Routes 129 through 136
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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
129 · 130 · 131 · 132 · 133 · 134 · 135 · 136
As deifned in 1963, this route ran from "Route 1 near Watsonville to Route 101 near the San Benito River bridge, passing near Chittenden."
In 1992, Chapter 1243 relaxed the specification of the terminus: "...to Route 101 in San Benito County."
This route was LRN 67.
Route 129 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 129 between 1934 and 1964.
In December 2016, the CTC added the following project to the SHOPP: 5-SCr-129 PM 1.4 | Route 129 Near Watsonville, at Lakeview Road. Construct roundabout and improve street lighting. Allocation: $684K (R/W), $4.481MM (C), Support (PA & ED $782K / PS & E $1.341MM / RW Sup $441K / Con Sup $1.335MM / Total $3.899MM). FY 19/20. The right of way funding was adjusted in December 2017.
The route is named "Riverside Drive".
The portion of Route 129 from Route 1 at Riverside Drive to Blackburn Street in the City of Watsonville (~ SCR 0.000 to SCR 0.529) is named the "Oscar Rios Highway". It was named in honor of Oscar Rios,born in El Salvador in 1950. In 1960, Rios and his family emigrated to San Francisco, where he became a United States citizen, later moving to Watsonville in 1985. Oscar Rios became the regional organizer for La Alianza, a nonprofit agency that provides advocacy referral and citizenship processing, and was an organizer during the Watsonville cannery strikes that lasted from 1985 to 1987, the longest cannery strikes in United States history, and that were led primarily by women cannery workers. In 1989, Oscar Rios was elected to the Watsonville City Council just after the federal Ninth Circuit Court of Appeals struck down Watsonville’s discriminatory at-large election system and implemented district elections in the landmark federal voting rights case of Gomez v. City of Watsonville. When Oscar Rios became Watsonville’s mayor in 1992, he became the first mayor of any United States city of Salvadorean descent, and quickly earned a reputation as an energetic and accessible leader, and he became a founding member of the Latino Caucus of the League of California Cities. Oscar Rios worked to build a successful partnership with Watsonville’s local school district, resulting in the creation of more parks and playgrounds, and also worked with Watsonville’s business community to create hundreds of new jobs. Oscar Rios led voter registration drives through the Southwest Voter Registration Education Project and worked on numerous campaigns to get other Latinos elected to political office, and continues to organize for Latino empowerment locally and statewide. Oscar Rios served 17 years on the Watsonville City Council and is the longest serving Latino city councilmember in the history of the County of Santa Cruz, having retired from the council on December 11, 2012. As of 2014, Oscar Rios continues to be employed as a Teamster Union Business Agent for Local 890 in Salinas. Named by Assembly Concurrent Resolution 67, Resolution Chapter 141, on September 2, 2014.
The portion of Route 129 between Blackburn Street and Murphy Crossing Road, in the County of Santa Cruz, (~ SCR 0.529 to SCR 4.747) is named the "Ohlone Kallentaruk Highway". It was named in honor of the Ohlone Kallentaruk people, who have contributed over 13,000 years of cultural, economic, and environmental traditions to the history of the Pajaro Valley. The Ohlone Kallentaruk people settled in the Pajaro Valley, near the Pajaro River, and in the Watsonville wetlands and sloughs. These areas are rich in natural resources and contain an abundance of plant and sea life used for commerce and everyday life. The Ohlone Kallentaruk people have contributed to the present-day understanding of Native American culture and history and continue to work diligently to preserve the environment and teach people how to coexist with Earth. Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
Overall statistics for Route 129:
In 1929, Chapter 767 defined the route from “[LRN 4] near Bakersfield to Fresno-General Grant National Park Road” as a state highway. In 1935, this was codified as LRN 129 in the highway code with the definition:
Originally, LRN 129 ran along the Famoso-Porterville Highway and Richgrove Drive (although the portion from the Delano Lateral to Route 65 may have also been LRN 136; the actual allocation of the Famoso-Porterville Highway is unclear). Starting in the 1940s, a new alignment for LRN 129 was constructed from Oildale, and in 1947, the signage of Route 65 was moved from the original LRN 129 to the new routing. The Richgrove portion eventually became County Sign Route J35.
In 1963, Chapter 1698 changed the terminus from "General Grant National Park" to "General Grant Grove Section of Kings Canyon National Park", but this section was overtaken by Chapter 385 and the 1963 renumbering.
This route ran from Route 99 near Bakersfield to Route 180 near General Grant National Park (present-day Kings Canyon National Park). This was signed as Route 65 (along Famosa-Porterville until 1947, and then along the current routing). It is present-day Route 65 between Route 99 and Exeter, and as Route 245, formerly Route 69, from Exeter to Route 180.
(a) From the eastern city limit of the City of San Jose near Manning Avenue to Route 33 near Patterson via the vicinity of Mount Hamilton.
(b) The relinquished former portion of Route 130 within the City of San Jose is not a state highway and is not eligible for adoption under Section 81. For the relinquished former portion of Route 130, the City of San Jose shall maintain within its jurisdiction signs directing motorists to the continuation of Route 130 and shall ensure the continuity of traffic flow on the relinquished former portion of Route 130, including any traffic signal progression.
In 1963, this route was defined to run from “Route 101 near San Jose to Patterson via the vicinity of Mount Hamilton.”.
It appears that one of the past supervisiors (Rodney Diridon) wanted to turn Route 130 into a freeway to link San Jose better with I-5. The freeway would have bypassed the observatory. It would start at I-5 and Del Puerto Canyon Rd, follow Del Puerto Canyon Rd to San Antonio Valley Road, and then veer off to the north towards Route 680 and Route 237 or towards the south towards Quimby Rd or towards Evergreen. This is also been proposed by Rep. Richard Pombo, R-Tracy.
In 2010, Chapter 448 (AB 1670, 9/28/10) renumbered the routing as (a) and added section (b) authorizing the relinquishment of the portion of the route within the city limits of San Jose.
In December 2011, the CTC authorized relinquishment of right of way in the city of San Jose on Route 130 from Route 101 to Millar Avenue, under terms and conditions determined to be in the best interest of the State, as stated in the relinquishment agreement scheduled to be approved by the City at their November 29, 2011 Council Meeting. Authorized by Chapter 448, Statutes of 2010, which amended Section 430 of the Streets and Highways Code.
In 2013, Chapter 525 (SB 788, 10/9/13) updated the definition of Route 130 to reflect relinquishments:
Upon a determination by the commission
that it is in the best interests of the state to do so, the commission may,
upon terms and conditions approved by it, relinquish to the City of San Jose
the portion of Route 130 within the city limits of the City of San Jose if the
department and the city enter into an agreement providing for that
relinquishment. The following conditions shall apply upon relinquishment:
(1) The relinquishment shall become effective on the date following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment.
(2) On and after the effective date of the relinquishment, the relinquished portion of Route 130 shall cease to be a state highway.
(3) The portion of Route 130 relinquished under this subdivision shall be ineligible for future adoption under Section 81.
(4) The City of San Jose shall ensure the continuity of traffic flow on the relinquished portion of Route 130, including any traffic signal progression.
(5) For the portion of Route 130 that is relinquished under this subdivision, the City of San Jose shall install and maintain within the jurisdiction of the city signs directing motorists to the continuation of Route 130.
As of February 2018, it was reported that there is no longer any reference
to Route 130 from US 101; all the original button-copy signs dating from the
1990s featuring Route 130 shields have been replaced by bright green
reflective-sheeting sign material; the advance and exit signs now read "Santa
Clara Street/Alum Rock Avenue", sans any shields. This makes Route 130 is now
officially and functionally an "orphan" on Mt. Hamilton Road. There was never
any signage at I-680, save for the post-mile stenciling on the overpass at Alum
(Source: Sparker on AARoads, 2/19/2018)
Route 130 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 130 between 1934 and 1964.
Field reports indicate that signage of the route E of Mt. Hamilton is performed by the county, not the state. It also appears the route is maintained by the county between Mt. Hamilton and Patterson. This is based on physical verification, not Caltrans information. Reports indicate that Route 130 has the usual green miner's spade sign till you reach the observatory, then after that it has a white miner's spade (with green numbers) printed on a large green rectangular sign until you reach Stanislaus County (see the picture to the right taken by Carl Rogers). Between the Lick Observatory and the county line, Santa Clara County Department of Roads and Airports seems to be in charge of maintenance. All barricades along the routing mention the department. It is totally unsigned in Stanislaus County. Officially, the route is undetermined from Mt. Hamilton to Route 33 near Patterson.
