California Highways (www.cahighways.org): Route 26

Post 1964 Signage History

In 1963, this segment was first defined (by Chapter 385) as "Route 12 to Route 49 near Mokelumne Hill.". Before the year was out the routing was extended by Chapter 2155 to be "to West Point via Mokelumne Hill." In 1984, it was extended by Chapter 409 to terminate at "Route 88 near Pioneer Station via Mokelumne Hill and West Point" by a transfer of a segment from Route 104.

Pre 1964 Signage History

This segment from Route 12 to West Point was originally Sign Route 8, and was part of LRN 5. This portion of LRN 5 was defined in 1963. It was resigned as Route 26 in 1963 to eliminate the conflict with I-8, and then later that year extended past Route 49 to end in West Point.

The remainder of this segment of Route 26 was originally Route 104. Route 104 was defined in 1970; the segment was transferred to Route 26 in 1986. Route 104 has an unbuilt segment between near Martell to Route 88 that would have connected with the segment from near Pioneer Station to Route 26 in West Point.

Some additional history may be found in Tom Fearer's blog entry: California State Route 26.

Status

Route 49/Route 26 Interchange Improvements (10-Cal-26 PM 18.1)

Rte 26/49 Intersection In October 2020, the CTC amended the following project into the 2020 SHOPP: 10-Cal-26 PM 18.1 PPNO 3494 ProjID 1019000164 EA 1K820. Route 26 near Mokelumne Hill, at the intersection with Route 49. Intersection improvements. PA&ED: $1,610K; PS&E: $1,759K; R/W Sup: $668K; Con Sup: $1,602K; R/W Cap: $6,258K; Const Cap: $7,055; Total: $18,952K. Begin Const: 3/14/2025.
(Source: October 2020 CTC Agenda, Agenda Item 2.1a.(1a) #21)

In October 2020, the CTC approved the following SHOPP Support Phase allocation: $1,610,000 for PA&ED for 10-Cal-26 PM 18.1. PPNO 10-3494 ProjID 1019000164 EA 1K820. Route 26 Near Mokelumne Hill, at the intersection with Route 49. Intersection improvements. (Concurrent Amendment under SHOPP Amendment 20H-003; October 2020.)
(Source: October 2020 CTC Agenda, Agenda Item 2.5b.(2a) #34)

In September 2021, Caltrans started holding open houses regarding a project to improve the intersection of Route 26 and Route 49 (~10-Cal-49 PM 27.565/27.66; 10-Cal-26 18.022/CAL 18.118), as a result of a number of broadside collisions. The intersection where the two highways meet currently has a four-way stop, which Caltrans believes warrants an overhaul. Proposed alternatives to the current four-way stop include a roundabout (Alternative 1) or two-signal stop lights (Alternative 2), with the third option being to leave it as-is (Alternative 3). According to Caltrans, a pattern of broadside collisions has been identified at the intersection of Route 26 and Route 49, which are caused by motorists failing to yield. The proposed roundabout is estimated to cost close to $10.5 million dollars, while the traffic signal would cost about half of that, at $4.8 million. Pros for the roundabout listed online by Caltrans include eliminating head-on and broadside collisions, more continuous flow of traffic, less noise and air pollution, and they are more pedestrian-friendly. An obvious con is the cost, as well as more difficult construction staging. Pros listed for a traffic signal include easier construction staging, more cost-effectiveness, and ease of use as drivers are already familiar with traffic signals at intersections. A major con listed is higher through-speeds and more “conflict points” leading to more severe collisions. Other cons listed are less continuous flow of traffic, less pedestrian-friendly, and less access to businesses near the intersection. In a Facebook poll posted in a Mokelumne Hill community group, the majority of votes were for leaving the intersection as-is, at 103 votes. The next highest response, at 32 votes, was in favor of a roundabout, and only six votes went to the signal option. Several community members submitted their own suggestions, including decreasing the speed limits through the intersection, adding rumble strips, flashing lights, or making stops required one way, with cross-traffic required to yield. Two votes went to the proposal to “pay attention and drive.” A tentative schedule provided by Caltrans estimates project completion by November of 2025.
(Source: Caltrans District 10 on FB, 9/14/2021; Calaveras Enterprise, 10/20/2021)

