California Highways (www.cahighways.org): Route 13

1934-1935 Sign Route 13

Pre-1964 State Shield In 1934, Route 13 was signed along the route from Santa Cruz to Jct. US 101 at San Rafael, via San Jose, Mt. Eden, and Oakland. This corresponds to:

LRN 5 between Santa Cruz and San Jose
LRN 69 between San Jose and San Rafael.

Multiple 1935 maps, however, show the route as Sign Route 17, so the renumbering happened quickly after the original designation in 1934. This is the route of present-day Route 17 to San Jose, I-880 between San Jose and Emeryville, and I-580 between Emeryville and San Rafael (although all of this was originally Route 17).

Post-1964 Route 13 / LRN 227

What became signed Route 13 in 1964 started out as three LRNs: part of LRN 258, LRN 227, and LRN 206. It does not appear that post-1964 Route 13 was signed as pre-1964 Sign Route 13:

The portion of unconstructed Route 13 between the current Route 61 routing along Doolittle Dr. (former LRN 226), starting about halfway between Jones Ave and Davis Street, and and I-580 (former US 50, LRN 5), was LRN 258 (added to the state highway system in 1959). Note that LRN 258 continued S from the junction of Doolittle Drive and Davis Street to Route 84 near Newark; this was planned to be an extension of Route 61, but was never constructed. Instead, Route 61 was signed along LRN 226 (Davis Street), which is legislatively Route 112.
The segment from I-580 (former US 50, LRN 5) to Route 24 (LRN 75, Sign Route 24) was LRN 227, defined in 1947. LRN 227 was assigned a sign route until 1964, and actually wasn't signed until the freeway was completed and opened in 1967.
The segment between Route 24 and former US 40 (today's I-80) was LRN 206, defined in 1935. This was originally signed as a continuation of Sign Route 24 (which entered Oakland through the Caldecott Tunnels along LRN 75). Sign Route 24, after passing through the tunnels and reaching Warren Blvd/Ashby Ave (LRN 227), turned to the NW and continued along LRN 206.

LRN 75 continued unsigned along Broadway MacArthur Blvd, US 50. In 1970, when the Route 24 freeway was completed to Route 17 (today's I-880) and replaced the Broadway routing, the LRN 75 segment between Route 24 and US 50 (today's I-580) became Route 24, and the LRN 206 segment between Route 24 and I-80 became Route 13.

In 1981, the Route 24 freeway between Route 17 and I-580 was renumbered as I-980, with Route 17 becoming I-880 in 1986. Why the renumbering to I-980? Likely, the reason was the same as the renumbering of I-238: To encourage truck traffic to avoid the truck-limited I-580 through Oakland; in this case, trucks on Route 17 (I-880) would follow I-980 through the Caldecott Tunnels or into Berkeley or Oakland, instead of taking I-580 through Oakland.
Lastly, between I-80 (former US 40) and present-day unconstructed Route 61 in Berkeley, the routing (unconstructed) was also LRN 206. This portion of LRN 206 was added to the state highway system in 1959. It is unsigned. Note that Route 61 was a planned freeway that paralleled I-80 near Berkeley, running along the edge of or slightly in the E edge of the bay going under the Bay Bridge, and then continuing E of Route 17/I-880 all the way S to Route 84 near Newark.

Between LRN 5 (Warren Blvd/US 50 (now I-580)) and Ashby Ave (Route 24, LRN 206), Route 13 was partially constructed as of 1963 (it was only constructed between Route 24 and Joaquin Miller Road). The routing of present Route 13 (then unsigned) was along Warren Blvd and then an unspecified routing (perhaps Mountain Blvd) to US 50 (LRN 5). This was LRN 227, added to the state highway system in 1947.

Unconstructed Portion

Rte 13 / Rte 24 Stub State Shield Unconstructed for 4 miles from Route 61 to Route 580. This section would have paralleled Hegenberger Road and 73^rd Avenue. However, no local roads adequately fit the definition of a traversable highway. The 4.3 miles that were in the freeway and expressway system were deleted effective 1/1/1982.