According to the Traversable Routing report, the traversable routing from Mt. Hamilton to the Stanislaus County line is along San Antonio Valley Road and Del Puerto Canyon Road. This routing is substandard, and no improvements are anticipated.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
There were also some proposals to build a new parallel highway to bypass the Alamont Pass. Specifically, a proposal made by former Congressman Richard Pombo (R-Tracy) that would hvae connected Route 130 and I-5. The San Jose Mercury News published an article showing cost estimates for this in the $10 billion range, and projected tolls around $25-50 per trip. This reached the study phase, with $2 million funding in the 2005 Transportation Bill for a study of a possible new highway over the Diablo Range in California (I-680 in San Jose to I-5 in Patterson/Central Valley). Some of the problems with this routing included (a) very rugged country with mountain ranges that run perpendicular to the proposed route; (b) peaks over 4,000 feet; (c) a very rural area, with cattle ranches, a few houses, boy scout camps, state and county parks, and much wildlife (read: expensive environmental impacts); and (d) presence of the Lick Observatory, which is very sensitive to light pollution.
The East Bay Express had an interesting article on this. It noted that in 2003, Rep. Richard Pombo proposed that Route 130 be replaced with a six-lane, cars-only freeway that would start at I-5, just west of Patterson in Stanislaus County. It would then run the traditional route of Route 130, following the narrow, twisting path of Del Puerto Canyon Road and connecting with San Antonio Valley Road. It would traverse Mount Hamilton, past the Lick Observatory, before finally ending in East San Jose at I-680. Today the entire 63-mile trip takes about three hours, and contains a minimum of 365 switchbacks. This new freeway would cut through a large segment of a rugged, 150-mile-long mountain range where no natural pass exists. According to the article, the remote countryside between Silicon Valley and the Central Valley is one of the best-kept secrets in the Bay Area and provides a dizzying array of hills, mountains, and valleys, with rolling grasslands and pine-covered peaks studded with oaks and cattle ranches and teeming with wildlife: rattlesnakes, eagles, bobcats, tule elk, red- tailed hawks, and mountain lions. It is also habitat for endangered and threatened species, such as the bay checkerspot butterfly, the California red-legged frog, and, of course, the San Joaquin kit fox. It is noted that speculation about the possible new freeway drove up the value of the 205-acre ranch Pombo owns in south Tracy with his parents and brothers; this property sits right on I-580.
However, the article noted that Pombo was looking to move Route 130 farther north, closer to Tracy. The specific routing was unknown, but it was believed that the new freeway might parallel I-580, just south of the Altamont Pass, and slice through the wine country of southern Livermore and southern Pleasanton before linking up with I-680 north of Sunol. This is less rugged than the original proposed route, would not be so expensive, and would wreak far less environmental damage. It also fits with the SAFETEA-LU wording. The East Bay Express article noted that if the freeway is moved north, it would be much closer to Pombo's property, thereby adding even more value to it.
Pombo's defeat in the elections of 2006, however, killed the proposals for this road.
This route is part of the De Anza National Historic Trail.
Overall statistics for Route 130:
In 1933, Chapter 767 defined the route from "Orosi to Bakersfield-General Grant Park Road" as a state highway. This was codified into the highway code as LRN 130, with the definition:
“Orosi to [LRN 129]”
This is the routing from Orosi to Route 65 (present-day Route 245). It would appear to run along Avenue 416 and Road 168. This is a former segment of Route 63 that was deleted in 1965, when former Route 226 was added to Route 63. LRN 130 is now Tulare County Sign Route J40.
From Route 101 to Tiburon.
This definition remains unchanged from 1963. This is via Tiburon Blvd.
This route was LRN 52, defined in 1919. It was not a signed route before 1964.
Route 131 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 131 between 1934 and 1964.
Overall statistics for Route 131:
In 1933, Chapter 767 defined the route [LRN 4] near Kingsburg to [LRN 10] near Lemoncove as a state highway. It was codified in 1935 in the highway code as LRN 131 with the definition:
This is present-day Route 201 between Kingsburg and Elderwood, and Route 216 between Woodlake and Lemon Cove. The Route 245 portion between Elderwood and Woodlake was LRN 129; the LRN 130 routing in the area is unclear.
From Route 580 west of Vernalis to Route 99 at Modesto.
This segment remains as defined in 1963.
In 1934, Route 132 was signed along the route from Jct. Route 33 at Vernalis to Mariposa, via Modesto and Coulterville. As such, this segment originally started at Route 33 (LRN 41). Its start was later moved westward to start at I-580 (LRN 5) in 1957. This was LRN 110, defined in 1933 between LRN 65 (Route 99) and LRN 41 (Route 33), extended to LRN 5 in 1957.
According to one correspondant, back in the 1940s Route 132 consisted of 10 foot concrete squares, thus making the original 2 lane highway (after it was converted from a dirt road) some 20 feet wide. The small gap between the concrete squares had been filled in with a thick tar-like smooth asphalt and the same substance used to make a tapered shoulder about 18 inches out from the concrete to either ride of the road. In 1955, a major improvement began: A California Dept. of Highways crew, equipment and contractors started work in Modesto and slowly proceeded east. They placed a thick layer of modern hot asphalt over the entire old road and even a bit beyond the original shoulder, using road graders and road rollers to smooth everything with a proper rounded higher center so that water would drain off properly. This work progressed eastward at several hundred feet each day.
The segment of this route between Route 33 and Route 99 was proposed as part of I-5W in 1947 and tentatively approved, as Route 99 was the original plan for I-5 (and N of Route 132 would have been I-5E). Route 132 would have continued the I-5W routing of what is now I-580 (LRN 110 from LRN 5). When I-5 was realigned to the Westerly Alignment, the proposal for I-5W was cut back to near Tracy (current I-580).
In May 2017, the CTC relinquished right of way in the county of San Joaquin along Route 132 on Bird Road and Vernalis Road (10-SJ-132 PM 2.2/2.6), consisting of collateral facilities. The County, by Resolution R-17-13 dated February 7, 2017 agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
In August 2011, the CTC approved $1,031,000 in SHOPP funding for repairs near Modesto, from 0.5 mile west of Route 5 to 0.2 mile east of Koster Road (~ SJ 2.671 to SJ 4.454), that will construct left turn lane at intersection to reduce the number and severity of collisions.
TCRP Project #110 will construct 3.5 miles of new four-lane expressway from Route 33 to the San Joaquin county line (~ SJ 3.362 to SJ 6.94).
In July 2017, it was reported that Caltrans is currently working on a
project to improve traffic flow and safety on Route 132. The project at the
intersection of Route 132 and River and Kasson roads (~ STA 1.445) includes
adding traffic signals, expanding the intersection and improving left-hand turn
lanes at this intersection. The project will replace stop signs with traffic
signals and widen Route 132 at this location to four lanes, extending the
4-foot shoulders to 8 feet. It also will improve existing left-hand turn lanes
on Route 132, making it more convenient for motorists on the highway to turn
onto Kasson Road and River Road.
(Source: Patterson Irrigator, 7/13/2017)
Route 132 Dakota Ave to Gates Road Project (STA 4.5 - STA 11.7)
This project will construct an access-controlled facility (expressway) adjacent to the existing Route 132 alignment or on new Route 132 new alignment, or a freeway/expressway on new Route 132 alignment. The project is in western Stanislaus County, 3.1 miles east of the San Joaquin River Bridge, extending from the Dakota Avenue/Kansas Avenue intersection to the Gates Road/Route 132 intersection. The project will begin at the intersection of Dakota and Kansas, then go west on Kansas and connect to Gates, or go south down Dakota and connect with the existing Route 132, and extend to Route 132 and Gates. There are two alternatives adjacent to the existing Route 132 and two alternatives adjacent to Kansas. Route 132 has experienced an increase in traffic due to the rise in commuter traffic, which transports residents from their affordable housing in the Sn Joaquin Valley to higher-paying jobs in the Bay Area. That has resulted in congestion and an increase in collisions during the peak commute period. This project is intended to connect this stretch of Route 132 to the Route 132 West Expressway Project, which will extend from Route 99 in Modesto to Dakota and is scheduled to begin construction in Spring 2019.
This project will provide a route for improving
mobility west and east through western Stanislaus County, connecting Route 99
in the City of Modesto to I-5; Provide adequate capacity for the regional
movement of traffic and goods; Enhance the local road network that would
accommodate local agricultural traffic; Provide consistency with existing and
planned local, regional and interregional transportation planning by
implementing the planned transportation concept facility. The project estimate
ranges from $78 million to $143 million, depending on the alignment chosen. A
range of costs is typical in the planning phases until more detailed studies
can be completed and a preferred alternative is selected. Construction is
scheduled to start in 2025, with the project expected to be completed in
(Source: Route 132 Dakota Gates Project Page, 11/2018)
Route 132 West Project (~ STA 11.403 to STA 14.643)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
TCRP Project #109 plans to build four miles of new four lane expressway in Modesto from Dakota Avenue to Route 99, and to improve the Route 99 interchange in Stanislaus County [per May 2002 CTC Agenda, item 2.1b.(2), 2.1c.(5)]. The EIR was completed in September 2002. [per Sept. 2002 CTC Agenda]. According to Compass's Modesto map, a freeway alignment paralleling Kansas Avenue is proposed west of Route 99.
The 2005 Transportation Bill included $14.4 million to widen Route 132 from Route 99 west to Dakota Avenue.