In October 2022, the CTC approved for future consideration of funding Highway 26/49 Intersection Control Improvement Project (10-Cal-26, PM 18.10, 10-Cal-49, PM 18.10). Improve safety at the intersection of Route 26 and Route 49, in Mokelumne Hill, in Calaveras County. The project is located at the intersection of Route 26 and Route 49, in Calaveras County. The Department proposes to construct a roundabout at the intersection of Route 26 and Route 49 in the town of Mokelumne Hill to reduce the number and severity of broadside collisions at the intersection. This project is fully funded and currently programmed in the 2022 SHOPP for a project total of $18,952,000, which includes Right of Way (capital and support) and Construction (capital and support). Construction is estimated to begin in 2024-25. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2022 SHOPP.
(Source: October 2022 CTC Agenda, Agenda Item 2.2c.(1))

In October 2022, the CTC approved the following pre-construction phase allocation: $2,427,000. 10-Cal-26 18.1. PPNO 10-3494; ProjID 1019000164; EA 1K820. Route 26 Near Mokelumne Hill, at the intersection with Route 49. Intersection improvements. Allocation: FY23-24 PS&E $1,759,000; R/W Sup $668,000. Concurrent consideration of funding under Resolution E-22-84; October 2022.
(Source: October 2022 CTC Agenda, Agenda Item 2.5b.(2a) #12)

In October 2025, the CTC was informed of the following SHOPP Safety Sub-allocation by Caltrans: $8,786,000. 10-Cal-26 18.1. PPNO 10-3494; ProjID 1019000164; EA 1K820. Route 26 Near Mokelumne Hill, at the intersection with Route 49. Construct roundabout. This project will improve safety and reduce the number and severity of collisions. CEQA - ND, 08/12/2022; Re-validation 05/15/2025. NEPA - CE, 08/15/2022; Re-validation 05/15/2025. Future consideration of funding approved under Resolution E-22-84; October 2022. Amendments to time extension for an additional two months, for a total of sixteen months, for CONST and CON ENG approved under Waiver 25-136; June 2025. Allocation Date: 08/11/25. Pre-Construction Phase: Budgeted (Actual, if different): PA&ED $1,610,000 ($1,366,285); PS&E $1,759,000 ($1,591,115); R/W Sup $668,000 ($401,765). Construction Phase - Programmed (Allocation, if different): CON ENG $1,602,000; CONST $7,055,000.
(Source: October 2025 CTC Agenda, Agenda Item 2.5f.(3) #6)

In March 2026, it was reported that Caltrans was holding information meetings on the project ahead of the start of construction.
(Source: Caltrans D10 on FB, 3/12/2026)

Naming

The segment between the community of Mokelumne Hill (approx 26 CAL 18.045) and West Point (approx 26 CAL 34.474) is named the "Stephen P. Teale Highway". It was named in memory of State Senator Stephen P. Teale, who was born in June 1916, in San Francisco and moved to the community of West Point in Calaveras County in 1945, where he lived until his death in 1997. Teale chose to become a physician and surgeon in 1932, graduating from the California College of Osteopathic Physicians and Surgeons in 1943, and he served two years of internship and residency at Los Angeles County General Hospital. A few years after "Doc" Teale settled in the foothills, he established his medical practice in Calaveras County and quickly became a legendary figure, having won the respect and loyalty of the citizens of Calaveras County and the Mother Lode Country. In 1948, the people of Calaveras County elected him to the county board of supervisors, where he served for five years, having been re-elected in 1952. In a special election in 1953, "Doc" Teale was overwhelmingly elected to the State Senate representing Calaveras, Mariposa, and Tuolumne Counties, and, until his retirement in 1972, served there with distinction, being recognized as one of the Legislature's most influential and effective members. "Doc" Teale was also remarkable for his continued interest in technology and, in recognition of his efforts to establish computer technology in the Legislature, the Senate named the state's computer center the "Stephen P. Teale Data Center". That name lasted until 2005, when the Stephen P. Teale Data Center, Health and Human Services Agency Data Center and the Department of General Services Office of Network Services were consolidated to form a new agency: The Department of Technology Services (DTS). As part of the new agency, Teale Data Center became the Gold Camp Campus. Teale (as Chair of the Senate Reapportionment Committee) and Don A. Allen Sr. (as Chair of the Assembly Elections and Reapportionment Committee) were the two legislators responsible for the 1966 Senate reapportionment following the Reynolds v. Sims court decision. Between 1974 and 1993, he served as a Member, California Post Secondary Education Commission. Named by Senate Concurrant Resolution 43, Chapter 106, in 1997.
(Image source: Center for Sacramento History)

