California Highways (www.cahighways.org): Route 40

Post 1963-Routing (I-40)

State Shield Interstate Shield US Highway Shield The specific routing corresponding to this did not exist before 1964 (i.e., the interstate routing). In fact, the Interstate routing was adopted in January and February 1963. An approximate routing is that of the old US 66 (now the National Trails Highway) between Barstow and Needles. That routing was signed as US 66, and was LRN 58, defined in 1919.

Main Street - Barstow

[Note: Main Street in Barstow is part of Route 40, but is not part of I-40. Rather, it is "S" postmile routing, indicating a spur routing or a rerouting of R mileage. It is unclear why Caltrans did not make this a formal spur suffix (i.e., Route 40S in the Post Mile system), other than perhaps it is a city street and not a freeway.]

Main Street in Barstow is an unsigned segment of Route 40 with S postmiles (unclear if there are any PM paddles or markers on streetlights) that is former US 66. It has been retained in the state system to permit movement from WB I-40 to NB I-15. Its designation is connected to the 1961 opening of the Barstow Bypass. The Barstow Bypass was primarily a component of I-15 that included the exit ramp to I-40 and the first stub of the freeway eastward towards Needles. The mainlines of US 66 and US 91 were relocated onto the new freeway bypass whereas the previous surface routings were retained as a business routes. Main Street (former US 66) between I-40 and I-15 was retained as a spur of LRN 58, due to the I-15/I-40 interchange not permitting traffic to transition from westbound I-40 to NB I-15 and SB I-15 to EB I-40. US 66 was truncated from Santa Monica to US 95 in Needles by AASHO on November 14, 1963, but signage of US 66 would not be truncated from Pasadena to US 95 until I-40 was completed through the Bristol Mountains in 1972. At that time US Business Route 66 on Main Street in Barstow was swapped without application to Business Route 15. Further, when LRNs were dropped as part of the 1964 renumbering, spur facility of LRN 58 on Main Street between I-40 and I-15 was re-designated as Route 40, but with "S" postmiles (which are distinct between the original (no prefix) or realignment ("R") postmiles on the mainline). The "S" postmile segment of Route 40 remains minimally signed as Business Route 15.
(Source: Gribblenation Blog (Tom Fearer), "Interstate 40 Spur in Barstow", 2/2024)

66 Colorado Bridge In 1947, the Department of Highways moved Route 66 to a new alignment and a new bridge across the Colorado River. The movement to the Red Rock Bridge permitted elimination of one of the narrowest and crookedest portions of US 66. The cost to move to the Red Rock Bridge was only $147K, of which $71.5K was spent replacing the rail deck of the bridge, $70.5K was spent widening the old railroad approach, and $5K was spent to connect it to the existing US 66. The opportunity to replace the bridge arose when ATSF obtained approval to build a new RR bridge 500' upstream in 1942. The Red Rock bridge was set to be scrapped for its steel, but the Army was interested in the bridge and analysis showed that the need for steel would be over before the scrapping could occur. Negotiations were reopened, and the bridge was finally donated to the states in 1944. The history of the bridge going back to Civil War days may be found in the July/August 1947 issue of CHPW. Note that an act of Congress in December 1944 was required to confirm that ATSF could transfer the bridge. The old bridge was completed in 1916, and had a load limit of 11 tons. The construction of Parker Dam also served to submerge the steel supports of the old bridge. The new bridge was designed to support 94 ton trains. Note that it appears that the both the old bridge and the Red Rock bridge (or at least their locations) are still in use as of 2013 -- the Red Rock Bridge still appears to be supporting the traffic of I-40 (although it may have been rebuilt -- it still is in the correct location with respect to the RR bridge), and the original 1916 bridge appears to now be supporting a pipeline.

The first freeway segment to open was in 1957, consisting of the first two lanes of what would become I-40 from Needles S towards the Arizona State Line. It was opened to traffic on October 15th, 1957. In 1961, 3.1 miles of planned I-40 from the Arizona State Line westward had been adopted. Also in 1961, the Barstow Bypass opened. This was primarily a component of I-15, but included the exit ramp to I-40 and the first stub of the freeway eastward towards Needles.
(Source: Gribblenation Blog (Tom Fearer), “Interstate 40 and the H-Bomb”, March 2021)

In 1962, the ATSF railroad wanted a new route across the mountains from Barstow to Needles to shave 15 miles off the route through the Bristol Mountains. So in December 1962, the Santa Fe Railway contacted the US Atomic Energy Commission (AEC), to ask if the job could instead be done with hydrogen bombs. This was in support of the AEC's plan for peaceful use of nuclear explosions. One such use was nuclear excavation. At the same time, the California Department of Public Works (DPW) was planning a new road through the area to shorten US 66, and they joined the project as well. The AEC, DPW, and the railway together published a feasibility study in November of 1963 proposing to use 23 nuclear bombs, totaling 1,830 kilotons, to blast the new pass through the Bristols. They called the plan Project CARRYALL. Twenty-two devices of 20 to 200 kilotons yield would be set off 340 to 780 feet underground. The explosions would remove 68,000,000 cubic yards of earth, creating a roughly parabolic cut 11,000 feet long, 360 feet deep, and from 600 to 1,300 feet wide. A final 100-kiloton device would dig a drainage crater to hold rainwater runoff from the new pass. The railroad would open for traffic in April of 1969, the highway following in July. The total cost was estimated at $14 million ($104 million today) - a savings of $8 million ($59 million) compared to conventional methods. Byt the tests that would lead to the construction never happened, thanks to the Limited Test Ban Treaty. The California highway division dropped out of CARRYALL in September of 1966, unwilling to wait any longer. For more details, see the page on Project CARRYALL.
(Source: Atomic Skies: Project CARRYALL, 2/14/2014)

In 1962, 32.8 miles of planned I-40 between Newberry Springs and Ludlow was adopted. Additionally, there were budget allocations for a new US 66/I-40/US 95 interchange, as well as construction of I-40 east of Barstow eastward past Daggett. 1963 saw adoption of 83 miles of planned I-40 from Ludlow east through the Bristol Mountains to US 95 near Java.
(Source: Gribblenation Blog (Tom Fearer), “Interstate 40 and the H-Bomb”, March 2021)

Pre-1963 Routing (US 40)

Note: See also the page on I-80, as there is some US 40 information there that is not duplicated here, especially with respect to routings in Sacramento proper.

U.S. 40 Pre-1964 State Shield US Highway Shield In 1926, US 40 was designated as the "Victory Highway", entering California through the Truckee River canyon, thence through Auburn, Sacramento, Davis, Fairfield, Benecia, Martinez, Richmond, and thence to Oakland (note that, at some point, the Victory Highway designation was moved to Route 160). In 1928, the routing was formalized as the route beginning at San Francisco, crossing the bay to Oakland, Martinez, Davis, Sacramento, Auburn, Truckee, via the Nevada-California state line west of Verdi. This is a routing roughly parallel to the existing I-80. It had the following LRNs:

LRN 68 between San Francisco (US 101) and Oakland (junction Route 17, now I-880). This was defined in 1923.

It is unclear when this was first signed as US 40 (it doesn't show on a 1936 map as US 40). It appears the connection between San Francisco and Oakland was by ferry (and thus unsigned) until the construction of the Bay Bridge.
Between Oakland and Richmond/Albany, there were two routings (Tom Fearer has a good summation of this history of this segment in his Gibblenation blog California State Route 123/San Pablo Avenue; a trip down Old US Route 40 and the US Route terminus points in the Oakland Area):
1. The first was LRN 14, defined in 1909. This is present-day Route 123. (San Pablo Avenue). It appears to have been signed as of 1936, starting at San Pablo and 14th Street (Oakland City Hall, terminous of Route 17).
2. The second was LRN 69, which was a bypass of LRN 14. This was the original portion of LRN 69, defined in 1923, the same year as LRN 68.
LRN 7 from near El Cerrito and 2 mi SW of Davis (junction Alt US 40/US 99W; now Route 113). This was signed as US 40; it is present-day I-80. It was defined in 1909. It appears that US 40 used W and N Texas Streets in Fairfield, and Merchant St. and Monte Vista Avenue in Vacaville. It then continued S from Vacaville to Cordelia.