The 2013 Traversable Highways report notes, for the two segments from Route 61 to Route 580, and from Route 80 to Route 61: No local roads adequately fit the description of a traversable highway. 4.3 miles were deleted from the F&E System effective 1/1/82. No
recommendation.

Sean Tongson notes that a short stub of concrete at the on-ramp from northbound Route 13 to eastbound Route 24 seems to suggest a possible flyover/under ramp may have been planned from southbound Route 13 to eastbound Route 24.

Construction Through Oakland

Construction for this freeway occurred mostly in the late 1950s. By 1953, the first segment of LRN 227 was shown on state highway maps as completed south of Route 24 to Moraga Avenue, following Longvale Road and Mountain Boulevard. By 1955, LRN 227 was constructed for 1.3 miles between Thornhill Drive and Ascot Drive as a divided four lane highway. Also, in 1955, $300,000 dollars budgeted by the State for the 1956-57 fiscal year towards the construction of LRN 227 between Route 24 and US 50 (future I-580). By 1958, state highway maps were showing LRN 227 as completed just south of Joaquin Miller Road. The segment of the Warren Boulevard Freeway from Broadway Terrace to Lincoln Avenue opened in August 1958. By early 1960, LRN 227/Warren Boulevard Freeway was completed from Broadway Terrace south to Redwood Road. The Route 13/Warren Boulevard interchange at Moraga Avenue was completed on April 15, 1964. The Warren Freeway was completed through Oakland in 1966, and completed to I-580 (former US 50) by 1967, at which point it was signed as Route 13.
(Source: Gribblenation Blog (Tom Fearer), “California State Route 13 and the Warren Freeway”)

The Park Boulevard interchange was designed and designated as a future connection to the Shephard Canyon Freeway (then LRN 235, present-day unconstructed Route 77) through the Oakland Hills toward Moraga.

Constructed as freeway from I-580 to Route 24.

Route 13 in Berkeley

In Berkeley, Route 13 uses Tunnel Road and Ashby Avenue to reach I-580. In 1935, the Berkeley Gazette reported, “Ashby Avenue from the new low level tunnel to the East Shore Highway becomes a part of the State Highway system today with the signature of Governor Frank F. Merriam to Assembly Bill No. 641. The five and one quarter miles of road is the only roadway in Northern California added to the State Highway system this year. It is considered an extremely important addition because it will be a main arterial connecting with the new San Francisco Oakland Bay Bridge.” It was noted at the time that plans for the improvement of Ashby Avenue called for an outlay of upward of $30,000 to straighten out Ashby Avenue at Elmwood Court, just E of College Avenue.
(Source: East Bay Times, 7/15/2010)

In the 1930s, Ashby Avenue served as the only western approach to Berkeley. In 1935, the opening of the Caldecott Tunnel connected Berkeley to eastern towns, leading to a dramatic increase in traffic along Ashby Avenue, particularly in the Elmwood district. Within Elmwood, two sharp 90-degree turns, known as the Ashby Curve, became a notorious bottleneck and safety hazard. The curve was widely regarded as “one of the most dangerous and hazardous main thoroughfare curves in the entire city. In 1941, the City of Berkeley purchased and moved six homes to create a diagonal road to bypass the Ashby Curves. The realignment significantly improved traffic flow on Ahsby into Berkeley, helping to spur the development of the Elmwood business district. This project also left behind a small sliver of land, on which a single house remained.
(Source: Ashby Place Website, retrieved 1/17/2026)