Named Structures

Bridge 30-0052 (26 CAL R033.65), crossing the Middle Fork of the Mokelumne River, near West Point, is named the "Tom Taylor Bridge". Tom Taylor, a lifetime resident of Calaveras County, served as a County Supervisor and was instrumental in securing funding for the construction of the bridge that bears his name. A third generation resident of Calaveras County, Taylor was born Nov. 25, 1919, to Maurice and Ruby Ames Taylor in Rail Road Flat, where he lived most of his life. He was married for more than 60 years to his childhood schoolmate Mary McPherson Taylor. Taylor attended Rail Road Flat School and graduated from Calaveras High School. He attended College of the Pacific before serving with the Naval Construction Battalion (SeaBees) during World War II, when he was stationed in Okinawa, Dutch Harbor, Alaska, and Port Hueneme, Calif. He operated Taylor Logging Company and was a logging contractor throughout the Mother Lode area and Lassen County until he retired in 1975. He also was a land developer in Calaveras County. In 1980, Taylor was elected county supervisor for District 2 n the position his uncle Tom Taylor had held in the 1920s and was sworn into office on Jan. 5, 1981. He served 16 years on the board of supervisors, and retired in 1996. Several projects were begun or completed during his time on the board, including the Rock Creek Solid Waste Landfill near Milton, a new bridge for Route 26 over the Middle Fork of the Mokelumne River near West Point and a new bridge on Rail Road Flat Road over the South Fork of the Mokelumne. He was instrumental in securing funding for construction of the new Middle Fork bridge. He and his wife donated to the community the use of the property which became known as Taylor Park in Rail Road Flat. He lived in Sonora from 1962 to 1969, and at the time of his death, had lived in San Andreas for five years. It was named by Assembly Concurrent Resolution 105, Chapter 107 in 1998.
(Bio information: Calavas Enterprise obit; Image source: Bridgeof the Week)

1934-1938 Sign Route 26: Seal Beach to Santa Ana

Rte 26 Pre-1964 Pre-1964 State Shield In 1934, Route 26 was signed along the route from Route 3 (US 101A, later Route 1) near Seal Beach to US 101 near Santa Ana along Bolsa Avenue and 1^st Street. This was LRN 183, defined in 1933, and deleted by 1951. The Route 26 signage appears to have been dropped before the printing of the 1938 state highway map.

The demise of the original Route 26 came when US 6 was extended into California on February 8, 1937. As US 6 was duplicating the number the original Route 6 it would require the latter be renumbered. Route 6 had been defined as being aligned on LRN 173 from Santa Monica to Fullerton in the original run of Sign State Routes announced during August 1934. To accommodate US 6 the original Route 26 and Route 6 were eliminated from their initial corridors. LRN 173 received the second designation of Route 26, whereas LRN 183 was left without a Sign State Route (although it remained a state highway). The original LRN 183 was eliminated from the State Highway System in 1951.
(Source: Gribblenation Blog (Tom Fearer), “The original California State Route 26 in Orange County”, April 2022)

1938-1963 Sign Route 26: Santa Monica to Fullerton

In 1934, Sign Route 6 was defined to run from Santa Monica to Jct. Sign Route 39 near Fullerton. There were three portions:

LRN 173, which ran from LRN 60 (US 101A, later Route 1) in Santa Monica to the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street;
LRN 166, which ran from LRN 172 (US 60, today's Route 60), at the intersection of Indiana and Third Streets, in Los Angeles, to Santa Fe Springs near Santa Fe Springs
LRN 171, which ran from [LRN 60] (US 101A) near Huntington Beach to LRN 2 (US 101) near Whittier. Note that Sign Route 26 only applied to the portion along Telegraph, Valley View and La Mirada Road to LRN 62 (Sign Route 39)