Originally, LRN 7 used what later became LRN 74 between Cordelia and Benicia, and then to the Martinez-Benicia Ferry. LRN 7 came down from Cordelia along what later became Sign Route 21 and then I-680. It crossed the Martinez-Benicia Ferry to meet LRN 14. LRN 14 was routed into Martinez from near Crockett via what is now Carquinez Scenic Drive. LRN 7 entered Benicia via 2nd Street. The primary driver of US 40 being routed away from Benicia and Martinez was the completion of the original Carquinez Bridge in 1927. The Carquinez Bridge originally carried the third alignment of the Lincoln Highway when it opened as a private toll bridge (the Lincoln Highway going across LRN 8, and then down LRN 74 and American Canyon to Vallejo). US 40 was rerouted through Vallejo via the Carquinez Bridge and the American Canyon Route, according to the 8^th Biannual Report by the Division of Highways in November 1932.
(Includes material from Gribblenation Blog: Interstate 680 over the Benicia-Martinez Bridge and the legacy of California State Route 21 and The original alignment of US Route 40 over the Martinez-Benicia Ferry and Carquinez Scenic Drive)

In 1931, the segment between LRN 14 near Crockett (which is the S side of the Carquinez Straights, just S of Vallejo) to the American Canyon Route near Vallejo was added to LRN 7. This segment initially ran along what is today Route 12 and Route 29 (between Cordelia Jct and Vallejo), which was LRN 74. With the completion of the American Canyon Cutoff to the E of American Canyon, LRN 7 moved to a new routing along the cutoff.

In 1935, LRN 7 was dropped from the route between Cordelia and Benicia and that segment became part of LRN 74, as did Benicia Road between Vallejo and Benicia. With that change, LRN 7 ran from LRN 14 near Crockett, across the bridge, through and to Cordelia directly. LRN 74 was now "U" shaped: The original segment ran from the Napa Wye (Route 12/Route 29) through American Valley to Vallejo, the segment from Vallejo to Benicia (which became Route 141 and I-780, although it wasn't signed until 1964), and the former LRN 7 portion from Benicia N to Cordelia (which became Sign Route 21, and later I-680).

Near Dixon and Davis, US 40 ran N on Pedick Road (now County Sign Route E7) to Russell Road, and then E along Russell into Davis. W of Pedick, Russell was Route 28 (later Route 128). This was the alignment the diagonal expressway alignment that became today's I-80 was constructed in the 1940s. Based on the map, the route then went down B Street and 1^st.
(Source: HeyNow415 on AARoads, “Re: CA 128”, 3/17/2021)
LRN 6 between Davis and Sacramento, cosigned as US 40/US 99W. This was defined in 1909. Portions of this used Old Davis Road and Olive Drive. Portions of the old frontage road to the N of I-80 (Road 32) E of Davis was also old US 40. US 40 used W Capitol Avenue to enter Sacramento via the Tower Bridge.
- US 40 appears to have followed the following roads up to Davis: (1) Texas Street from Fairfield to the I-80 corridor (2) Lyon Road and Cherry Glen Road between Fairfield and Vacaville. (3) Merchant Street, Dobbins Avenue, and East Monte Vista Avenue in Vacaville to the Nut Tree Airport. (4) Midway Road, Porter Road, Porter Street, Old State Highway, A Street, and current Route 113 through Dixon, and Vaughn Road from current Route 113 east to Sacramento. (5) Pedrick Road (Yolo County Road 98) north to Russell Boulevard (Route 128 corridor) (6) Russell Boulevard east to Davis. Segments (5) and (6) were later part of Alternate US 40. Davis now has a few Historic US 40 signs up on Richards Boulevard and First Street.
- The US 40 bypass of Davis (now I-80; presumably the stretch between Olive Drive and Pedrick Road) was constructed in 1940.
LRN 3 between Sacramento and Roseville, cosigned as US 40/US 99E. This was defined in 1909.
- The US 40/99W bypass of West Sacramento and Broderick (later I-80, now US 50/Business I-80/I-305 and Route 275) was first proposed in 1950; however, local business opposition developed in these early stages as well. Thus, when the freeway was completed in 1954, the Yolo County Hotel-Motel Association was formed (as many of the businesses on bypassed West Capitol Avenue were and are lodging establishments).
- In the 1930s, US 40 had the following routing in Sacramento, according to Tom Fearer's research:
  (Source: Gribblenation Blog, "Highways in and around Old Sacramento; US 40, US 99W, CA 16, CA 24, CA 70, CA 99, CA 275, and more", 12/16/2018)
  - M Street west over the Sacramento on the M Street Bridge.
  - M Street to 9^th Street
  - 9^th Street at the State Capitol to L Street.
  - L Street to 16^th Street over the American River. There is a possibility that US 40 used the early 12^th Street alignment of the North Lincoln Highway.
- Note: The Gribblenation Blog, "Highways in and around Old Sacramento; US 40, US 99W, CA 16, CA 24, CA 70, CA 99, CA 275, and more" provides a detailed history of the various highways (US 40, US 99, Route 16, Route 24, Route 70, Route 99, Route 275, Route 51, I-5, and I-80 in the Old Sac area.
LRN 17 between Sacramento and Auburn. This was defined in 1909.

Between Sacramento and Auburn, US 40 used portions of 16^th Street, Del Paso, El Camino, Auburn Blvd, Riverside Avenue, Atlantic Street, Pacific Street, Taylor Road, and Ophir Road
LRN 37 between Auburn and Truckee. This was generally defined in 1919, although the portion between Emigrant Gap and Donner Lake was defined in 1909, before the bond issue.

Between Auburn and Truckee, US 40 used existing Sign Route 49, exiting to the N along Lincoln Way. It generally followed the current I-80 routing (meaning that I-80 was constructed on top of US 40, generally in this area, under the SB roadbed). Some portions originally ran along portions of Bowman Road, Musso Road, Bowman Road, Lake Arthur Road, Applegate Road (especially up to Heather Glen), Gelsendorfer Road, W. Paoli Lane, Ponderosa Way, Canyon Way, Auburn St., Route 174/Rollins Lake Road, Magra Road, Gold Run Road, Monte Vista Lane, Casa Loma, Baxter Road, and Old Nyack Road. Roads with "Lincoln" in the name were likely part of the pre-US 40 Lincoln Highway.

As for the segment between Emigrant Gap and Donner Lake: Specifically, in March 1909, the legislature approved an act "to make an appropriation for the location, survey, and construction of a state highway from Emigrant Gap, Placer County in an E-ly direction through what is known as the Truckee Pass to the W end of Donner Lake in Nevada County... and it shall be the duty of the department to locate, survey, and construct said road along the line of the wagon road known as the Dutch Flat and Donner Lake wagon road". This was the 10^th state highway defined, as is approximately the route of what became US 40, and later I-80. Later in 1909, the legislature authorized (for the 1910 ballot) the first tranch of legislative state highway definitions that included the first ten highways, plus a bunch more. Generally, the original routing is primarily Donner Pass Road. Between Emigrant Grant and Donner Pass Road, much of the original routing is buried beneath the NB lanes of US 40/I-80, although it appears as though portions of Laing Road, New Lincoln Road, and Hampshire Rocks Road were part of the routing (and there were portions, visible on the satellite view, that were abandoned near the intersection with Route 20 and points E).