The name of Ashby Avenue comes from the Ashby brothers, Mark and William, who migrated to California in the first half of the 1850s. Several years later, they purchased some 187 acres for a ranch that was sustained by a tributary of Derby Creek. In 1876, when Mark Ashby had become the title holder for the western portion of the property, California’s former governor Leland Stanford and former Alameda supervisor and real estate developer Francis Kittredge Shattuck succeeded in connecting Oakland to Berkeley by purchasing a right-of-way for a steam train spur line to travel from the main Central Pacific Railway up what is now Stanford Avenue and Adeline Street, cutting through Mark Ashby’s property and terminating at Shattuck and University avenues. The Ashbys’ farming days were now numbered. In 1882, Mark Ashby filed a property subdivision map for the Newbury Tract, so named for his hometown of Newburyport, Massachusetts.
(Source: Berkeley Heritage, retrieved 1/17/2026)

Oakland Separation Barrier (04-ALA-13 PM 6.7/7.2)

Rte 13 Oakland Separation Barrier The 2020 SHOPP, approved in May 2020, included the following Collision Reduction item of interest (carried over from the 2018 SHOPP): 04-ALA-13 PM 6.7/7.2 PPNO 1490P Proj ID 0415000356 EA 4J490. Route 13 in Oakland, from 0.2 mile north of Lincoln Avenue to 0.2 mile south of Park Boulevard. Install outer separation barrier and construct rumble strips. Programmed in FY21-22, with construction starting 2/1/2023. Total project cost is $5,190K, with $3,092K being capital (const and right of way) and $2,098K being support (engineering, environmental, etc.),
(Source: 2020 Approved SHOPP a/o May 2020)

In March 2021, the CTC approved the following pre-construction support phase allocation(s): (2a) #7. $800,000 (PS&E, $667,000 programmed); $42,000 (R/W Sup). 04-Ala-13 6.7/7.2. PPNO 04-1490P; ProjID 0415000356; EA 4J490. Route 13 In Oakland, from 0.2 mile north of Lincoln Avenue to 0.2 mile south of Park Boulevard. Install outer separation barrier and construct rumble strips. Prog. year 20-21.
(Source: March 2021 CTC Agenda, Agenda Item 2.5b.(2a) #7)

In May 2021, the CTC amended this project in the SHOPP: 04-Ala-13 6.7/7.2 PPNO 1490P ProjID 0415000356 EA 4J490. Route 13 In Oakland, from 0.2 mile north of Lincoln Avenue to 0.2 mile south of Park Boulevard. Install outer separation barrier, and construct rumble strips. This was amended to adjust costs. During PA&ED, additional tree removal, moment slab barrier, pavement and excavation work were identified resulting in increased construction support ($565K → $1,062K) and capital costs ($2,895K → $5,344K). Revised total: $8,046K.
(Source: May 2021 CTC Agenda, Agenda Item 2.1a.(1d) #9)

Park Blvd Overcrossing and Broadway Terrace Undercrossing Bridges (04-Alameda-13 7.4 /9.07)

In January 2024, Caltrans released the draft 2024 SHOPP, which contained the following project: 04-Alameda-13 7.4 /9.07. PPNO 04-2910E; ProjID 0421000328; EA 3W230. Route 13 In Oakland, at Park Boulevard Overcrossing Bridge № 33-0159 (Poor); also at Broadway Terrace Undercrossing Bridge № 33-0162 (Fair). Seismic retrofit one bridge and replace one bridge. Proposed ($ × 1000): PA&ED: $1,620; PS&E: $3,610; R/W $60; R/W Sup $240; Con $23,348; Con Sup: $6,130; Total: $35,008. Begin Con: 4/3/2028.
(Source: 2024 Draft SHOPP v4.0, 1/31/2024)

In May 2024, the CTC approved the following preconstruction environmental phase allocation: $1,620,000 (PA&ED). 04-Alameda-13 7.4 /9.07. PPNO 04-2910E; ProjID 0421000328; EA 3W230. Route 13 In Oakland, at Park Boulevard Overcrossing Bridge № 33-0159 (Poor); also at Broadway Terrace Undercrossing Bridge № 33-0162 (Fair). Seismic retrofit one bridge and replace one bridge.
(Source: May 2024 CTC Agenda, Agenda Item 2.5b.(3) #29)