In March 2012, the CTC approved a revision to the project limits. The new project limits are from North Dakota Avenue to Route 99. The environmental process has identified a preferred alternative with project limits on Route 132 from 0.2 mile east of Stone Avenue to 6th Street, which is 0.8 mile longer than the current project limits. The Route 99 project limits will remain unchanged. At the same time, there were funding adjustments regarding the pools of funds that were to be used.
In June 2014, additional details were provided. The Route 132 West project proposes to improve two vital transportation corridors within Stanislaus County: existing Route 132 (Maze Boulevard) and Route 99. The two-lane conventional highway provides an interregional connection between I-5 near the City of Tracy to the west and Route 99 in Modesto to the east. Route 132 is the only east-west highway with access across the Tuolumne, San Joaquin, and Stanislaus rivers from Modesto. As such, Route 132 has increasingly served the San Joaquin Valley and has become a major truck route between I-5 and Route 99. The Project proposes to construct a four-lane freeway/expressway on a new alignment in Stanislaus County and in the City of Modesto from Route 99 just south of Kansas Avenue west to near Dakota Avenue. The project proposes to implement either of two build alternatives (Alternative 1 and Alternative 2) or a No-Build Alternative. Both build alternatives would construct a new four-lane freeway/expressway from Dakota Avenue on the west end of the project to east of Route 99 at the Needham Street Overcrossing Bridge on the east end of the project. The major differences between Alternative 1 and Alternative 2 would involve the construction of a southbound Route 99 Needham Street off-ramp (Alternative 1) compared to the reconstruction of a southbound Route 99 Kansas Avenue off-ramp (Alternative 2). Under a No-Build Alternative, existing Route 132 (Maze Boulevard) would remain a two-lane, conventional highway. Route 132 West improvements include providing freeway-to-freeway branch connections from and to Route 99 and a portion of the ultimate freeway corridor west of Route 99, as well as a proposed direct connection from Route 132 to Needham Street, connecting to downtown Modesto. The Needham Street connection requires a new public road connection approval by the California Transportation Commission. In addition to the primary project elements, construction of the project proposes to encapsulate approximately l60,000 cubic yards of contaminated soil near the Route 132/Route 99 interchange. The soil was generated during excavation of industrial property that was purchased to construct the Modesto bypass during the 1960s. Contaminants in the soil include barium, strontium, and lead. The contaminated soil is within three soil stockpiles that exist in Caltrans right-of- way south of Kansas Avenue and within the proposed location for the project.
The project would consist of two construction phases: the initial construction phase and the ultimate build-out. The initial construction phase is anticipated to begin in 2016 and to be completed within 12 to 15 months. The ultimate build-out is expected to be complete by 2028. The initial construction phase would do the following:
The anticipated cost of the project is $140 million
to $170 million. A combination of federal, state, and local funds has been
secured for the initial construction phase.
(Source: Route 132 Project Page)
In June 2017, the CTC was informed that the City of Modesto has an estimated savings of $11,392,000 in TCRP construction funds that the City of Modesto will be unable to utilize on TCRP Project 109 - Route 132 Expressway, Phase 1 by the June 30, 2017 deadline. It requested transfer of those savings to TCRP Project 113 - Route 46 Expressway, Segment 4A, which was approved.
In July 2017, it was reported that Stanislaus
County Board of Supervisors was expected to give its support to rebuilding the
Route 99 SB off-ramp at Kansas Avenue as part of the Route 132 Expressway
project, which will serve as a new, roughly 4-mile route for Route 132 from
Dakota Avenue in west Modesto to Needham Street near downtown. Supervisors are
being asked to recommend to the California Department of Transportation that
the Kansas off-ramp be rebuilt as part of the project. The alternative is to
build a southbound Route 99 off-ramp at Needham Street. But a staff report says
rebuilding the Kansas off-ramp has the support of Caltrans, Modesto, the county
and the Stanislaus Council of Governments, a regional transportation planning
agency. Building the Needham off-ramp would entail closing the Kansas on- and
off-ramps, which would harm nearby businesses; whereas rebuilding the Kansas
off-ramp will not require any of the businesses to move. construction on the
expressway should start in spring 2019, with its opening in late 2020. The
expressway is phase one of the project to realign a portion of Route 132 and
get it off Maze Boulevard. Phase two would turn the two-lane expressway into a
four-lane highway at an estimated cost of $132 million. Phase one is being paid
for by local, state and federal funding. Phase one suffered a recent hit when
the California Transportation Commission took about $11 million in construction
funding away, but local officials were able to get more than $3 million of that
back. Local officials will work to get the roughly $8 million from the state or
federal government. Phase one also could look to Measure L — the
transportation sales tax voters approved in November — for all or part of
the roughly $8 million.
(Source: Modesto Bee, 7/17/2017)
The 2018 STIP, approved at the CTC March 2018 meeting, appears to allocate $3.500M for PPNO 0944M, Rt 132 Expressway, Phase 1 for the San Joaquin County share. In the Stanislaus County share, the allocation was adjusted from $28.055M to $40.419M, and the project was delayed to FY19-20 for construction. During the March 2018 meeting, there were also a number of protest letters about the Route 132 expressway, protesting the capping and construction over the toxic stockpiles under the proposed routing.
In April 2018, it was reported that the initial
phase of the Route 132 freeway project in Modesto, extending west from Route 99
north of the present Route 99/Route 108/Route 132 interchange, got FHWA
approval (a FONSI) and is slated to break ground in a bit over a year.
Interestingly,this project uses much of the grading done when Route 132 was
originally planned and when Route 99 was constructed through Modesto in the
early '60's. Prior to the 1957 relocation of I-5 to the Westside/LRN 238
freeway, where it resides today, this interchange would have functioned as the
southern split between I-5E and I-5W, with the latter branch turning west
parallel to existing Route 132. The plans for the new freeway (which will be
constructed further west as an expressway in phase 2) are interesting in that
they call for an extension of the new freeway east across the UP tracks to
Needham Street north of downtown Modesto -- but it appears that Route 132 will
not actually merge with the main Route 99 carriageways but parallel them on the
outside and merge with the existing N-S couplet flanking the existing freeway
and forming the present access from Route 99 to Route 108/Route 132. Since the
project includes revising much of Route 99 in the area, one wonders if that
includes raising or rebuilding the lower-than-standard overcrossings (a common
thing for CA freeways designed and built in the late '50's and early '60's),
some of which are well below 15' clearance. The project specs can be found at:
(Source: Sparker at AARoads, 4/2/2018)
In May 2018, the CTC received and accepted the
environmental report for, and approved for future consideration of funding, the
following project: Route 132 and Route 99 in Stanislaus County. Construct a new
four-lane freeway along an adopted route from near Dakota Avenue to Route 99 in
the city of Modesto. (PPNO 0944M) (10-Sta-132, PM 11.0/15.0, 10-Sta-99, PM
15.7/17.5). This project is located on Route 132 in the city of Modesto in
Stanislaus County. The project proposes to construct a four lane
freeway/expressway. Improvements to the Route 132/Route 99 interchange are also
included in the proposed project. The purpose and need of the proposed project
are to improve regional and interregional circulation within Modesto and
Stanislaus Counties. The proposed project would also relieve traffic congestion
along Route 132. The proposed project is estimated to cost $214.0 million over
two phases. The project is not fully funded and is currently programmed for
$46.4 million in the State Transportation Improvement Program (STIP), Federal
and Local programs. The project is estimated to begin construction in 2019. The
scope, as described for the preferred alternative, is consistent with the
project scope programmed by the Commission in the 2018 STIP.
(Source: CTC Minutes, May 2018 Agenda Item 2.2c(12))
In August 2018, Sparker noted on AAroads: The Route 99/Route 132 trumpet interchange was laid out and planned in the mid-50's to serve as the southern "split" point for I-5, originally slated to follow US 99 in the San Joaquin Valley, into I-5W, which would follow Route 132 over to Route 33 and then take a new-terrain route to near Altamont, at which point it would follow US 50 into Oakland; and I-5E (i.e., what became I-580), simply following US 99 north through Stockton and Sacramento. Although the switch to the Westside alignment had been done by 1958, the basic plans for the interchange weren't changed -- but only the preliminary grading was done; no structures were built, and the corridor was only cleared for about a mile west of Route 99. Currently the route has, after 53 years of existence as a partially cleared corridor, been budgeted for construction; it'll be a 4-lane Route 132 facility immediately west of Route 99 but shrinking to a 2-lane undivided expressway after that. It's the only limited-access state highway project in the area since the Turlock bypass was opened in 1973. Instead of freeways, both state and local jurisdictions have concentrated on developing a series of arterials serving the ever-expanding housing area north and east of central Modesto; projects concerning Route 108 (the effective "spine" of the housing expansion) are part & parcel of that regional effort.