In June 2017, TomFearer provided some history of Donner Pass Road on AARoads, and there is more in his Gribblenation Blog Posts: Donner Pass had the first recorded wagon crossing in 1844. In 1846-47 an 81-member party of immigrants led by George and Jacob Donner was forced to winter-over adjacent to Donner Lake. Thirty-six died from cold and starvation, and are notable for reports of cannablism in the name of survival. The first route over the Sierras via the Donner Pass area wasn't too much different than Donner Pass Road ultimately ended up being. The main difference was that the route for wagons was much steeper than the Lincoln Highway iteration ultimately ended up being. This was known as the Dutch Flat & Donner Lake Wagon Road, which was completed by 1864 to assist with construction of the First Trans-Continental Railroad. Visit this site for more details about the Dutch Flat & Donner Lake Wagon Road.
(Source: Gribblenation Blog (Tom Fearer), "Interstate 80 in the Sierra Nevada Mountains", 1/14/2022; Bill Sanford "Getting out of the Central Valley: Highway passes to the east" (emailed draft 10/1/2010))

The original purpose built road over Donner Pass was the Dutch Flat & Donner Lake Road (DF&DLR). The DF&DLR was a wagon route over Donner Pass that was constructed by the Central Pacific Railroad to assist in construction of the First Transcontinental Railroad. In 1861, the State of California granted the Central Pacific a 10 year franchise on toll rights to the DF&DLR, which completed by 1864. The DF&DLR was used to finance the Central Pacific's construction of the First Transcontinental Railroad from 1864 to 1868. The DF&DLR was likely not tolled after rail service opened to Reno in 1868. The DF&DLR became a public highway in 1871 and was only loosely maintained given rail service had become the easiest form of transportation over Donner Pass. The DF&DLR became one of the earliest California State Highways in 1909. The primary purpose of State Highway maintenance on the DF&DLR was to improve the roadway for ease of travel during the early automobile era.
(Source: Gribblenation Blog: Donner Pass; hunting for the Dutch Flat & Donner Lake Road and abandoned Central Pacific Railroad Tunnels, 10/13/18)

The infamous wagon train that lent its name to the Donner Pass crossed it in 1846-1847, but established wagon trails didn’t appear there until nearly 20 years later, built to support the Central Pacific Railroad as it crossed the Sierra Nevadas. The first automobile – driven by Alexander Winton – reportedly crossed those wagon trails in 1901, and California designated the wagon trail over the Donner Pass a state highway in 1909, so when Carl Fisher and his group pieced together the Lincoln Highway four years later, they simply used the same route for the northern branch between Fallon, Nevada, and Sacramento. This routing (when headed up to the summit from Donner Lake) entered the Central Pacific RR tunnel that bore underneath the pass itself, continued through a snow shed and another railroad tunnel, and only then diverged from the railroad to continue the climb up over the summit. Although there was a protocol for traversing the RR tunnel, the system resulted in a number of accidents – enough to warrant the construction of the country’s first auto road underpass beneath a railroad just a year later. The concrete underpass went in roughly where automobiles exited the snow shed near CPRR tunnel No. 8 and forced a minor re-routing of the Lincoln Highway. The railroad abandoned that section of line in 1993; the purpose-built US 40, now known as the Donner Pass Road, replaced the Lincoln Highway in 1926 and was itself replaced by I-80 in the 1960s.
(Source: Hemmings Daily, 1/2/2018)

In addition to the Dutch Flat & Donner Lake Wagon Road there was two additional wagon roads that were apparently used: Coldstream Pass and Roller Pass to the south of Donner Pass which were in use by 1846. This site has some really good links to maps showing all the wagon routes alongside Donner Pass Road in addition to the rail alignments. The Dutch Flat & Donner Lake Wagon Road became a state highway apparently in 1909 with a realignment due to rail crossing accidents in 1912.
(Source for some: Max R on AAroads, June 2017)

The first legislative appropriation to improve the DF&DLR was in 1911 followed by an act in 1913 (Chapter 619) to remove an at-grade crossing of the First Transcontinental Railroad. The 1913 legislation served to remove the at-grade rail crossing the DF&DLR took at Central Pacific Tunnel #6 (which was leased to the Southern Pacific in 1885) which was replaced by an underpass between Tunnel #7 and Tunnel #8. The 1913 DF&DLR is often cited as one of the first highway rail underpasses in the United States. 1913 was also when the route was chosen to be signed as the Northern Spur of the Lincoln Highway in California, aligned over Donner Pass Road. The 1918 State Highway Map is the earliest that shows a road going over Donner Pass but no route names. In 1921, the Victory Highway was co-signed with the Northern Lincoln Highway on the DF&DLR. By 1926, the DF&FLR over Donner Pass had been replaced by the newly constructed Donner Pass Road. The original routing of Donner Pass Road from Donner Pass east to Donner Lake used very little of the DL&DLR as the grades were far too high to facilitate increasing interstate travel. Donner Pass Road ultimately took out almost all of the really steep grades by using hairpins that approached the pass from Donner Lake. The DF&DLR remained south of Donner Pass Road from Donner Pass east to Donner Lake. The DF&DLR converged with Donner Pass Road at Old Highway Drive. Tom Fearer's blog page (from which this paragraph is condensed) has some good maps (and links to old maps) showing these older and former routings.
(Source: Gribblenation Blog: Donner Pass; hunting for the Dutch Flat & Donner Lake Road and abandoned Central Pacific Railroad Tunnels, 10/13/18)

Ultimately the Lincoln Highway was replaced by US 40. By 1926, Donner Pass Road is shown as unimproved west out of Truckee to Donner Lake but graded over Donner Pass. By 1930 US 40 appears on State Highway Maps and all of Donner Pass Road from Truckee to the actual Pass appears to be classified as "Improved." By 1934 all over US 40 over the Sierras appears to have been paved. Not much changes until the Federal Aid Highway Act of 1956 which of course led to the Interstate system. The first visual change that can be seen on the state highway map with Donner Pass Road being bypassed is in 1960 when a new stub of I-80 is shown running from the Nevada state line west past Truckee to Donner Lake. It isn't until the 1967 State Highway Map that US 40 completely disappears from California.
(Source for some: Max R on AAroads, June 2017)

Between Donner Lake and Truckee, US 40 used Donner Pass Road.
LRN 38 between Truckee and the Nevada state line. This was defined in 1923.

Between Truckee and Nevada, US 40 used portions of Glenshire Drive, Old US Highway 40, Hirschdale Road, and Frontage Road.

Scott Parker on AARoads noted the following regarding the LRNs for US 40: The sequence of different LRN's hosting US 40 seemed to be an ever-changing series until the freeway era. LRN 14 was the first "leg" north from Oakland to Martinez. When US 40 was rerouted over the Carquinez Bridge, LRN 14 remained as an unsigned route from Crockett to Martinez; and on the other side of the strait, the original "host" for US 40, Sonoma Blvd., was a LRN 74 "spur" when US 40 extended up to Napa Junction and turned east with Route 12 to Cordelia and Fairfield. Then LRN 7, which originally ran from the Benicia ferry terminal up what is now I-680 to Cordelia was bypassed by the present I-80 alignment, originally a simple multilane arterial; Benicia-Cordelia was added to LRN 74, making it a "U"-shaped route. The Carquinez Bridge was privately owned, so LRN 7 originally began at the toll booth at the bridge's north end. When the Eastshore Freeway was completed from the Distribution Structure (today's I-80/I-580/I-880 interchange) north to the Carquinez Strait, the bridge was twinned with today's EB truss span. At the same time, the Richmond-San Rafael Bridge was being opened as Route 17/LRN 69; both those designations, along with US 40 and later the nascent I-80, comprised the Eastshore Freeway from the Structure north to the present I-80/I-580 divergence at Albany; from 1957 through 1963 LRN 7 was extended over the Carquinez Bridge (by then Division of Highways property) down to Albany. At that time LRN 14 was truncated to Richmond over the alignment of present Route 123 (it had never been assigned to any portion of the Eastshore Freeway), leaving former US 40 to Contra Costa County. US 40 was LRN 7 north to Davis, where that LRN turned north on US 99W through Woodland and Willows to terminate at LRN 3 at the original US 99E/99W junction at Red Bluff. LRN 6 then carried US 40 east into Sacramento.
(Source: Scott Parker on AARoads, "Re: California", 7/10/2019)

According to "California Highways" by Ben Blow (1920), the Auburn-Emigrant Gap State Road and the Emigrant Gap-Donner Lake State Road were both taken into the State Highway System under the first highway Bond Act of 1909. The section from Truckee to Verdi, the road was added under the third Bond Act of 1919. There is some additional information in the following articles:

Interstate Shield The designation was changed on July 1, 1964, when the current I-80 took over the old US-40 route (and Route 113 and Route 70 took over the US 40A route between Yuba City and US 395, and the new route (I-40) was defined.