Bruns Court Pedestrian Overcrossing (~ ALA 7.859)

In September 2023, it was reported that the Bruns Court Pedestrian Overcrossing (~ ALA 7.859), which allows people to walk over Route 13 and Moraga Avenue from Bruns Court to Montclair Park, must be replaced because it is seismically unsafe. The structure is especially vulnerable to collapse because it lies about 200 feet from the Hayward Fault. Locals use the bridge to get to the park to play baseball and pickleball, or to walk their kids to Montclair Elementary School without crossing Moraga Avenue, which has two driving lanes each way and features many speeding cars. According to Caltrans records, the overcrossing is also non-compliant with the Americans with Disabilities Act and has inadequate vertical clearance on the freeway and residential roads under it. The bridge has been in use since 1956. Caltrans says it plans to build a replacement which will be completed by 2026. The state is partnering with Oakland’s Department of Transportation to develop the new bridge, as its elements may force the city to take on more financial and right-of-way responsibilities. There are four options under consideration to replace the overcrossing:
(Source: Oaklandside, 9/27/2023)

The first option would be to remove the current crossing and build a new one made of concrete that ends with a large “switchback” ramp on the land between the freeway and Moraga Avenue. This option would force the city to install a crosswalk on Moraga Avenue, likely featuring flashing beacons. Some residents said this would be a setback, providing less of a service to pedestrians than the older bridge.
The second option would replace the concrete bridge with a new one, but its pedestrian offramp would land on the side of the park, like the current crossing. The ramp would also be designed straight down, at a safe angle, and would not be a switchback design. This option would not change the main roadway, leaving two lanes on each side.
The third option would add a new concrete bridge across the freeway and Moraga Avenue and would have the same straight-down ramp design. But it would take away one driving lane in each direction on Moraga to add a buffered bike lane.
The fourth and final option would be the most disruptive for people used to taking the crossing into the park: It would remove the old crossing without replacing it. Instead, the state would work with Oakland to upgrade the La Salle Avenue Overcrossing, a bridge located 800 feet south of the Bruns Court Crossing that includes a sidewalk and vehicle lanes. Officials say they would expand the existing LaSalle sidewalks, but renderings show the walkways wouldn’t grow by much because, according to OakDOT, there isn’t much space to work with. The La Salle option would also include a “sharrows” design for bikes, a controversial design in many places because it forces bikes to share lanes with cars.

In January 2024, the following pre-construction-phase SHOPP SB1 Project allocation was on the agenda, but was withdrawn: $3,160,000. 04-Ala-13 7.9. PPNO 04-2020L; ProjID 0418000023; EA 0P890. Route 13 In Oakland, at Bruns Drive Pedestrian Overcrossing № 33-0244 (PM 7.91). Replace pedestrian overcrossing and upgrade seismic safety. Concurrent consideration of funding under Resolution E-24-02; January 2024. Twenty month allocation time extension for PS&E and R/W Sup approved under Waiver 22-73; June 2022. Programmed (Allocation, if different): PS&E $2,584,000 ($3,050,000); R/W Sup $93,000 ($110,000). Withdrawn Prior to Meeting.
(Source: January 2024 CTC Agenda, Agenda Item 2.5b.(2b) #6)