In October 2018, the CTC approved for future
consideration of funding the following project for which a Final Environmental
Impact Report (FEIR) has been completed: Route 132 in Stanislaus County
(10-Sta-132, PM 11.0/15.0, 10-Sta-99, PM 15.7/17.5). Construct a new four lane
expressway on an adopted route in the city of Modesto. (PPNO 3125) This project
is located on Route 132 in the city of Modesto in Stanislaus County. The
project proposes to construct a four-lane freeway/expressway south of Kansas
Avenue from Dakota Avenue to east of Route 99 at the Needham Street Bridge
Overcrossing. This project proposes connection improvements along Route 99 and
a direct-connector flyover ramp from northbound Route 99 to westbound Route
132. The proposed project addresses the need to improve regional and
interregional circulation, relieve traffic congestion along the existing Route
132 and enhance existing and proposed transportation network. Also included in
the proposed project is the need for remediation of three hazardous soil
stockpiles. The proposed project is estimated to cost $5.1million and is
currently programmed in the 2018 State Highway Operations and Protection
Program (SHOPP) for approximately $5.1 million which includes Construction
(capital and support) and Right-of-Way (capital and support). Construction is
estimated to begin in 2020. The scope, as described for the preferred
alternative, is consistent with the project scope programmed by the Commission
in the 2018 SHOPP.
(October 2018 CTC Agenda Item 2.2c(13))
[SHC 253.6] Entire portion.
From Route 99 to Route 49.
This segment remains as defined in 1963.
In 1933, Chapter 767 defined the route [LRN 110] from "Fresno-Tracy West Side Highway to the Sonora-Mariposa Road via Modesto" as a state highway. In 1934, Route 132 was signed along the route from Jct. Route 33 (later I-580) at Vernalis to Mariposa, via Modesto and Coulterville. In 1935, LRN 110 was codified into the highway system as:[LRN 41] (Route 33) to [LRN 65] (Route 49) via Modesto.
Additional information on the history of Route 132 may be found in Tom Fearer's Sure Why Not? Blog entry: California State Route 132 from the Old Basso Bridge east to CA 49.
In October 2018, it was reported that the CTC approved SB1 funding for a
project to rehabilitate the Snake Ravine Bridge (STA 046.82, Bridge 38-0062) on
Route 132 in town of La Grange. The original bridge was built in 1918.
(Source: Sierra Sun Times, October 2018)
The portion of Route 132 from 6th Street (approx. STA-099-14.77) to Garner Road and Claus Road (STA 19.010) in the City of Modesto in Stanislaus County is named the "Modesto Police Officer Leo Volk, Jr., and Modesto Police Sergeant Steve May Memorial Highway". It was named in memory of Modesto Police Officers Leo Volk Jr and Steve May. On the morning of May 21, 1973, Officer Leo Volk, Jr., a three-year veteran of the Modesto Police Department, began pursuing a fugitive vehicle and, during the pursuit, became victim to a serious collision that left him pinned for 40 minutes before rescue crews could reach him. Officer Volk died from his injuries at 7:30 a.m. on May 21, 1973, leaving behind his wife and toddler son. Unfortunately, this meant that Officer Volk gained the unfortunate distinction of being the first officer to die in the line of duty in the history of the Modesto Police Department. It also memorializes Sergeant Steve May. On the morning of July 29, 2002, a suspect fled from police and initiated a vehicle pursuit in which the suspect sped recklessly through a residential neighborhood, running multiple stop signs at a high rate of speed, and eventually ramming the patrol car of Sergeant Steve May. Sergeant May sustained major injuries, including a fractured skull and fractures to his face, jaw, clavicle, right forearm, and left leg. On July 23, 2009, Sergeant May died from complications resulting from the injuries he sustained in the 2002 collision, leaving behind his wife of 30 years and his two grown children, as well as his parents and sister. Named by Assembly Concurrent Resolution (ACR) 46, 8/31/2017, Res. Chapter 136, Statutes of 2017
The portion of Route 132 from Root Road (STA 20.645) to McEwen Road (STA
25.167) in the County of Stanislaus as the "Deputy Sheriff Dennis Randall
Wallace Memorial Highway". Stanislaus County Deputy Sheriff Dennis Randall
Wallace was born in May 1963, in Ceres. He was raised in Modesto. He attended
Thomas Downey High School. After high school, Deputy Sheriff Wallace went to
work for Gallo Winery in the security department. In 1995, Deputy Sheriff
Wallace enrolled in the night academy at the Ray Simon Criminal Justice Center.
After graduating in 1996, he was hired by the City of Hughson as a police
officer. The next year, he was hired by the Stanislaus County Sheriff’s
Department, where he spent the next 20 years. As a deputy, Deputy Sheriff
Wallace worked in numerous assignments, including the Patrol, Community Deputy
Program, Youth Services, and as a Bailiff. He enjoyed all aspects of his job,
but the areas he enjoyed the most were in Youth Services as a School Resource
Officer/DARE Instructor and as a Community Program Deputy for the City of
Hughson. He got involved with children as a Youth Services Deputy. Deputy
Sheriff Wallace was also a natural as a Community Deputy. He loved Hughson. He
loved all the community programs, especially the ones for the kids, such as
Trunk or Treat. He was often seen at the high school using his position more as
a mentor or counselor than as an officer. He often used enforcement stops as
opportunities to counsel people on the laws and various codes. Numerous people
stated that they got stopped by Deputy Sheriff Wallace and were warned and
simply educated about their habits or misdeeds. Deputy Sheriff Wallace also
took money from his own pocket, and bought bike helmets and teddy bears that he
kept in his trunk. He would hand them out to kids in the community when they
were needed. Deputy Sheriff Wallace’s favorite time of year was
Christmas. He just loved the giving aspect of it. He loved helping put together
and then delivering Christmas baskets and gifts to the shut-ins and the less
fortunate in the Hughson area. Deputy Sheriff Wallace was given several
recognitions during his career. Two that stand out involved occasions where a
life was saved. In one instance, he and two other men observed a suicidal man
on the railroad tracks and in the path of a train in Hughson. Deputy Sheriff
Wallace was able to talk to the man to the point where he stepped away from the
tracks. He was then grabbed by Deputy Sheriff Wallace and the others to keep
him from taking his own life. The other incident involved Deputy Sheriff
Wallace giving a small baby cardiopulmonary resuscitation and resuscitating
her. Her mother later stated that if it were not for Deputy Sheriff Wallace,
her daughter would not be alive today. In July 2013, Dennis graduated college
and obtained his bachelor’s degree. Deputy Sheriff Wallace spent his
adult life warning and encouraging kids about the importance of getting their
education. Away from work, Deputy Sheriff Wallace spent 26 years as a high
school football official, 16 of those as a referee. He retired in June 2016.
Deputy Sheriff Wallace also spent a few years officiating high school soccer.
In both sports, it again gave him the opportunity to pour into the lives of
youths. Deputy Sheriff Wallace was also very involved in the 4-H and FFA
programs. Deputy Sheriff Wallace’s death is very tragic, but not because
of how it happened. His death is tragic because it was senseless, and it took
from the community someone who truly cared. Named by Assembly Concurrent
Resolution (ACR) 181, Res. Chapter 147, 8/17/2018.
On March 5, 1983, United States Secret Service Special Agents Donald W. Robinson, Donald A. Bejcek, and George P. LaBarge were on official business while traveling in a vehicle from Merced, California, to Yosemite National Park. These special agents were en route to their assignment to protect the life of Queen Elizabeth II of the United Kingdom during her official visit to Yosemite Valley. Tragically all three of these special agents perished on that date in a vehicle accident while traveling on Route 132. In 2014, the California Legislature authorized the placement of a memorial plaque on Route 132 at the site of the March 5, 1983, accident, which shall be located between highway marker 300, located west of the Jalapa Road eastbound lane, and highway marker 371 at the county line with Mariposa/Tuolumne eastbound lane (somewhere between ~ MPA 3.00 to MPA 3.71). Authorized by Assembly Concurrent Resolution 98, Res. Chapter 38, 5/30/14.
The portion of this segment between the Stanislaus county line near La Grange and Route 49 has been designated as the "Historic Yosemite Highway" by Assembly Concurrent Resolution 27, Chapter 69, in 1989.
This route was signed as part of the original signage of state routes in 1934. It was LRN 110 between I-580 (also LRN 110) and Route 49 (LRN 65). The original routing continued along present-day Route 49 to Mariposa; this was LRN 65. This seems to imply that the portion between Coulterville and Mariposa was cosigned as Route 49 and Route 132.
Overall statistics for Route 132:
In 1933, Chapter 767 defined the route "Tulare-Lindsay Road near Tulare to Orange Cove" as part of the highway system. In 1935, this was codified in the highway code as LRN 132, with the definition:
"[LRN 134] near Tulare to Orange Cove"
This definition remained unchanged until the 1963 renumbering. This was/is Route 63.
Route 133 was not defined in the initial set of state signed routes in 1934.
The portion of the route between Route 5 and Route 241 is a toll road. This route is the east leg of the Eastern Transportation corridor. It connects the Foothill Transportation Corridor (Route 241) with the Laguna (Route 133) Freeway just south of I-5.
El Toro Realignment
In October 2015, the CTC approved the following SHOPP funding: 12-Ora-133 3.1/3.6 Route 133 In Laguna Beach, from 1700 feet south to 1300 feet north of El Toro Road. Extend lanes in both directions. PAED: 02/01/17 R/W: 04/30/18 RTL: 05/31/18 CCA: 09/01/20 Costs: $1,230K (R/W); $3,870K (C). Completion FY17/18. Support costs: PA & ED $1,215K; PS & E $1,820K; RW Sup $550K; Con Sup $1,306K; Total $4,891K.