In Fairfield, the stretch of former US 40 back to 1915, when only a few thousand people lived in Fairfield and Suisun City. According to an article in the Fairfield Daily Republic, one local contractor working on the original road drove his mule so hard that he ran afoul of the local humane society. The original highway route used old Cordelia Road and went through Suisun City to the courthouse. It later bypassed Suisun City and went down West Texas Street and through downtown Fairfield. The highway department straightened out turns in Cherry Glen in 1936, and built the Vacaville bypass in 1937. About 14,600 cars a day passed through Fairfield on US 40 in 1948. In the mid-1960s, workers enlarged the four-lane US 40 to the eight-lane I-80.

For those trying to follow old US 40, John David Galt noted (in a misc.transport.road posting) that near Suisun the old route jogged north on Suisun Valley Rd. to Rockville Rd., back to the present freeway route in Suisun, where Rockville Rd. becomes Air Base Pkwy. Between there and West Sacramento, there's very little of the old route left other than the freeway. There are bits of frontage road near the Nut Tree and the Hick'ry Pit that may have been part of US 40, but they don't go through. In West Sacramento, the old route leaves the freeway as West Capitol Ave., which is signed only as the "Downtown Sacramento" exit. From there, US 40 followed the Capitol Mall across to 16^th St., then picked up the present Route 160 freeway route, ending up on what is now Auburn Blvd. Auburn is now signed as "Historic US 40" for most of its length, all the way into Roseville. At one point, Route 160 and US 40 were cosigned.

San Francisco to Sacramento - CSAA Nov 1927 Proposal In 1927, the California State Automobile Assn proposed a super-highway between the San Francisco Bay region and Sacramento. According to an article published in the Sacramento Bee in November 1927, they suggested to the state highway commission that relocation of certain sections of the existing state highway will eliminate thirteen miles of driving and provide a shorter safer and more direct route between cities of the metropolitan area and the state capital The proposal was conveyed to B B Meek director of the state department of public works in a communication from H J Hrunnier chairman of the Automobile Association Highways committee Brunnier suggested that the highway commission consider official adoption of the new and shorter route as one on which future construction and reconstruction efforts may be directed. The plan has already been endorsed by the chambers of commerce of San Francisco, Oakland, and Sacramento. The Association takes the stand that conditions can be bettered through or around the town of Pinole by the adoption of the American Canyon route from Vallejo Past Cordelia to Fairfield and along the section between Fairfield and Davis Brunnier in his letter pointed out that certain sections of the present route will soon have to he reconstructed notably through Jamison Canyon between Cordella and the Napa "Y" and that a more satisfactory route should be adopted before the present route becomes more definitely fixed. The present route does not take the fullest advantage of topography. It results in unnecessary driving of about thirteen miles and an unnecessary number of grade crossings and its alignment is not conducive to public safety the association points out. During peaks or traffic, there is bad congestion at points which with increasing traffic will soon gauge the amount of travel that can use the present route "This Is the opportune time" said Brunnier in his letter "to plan for a direct broad and safe highway between the Northern California center of population and the heart of a big agricultural region" Besides providing for local travel it is pointed out the super-highway would be a link in both the Victory Highway route and the Pacific Highway.
(Source: Joel Windmiller on California's Historic Highways FB/SacBee Nov 1927, 6/2/2020)

In particular, the initial draft of the US Route System was approved by the Secretary of Agriculture during November of 1925. The US Route System within California was approved by California Highway Commission with no changes recommended by January 1926. The alignment of US 40 east of Sacramento was planned to follow the existing Northern Branch of the Lincoln Highway and Victory Highway over LRN 3, LRN 17, LRN 37 and LRN 38 to the Nevada State Line at Verdi.
(Source: Gribblenation Blog (Tom Fearer), “Former US Route 40 in Auburn”, March 2022)

In Sacramento, some of the original street portion has been signed as Historic US 40. The first sign went up in 2001 on West Capitol Avenue in West Sacramento.

In Citrus Heights, the routing ran along Auburn Boulevard. Auburn Road (as it was called then) cut through Sacramento County‟s Central Township (what is present day Citrus Heights) to connect the City of Auburn to Sacramento. In the 1860s, Sylvan School and Sylvan Corners (both of which exist today) became the educational, civic, social and religious center of this early settlement. Until the 1950s, Auburn Boulevard consisted of auto-oriented retail that catered to travelers‟ needs of that bygone era. But with the opening of I-80 in the late 1950s, Auburn Boulevard changed to a commercial corridor serving the local community‟s needs.

In August 2023, it was reported that the City of Sacramento Department of Public Works is proposing to replace the Auburn Boulevard Bridge at Arcade Creek due to its structurally deficient and functionally obsolete status, as determined by the Federal Highway Administration criteria. The project site is located in the north eastern corner of the City of Sacramento, near the border with Sacramento County, where Auburn Boulevard crosses Arcade Creek, east of Winding Way and west of Park Road and the I-80 ramps. The Auburn Boulevard Bridge over Arcade Creek is a reinforced concrete T-beam structure that was originally constructed in 1927, and then widened in 1965. The bridge has two spans with a total length of 70 feet. It carries two lanes of traffic in both the eastbound and westbound direction, with a left turn pocket for westbound to southbound users. The new bridge will be 100 feet wide (see cross section below) and be raised slightly to remain operational during a 20-year storm event. The new bridge will carry two lanes of traffic in each direction, with a dual left lane for westbound to southbound users.at the Auburn Blvd./Winding Way intersection. Preliminary engineering studies and the environmental review are anticipated to be completed in December 2020. Final Design and Right-of-Way acquisition work will start in 2021 and be completed in 2022 and Construction is anticipated to begin in Spring 2024.
(Source: City of Sacramento Project Page)

Newcastle: Newcastle was unincorporated community, and was therefore part of State Maintenance on LRN 17. LRN 17 westbound originally entered Newcastle via the 1910 Newcastle Subway. The Newcastle Subway was possibly the first highway Rail Subway built on a State Highway in California. The 1910 Newcastle Subway is a single lane with only a 12-foot-high clearance. The Newcastle Subway project was instigated when the Southern Pacific Railroad had decided to double its line in Newcastle. The subway was improved around 1930, when a 0.9 mile grade separation for US 40/LRN 17 in Newcastle was budgeted for the 1929-31 Fiscal Years, and a contract was let to construct a 531-foot-long tunnel on US 40/LRN 17 in Newcastle. It was completed on 12/31/1931. In 1934, there was further realignment in the Loomis-Newcastle corridor. The new alignment of US 40/LRN 17 eliminated 42 curves and bypassed Penryn; it opened 5/29/1934. This, in turn, was replaced with a freeway alignment in the mid 1950s. Construction of a new freeway grade along US 40/LRN 37 from Applegate 2.7 miles east to Heather Glen started in 1955. By 1956, the Newcastle-Auburn expressway segment of US 40/LRN 17 was under construction and the Roseville-Newcastle freeway was in the design stages. Projects were completed by late 1959.
(Source: Gribblenation Blog (Tom Fearer), "Former US Route 40, the North Lincoln Highway and Victory Highway in Newcasstle", 1/17/2022)

Auburn marked the point where US 40 transitioned from LRN 17 to LRN 37, where by 1944 it ran along Ophir Road, Lincoln Way, High Street, Elm Avenue, and Lincoln Way. This routing of US 40 through Auburn avoided the core business district of the city, through which the North Lincoln Highway and Victory Highway were aligned. Along Lincoln Way between Ophir Road and High Street, LRN 17 split off and continue N along signed Route 49. US 40 continued E along the former Dutch Flat & Donner Lake Road (DF&DLR) (completed by 1864) routing of LRN 37. In the 1946-1947 timeframe, the four-lane US 40 bypass of Auburn was constructed. In 1949, the 6.1 miles of four-lane divided highway on US 40/LRN 37 east of Auburn to Applegate started the construction process; it opened in 1951.
(Source: Gribblenation Blog (Tom Fearer), “Former US Route 40 in Auburn”, March 2022)

Trey Pitsenberger has a blog detailing the original routing of US 40 (Lincoln Highway) near Bowman (~ 80 PLA R20.755).