Once US 6 was established in 1938, Sign Route 6 was renumbered as Sign Route 26, and then the original 1934 Sign Route 26 was dropped from the state highway system. The original routing for LRN 173 was along Pico Blvd E from Sign Route 3 (Lincoln) [later signed US 101A (LRN 60), now Route 1], N on Robertson to Olympic, E on Olympic to Crenshaw, N on Crenshaw, E on 10^th Street and 9^th Street. This is where LRN 173 ended and LRN 166 picked up, continuing E on Mines Ave near Huntington Park, then SE along Anaheim-Telegraph Road to Santa Fe Springs, then SE along Los Nietos Road/Telegraph Road (some maps, notably the 1953 Thomas Guide, shows Los Nietos changing its name to Telegraph Road at the jct. with Telegraph Road) to Valley View. It then joined LRN 171, continuing S on Valley View, SE on La Mirada Road to Sign Route 39.

The McClure Tunnel opened on February 1, 1936, and originally connected the Roosevelt Highway (later, Pacific Coast Highway) with Lincoln Boulevard as part of US 101A. Note that technically the McClure tunnel (actually, the portion to the west of Lincoln Blvd) is part of Route 1, not I-10, and was part of LRN 60, not LRN 173.

Olympic Blvd was formerly Pennsylvania Ave. in Santa Monica, connecting with the extension of Louisiana Avenue and Tenth Street in Los Angeles, with an angling connection with Ninth Street east of San Pedro Street in Los Angeles, and thence following the old Ninth Street route to the east city limits of Los Angeles at Indiana Street. Tenth Street in Los Angeles was changed to Olympic Boulevard in 1935, in honor of the Summer Olympics that were held in L.A. three years earlier. The request for the new name was actually made back in July 1929, well in advance of the Games; although they marked the 10^th Olympiad, the selection of 10^th Street was apparently coincidental, as the road was already being widened and extended across the city. It was a healthy portion of Country Club Drive that was the first stretch of asphalt to be awarded the Olympic moniker—six years before 10^th Street was finally renamed. The boulevard continued to expand all the way into 1945, co-opting most of the Westside’s Louisiana Ave. (where it had to slice through the Fox backlot) and Santa Monica’s Pennsylvania Ave., and portions of 9^th Street and Mines Ave. on the Eastside.
(Source: LA Street Names on FB, July 2024)

In Los Angeles, Olympic Blvd started out as 10^th Street. In the 1924 Major Traffic Street Plan, 10^th Street was predicted to be "…one of the great central thoroughfares of Los Angeles…" At the time, the street was continuous only through Downtown Los Angeles, and only a 40' wide residential street west of Downtown. During the 1920's, a 100' fight-of-way was designated for the street, and a jog eliminiation project was planned at Figueroa Street, and alignment studies were conduct. Progress stalled due to city funding constraints during the Great Depression. However, state legislation made funds available to develop designated state highways in urban areas, and 10^th Street was designated as part of LRN 173, which would be signed as Sign Route 26. State highway status provided funds that otherwise would not have been available. After the 1932 10^th Olympic Games, 10^th Street was renamed Olympic Blvd.
(Source: Transportation Topics and Tales: Milestones in Transportation History in Southern California, John E. Fisher, PE, PTOE)

In 1937, Olympic Boulevard was announced as a component of Sign Route 26/LRN 173. The development of Olympic Boulevard began 1922 as a local movement. Olympic Boulevard once complete would allow for a direct alignment for Route 26/LRN 173 between US 101A in Santa Monica east to LRN 166 east of downtown Los Angeles. LRN 173 was added to the State Highway System following local level difficulties for obtaining right-of-way for the Olympic Boulevard corridor, especially through the Fox Film Company studios. During this time (i.e., around 1938), a temporary alignment via Pico Boulevard and Beverly Drive around the incomplete segment of Olympic Boulevard was used. By 1940, the majority of Olympic Boulevard west of downtown Los Angeles was complete; despite a remaining gap on Olympic Boulevard in Santa Monica, Route 26/LRN 173 had been realigned off of Pico Boulevard. By 1941, two additional segments of Route 26/LRN 173 on Olympic Boulevard had opened: a span from Beverly Glen to Pontius Street, and a span from Pontius Street to Bundy Drive. A two-mile segment of Olympic Boulevard from Bundy Drive west to Lincoln Boulevard in Santa Monica was still incomplete.
(Source: Gribblenation Blog (Tom Fearer), "California State Route 6 and the second California State Route 26", 3/2023)