In February 2024, it was reported that neighbors near the Bruns Court overcrossing say the span should be replaced, and they’re accusing the state highway agency, Caltrans, of not listening to their needs and confusing residents. Residents are arguing that Caltrans is pursuing the tear-down without a replacement option. Under this plan, Caltrans and the city would make road improvements around the nearby La Salle Avenue bridge, which currently has two vehicle lanes and sidewalks. The improvements include new sidewalks, bike sharrows, bulb-outs, and other car-slowing designs. Caltrans did not deny or confirm its staff met with Oakland’s Mayor and OakDOT. But it confirmed the La Salle Street option—which means tearing down and not replacing the Bruns Court bridge—was the “selected alternative.” According to Caltrans, the feedback they’ve gotten from Montclair residents led them to the tear-down option. According to the state agency’s outreach survey, 123 residents support demolishing the Bruns Court footbridge and fixing up La Salle Avenue. Twenty-seven want the La Salle Improvements while supporting “other street safety improvements,” including replacing the footbridge with a new one, and only 26 sought a pedestrian bridge replacement without changes to La Salle. The difference in cost between tearing down the Bruns Court crossing and fixing the La Salle Bridge versus replacing the Bruns Court crossing with a new bridge has not been fully analyzed.
(Source: Oaklandside 2/14/2024)

Berkeley ADA Ramps

In May 2019, the CTC approved the following SHOPP allocation: $4,373,000 (Const, Const Engr). Alameda 04-Ala-13 12.1/13.4. Route 13 In Berkeley, from Shattuck Avenue to 7th Street. Outcome/Output: Upgrade curb ramps and sidewalks to meet the Americans with Disabilities Act (ADA) standards, install detectable warning surface, and restripe crosswalks.
(Source: May 2019 CTC Minutes, Agenda Item 2.5b.(1) Item 7)

In June 2019, the CTC approved the following SHOPP scope amendments:
(Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Scope Items 40, 41)

Scope Item 40: 04-Ala-13 10.7/13.0 PPNO 0124N ProjID 0400020861. Route 13 In Berkeley, from Domingo Avenue to Mabel Street. Upgrade curb ramps and repair sidewalks to meet American with Disabilities Act (ADA) standards. Due to the difficult nature of utility relocation and project delivery timeframe needs, split 15 curb ramp locations from parent project EA 2G460/PPNO 04-0124M into new child EA 2G461/PPNO 04-0124N. Also, add seven locations from nearby EA 2G482/PPNO 04-0124L and EA 2G660/PPNO 04-0144A. Total Cost: $6,095K. Completion FY21-22.
Scope Item 41: 04-Ala-13 10.8/12.1 PPNO 0124M ProjID 0400020859. In Berkeley, from Claremont Avenue to west of Shattuck Avenue. Upgrade curb ramps and repair sidewalks to meet American with Disabilities Act (ADA) standards. Due to the difficult nature of utility relocation and project delivery timeframe needs, split 15 curb ramp locations into a child project EA 2G461/PPNO 04-0124N. Cost increases are to address relocation and replacement of signals, electroilers, cabinets, and pull boxes, reconstruction of drainage inlets, increase in unit prices and missed items when the cost estimate was last developed. Updated cost: $7,080K

The 2020 SHOPP, approved in May 2020, included the ADA Ramp Project (carried over from the 2018 SHOPP): 04-ALA-13 PM 10.7/13.0 PPNO 1490P Proj ID 0419000091 EA 2G461. Route 13 in Berkeley, from Domingo Avenue to Mabel Street. Upgrade curb ramps and repair sidewalks to meet Americans with Disabilities Act (ADA) standards. Programmed in FY21-22, with construction starting 1/12/2023. Total project cost is $6,095K, with $5,110K being capital (const and right of way) and $985K being support (engineering, environmental, etc.),
(Source: 2020 Approved SHOPP a/o May 2020)

I-80/Ashby Avenue (Route 13) Interchange Improvements (04-Ala-13, PM 13.7/13.9)

Rte 80 Ashby Ave Interchange Improvements In June 2021, the CTC approved amending the STIP to use the funding available through the 2021 Mid-Cycle STIP and share distribution of the federal Coronavirus Response and Relief Supplemental Appropriations Act of 2021 funds (COVID Relief Funds) to add a new project to the STIP: Route 80 Ashby Interchange Improvements (PPNO 0069V); program $50K to the PS&E phase in FY 2022-23.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(19); Image source: Project Fact Sheet from Alameda CTC)