Within the Truckee River Canyon in the Sierra Nevada range, numerous abandoned portions of US 40 can be found alongside modern I-80. This segment of highway was opened during 1926 as a bypass of the Dog Valley Grade that carried the early North Lincoln Highway and Victory Highway. Some of these abandoned segments have been incorporated into the Tahoe-Pyramid Trail. The original northern branch of the Lincoln Highway ran from Verdi, Nevada via the Dog Valley Grade to Truckee, California. The 1919 Third State Highway Bond Act added an addition to LRN 38 that defined a new segment of state highway intended to replace the Dog Valley Grade: By 1925, maps were showing conceptual US 40 following the Dog Valley Grade east of Truckee. The LRN 38 replacement in the Truckee River Canyon opened on June 10, 1926, as a bypass to the Dog Valley Grade.
(Source: Gribblenation Blog, "Abandoned US Route 40 in the Truckee River Canyon", April 2025)

Note that, in the vicinity of Donner Lake, Caltrans is required to remove snow. Specifically, the law requires that from and after November 8, 1967, the department shall remove snow from that portion of former US Route 40 that has been superseded by the relocation and construction of I-80, commencing at its intersection with I-80 near Donner Memorial Park westerly approximately four miles to the vicinity of Donner Lake.

In October 2015, it was reported that a historic portion of Donner Pass Road (Old US 40) is scheduled for a major overhaul. The route received a $9.9 million grant under California’s Federal Lands Access Program. This grant will help improve a 6.5-mile stretch of the road at Donner Summit and winding down to Donner Lake known as Old Highway 40, from I-80 to Truckee town limits, and will span both Nevada and Placer counties. Planned improvements include mitigating rock and landscape degradation associated with winter weather, which currently requires frequent maintenance, as well as improvements related to safety, including bicycle lanes and widened shoulders. Construction is tentatively planned to begin in 2019.
(Source: Tahoe Daily Tribute, via andy3175 @ AAroads)

In June 2017, Tom Fearer provided some history of Donner Pass Road on AARoads: Donner Pass had the first recorded wagon crossing in 1844. The whole saga of the Donner Party occurred in the Winter of 1846/1847. The first route over the Sierras via the Donner Pass area wasn't too much different than Donner Pass Road ultimately ended up being. The main difference was that the route for wagons was much steeper than the Lincoln Highway iteration ultimately ended up being. This was known as the Dutch Flat & Donner Lake Wagon Road, which was completed by 1864 to assist with construction of the First Trans-Continental Railroad. Visit this site for more details about the Dutch Flat & Donner Lake Wagon Road. In addition to the Dutch Flat & Donner Lake Wagon Road there was two additional wagon roads that were apparently used: Coldstream Pass and Roller Pass to the south of Donner Pass which were in use by 1846. This site has some really good links to maps showing all the wagon routes alongside Donner Pass Road in addition to the rail alignments. The Dutch Flat & Donner Lake Wagon Road became a state highway apparently in 1909 with Donner Pass Road opening as a realignment due to rail crossing accidents in 1912. Donner Pass Road ultimately took out almost all of the really steep grades by using hairpins that approached the pass from Donner Lake. By 1913 the Northern Sierra Route of the Lincoln Highway was aligned over Donner Pass Road. Ultimately the Lincoln Highway was replaced by US 40. The 1918 State Highway Map is the earliest that shows a road going over Donner Pass but no route names. By 1926, Donner Pass Road is shown as unimproved west out of Truckee to Donner Lake but graded over Donner Pass. By 1930 US 40 appears on State Highway Maps and all of Donner Pass Road from Truckee to the actual Pass appears to be classified as "Improved." By 1934 all over US 40 over the Sierras appears to have been paved. Not much changes until the Federal Aid Highway Act of 1956 which of course led to the Interstate system. The first visual change that can be seen on the state highway map with Donner Pass Road being bypassed is in 1960 when a new stub of I-80 is shown running from the Nevada state line west past Truckee to Donner Lake. It isn't until the 1967 State Highway Map that US 40 completely disappears from California.

So, why did US 40 get the interstate nod over US 50? James Lin reported, on misc.transport.road, "a Caltrans employee told me that back in the late 1950s, there was fierce competition between the US 40 and US 50 corridors over which alignment would become Interstate. What eventually tipped the battle in favor of the US 40 corridor was Squaw Valley hosting the 1960 Winter Olympics."

A listing of all the former routings of US 40 may be found at http://www.route40.net/page.asp?n=1058.

Hampshire Rocks Rd. In October 2012, it was reported that two 1926 bridges along old US 40 were scheduled for replacement: the Hampshire Rocks Road bridge over the South Yuba River near Big Bend, and the Donner Pass Road bridge over the S. Yuba River . The latter project is between exits 165 and 171 off I-80 (and is a bit E of the first project).

Alternate Routes

Freeway

Post 1963-Routing (I-40)

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

Pre-1963 Routing (US 40)

U.S. 40 Roseville to Newcastle Freeway Proposal In July 1955, the Auburn Journal published an article on the proposed freeway routings between Roseville and Newcastle. It noted:
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

Officials, Civic Groups, Urged To Attend Public Meeting July 13th. Studies for the future freeway routing of US. 40 between one-half mile east of Roseville and one mile east of Newcastle have now reached a stage which permits tentative conclusions as to basic plan, District Engineer A. M. Nash of the State Division of Highways announced today. Nash said that State Highway Engineer Q T. McCoy has requested the district to hold a public meeting to explain the various route and the conclusions reached by the engineers. Preliminary discussions have been held with local authorities to arrange for such a meeting in Auburn on July 13 1955 at 2 p. m. in the Little Theater at Siena College. The Division of Highways urges all interested officials, individuals, and civic groups to attend the meeting and to present any Information pertinent to the route determination. The information may be furnished orally, or written statements may be filed with the Division. The studies by the Division of the various possible routings between Roseville and Newcastle Include all of the numerous factors which influence the location of a highway through developed and semi-developed areas. These factors involve traffic service, cost of construction, and right of way, location of schools, future development, and overall effect on the area. In addition to local conditions Nash also pointed out that all route studies on U. S. 40 have to take into consideration the importance of the road as a main trans-continental highway, as well as its being a part of the federal government interstate highway system. On a map furnished by Nash for publication, the various possible routes for U. S. 40, that have been given the most serious consideration are shown. All of the routes start one-half mile east of Roseville at the easterly end of the Sacramento to Roseville freeway that is now under construction. The end one mile east of Newcastle at the westerly end of the proposed Newcastle Auburn freeway for which the route was adopted by the Highway Commission in November of 1953. The possible routes between Roseville and Newcastle are shown on the Division of Highways map. Route "A" departs from the existing road one-half mile east of Roseville and continues along Secret Ravine, south of Rocklin, Loomis, and Penryn. Near the end of Secret Ravine, the line turns north. and rejoins the existing road one mile east of Newcastle a distance of approximately 11 miles. All of the other routes generally follow existing various proposals for going through or around Rocklin and Loomis. The necessity for improving U. S. 40 to a multi-lane freeway between San Francisco and the Nevada state line has been widely publicized during the past few years. The strategic importance of the road in the event of a national emergency has been emphasized repeatedly. With, the adoption of this section by-the highway commission U. S. 40 will have been declared a continuous freeway from San Francisco to approximately 9 miles east of Colfax except for a short section through the city of Sacramento. After the public explanation of the route studies between Roseville and Newcastle has been accomplished a report of the data and conclusions, including information furnished by interested persons attending the meeting, will be forwarded by Nash to State Highway Engineer G. T.. McCoy. McCoy will furnish the report and his recommendation for routing to the California Highway Commission. Route adoption is the responsibility of the commission. It is the policy of the commission to offer the opportunity for a public hearing "by the commission itself if the local authorities so desire.