By the time the 1938 state highway map was printed, LRN 173 (defined in 1933) (original Sign Route 6) had been resigned as Sign Route 26. By 1938, major improvements were completed. The jog at Figueroa Street was eliminated. Near Alvarado Street, Hoover Street and Arlington Avenue, Olympic Boulevard was realigned away from 10^th Street to provide continuity. Westerly of Lucerne Boulevard, Country Club Drive was renamed Olympic Boulevard, widened throughout and extended through the 20^th Century Fox movie studio property. Further improvements were disrupted by World War II. In 1948, the final links of Olympic Boulevard were constructed between Crenshaw Boulevard and Lucerne Boulevard and between Centinela Avenue and Lincoln Boulevard. The latter project was built as a landscaped divided parkway with no driveways through the City of Santa Monica. Before the construction of the freeway in downtown LA, the route continued along Olympic Blvd and 9^th St. to Atlantic Blvd (Route 15; LRN 167).
(Source: Transportation Topics and Tales: Milestones in Transportation History in Southern California, John E. Fisher, PE, PTOE)

By 1940, Sign Route 26 had gained signage, as the LRN 166 portion between Ninth Street and Sign Route 19 on Anaheim-Telegraph Road had been cosigned as Bypass US 101 (see here) (which then continued down Sign Route 19, Rosemead Blvd (LRN 168), to meet Firestone Blvd (Sign Route 10, LRN 174, see below), and continue into Anaheim as Bypass US 101 / Sign Route 10. E of Rosemead, the remainder of LRN 166 and the noted portion of LRN 171 remained as Sign Route 26 to Sign Route 39.

⎈ In 1941, Chapter 142 changed both endpoints of LRN 166, making the route from "[LRN 172] at the intersection of Downey Road ~~Indiana and Third Streets, in Los Angeles,~~ to LRN 174 near Norwalk ~~[LRN 171] near Sante Fe Springs~~". LRN 174 was Sign Route 10, and this reflected the extension of the US 101 Bypass to Firestone Blvd.

In 1943, Chapter 964 changed the terminus of LRN 173: "… to ~~the intersection of Ninth and Indiana Streets in Los Angeles via Tenth Street~~ [LRN 166] near Downey Road". This new terminus was former Route 245. The former terminus eventually became LRN 230, and later Route 165. Note that the new terminus gave continuity to Sign Route 26.

Route 26/LRN 173 was extended to US 101 Bypass/LRN 166 via 9^th Street by 1944. By 1949, the final segment of Olympic Boulevard opened between Bundy Drive and Lincoln Boulevard.
(Source: Gribblenation Blog (Tom Fearer), "California State Route 6 and the second California State Route 26", 3/2023)

A 1948 map shows the route of LRN 173 running along Olympic, 9^th St, Anaheim, Telegraph, Los Nietos, Whittier Road, La Mirada Road, and La Habra Road, terminating at the intersection of Manchester Blvd (then Bypass US 101) and La Habra Road in Buena Park. The portion along Olympic was later superseded by I-10, the Santa Monica Freeway, but early plans show this as the Olympic Freeway. The signage for Sign Route 26 may have been down by 1959.
(Some historical information on 10th St/Olympic Blvd was derived from "Transportation Topics and Tales: Milestones in Transportation History in Southern California" by John E. Fisher, P.E. PTOE, available at http://ladot.lacity.org/pdf/PDF100.pdf)

In 1951, Chapter 1562 truncated the terminus of LRN 171: "… to ~~[LRN 2] near Whittier~~ [LRN 62] at or near Buena Park". This corresponded to the start of the Sign Route 26 portion, and removed the portion of LRN 171 N of Anaheim-Telegraph Road along Santa Fe Springs Road.