In October 2017, the CTC approved for future
consideration of funding a project, located in Orange County (12-Ora-133, PM
3.1/3.6), that proposes to extend the north and southbound acceleration lanes
on Route 133 and re-align the El Toro Road westbound turn lane in the city of
Laguna Beach. The project is fully funded and programmed in the 2016 SHOPP for
$9,991,000. The project is estimated to begin construction in Fiscal Year
202-21. The scope, as described for the preferred alternative, is consistent
with the project scope programmed by the Commission in the 2016 SHOPP.
(Source: CTC October 2017 Agenda Item 2.2c.(1))
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 12-Orange-133 3.1/3.6. On Route 133, In Laguna Beach, from 1,700 feet south to 1,300 feet north of El Toro Road. Extend lanes in both directions. Begin Con: 2/5/2021. Total Project Cost: $12,956K.
In February 2013, it was reported that during a highway-widening project in
California’s Laguna Canyon, scientists identified several new species of
early toothed baleen whales. Paleontologist Meredith Rivin of the John D.
Cooper Archaeological and Paleontological Center in Fullerton, California,
presented the finds at the 2013 annual meeting of AAAS. The Laguna Canyon
outcrop, excavated between 2000 and 2005, turned out to be a treasure trove
containing hundreds of marine mammals that lived 17 million to 19 million years
ago. It included 30 cetacean skulls as well as an abundance of other ocean
dwellers such as sharks. Among those finds were four newly identified species
of toothed baleen whale—a type of whale that scientists thought had gone
extinct 5 million years earlier.
(Source: ScienceNow, 2/17/13)
In January 2011, the CTC relinquished right of way in the city of Irvine along Route 133 at Laguna Canyon Road, consisting of collateral facilities.
In June 2001, the CTC considered a proposal to adopt a routing for Route 133 from ORA 4.1 at Route 73 to ORA 8.1 0.3mi S of I-405. This was part of an eventual project to widen the 2-lane highway to 4-lanes. As part of this project, Route 133 was rerouted in July/August 2004. Caltrans launched the project in January 2003, focusing on a four-mile section between the San Joaquin Hills Toll Road (Route 73) and the San Diego Freeway (I-405). The road, built in the early 1900s, carries 29,000 cars a day. When construction was completed in 2006, the roadway was less curvy, have a new drainage system and have two lanes in each direction. The lanes opened fully in October 2006. The $32 million project on the northern half of the road involved rerouted around two lakes, which will eliminate flooding during the rainy season. It also has wider shoulders and a center median. Crews built four trail and wildlife crossings that will promote wildlife access between open-space areas east and west of the road. Utility lines are now underground, and there is a new bike lane. There are 29,000 cars that use the road each day in 2006; in 2020, that number will swell to 32,000 to 56,000 cars a day. The road was originally a stagecoach route.
The following project was included in the final adopted 2018 SHOPP in March 2018: PPNO 4846. 12-Orange-133 8.5/M9.3. Route 133 In Irvine, from southbound I-5/SB Route 133 Connector to southbound Route 133/NB I-405 Connector. Construct a new auxiliary lane to improve traffic flow. Begin Con: 3/1/2022. Total Project Cost: $25,102K.
The toll-free portions of this route (i.e., from Route 5 to Laguna Beach) is named the "Laguna Freeway". It was named by the State Highway Commission. The first segment of the Laguna Freeway opened in 1970.
The toll portion of this route is called the East Leg of the
Eastern Transporation Corridor.
The Laguna Canyon Road portion has been renamed the Veterans Memorial Highway. When this was done is unknown, but there is at least one sign to this effect. It was dedicated to the military veterans of Orange County, who numbered 252,000 at the time of the dedication in 1998.
[SHC 253.1] From Route 73 to Route 241. Originally, the entire route was to be freeway (Route 1 to Route 5) was to be freeway (added to the Freeway and Expressway system in 1933); this was corrected by Assembly Bill 1650, Chapter 724, on 10/10/1999.
Overall statistics for Route 133 (as of 1995, before the tollway was constructed or defined for the route):
In 1933, Chapter 767 defined the route from "Visalia to Woodlake" as a state route; in 1935, it was added to the code as LRN 133 with this definition. This is present-day Route 216, and runs between Route 63 and Route 245 (former Route 65).
The definition of this route is unchanged from 1963.
The following freeway-to-freeway connections were never constructed:
WB Route 134 to SB US 101. Rationale: Construction of this connector was put "on hold" pending completion of the interchange for the Laurel Canyon Freeway (Route 170), which ended up never being constructed.
EB Route 134 to NB I-5. Rationale: Illogical Reverse Move. The angles between the two freeways are too sharp.
In October 2015, the "Lets Go LA" blog proposed removal of the long ramps from Colorado to Route 134. Although that removal is unlikely, the blog provided a pointer to an interesting historical discussion. These ramps are leftovers from an early interim terminus of Route 134, when the state planned to run the freeway through Eagle Rock rather than the through the hills above it. In the 1950s, plans to complete Route 134 Freeway (then referred to as the Colorado Boulevard Freeway) started to take shape. At this point, the freeway portion of Route 134 already ran through Burbank and Pasadena, but it did not yet go through Glendale or Eagle Rock.
Initially, there were a few routing configurations being considered for the
portion through Eagle Rock. One proposal had the freeway running south of
Colorado Boulevard along Chickasaw Avenue, while the other two placed the
freeway north of the boulevard, with one along Las Flores Drive and the other
on Hill Drive. These routes were immediately opposed by a substantial portion
of the neighborhood, including local elected officials and the Chamber of
Commerce. In 1960, a group of residents formally organized the “Northeast
Skyway League” to fully advocate for routing Route 134 as far north into
the hills as possible. The Skyway League argued a freeway in the hills would
provide a more pleasant and scenic experience.Highway engineers criticized the
Skyway League’s proposal, telling the community that a route far up into
the ridge of local foothills would cost $15 million more than the
engineer-favored routes and that the Skyway League’s route would not
provide sufficient service. Despite pushback from engineers, Assemblymember
John Collier defended the Skyway League’s proposed route in the
foothills. By 1960, to the delight of the North Eagle Rock Homeowner’s
Association, the state highway engineers formally favored routing Route 134
along Las Flores, which was planned to have two access points for on- and
off-ramps. The engineers claimed this route would provide the best service, be
the cheapest to construct and afford the most benefits to the community. This
route would require nearly 400 homes be removed to build the freeway. The
Skyway League’s route, by comparison, would only require the removal of
12 homes and the organization insisted no on- or off-ramps were necessary in
Eagle Rock because Colorado Boulevard could provide all the access people need.
Additionally, the Eagle Rock Citizens Protective League preferred a route just
north of Hill Drive. This route was estimated to require the removal of about
150 homes and was considered to be a compromise between the Homeowners’
Association and Skyway League. Lastly, the Eagle Rock Freeway Association
opposed any freeway through Eagle Rock but would favor a route south of
Colorado Boulevard if a freeway was deemed absolutely necessary. Shortly after
the Freeway Association entered the discussion, the Highway Commission picked
the route preferred by the Citizens Protective League. At this point, the
Skyway League dropped its opposition due to fear that further discussion might
lead the Highway Commission to change its decision and go with a more
southernly route. The Skyway League urged Assemblymember Collier to adopt their
view, which he did. However, the Freeway Association continued their fight,
arguing that the mile-long freeway connector in Eagle Rock to the already-built
portion of the freeway would be abandoned if a route north of Colorado
Boulevard were built. Highway officials countered that the freeway stub would
become an on- and off-ramp. Additionally, in 1964 plans for an on- and off-ramp
at Eagle Rock Boulevard were discarded. The freeway was also built to go around
Eagle Rock Park, rather than through it.
(Source: Walk Eagle Rock: Eagle Rock's Freeway Revolt, 3/23/2015; LetsGoLA: Freeway Removal at the 134, 10/13/2015)
The surface routing of Route 134 was LRN 161, defined in 1933. LRN 161 ran along Colorado Blvd. The later freeway routing was LRN 240, defined in 1957. This route was signed by 1935, but was not one of the original signed routes in 1934. Between US 101 and US 99, the route ran along Lankersheim, Riverside, and Alameda Avenue, then down San Fernando Road (cosigned with US 99) to Colorado Blvd.
An August 1941 report issued by the Regional Planning Commission of Los
Angeles County entitled “A Report on the Feasibility of a Freeway Along the
Channel of the Los Angeles River” proposed a four-lane roadway on each
levee from Anaheim Street in Long Beach north to Sepulveda Boulevard in the San
Fernando Valley; excepting between Soto Street and Dayton Street in downtown
Los Angeles, where, due to a lack of right-of-way along the river, the
alignment matches the future alignment of the US 101 portion of the Santa Ana
Freeway. There is no mention in the report of a master plan of freeways like
that issued in 1947, although the maps showed connections to the
already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo
(Thanks to Daniel Thomas for hunting down this information)
On 11/18/1954, the CHC adopted a 10.9 mi route for the Riverside-Ventura freeway extending from the junction with US 99, the Golden State Freeway, westerly to Sepulveda Blvd.