Within the city of Colfax, what would become US 40 was part of LRN 37, which in turn was part of the original Dutch Flat and Donner Lake Wagon Road (DF&DLWR). The DF&DLR was adopted as state highway as part of the Emigrant Gap State Road in 1909 under Legislative Chapter 224 with the following description: "An act to make an appropriation for the location, survey and construction of a state highway from Emigrant Gap...to the west end of Donner Lake..." […] "...for the location, survey, and construction of a state highway from Emigrant Gap, Placer County in an E-ly direction through what is known as the Truckee Pass (Donner Pass) to the W end of Donner Lake in Nevada County... and it shall be the duty of the department to locate, survey, and construct said road along the line of the wagon road known as the Dutch Flat and Donner Lake wagon road...". After the creation of the US Highway system in 1926, LRN 37 became part of US 40. Eastbound US 40 crossed through Colfax via Auburn Street, Grass Valley Street and Main Street. In 1939, a new US 40/LRN 37 bypass route of Colfax was constructed that included a rail overpass. In 1955, an expressway realignment of US 40/LRN 37 from Heather Glen to Colfax and Colfax to Gold Run was budgeted for the 1956-57 Fiscal Year. On April 24, 1956., this opened as the Ben Ali-Roseville Freeway as a new alignment US 99E/US 40/LRN 3. US 99E was rerouted from the end of the Elvas Freeway along the Ben Ali-Roseville Freeway to the Riverside Avenue Exit. The Newcastle-Auburn freeway, Heather Glen-Colfax expressway, Colfax-Magra expressway and Floriston-Nevada State Line expressway were subsequently budgeted for future realignments of US 40. In 1958, a number of additional freeway segments opened: the Newcastle-Auburn segment, the Heather Glen-Colfax segment, the Colfax-Magra segment, and the Boca-Stateline segment. Additional segments opened in 1959.
(Source: Gribblenation Blog (Tom Fearer), "Former US Route 40 in Colfax", 2/3/2022)

U.S. 40 Rte Adoption - Gold Run to Blue Cyn In March 1956, the Sacramento Bee published information on the proposed freeway route in the vicinity of Gold Run. The final adoption of the routes was expected to be made by the California Highway Commission at a meeting in April 1956. The article noted:
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

Contracts To Be Let On 17 Miles Of Freeway. On US Highway 40 Bids will be opened and contracts let to start construction this year on U. S. Highway 40 between Heather Olen and Colfax, between Colfax and Maura and between Floriston and the Nevada State line, it was announced by J. W. Trask, district engineer of the State Division of Highways. In addition, a contract to be let for construction. structure! between Newcastle and Auburn at an estimated cost of $1,300,000 will also get underway this year, Trask stated. The first three stretches of multi-lane freeway total about 17 miles, with an estimated construction cost of 9,750,000. The necessity for improving US 40 to multi-lane freeway from San Francisco to the Nevada state line has received considerable publicity in the past few years. On February,14 a public meeting was held In Auburn to discuss the section between Magra west of Gold Run and Blue Canyon Road, a distance of 14 miles, and the section between Hampshire Rocks to Soda Springs, a distance of 6 miles.

U.S. 40 Rte adoptions in the Sierra Nevada area In October 1956, the Reno Gazette Journal published information on proposed routings of US 40 (future I-80) in the Sierra Nevada area. The map to the right is excepted from the article; it shows the tentatively planned route from east of Donner Lake over the Sierra summit north of the present Donner pass and on to a point just west of Soda Springs, a distance of 10.3 miles. The lower map shows the proposed freeway segment further west, beginning at Hampshire Rocks and continuing for 13.6 miles to the Blue Canyon turnoff, just west of Emigrant Gap. The routing for the segment between the two areas shown above has already been adopted by the California Highway Commission." The routing was described as follows:
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

Division Engineer Trask explained the Emigrant Gap-Hampshire Rocks routing as follows: "The tentative routing of this portion of US 40 begins at Blue Canyon road at the easterly end of the previously adopted freeway between Magra and Blue Canyon road, and generally follows the existing alignment to a point west of Cisco. There it crosses the south fork of the Yuba River and proceeds in an easterly direction south of the river. West of Big Bend ranger station the line crosses the south fork of the Yuba again, travels northeasterly of the present highway, and terminates at Hampshire Rocks, which is the westerly end of the adopted relocation between Hampshire Rocks and Soda Springs."

U.S. 40 Rte Adoption - Hampshire to Soda Springs In March 1956, the Sacramento Bee published information on the proposed freeway route in the vicinity of Kingvale. The final adoption of the routes was expected to be made by the California Highway Commission at a meeting in April 1956.
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

U.S. 40 Routings - Soda Springs - Truckee Y In October 1956, the Reno Gazette Journal published information on proposed routings of US 40 (future I-80) in the Sierra Nevada area. The map to the right is excepted from the article; it shows the proposed freeway segment beginning at Hampshire Rocks and continuing for 13.6 miles to the Blue Canyon turnoff, just west of Emigrant Gap." The routing was described as follows:
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

Division Engineer Trask explained the proposed routing of the Soda Springs-Truckee "Y" freeway as follows: "(The routing) begins at the easterly end of the previously adopted route between Hampshire Rocks and Soda Springs, crossing the existing road west of and passing to the north of Soda Springs. It then continues in a northeasterly direction passing approximately 1.75 miles north of Donner Summit in the vicinity of the West Lakes From this point, the proposed alignment continues to the westerly end of the previously adopted relocation between 1.3 miles west of the junction of US 40 and Route 89."

U.S. 40 Route Adoption near Truckee In March 1956, the Sacramento Bee published information on the proposed freeway routes in the vicinity of Truckee. The final adoption of the routes was expected to be made by the California Highway Commission at a meeting in April 1956. The article noted:
(Source: Joel Windmiller, California's Historic Highways on FB, 6/1/2020)

Trask announced today that preliminary studies for a future freeway on 16 miles of US 40 in Nevada County between the east end of Donner Lake and Floriston have now reached the stage which permits a tentative conclusion as to basic plan. State Highway Engineer O. T. McCoy has Instructed Trask to hold a public meeting to explain the various studies and the tentative conclusions reached by the engineers. The meeting will be held in Truckee on April 7 at 10 a.m. In the Truckee high school cafeteria. Trask urged all interested individuals and civic groups to attend the meeting and to present any information which may be pertinent to a freeway routing for the portion of US 40 concerned. This information may be delivered orally, or a written statement may be filed with the division of highways. The studies by the division of the proposed route from the east end of Donner Lake to Floriston include all of the numerous factors influencing the location of a highway through developed and seml-developed areas. The factors involved Include traffic service, cost of construction, and right of way, location of schools, future developments, and over-all effect oo the area, including the town of Truckee. ". 7 Mr. Trask also stated that in addition to local conditions all route studies on US 40 have to consider the importance of the road as a main transcontinental highway and a part of the federal government interstate highway system. The tentative routing would depart from the existing road, a short distance east of Donner Lake, pass to the north of both the town of Truckee and the Truckee airport, and rejoin the existing road west of Boca. Just east of Boca, the tentative routing leaves the existing highway again, rejoining it southwest of Floriston. The tentative routing eliminates many of the sharp curves in the Truckee River canyon. After a public explanation of the route studies between Donner Lake and Floriston has been given a report of the data and conclusions, including information furnished by interested persons attending the meeting, will be forwarded by Trask to State Highway Engineer McCoy. McCoy will furnish the information and his .recommendation for routing to the California, highway commission. Route adoption is the responsibility of the; commission.

Status

There is a sign at the western end of the route that indicates the distance to Wilmington NC (~ SBD 0.559). The sign was once stolen, but has since been replaced.