In 1950, work was in progress to convert the US 101 Alternate (formerly Bypass) on LRN 174/Manchester Boulevard Extension into a segment of the Santa Ana Freeway. The construction zone began at Rosecrans Avenue 11.4 miles southeast to Miraflores near Santa Ana. The work was divided into three project zones. By 1952, the Santa Ana Freeway was either contracted or completed from downtown Los Angeles to Route 19/Rosemead Boulevard and from the southern outskirts of Norwalk southeast via LRN 174 to Los Angeles Street in Anaheim. The Santa Ana Freeway was anticipated to be completed between the Los Angeles Civic Center and Route 19/Rosemead Boulevard by late 1952/early 1953. By 1954, the Santa Ana Freeway via LRN 166 extended from Anaheim-Telegraph Road designated as mainline US 101. US 101 bypassed downtown Norwalk, connecting with the existing Santa Ana Freeway project zone on Firestone Boulevard/LRN 174. The interim alignment of US 101 entered Norwalk via Pioneer Boulevard southward to Firestone Boulevard/LRN 174. Sign Route 10 was extended easterly on Firestone Boulevard/LRN 174 from Sign Route 19/Rosemead Boulevard to meet the new alignment US 101. By 1955, Sign Route 10 was extended through downtown Norwalk via Firestone Boulevard, Bloomfield Avenue and Rosecrans Boulevard to US 101/Santa Ana Freeway. In 1960, Sign Route 10 was renumbered to Sign Route 42 to avoid duplication with the new I-10. Sign Route 42 first appears on the 1961 Division of Highways Map. With the completion of the Santa Ana Freeway and its signage as US 101, signage for Sign Route 26 E of downtown LA was dropped along the former surface street alignments of LRN 166 and LRN 171 was dropped.
(Source: Gribblenation Blog (Tom Fearer), "Former California State Route 42 and Former California State Route 10", December 2021)

Plans for sign gantries available on Michael Ballard's site show the intent was to have Route 26 signed at the East LA Interchange, leading into the Pomona and Santa Ana Freeways. This was likely either due to the short routing of LRN 173 down Whitter or along Olympic.
(Source: Michael Ballard, East LA Interchange, a/o 7/18/2020)

The various state highway routes around this time (Sign Route 2 along Santa Monica, Sign Route 26 along Olympic, Sign Route 10/Sign Route 42 along Manchester) demonstrate that state was unsure what was the best route for the freeway. In a 1953 article on the Los Angeles freeway system, CHPW addressed this:

"One of the glaring defects indicated by the construction progress map is that it shows no activity upon a freeway extending westerly from the central business area of Los Angeles. We have long recognized the need for such freeway, but the overloaded condition of the Hollywood Freeway during its brief life of service has made it necessary that we reappraise the situation to determine whether a Santa Monica Freeway extending to the west, or a Venice-Olympic Freeway farther to the south, should be given priority, or whether it would be possible to determine upon some compromise route giving equal or better service. We have recently completed the initial phases of a traffic study for the entire western area, and are at the present time supplementing this by a vehicle use survey which will give us origin and destination data having a direct bearing upon the problem. Additional finances, if provided by the Legislature, should permit us to crystallize our thinking into action in providing the best facility possible for this very important area in this metropolitan district."

1961 Proposed Freeways As history bore out, the choice was closer to the Venice-Olympic routing (but even a little S of that).Note that the original routings did not go further west than LRN 158, Sign Route 7, future I-405.

The first portion of I-10 (signed pre-1964 Sign Route 26, LRN 175) to be adopted as freeway was a 9.6 mi segment between US 101 (Santa Ana Freeway) and La Cienega Blvd. This occurred on 5/21/1954. The remainder of the route, from La Cienega to Lincoln Blvd (Sign Route 1, LRN 60), was adopted as a freeway on November 15, 1956. The route recognized that one east-west freeway would have to serve West Los Angeles for many years, and the route chosen was one that provided the maximum traffic service. Work on the route was expected to start in 1957.