A portion of Route 134 was constructed to freeway standards well before the current routing between I-5 and Route 210. This "quasi-freeway", called the Colorado Street Extension, now exists as a long on-ramp/off-ramp to I-5 near the LA Zoo. Mike Ballard writes this about the extension on his page on "Unsigned Colorado Freeway":
In 1955, the freeway was extended further west from Avenue 64 to Colorado Blvd at Eagle Vista Drive. In 1957, the Golden State Freeway was also extended from Western Avenue in Burbank to Los Feliz Blvd in Glendale. Along with many other interchanges, a freeway-grade exit to Colorado Street was built. This is known as the Colorado Street Freeway Extension and was signed as Route 134.
In 1971, the eastern Colorado Freeway was rebuilt to higher standards. It was widened, repaved, and realigned. It was also renamed the Ventura Freeway. Part of the old Colorado Freeway still exists, however, as the westbound Colorado Blvd exit. The western segment of the freeway still exists almost unmodified and still remains in heavy use. While it is no longer signed, the western segment still remains as a part of Route 134 (to be precise, it is Route 5S, LA 25.694 to LA 25.157). One aspect of the western segment is rather unique. It remained as the last freeway in Los Angeles with an intact raised median with no barrier until recently. The median was upgraded to a standard style median in 2016.
Although the legislative definition indicates this route ends at I-210, one correspondent (DW) has noted that there is a sign on Colorado Blvd indicating that the eastern terminus is at Arroyo Parkway and Route 110. By early 2000, this sign appeared to be gone. Further, there appear to be other portions of Colorado Street that are still signed as Route 134 (in particular, from I-5 to east of San Fernando Road). Again, by early 2000, this signage was gone.
In late April 2007, a project was begun to add an onramp to westbound Route 134 near the media center in Burbank (~ LA 2.341) in order to improve traffic flow in a heavily traveled area. The $47-million onramp will give drivers access to westbound Route 134 from Alameda Avenue, just east of Hollywood Way. Burbank transportation officials realigned the Hollywood Way off-ramp from westbound Route 134 in order to make room for the addition. The existing ramp at the northwest corner of Hollywood Way and Alameda will remain in place. This new ramp opened at the end of April 2011. The new configuration eliminated a left turn that backed up traffic during peak times for a corridor that accommodates hundreds of workers for Disney, Warner Bros., Providence St. Joseph Medical Center and NBC. Previously, motorists heading north on Alameda Avenue had to cross traffic to turn onto the Alameda on-ramp. Now, instead of turning left, motorists can continue north and turn right onto the new Hollywood Way on-ramp. The ramp curves around a power station and merges with the existing Alameda on-ramp The project also included the lengthening of freeway overcrossings on Alameda and Pass avenues, as well as Hollywood Way.
There appear to be plans for a study to improve the I-5/Route 134 interchange (~ LA 3.973 to LA R5.72) (March 2001 CTC Agenda). This study should be complete in early 2001; it is District 7 TCRP Project #154. It plans to explore completing the "back moves", i.e., from Eastbound Route 134 to Northbound I-5, and from Southbound I-5 to Westbound Route 134.
Glendale Cap Park (~ LA R6.959 to LA R7.862)
In March 2013, it was reported that Glendale has received an
initial concept presentation exploring the idea of capping Route 134 to
create park space between Central and Glendale Avenue, similar to Seattle's
Freeway Park, Boston's Rose Kennedy Greenway and the proposed park over US 101
in Hollywood. The funding to explore the idea came from a grant front the
Southern California Association of Governments, and has been led Glendale's
mobility planner Mike Nilsson in conjuction with planning and urban design
(Source: Tropico Station Blog)
The product to cover Route 134 has continued to
have momentum into 2015. The project is now called Space 134. According to their website, the
Glendale "Space 134" project is a concept study for a "freeway cap park" over
Route 134 from Central Avenue to Glendale Avenue. The freeway cap park would
connect the community to the City's civic, cultural, and business core through
public open space and pedestrian and bike friendly trails. The intial concept
phase is entirely funded by the Southern California Association of Governments
(SCAG) through their Compass Blueprint Grant which was awarded to the City of
Glendale in 2012. The Near-Term Phase includes improvements to existing
bridges, incorporation of public art and adding pedestrian lighting to roads
& bridges. The Mid-Term Phase explores partially capping Route 134 in
certain sections between Central Avenue and Glendale Avenue. The long-term
vision for the cap imagines the potential for over 20 acres of open space,
including a convention and events center, transit facilities, active sports
facilities, passive open space and a potential reconfiguration of existing
retail centers. They held a community workshop on the plan in October 2015.
(Source: Emory at Aaroads, Space 134)
In March 2016, it was reported that updated
renderings of the Route 134 Cap Park are finally really starting to take shape.
They show what the 24-acre green space could look like, and give a better idea
of how the park will be laid out. Working with the firm Melendrez, Glendale
officials have created a concept plan that has the park set up as a kind of
link between Glendale's downtown area and its residential neighbors to the
east. The segment of the park between Central Avenue and Louise would be
oriented toward downtown, and would include a restaurant, a mobility hub with
bike parking and rental facilities, and transit connections. From Louise east
to Balboa, in the more residential areas, there would be a playground,
community centers, and sports courts. There would be three event spaces, but
the one in the downtown section could handle large-scale events like festivals.
Much-desired walking trails will run the length of the cap park. The cap park
will eventually extend for a .7-mile length of the freeway between Central and
Balboa avenues, but will be built in phases, with the first phase to be built
between Central Avenue and Brand Boulevard. Glendale's planning on private and
public funding sources to help pay for the cap park, which it hopes to start
construction on after 2020. Images and such may be found in the linked source
(Source: Curbed LA, 3/7/2016)
Arroyo Seco Bridge (~ LA R12.54)
In July 2016, the LA Times reported on a design
proposal to remake the Route 134 Arroyo Seco bridge near the intersection with
Route 210 in Pasadena. This proposal comes from Michael Maltzan Architecture, a
Los Angeles firm best known for the One Santa Fe apartment complex in the Arts
District, the Star Apartments near Skid Row and the forthcoming Sixth Street
Viaduct spanning the Los Angeles River. The proposal would wrap the freeway
bridge, built in 1953 and expanded in 1971, inside a sort of tunnel, what
Maltzan describes as a “new infrastructural overlay” stretching
nearly three-quarters of a mile. The overlay would include acoustically
insulated walls capable of reducing traffic noise, which has a severe effect up
and down the Arroyo and throughout this part of Pasadena, by 65%. A perforated
aluminum ceiling would direct auto emissions through concrete
“lungs” made of precast concrete treated with titanium dioxide,
capturing 516,000 tons of carbon dioxide per year. Transparent polycarbonate
panels at eye level would maintain views from the freeway bridge for drivers
and passengers; according to Maltzan the plan is “a design solution that
celebrates the experience of driving over the Arroyo Seco while sustainably
integrating the freeway into its immediate context.” The new structure
would collect rainwater, storing it in a pair of drums big enough to hold
750,000 gallons each. Some of that water would be used to maintain hanging
plants on the exterior of the tunnel. The rest — as much as 5 million
gallons per year — would be added to the city of Pasadena water supply. A
field of photovoltaic panels along the top of the tunnel would produce about 6
million kilowatt-hours of electricity annually — enough to power 600
homes. To be approved and built, the plan would require cooperation among the
city of Pasadena, Los Angeles County and Caltrans.
(Source: LA Times, 7/7/2016)
In July 2017, there was a discussion about the
increasing number of suicides from the Arroyo Seco Bridge. There’s a long
history of jumpers since the 1930s, with dozens of deaths during the Great
Depression. And a recent surge has city officials scrambling to put up
temporary barriers while deciding on permanent solutions. The latest records
show six deaths in four months between March and July 2017. Work crews have
installed poles that will later have mesh stretched across them to block access
to 20 pedestrian alcoves on the bridge, making it harder to jump the fence.
Additionally, a Pasadena City Council committee will review a staff report on
possible long-term fixes, along with details on what other cities —
including San Francisco — have done to thwart suicides from bridges. The
proposals include full-time bridge patrols, higher fencing and netting draped
under the bridge.
(Source: LA Times, 7/19/2017)
Commuter lanes exist on this route for its entire length. The portion from the US 101/Route 170 interchange to Route 2 was opened in April 1996; the remainder in May 1996. They require two or more occupants, and are in operation 24 hours a day.
The portion of this route from Route 101 near Riverside Drive (the Route 170 junction) to Route 5 (~ LA 0.055 to LA 5.041R) is named the "Ventura" Freeway. It was named by a Senate Concurrent Resolution in 1973.