This project proposes to reconstruct the I-80/ Ashby Avenue interchange to improve accessibility, safety, traffic flow, and bicycle and pedestrian facilities. These improvements are intended to provide traffic congestion relief and enhanced mobility at this critical access point and important intersection of regional transportation routes. The project will also provide multimodal transport options, while improving community connectedness, including connectivity to the existing Bay Trail. This project was approved by Alameda County voters in 2014 under Measure BB and represents a direct investment in regional infrastructure and economic development. It will provide a direct connection between westbound I-80 and Emeryville by way of Shellmound Street. Improvements will include:
(Source: Ashby Avenue Interchange Improvement Page, September 2021)

A new bridge to replace existing bridges
A new interchange form with connections to Shellmound Street and Frontage Road
Provision of bicycle and pedestrian access over the I-80 freeway at the Ashby Avenue interchange

The estimated costs by phase ($ x 1,000) are: PE/Environmental $4,500; Final Design (PS&E) $10,500; Right-of-Way/Utility $4,400; Construction $137,600; Total Expenditures $157,000.
(Source: Ashby Avenue Interchange Improvement Page, September 2021)

In January 2022, a few more details were reported. The new bridges will provide vertical clearance along I-80 for freight vehicles. The new interchange structure will supply better connections to Shellmound Street, Frontage Road, and Point Emery. There will be a new shared bicycle and pedestrian pathway to afford direct access to the San Francisco Bay Trail. The project’s eastern end connects with a concurrent development that should include raised, protected bike lanes on part of Shellmound. However, that does not address the increased traffic coming off the freeway where the ramps intersect.
(Source: Streetsblog SF, 1/13/2022)

In March 2024, the CTC approved for future consideration of funding the following project for which a Mitigated Negative Declaration (MND) has been completed: Interstate 80/Ashby Avenue Interchange Improvement Project. (04-Ala-13, PM 13.7/13.9. 04-Ala-80, PM 3.9/5.0, PPNO 0069V) Route 13 and I-80 in Alameda County. Provide interchange and local road improvements along I-80 at the Ashby Avenue Interchange. The project would replace the existing interchange connector ramps with a new bridge over I-80, realign access to West Frontage Road, and add a new bicycle and pedestrian overcrossing, in Alameda County. The project would replace the existing interchange connector ramps with a new bridge over I-80, realign access to West Frontage Road, and add a new bicycle and pedestrian overcrossing. The project is currently programmed in the 2022 State Transportation Improvement Program (STIP). The total programmed amount which includes Right of Way (Capital), and Construction (Capital) is $117,200,000 from STIP and Regional Improvement Program. Construction is estimated to begin in Fiscal Year 2025-26. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2022 STIP.
(Source: March 2024 CTC Agenda, Agenda Item 2.2c.(1))

In May 2024, the CTC approved the following allocation for a Locally-Administered STIP Project on the State Highway System: $50,000 (PS&E). 04-Ala-80 3.9/5.0. PPNO 04-0069V; ProjID 0418000225; EA 25620. I-80/Ashby (SR-13) Interchange Improvements. Reconstruct the I-80/Ashby Avenue (Route 13) Interchange and provide bicycle/pedestrian connectivity. CEQA - MND, 12/28/2023. NEPA - FONSI, 12/28/2023. Future Consideration of funding approved under Resolution E-24-13; March 2024. Time Extension for FY 22-23 PS&E expires on June 30, 2024. Contribution from other sources: $10,500,000.
(Source: May 2024,CTC Agenda, Agenda Item 2.5c.(2)/2.5v.(1))

The project page notes the remaining project schedule, which includes the following major milestones and estimated time frames associated with advancing Phase 1 project improvements: Right-of-Way Certification – Spring 2026; Final Design – Fall 2026; Construction – Spring 2026-Fall 2028
(Source: Project Page, retreived 1/17/2026)