The portion of the Olympic Freeway adopted in 1954 was planned to span from the Santa Ana Freeway west to La Cienega Boulevard as a new alignment of Sign Route 26. In 1955, during the visit with the California Highway Commission, the Los Angeles Chamber of Commerce made a recommendation for the proposed Olympic Freeway as a new limited-access corridor for LRN 173. The recommended corridor of the Olympic Freeway was to begin at the Santa Ana Freeway and end 4.4-miles at Hoover Street. In 1956, the corridor of the Olympic Freeway was added as a chargeable corridor as a component of I-10.
(Source: Gribblenation Blog (Tom Fearer), "California State Route 6 and the second California State Route 26", 3/2023)

In June 1957, the groundbreaking ceremony commencing construction of the Santa Monica Freeway at the Los Angeles River took place. By 1958, the planned corridor of I-10 and the Santa Monica Freeway west of the Santa Ana Freeway was being shown as part of LRN 173. In March 1962, the Santa Monica Freeway and I-10 was opened to the Harbor Freeway. The newly completed corridor of the Santa Monica Freeway completed an eastern bypass loop of downtown Los Angeles, when paired with the Golden State Freeway. By 1963, the completed segment of I-10 and the Santa Monica Freeway east of the Harbor Freeway was showing on state highway maps, and Sign Route 26 was truncated to existing solely on Olympic Boulevard west of the Harbor Freeway.
(Source: Gribblenation Blog (Tom Fearer), "California State Route 6 and the second California State Route 26", 3/2023)

With the 1964 renumbering, Route 26 was reassigned to a segment of former Sign Route 8 in the Sierra Nevada Mountains, and LRN 173 became a component of I-10. The pre-1964 Sign Route 26 remained signed west of the Harbor Freeway on Olympic Boulevard in interim as legislative spur of I-10 pending completion of the Santa Monica Freeway. By late 1964, I-10 and the Santa Monica Freeway had been completed west to La Cienega Boulevard; completion of I-10 west to Route 1 at Lincoln Boulevard was planned for late 1965. Olympic Blvd was relinquished by 1967.
(Source: Gribblenation Blog (Tom Fearer), "California State Route 6 and the second California State Route 26", 3/2023)

1944 Map The route that was to become LRN 26 was first defined in the 1916 Second Bond Issue, together with LRN 27. The wording was "an extension of the San Bernardino county state highway lateral to the Arizona State Line near the town of Yuma, Arizona, via the cities of Brawley and El Centro in Imperial County by the most direct and practical route...". Given that the "San Bernardino county state highway lateral" was LRN 9 (from LRN 4 (US 99) in San Fernando to San Bernardino, this means that LRN 26 initially started near former US 66 in San Bernardino. The 1944 map to the right shows the spur of LRN 26 into San Bernardino along E Street. From there, the route continued to Colton, then to Indio, down along the south shore of the Salton Sea to Heber and Brawley, where it met LRN 27 in El Centro. LRN 27 (US 80, later I-8) then continued easterly from El Centro to Yuma Arizona.

It was extended again on both ends in 1931. On the northwestern end, there was a significant extension west of Colton, adding a segment that ran from [LRN 26] near Colton via Pomona to Los Angeles. Specifically, segment (i) of Chapter 82 defined it as "[LRN 26] near Colton via Pomona to Los Angeles". The April 1931 CHPW also discussed the proposal for the route, which referred to it as "a highway from Los Angeles to a connection with [LRN 26] E of Colton". Note that the extension did not start in Los Angeles; rather, it started near the eastern border of Los Angeles (roughly where the current Route 710 freeway ends at Valley Blvd), near Atlantic (LRN 167) and Garvey. This is because, until the mid-1930s, the Division of Highways had no authority over streets within cities. The routing utilized Garvey (much of which was later subsumed by I-10) and Holt Avenue.

The 1931 act also extended the route on the southeastern end, extending it from El Centro and the junction with LRN 27 (US 80) to the border at Calexico. The extension's northern end was near the junction of LRN 12 (US 80 - El Centro to San Diego), LRN 27 (El Centro to Yuma), and LRN 26 (El Centro to Los Angeles) in the center of the intensely cultivated irrigation district of the Imperial Valley. The southern terminus was the only important entrance to California from Mexico E of the Pacific Coast.