The interchange of the US 101, Route 134, and Route 170 freeways (~ 134 LA 0.000) is named the "Bruce T. Hinman Memorial Interchange." Officer Bruce T. Hinman was on routine motorcycle patrol on Route 170 at US 101 when he stopped to assist a disabled motorist. A drunk driver traveling at 60 m.p.h. along US 101 attempted to change routes by driving over a raised berm, then across the freeway and onto the dirt shoulder where he crashed into the disabled vehicle. The impact spun the disabled vehicle around, striking the motorist, who was using the freeway call box, and knocking Officer Hinman to the ground. The car came to rest with its rear wheels on top of the officer's chest, suffocating him. Officer Hinman, 34, was placed on life support but died a week later. He was a nine-year member of the CHP and was assigned to the West Valley Area office directly after graduating from the Academy. CHP Officer Bruce Hinman, an eight-year CHP veteran, was said to be the first officer in the 26-year history of the patrol's West Valley station to die in the line of duty.
The I-5/Route 134 interchange (~ LA 5.041R) is named the "Gene Autry Memorial Interchange". Gene Autry was best known as a singing cowboy of stage and screen. He was also the original owner of the Anaheim Angels baseball team, and owned various media properties (KTLA-TV, KMPC-AM) in the Los Angeles area. The named interchange is near the Gene Autry Western Heritage Museum, opened in 1988. Named by SCR 17, Resolution Chapter 61, on July 16, 1999.
The portion between Route 5 and Route 2 (~ LA R5.632L to LA R8.891) is unofficially called the "Ventura Freeway". However, it is officially named the "Charles A. Lazzaretto Memorial Freeway". Charles Lazzaretto was a Glendale Police Officer who died in the line of duty at the age of 30 while attempting to apprehend a suspect wanted for the attempted murder of a Glendale citizen. Named by Assembly Concurrent Resolution 67, Chapter 97, on 9/3/1999.
On 9/11/2017, Senate Concurrent Resolution 8, Resolution Chapter 147, named the portion between Route 2 and Route 210 (~ LA R9.08 to LA R13.193) the "President Barack H. Obama Highway". It was named in honor of President Barack Obama, the 44th President of the United States. With a father from Kenya and a mother from Kansas, President Barack Hussein Obama was born in Hawaii on August 4, 1961. He was raised with help from his grandfather, who served under General George S. Patton in the United States Army, and his grandmother, who worked her way up from the secretarial pool to middle management at a bank. President Obama came from a middle-class upbringing in a strong family, where hard work and education were the means of getting ahead, and where the conviction that a life so blessed should be lived in service to others. President Obama obtained his early education in Jakarta, Indonesia, and Hawaii and spent two years at Occidental College in Los Angeles from 1979 to 1981, inclusive, which played a major role in determining his future. He made his first political speech there on February 18, 1981, as part of a movement to persuade the Occidental Board of Trustees to divest the college of its investments in South Africa. After working his way through college with the help of scholarships and student loans, President Obama moved to Chicago, where he worked with a group of churches to help rebuild communities devastated by the closure of local steel plants. He received a B.A. in 1983 from Columbia University in New York City and worked as a community organizer in Chicago, Illinois. He later studied law at Harvard University, where he became the first African American president of the Harvard Law Review, and received his J.D. in 1991. Upon graduation from Harvard Law School, he returned to Chicago to help lead a voter registration drive, teach constitutional law at the University of Chicago, and continue his community serviced. President Obama became a State Senator from Illinois from 1997 to 2004, inclusive, and was elected as a Democrat to the United States Senate in 2004, and served from January 3, 2005, to November 16, 2008, inclusive. He was elected the 44th President of the United States on November 4, 2008. After being reelected in 2012, President Obama completed his second and final term on January 20, 2017. President Obama and his wife, Michelle, are the proud parents of two daughters, Malia and Sasha.
The segment of the route from former Route 159 (Figueroa Blvd) (134 LA R11.458) to Orange Grove was named the "Colorado" Freeway. It acquired this name through the route's location, paralleling Colorado Blvd. It was one of the first freeway segments of Route 134 constructed (together with the Colorado Stub off of I-5), and predates determination of the remainder of the Route 134 routing.
Bridge 53-0166 (LA R012.57), over the Arroyo Seco in Los Angeles county, is named the "Pioneer, Pasadena Memorial Bridge". It was built in 1953, and named by Assembly Concurrent Resolution 80, Chapter 182, in the same year. Pasadena Pioneers' Bridge is named for the party of settlers led by Dr. T.B. Elliot of Indianapolis, Indiana, who founded the City of Pasadena in 1874. Bids for its construction were let on March 8, 1951. The total length of the bridge is 1, 366'; the easterly approach viaduct is 215' long; the westerly viaduct is 372' long. The maximum height of the structure from the ground to the deck is 130'. Each of the two three-lane (in 1951) roadways is 40' wide. The total width of the bridge flares out from a width of 94' at the west end to 168' at the east end. Bridge construction was expected to cost $3,500,000. It replaced the original Colorado Street Bridge, built in 1913 by the City of Pasadena and Los Angeles County. Strict limitations of topography and a deep ravine within a few hundred feet of the main business section of a city of 100,000 necessitated placing ramps and curves on the deck of a structure whose size and location would ordinarily dictate the design and planning of the entire project. The immediate proximity of the 1913 structure make the selection of type and architectural design more difficult than usual. Technical design calculations are further complicated by the curvature and superelevation, excessive width, asymmetry of arch ribs and the magnitude of the structure. An extensive overview of the planning and engineering of the new freeway bridge can be found in the January-February, 1951 issue of California Highways and Public Works.
The original bridge Colorado Street Bridge was built in 1912 and 1913. When it was completed, there were about 35,000 automobiles in all of Los Angeles County; in 1949 the county's total motor vehicle registration exceeded 1,800,000. The old bridge was added to the State Highway System in 1933. It no longer appears to be in the state bridge log.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
This route is part of the De Anza National Historic Trail.
Overall statistics for Route 134:
In 1933, Chapter 767 defined the route from "Corcoran to Lindsay via Tulare" as part of the state highway system. In 1935, this was codified in the highway code as LRN 134, with the definition:
"[LRN 135] at Corcoran to Lindsay via Tulare"
LRN 134 appears to have had an original terminus a quarter mile
approximately west of the modern one at Pickerell Avenue in Corcoran before LRN
135 was realigned in 1953.
(Source: Sure Why Not? Blog: Route 137)
This definition remained unchanged until the 1963 renumbering. The route ran
from Route 43 at Corcoran to Route 65 at Lindsay via Tulare. This is
present-day Route 137. A small portion was also signed originally as Route 63;
specifically, the segment from LRN 4 (US 99) east a short distance to LRN
(Source: For the portion that was Route 63: Sure Why Not? Blog: Route 137)
From Route 101 near Los Alamos to Route 1 south of Orcutt.
In October 2018, the CTC authorized for for future consideration of funding
the following project for which a Mitigated Negative Declaration (MND) has been
completed: Route 135 in Santa Barbara County (05-SB-135, PM R7.2). Seismic
retrofit of an existing bridge on Route 135 near the town of Bradley. (PPNO
2567) This project is located on Route 135 at the San Antonio Creek Bridge (No.
51-0006) in Santa Barbara County. The project proposes to improve the service
and stability of the bridge structure to prevent collapsing during a maximum
credible seismic event. It has been determined from the Structure Replacement
and Improvement Needs Report and the Office of Earthquake Engineering
Department that the bridge is seismically deficient and has insufficient
capacity to resist earthquake loading. The proposed project is estimated to
cost approximately $4.7 million. This project is fully funded and is currently
programmed in the 2018 SHOPP for approximately $4.7 million. Construction is
estimated to begin in 2020. The scope, as described for the preferred
alternative, is consistent with the project scope programmed by the Commission
in the 2018 SHOPP.
(Source: October 2018 CTC Agenda Item 2.2c.(1))
From Route 1 near Orcutt to Route 101 in Santa Maria.
Constructed to freeway standards from Route 1 to north of Orcutt (~ SB R9.218 to SB 10.611).
Orcutt Gateway Veterans Flag
There has been an ongoing kerfluffle regarding
construction of a Veterans Memorial near Orcutt on Route 135 (at Clark Ave, SB
R10.437). For three years, a private citizen named Steve LeBard has led the
effort to build a privately funded memorial in Orcutt, California—a
tranquil small town located on the Golden State’s gorgeous Central
Coast—to honor military veterans. The project has run into numerous
problems. Some of these stemmed from a legal decision regarding flag displays
on Caltrans properties (an artifact of post 9/11 flag displays) that prevented
display of the US Flag (since resolved), as well as problems related to the
display of military service seals and their logos. The emotion of the effort
was raised due to the usual rhetoric. The story is this: Originally, LeBard and
OTORA raised the money for the veterans’ memorial, and in 2011 he asked
CalTrans for permission to build it by a park-and-ride near a highway on-ramp
and off-ramp, where people enter and exit when traveling to and from nearby
Vandenberg Air Force Base. Because the memorial was to be built around an
American flag, CalTrans refused to grant OTORA permission to build it. Citing
its interpretation of a decision issued by a 3-judge panel of the Ninth Federal
Circuit Court of Appeals (and the policy that CalTrans developed in its
aftermath), CalTrans declared that hanging an American flag on public land
constitutes an impermissible act of “public expression.” As
CalTrans explained to LeBard at the time, if it allowed an American flag to be
hung, “we would be placed in a position of having to permit all forms of
expression….As such, the department has determined that the state
highway system is not a forum for public expression….” LeBard
subsequently convinced Caltrans that the flag display was permissible, but then
ran into problems with the Americans with Disabilities Act and the width of the
sidewalk. He then tried to get Caltrans to sell the land to Santa Maria, but
ran into problems with that. He last settled on a Transportation Art project,
which is when a problem with the mottos on the seals emerged.