In September 2011, it was reported that San Bernardino County received $35,912,000 to rehabilitate 93 roadway lane miles and extend pavement service life and improve ride quality near Newberry Springs on I-40 (~ SBD R28.5 to SBD R50.012). The scope of work is between the Desert Oasis Safety Roadside Rest Area and Crucero Road. The project will grind and overlay mainline, shoulders and ramps. It will also upgrade metal beam guardrail and minor drainage.

Ludlow Cross Slope Rehabilitation (08-SBd-40, PM R75/R100)

Rte 40 near Ludlow In October 2018, the CTC approved for future consideration of funding the following project for which a Mitigated Negative Declaration (MND) has been completed: I-40 in San Bernardino County (08-SBd-40, PM R75/R100). Regrade median cross slopes on a portion of I-40 near the town of Ludlow. (PPNO 3001R) This project is located on I- 40 near the town of Ludlow in San Bernardino County. The project proposes to regrade the existing median cross slopes within the 30 foot clear recovery zone from a steeper gradient to a flatter gradient. Also included in the proposed project will be the extension of existing culverts, upgrading of guardrail and establishing California Highway Patrol crossings in the median. The proposed project will address the need to improve the recovery zones and reduce the risk of out of control vehicles crossing the median and colliding with opposing traffic. The proposed project is estimated to cost approximately $38.4 million. This project is currently funded and programmed in the 2018 SHOPP for approximately $38.4 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))

In December 2018, it was reported that Caltrans was beginning a safety project on I-40 to improve the slope of the median near the city of Ludlow, between Crucero Road and Badger Wash. Construction will being on January 7, 2019. Work will be done on both east and west bound I-40, from 6:00 a.m. to 6:00 p.m. Monday through Thursday, and from 6:00 a.m. to 5:00 p.m. Saturday and Sunday. This $33.9-million safety project is expected to last for approximately one year.
(Source: Caltrans Press Release, 12/28/2018)

Van Winkle Wash Bridges (~ R085.19)

In June 2012, the CTC approved for future consideration of funding a project that will replace Van Winkle Wash Bridge Left and Right (Bridge Numbers 54-0903L and 54-0903R) on I-40 near Essex to correct extensive deck and girder cracking. The project is programmed in the 2010 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $21,697,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed in the 2010 SHOPP.

In August 2012, the CTC approved SHOPP funding of $11,615,000 on I-40 PM R85.2 near Essex, at Van Winkle Wash Bridges (Bridge # 54-0903L/R). Outcome/Output: Replace both eastbound and westbound bridges to address extensive cracking and ensure long-term operational capability.

Hoff Wash Bridges (~ R093.60)

Int. 40 Hoff Wash Bridges In June 2014, the CTC authorized for future consideration of funding a project in San Bernardino County that will replace the existing Hoff Wash Bridge on I-40 near the town of Ludlow. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $13,390,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16. They also authorized for future consideration of funding a project in San Bernardino County that will replace the left side of the existing Watson Wash Bridge on I-40 near the Goffs Road overcrossing. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $13,478,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015-16. Lastly, they also approved, again for future consideration of funding, a project in San Bernardino County that will replace the existing Haller Wash Bridges, Rojo Wash Bridges, and Clipper Valley Wash Bridges and construct a temporary concrete batch plant site in the median of I-40. The project is programmed in the 2012 State Highway Operation and Protection Program. The total estimated cost is $41,059,000 for capital and support. Construction is estimated to begin in Fiscal Year 2014-15.

In January 2016, the CTC approved SHOPP funding in San Bernardino County, on I-40 near Essex, from 0.3 mile west to 0.4 mile east of Hoff Wash Bridge (No. 54-0889L/R). Outcome/Output: Replace two bridges due to cracking on bridge deck, wing/pier walls and concrete barrier railing. Future Consideration of Funding approved under Resolution E-14-23; June 2014. $8,036,000.

Halfway Hills Wash Bridges Scour Replacement/Mitigation (08-SBd-40, PM R100.8/R101.8)

Int. 40 Halfway Hills Wash Bridges In December 2020, the CTC amended the 2020 SHOPP to revise the following project as indicated: 08-SBd-40 PM 101.3 PPNO 08-3008K ProjID 0816000079 EA 1G830. I-40 Near Needles, at the Halfway Hills Wash Bridge №54-0799L/R. ~~Retrofit bridge footings,~~ Replace bridges, replace and expand Rock Slope Protection (RSP) limits. Programmed allocation changes (in thousands): Con Sup ~~$2,538~~ $4,776; Const Cap ~~$9,652~~ $15,880; Total ~~$15,571~~ $24,037. Note: The scope of this project is changing from scour mitigation to bridge replacement because the scour specialist determined that the previous strategy of micro piles should not be used in soils susceptible to liquefaction and bridge replacement would be a preferred strategy. Increase construction support because more working days will be required and increase construction capital because of the additional costs involved in bridge replacement.
(Source: December 2020 CTC Agenda, Agenda Item 2.1a.(1d) #17)

In March 2021, the CTC authorized the following project for future consideration of funding: 08-SBd-40, PM R100.8/R101.8. Interstate 40 Bridge Scour Mitigation. Replace Halfway Hills Wash Bridges on I-40 in San Bernardino County. (MND) (PPNO 3008K) (SHOPP). This project is located in the County of San Bernardino near the town of Essex at 1.6 miles east of Essex Road Overcrossing to 5.6 miles west of Goffs Road Undercrossing. The Department proposes to mitigate the scour underneath the Halfway Hills Wash Bridge on I-40. This project is not fully funded and is currently programmed in the 2020 SHOPP for a total of $24,037,000 of which $20,656,000 is currently through G-13 Contingency. Construction is estimated to begin in Fiscal Year 2022-23. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2020 SHOPP. A Mitigated Negative Declaration (MND) has been completed. The project will result in less than significant impacts to the environment after mitigation. The following resource areas may be impacted by the project: biological resources, cultural resources, greenhouse gas emissions, hydrology and water quality, noise, and traffic and transportation. Avoidance and minimization measures will reduce any potential effects on the environment. These measures include, but are not limited to, compensatory mitigation for impacts to desert tortoise habitat and hydrology, development and implementation of a traffic management plan, and inclusion of contract noise control provisions to reduce noise during construction.
(Source: March 2021 CTC Agenda, Agenda Item 2.2c.(1))

Also in March 2021, the CTC approved the following pre-construction SHOPP SB1 support phase allocation(s): (2b) #13. $2,188,000 (PS&E, $1,903,000 programmed); $56,000 (R/W Sup, $55,000 programmed). 08-SBd-40 101.3. PPNO 08-3008K; ProjID 0816000079; EA 1G830. I-40 Near Needles, at the Halfway Hills Wash Bridge № 54-0799L/R. Replace bridges, replace and expand Rock Slope Protection (RSP) limits. (Concurrent consideration of funding under Resolution E-21-29; March 2021.) Prog. year 21-22.
(Source: March 2021 CTC Agenda, Agenda Item 2.5b.(2b) #13)

In June 2022, the CTC approved the following construction phase SHOPP allocation: $23,789,000. 08-SBd-40 R100.8/R101.8. PPNO 08-3008K; ProjID 0816000079; EA 1G830. I-40 Near Needles, at the Halfway Hills Wash Bridge № 54-0799L/R. Outcome/Output: Replace bridges and replace and expand Rock Slope Protection (RSP) limits to prevent bridge failure and ensure safety. Future consideration of funding approved under Resolution E-21-29; March 2021. Concurrent Amendment under SHOPP Amendment 22H-002; June 2022. Allocation: CON ENG $4,776,000; CONST $15,880,000.
(Source: June 2022 CTC Agenda, Agenda Item 2.5b.(1) #32)