In 1933, the route was extended from "Los Angeles (Aliso Street) to [LRN 26] near Monterey Park via Ramona Blvd", which completed LRN 26 into downtown Los Angeles. This was the eventual Ramona Expressway that became the San Bernardino Freeway (I-10).

U.S. 99 routing in 1936 By 1936-1937, LRN 26 ran as cosigned US 60/US 70/US 99 along Garvey to Soto Street, where LRN 26 met LRN 4. LRN 4 continued S along Soto to meet LRN 2 (US 101) at Whittier. LRN 4 continued N along Soto to Marengo Street, then Daly Street, to Ave 26 and then to San Fernando Road. By 1938, Garvey had turned into Ramona Blvd. It still met LRN 4 at the Marengo/Soto intersection, and then continued as LRN 26 to Mission and Aliso.

By 1935, LRN 26 was codified into the highway code as:

Los Angeles (Aliso Street) to Calexico via Ramona Boulevard, Monterey Park, Pomona, Colton, Brawley, and El Centro, together with a connection from near Colton to San Bernardino.
A point on the highway specified in subdivision [1] of this section, approximately two miles west of Brawley, to a point on said highway approximately 2½ miles SW of Brawley.

It was primary state highway from San Bernardino to El Centro.

In 1959, Chapter 1841 deleted the connection from Colton to San Bernardino from the route (which ran along E street). Chapter 1062 earlier that year had added LRN 275, which was a routing from LRN 26 to LRN 190 (Route 30), so the connection was effectively transferred from LRN 26 to LRN 275. This connection was signed as part of Sign Route 18, and the intent was to have LRN 275 be an eventual freeway across San Bernardino.

In 1961, Chapter 1146 relaxed the description of segment (a) to eliminate a specific routing (and thus permitting the Interstate routing): "Los Angeles ~~(Aliso Street)~~ to Calexico via ~~Ramona Boulevard,~~ Monterey Park, Pomona, Colton, Brawley, and El Centro."

Signage along this route was as follows:

From LRN 2 in Los Angeles to Calexico via the vicinity of Montery Park, Pomona, Colton, Brawley, and El Centro. This segment was the eventual route of the San Bernardino Freeway (and ran along Ramona Blvd and Garvey Blvd before freeway construction). It was cosigned as US 99/US 60/US 70 from its junction with US 101 (LRN 2) in downtown LA (the present I-5/I-10 east junction) to the junction with CA 71 (LRN 77) near Pomona.
It then continued cosigned as US 99/US 70 through Colton and Redlands, rejoining with US 60 near Beaumont. LRN 26 continued E from Beaumont cosigned as US 60/US 70/US 99 until Indio.

The connection into San Bernardino from Colton, which was part of this route until 1959, was signed as Sign Route 18.

From Indio, LRN 26 diverged from US 60/US 70, and continued S along the present-day Route 86 to Brawley, and then to El Centro. It continued through El Centro to cross US 80 (LRN 12) to Route 111 (LRN 201) near Heber. This was signed as US 99.

From Route 86 E of Heber to the border, it was signed as US 99, and later as Route111.
From a point on the highway specified in segment (1) of this LRN's definition, approximately two mi W of Brawley, to a point on the same routing approximately two and one-half mi SW of Brawley. This corresponds to Route 228 in Brawley, and may have been an alternate routing of US 99.

Atlantic-Pacific Highway Sign The portion of this route from Blythe to Los Angeles was part of the Atlantic & Pacific Highway.

California Highways:
www.cahighways.org

State Route 26

Routing

Post 1964 Signage History

Pre 1964 Signage History

Status

Freeway

Post 1964 Signage History

Pre 1964 Signage History

Status

Naming

Named Structures

Pre 1964 Signage History

Other WWW Links

Statistics

Pre-1964 Legislative Route

California Highways: www.cahighways.org

State Route 26

Routing

Post 1964 Signage History

Pre 1964 Signage History

Status

Freeway

Post 1964 Signage History

Pre 1964 Signage History

Status

Naming

Named Structures

Pre 1964 Signage History

Other WWW Links

Statistics

Pre-1964 Legislative Route

California Highways:
www.cahighways.org