(Source: Weekly Standard Blog 2/20/13, Project Blog 2/13/13, LA Times 3/4/13)
In November 2017, it was reported that an American
flag now flies at the entrance to Old Town Orcutt thanks to the persistence of
a Orcutt veteran. On Thursday, Nov. 30, 2017, a ceremony to raise the flag was
held at the Old Town Orcutt Flag Pole, located at the intersection of Clark
Ave. and Route 135. The event was attended by members from American Legion Post
534, as well as several local dignitaries, including Assemblyman Jordan
Cunningham, who introduced the bill that led to the long-awaited approval to
display the flag. Cunningham authored the legislation after learning about the
long-running efforts of Steve Lebard. Beginning in 2011, the Vietnam War
veteran has been attempting to create a veteran's memorial at the busy
intersection. However, blocking the project was a much-criticized Caltrans rule
that banned the American flag at "gateway monuments." Lebard's frustration with
the rule gained national attention, including from former FOX News anchor Bill
O'Reilly and Los Angeles Times. After spending several years going through
government red-tape, Lebard's dream picked up steam in early 2017 when
Cunningham proposed bill AB 866, which was dubbed "The Fix." "What this bill
allows for once and all, as a matter of California law, is that you can fly a
U.S. or California flag at what's called a "gateway monument, a monument that
usually marks the entrance to a city or town," Cunningham said.
(Source: KEYT, 11/30/2017)
In March 2013, the CTC vacated right of way in the city of Santa Maria along Route 135 at Santa Maria Way (~ SB 12.999), consisting of superseded highway right of way no longer needed for State highway purposes.
In August 2015, the CTC vacated right of way in the city of Santa Maria along Route 135 just north of Santa Maria Way (~ SB 12.999), consisting of superseded highway right of way no longer needed for State highway purposes.
In 1984, Chapter 1258 changed the terminus of (a) to "Route 1 south of
near Harriston". This reflected the work to
incorporate former County Sign Route S20 was incorporated into Route 1, and the incorporation
of a portion of former Route 1 into Route 135.
In 1992, Chapter 1243 clarified the terminus of (b): "... to Route 101
north of in Santa Maria."
Some more information on this route was provided on AAroads: The US 101
Santa Maria bypass was completed about a year or so prior to the Great
Renumbering of '64; as such, the routings were changed while LRN's were still
"the law of the land", so to speak. At that time, Route 166 from Route 1/LRN 56
at Guadalupe east to US 101 was part of LRN 148. When the bypass was completed
around the east side of town, LRN 148 was extended east to the bypass, signed
as Route 166, which then turned north to multiplex with US 101/LRN 2 to a point
north of town, where it turned east on Route 57 toward Maricopa. Prior to then,
LRN 148 jogged on Broadway (old US 101, now Business Route 101/Route 135) south to Stowell
Road, where it turned east. The segment from Broadway to the bypass was
relinquished when LRN 148/Route 166 continued east to the new US 101 freeway.
The segment of Stowell Road east of the US 101 freeway, and the rest of former
LRN 148 east to Sisquoc, became the new Route 176; it received signage in late
1968 (about the time that most formerly unsigned state-maintained highways in
Santa Barbara County, such as Route 135, Route 144, Route 217, Route 224, and
Route 225 were signed in the field). The route was eventually relinquished to
the county circa 1984, with signage being removed within a couple of years.
(Source: Sparker at AAroads, 4/7/2018)
Both segments were originally part of LRN 2, which is also US 101. This indicates that they are a former routing of US 101 through Harriston and Orcutt, and were bypassed by a later version of LRN 2, which is the present-day US 101. LRN 2 was defined in 1909. This routings became branches in 1933.
According to Chris Sampang, Graciosa Road appears to be the old routing of Route 135 (pre-freeway) between south of Orcutt (where Route 135 has its north merge with Route 1) and the San Antonio Creek (2 miles south of the southern merge with Route 1). Bell Street (which is Route 135 through Los Alamos) curves back to the current US 101 expressway a mile northwest of Los Alamos, and may have been US 101 after it was rerouted off of the older Route 135 alignment (but before the bypass was built).
Route 135 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 135 between 1934 and 1964.
In July 2002 and November 2002, the CTC considered rescinding the freeway adoption from PM 10.0 to PM 13.2.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
Overall statistics for Route 135:
In 1933, Chapter 767 defined the route from "Hanford via Corcoran and Earlimart to Bakersfield-General Grant Park Road near Ducor" as a state highway. In 1935, this was added to the highway code as LRN 135, with the definition:
In 1953, Chapter 1617 changed the terminus and routing of the route to be
"[LRN 10] near Hanford, thence southerly in the vicinity of Corcoran and via
Sun Rise City to the junction of [LRN 33] and [LRN 139] near Wasco
Earlimart to [LRN 129] near Ducor". This had the side effect
of deleting the routing on Avenue 56 to Route 65 near Ducor. That segment later
became County Sign Route J22.
In 1959, Chapter 1062 rewrote the definition again, turning the exisitng segment around and adding a second segment:
In 1953, LRN 135 was realigned on a bypass around Corocan following the
modern alignment of Route 43 north to meet Route 198 at Lacey Blvd via 7th
Avenue. By 1954 the segment of LRN 135 on 56 Avenue was deleted and the highway
was routed along the modern alignment south to US 466/LRN 139 in Wasco which
created a continously maintained north/south highway south to US 399. LRN 135
appears to have existed as a gap highway with a new segment south from US 99 in
Selma to the Kings County line shown in 1960. LRN 135 was eventually extended
on a bypass of Hanford to north to US 99 in Selma by 1962 via the alignment of
modern Route 43. Both LRN 135 and LRN 139 appear as part of Route 43 on the
1963 state highway map and the alignment has largely been the same ever
(Source: Max R on AARoads, March 2017)
This routing remains as defined in 1963.
This was LRN 127, defined in 1933. It was signed as Route 190 before 1964. The Route 136 number wasn't applied to the portion of the route around the north end of Owens Lake until the 1964 renumbering, when the Olancha "cutoff" was brought into the state system as Route 190. Note: There is some more history on the routing with the discussion of LRN 127.
Max R explored the history of this route in a discussion chain in AARoads in July 2017: Route 136 largely came to be due to the location at the site of what was once a 100 square mile and very much wet Owens Lake. Owens Lake is fed by the Owens River and was thought to be as large as 200 square miles about 11,000 to 12,000 years ago. The water level of Owens Lake was typically anywhere from 25 to 50 feet in depth and was last full before the Los Angeles Aqueduct project started to divert water in 1913. The lone inhabited location on Route 136 is a CDP known as Keller that essentially is a ghost town. Keeler was founded originally as "Hawley" in 1872 when the pier for the Cerro Gordo Mines at Swansea a couple miles north was lifted out of Owens Lake by the Lone Pine Earthquake. At some point, the town name was changed to Keeler.The Carson and Colorado Narrow Gauge Railroad reached it by 1883. Keeler remained the southern terminus of the Carson and Colorado until it was shuttered in 1960. Apparently the tracks were removed later but the former rail depot has remained standing in Keeler as a derelict ever since. There is a really nice Carson and Colorado museum at the Laws Depot north of Bishop just off of US 6. Route 136 is pretty sound and pretty much the quick shot out of Lone Pine for anyone heading to Death Valley National Park. It is very smooth, very straight, and very fast with a 65 MPH speed limit the entirety of the 18 miles of the route. Route 136 was applied over the previous unsigned LRN 127 when the state highways were renumbered in 1964. The route of LRN 127 appears to have cut south along the Owens River and followed closer to the shoreline of Owens Lake to Keeler. The modern bypass and most of Route 136 north of Keeler appears to be on the former right-of-way of the Carson and Colorado Line east of the Owens River. LRN 127 adopted the modern routing of Route 136 in 1955.
Route 136 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 136 between 1934 and 1964.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 136:
In 1933, Chapter 767 added the route from "[LRN 4] near Delano to Bakersfield-General Grant Park Road" to the highway system. In 1935, this was added to the highway code as LRN 136, with the definition:
This definition remained unchanged until the 1963 renumbering. It ran from Route 99 to Route 65, and appears to be the portion of Route 155 between Route 99 and the Famoso-Porterville Road. The remainder was part of Route 65 along Richgrove (although this might have also been part of LRN 129), and later was County Sign Route J35. This was Route 211 between 1963 and 1965.
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