Canyon Road to south of Mowry Avenue in Fremont. Construction began in 2002 and is completed in summer 2005. The project includes the widening the Alameda Creek Bridge and replacing two railroad bridges. More details may be found here (PDF file). This project follows other recent Route 238 widening projects—between Decoto Road and Whipple Road in Union City (from four to six lanes)—and in the vicinity of Industrial Blvd in Hayward. After the new I-680 alignment was finalized, Oakland Road and Main Street were signed as Route 238, since that portion of Mission Blvd south of the present terminus of Route 238 was signed as Route 238 to Warm Springs. Today's I-880 freeway was signed as Route 17 and Temporary I-680 north of US 101 to the junction of Route 262 and Route 17 and Temporary I-280 south of US 101 to the junction of US 280. Note that Mission Blvd crosses I-680 twice. At the first (northern) crossing it is signed as Route 238 and this is the present terminus of Route 238. At the second (southern) crossing it is signed as a connection to I-880; this is the eastern terminus of (unsigned) Route 262. Also, the city of Milpitas built a new alignment for Main Street, so present-day maps do not show how Oakland Road connected with Mission Blvd in Warm Springs via Main Street. When I-680 was built in the hills through Fremont's east side in the 1963-1964, an overpass and roadway was also constructed heading northwest where I-680 now turns east up through Mission Pass, between the Washington Boulevard and Auto Mall Parkway exits. That section, about 1,000 feet long, was the start of the aborted Mission Freeway that was to have run northwest under Lake Elizabeth through the middle of Fremont and Union City to connect with I-580 in Hayward. These plans were scuttled in the 1970s. This "bridge to nowhere" was demolished in 2002 to accomodate widening of I-680. However, the Caltrans Bridge Log dates the bridge as 1971, and refers to it as "FUTURE 238/680". The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: In November 2006, Caltrans began a project to widen I-238 between I-880 and I-580 to three lanes in each direction. The project is planned to take about four years and be complete in 2010. Information on the project can be found at http://www.dot.ca.gov/dist4/i238_880.
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Historically, this route is close to the original "El Camino Real" (The Kings Road). A portion of this route has officially been designated as part of "El Camino Real by Assembly Bill 1707, Chapter 739, on October 11, 2001. Some refer to this route as the Foothill Freeway.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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There is supposedly at least one study attempting to connect this to the "Southern Crossing".
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Overall statistics for Route 238:
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In 1957, Chapter 26 defined LRN 238 “to extend from a point on [LRN 4] south of Bakersfield to a point on [LRN 7] near Woodland, on a route along the westerly side of the San Joaquin Valley to be selected by the California Highway Commission, which route may include all or portions of any existing state highway route or routes”. This route runs from LRN 4 (US 99; the present-day I-5/Route 99 junction) S of Bakersfield to LRN 7 (US 40; present-day I-80) near Woodland. This is the "Western Alignment", and is present-day I-5. |
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From Route 580 west of Tracy to Route 4 near Brentwood.
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This route remains as defined in 1963. The traversable route is Mountain House Road and Byron Highway. Caltrans has no plans to adopt this route.
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This route was part of proposed LRN 110, defined in 1959. It was unsigned and unconstructed, although it appears to follow the route of Contra Costa/Alameda/San Joaquin County Route J4.
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This routing is unconstructed. There are some who believe that this route may be used to create part of the Mid State Tollway. The tollway is a proposal that would start off of I-680 near Sunol, cross I-580 west of Livermore (roughly along the alignment of the Livermore Bypass), and then will extend north to Route 4 near Antioch. A spur will come off the tollway near Brentwood and run SE to the junction of I-580 and I-205. The tollway could be designated Route 84, since it roughly follows the built and unbuilt portions of the route and the spur could be designated Route 239, since it follows the general routing for that unbuilt highway. The tollway was originally supposed to extend to I-80 between Vacaville and Dixon with a spur connecting with I-505 at the 80/505 junction, but that portion was killed due to the need for high-level crossings (150') of the San Joaquin and Sacramento Rivers plus environmental issues. There is also an effort by Rep. Pombo to build a freeway along the Route 239 corridor. This freeway would would run along the path of the two-lane Byron Highway from the western end of Tracy northwest to Brentwood. There, it would connect with the Route 4 bypass currently scheduled for construction. Brentwood political leaders have been pushing for the new freeway to provide the city with a thruway to I-5, I-580, and I-205. The plan is to attract white-collar and industrial businesses and transform the city from a bedroom community to a job center. The new freeway proposal also will give Tracy commuters a connection to the north, and an alternative commute route to the East Bay. An article in the East Bay Express notes that the arrival of the federal funds for the Route 239 project also happens to coincide with a multimillion-dollar land deal currently underway with members of Pombo's family. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
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[SHC 164.19] Entire route. It is believed this designation will provide increased funding. Designated by SB 802, Chapter 598, 9/2003.
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Overall statistics for Route 239:
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[SHC 253.1] Entire route.
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[SHC 263.1] Entire route.
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In 1957, Chapter 23 defined LRN 239 as “a point on [LRN 56] near Daly City to a point on [LRN 2] near San Jose on a route to be selected by the California Highway Commission, which route may include all or portions of any existing state highway route or routes”. The urgency clause noted this was related to a circumferential freeway around San Francisco Bay. In 1961, Chapter 1146 rewrote the routing as “the junction of [LRN 68] and [LRN 69] in San Jose to [LRN 56] near Daly City”. This route is part of I-880 between the US 101/I-880 junction to the I-880/I-280 junction, and is I-280 between from I-880/I-280 N to LRN 56 (Route 1) near Daly City. Between San Bruno and Daly City, the route appears to duplicate LRN 237 (which may be the old surface street routing). Note that the I-280 route includes a portion of LRN 2 between old surface US 101 in Daly City and freeway US 101. |
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No current routing.
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In 1968, Chapter 282 repealed the definition of Route 240, transferring the routing to Route 605.
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The 1964-1968 routing was part of LRN 170, defined in 1933.
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In 1957, Chapter 24 defined LRN 240 to be “[LRN 4] near Glendale to [LRN 26] near the east boundary of Los Angeles County on a route to be selected by the California Highway Commission, which route may include all or portions of any existing state highway route or routes”. The urgency clause noted this was related to a circumferential freeway around Los Angeles. This route runs from I-5 near Glendale to I-10 near the east boundary of Los Angeles County. This LRN was used for the future freeway routings of Route 134 between present-day I-5 and I-210, and I-210 between Route 134 and Route 57, and Route 57 between I-210 and I-10. It duplicated the paths of LRN 161 and LRN 9. The portion between the post-1998 Route 210/Route 57 junction and I-10 was originally also I-210. Between San Dimas and US 60/US 70/US 99, LRN 240 was to have been designated Route 71 (the signed Route 71 at this time ran to the east along LRN 19). |
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