In January 2023, the CTC approved a request for an additional $2,905,000 in Construction Capital for the SHOPP Bridge Replacement project on I-40, in San Bernardino County (08-SBd-40 101.3. PPNO 08-3008K; ProjID 0816000079; EA 1G830), to award the construction contract. This project is located on I-40 near the City of Needles, at the Halfway Hills Wash Bridge (№ 54-0799L/R), in San Bernardino County. The project will replace the existing bridges and rock slope protection (RSP), and install additional RSP to expand the RSP limits. In March 2018, the project was programmed for $9,652,000 in Construction Capital in the SHOPP for allocation in Fiscal Year 2021-22. In December 2020, the project was amended to increase the Construction Capital to $15,880,000. In June 2022, the project was amended to program the unfunded G-13 Contingency construction phases for $15,880,000 in Construction Capital and allocated for $18,589,000 in Construction Capital. Bids were opened in October 2022, and the amount required to award to the lowest bidder exceeded the amount available from project allocated and G-12 funds. Therefore, the Department is requesting supplemental funds in the amount of $2,905,000 to award the construction contract. In December 2022, the project received a 6-month award time extension. In August 2022, the Department advertised the contract and held bid opening in October 2022. The contract received three bids, of which the lowest bid is 16.2 percent above the Engineer’s Estimate (EE). The two remaining bids are 20.8 and 28.3 percent over the EE. The cost increases on this project are largely attributed to recent spike in oil prices and higher transportation costs for ready mix concrete. The project is located approximately 100 miles from the nearest commercial supplier of concrete and asphalt. The major unit price differences, between the EE and lowest responsible bid, are related to the following bid items: • Hot Mix Asphalt (Type A) - 105 percent higher ($2,116,000) • Structural Concrete, Bridge - 170 percent higher ($738,000). In aggregate, these items amount to an increase of $2,854,000 over the EE. The remaining increase is due to minor unit price cost increases of other bid items.
(Source: January 2023 CTC Agenda, Agenda Item 2.5e.(9))

Bridge Replacement - Woods Wash to Homer Wash (08-SBd-40 R104.9/R120.5)

In May 2024, the CTC amended the following project that was already in the 2022 SHOPP: 08-SBd-40 ~~R104.9/R120.5~~ R104.6/R120.5. PPNO 08-3017K; ProjID 0820000156; EA 1L800. I-40 Near Needles, from Woods Wash Bridges to Homer Wash Bridges at various locations. Replace two bridges and rRestore rRock sSlope pProtection (RSP) at ~~eight~~ six bridges to mitigate scour. Allocation ($ × $1000): PA&ED $1,930; PS&E $1,947; R/W Sup $84; Con Sup ~~$1,838~~ $4,279; R/W Cap $565; Const Cap: ~~$6,784~~ $19,900; TOTAL ~~$13,148~~ $28,705. Note: Change treatment type at two bridges from restoring RSP to full bridge replacement. Update description, postmile, program code, performance, and increase construction support and capital to reflect change of treatment type. This additional need will be funded through Infrastructure Investment and Jobs Act (IIJA) funds.
(Source: May 2024 CTC Agenda, Agenda Item 2.1a.(1d) #26)

In June 2024, the CTC approved a request for an additional $2,355,000 (122.0% increase) in Pre-Construction Support, PA&ED phase, for the SHOPP Bridge Formula Program project on I-40, in San Bernardino County. (EA 1L800, PPNO 3017K). This project is located on I-40 near the City of Needles, at four locations from Woods Wash Bridge to Homer Wash Bridge, in San Bernardino County. The project will replace two bridges and restore rock slope protection at six bridges to mitigate scour. In March 2022, the project’s PA&ED phase was programmed for $1,930,000 in the SHOPP in Fiscal Year 2022-23. In May 2022, the project received a PA&ED allocation for $1,930,000. The project has not received any G-12 funds. In May 2024, the project was amended to modify the scope at one location from restoring rock slope protection to bridge replacement, change the program code, and increase the Construction phase through Infrastructure Investment and Jobs Act funding. The PA&ED phase is currently 30 percent complete, with a remaining budget of $318,000, which is insufficient to complete the phase. The project is scheduled to complete the remaining PA&ED activities by May 2025. A concurrent allocation time extension for the Plans, Specifications, and Estimate (PS&E) and Right of Way (RW) Support phases are on this month’s Commission agenda. The project realized cost increases due to a change in the scope of work at one location from bridge scour mitigation to bridge replacement. The project’s original scope proposed to restore rock slope protection at eight bridges to mitigate scour along this segment of I-40. In September 2023, the Bridge Needs Assessment report, prepared by the Department’s Structure Maintenance and Investigations group, designated poor ratings for the bridge’s health and scour at one location and recommends replacing both bridges in lieu of scour mitigation. These changes have also triggered higher level cultural studies that will require additional reviews with the Department’s Headquarters Cultural Studies Office and State Historic Preservation Office, as well as reopening tribal consultation. In addition, significant geotechnical investigations will be needed for the bridge design. These activities will impact the PA&ED schedule. Additional resources in the amount of $2,355,000 are needed to complete the environmental document, perform geotechnical investigations and finalize recommendations, and complete the project report. To keep the project on schedule, early design of some elements will be implemented during the PA&ED phase. These include the design for the roadway and structure (bridge type selection), landscape, construction staging/traffic handling, and guardrail; and structure hydraulics reports.
(Source: June 2024 CTC Agenda, Agenda Item 2.5e.(12))

In August 2025, the CTC approved for future consideration of funding 08-SBd-40, PM R104.6/R120.5. San Bernardino County Interstate 40 Bridge and Rock Slope Protection Replacements. Restore Rock Slope Protection at Ardis Ditch Bridges, Tank Tower Ditch Bridges, and Homer Wash Bridges, and Replace Woods Wash Bridges on I-40 West of the City of Needles in San Bernardino County. (PPNO 3017K) The project is currently programmed in the 2024 SHOPP. The total programmed amount which includes Right of Way (Support and Capital), and Construction (Support and Capital) is $33,405,000. Construction will begin in 2026-27. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2024 SHOPP. The project will result in less than significant impacts to the environment after mitigation. Project implementation may have significant impacts on biological resources, specifically, catclaw acacia-desert lavendar-chuparosa scrub, desert willow-smoketree wash woodland, and jurisdictional waters. However, mitigation measures will reduce any potential effects on the environment to less than significant. These measures include, but are not limited to, compensatory mitigation through on-site restoration activities, mitigation bank credits, in-lieu fee program credits, and/or permittee-responsible mitigation. As a result, an MND was completed for this project.
(Source: August 2025 CTC Agenda, Agenda Item 2.2c.(1) #3)

In August 2025, the CTC approved the following pre-construction phase allocation for a 2024 SHOPP SB1 project: $2,356,000. 08-SBd-40 R104.6/R120.5. PPNO 08-3017K; ProjID 0820000156; EA 1L800. I-40 Near Needles, from Woods Wash Bridges to Homer Wash Bridges at various locations. Replace two bridges and restore Rock Slope Protection (RSP) at six bridges to mitigate scour. Concurrent consideration of funding under Resolution E-25-49; August 2025. Amendment to time extension for an additional four months, for a total of sixteen months, for PS&E and R/W Sup approved under Waiver 25-136; June 2025. Pre-Construction Phase Allocation: Budgeted (Actual, if different): PS&E $1,947,000 ($2,258,000); RW Sup $84,000 ($98,000).
(Source: August 2025 CTC Agenda, Agenda Item 2.5b.(2b) #7)

March 2026 review of the DRAFT 2026 SHOPP noted the following updated instance of this project (updates in bold, if possible): 08-SBd-40 R104.6/R120.5. PPNO 08-3017K; ProjID 0820000156; EA 1L800. I-40 Near Needles, from Woods Wash Bridges to Homer Wash Bridges at various locations. Replace two bridges and restore Rock Slope Protection (RSP) at six bridges to mitigate scour. Allocation ($×$1000): PA&ED $1,930; PS&E $1,947; R/W Sup $84; Con Sup $4,850; R/W Cap $565; Const Cap: $25,473; TOTAL $34,849. BC: 3/1/2027.
(Source: Caltrans SHOPP Page: DRAFT 2026 SHOPP PROPOSED, State Highway Operation and Protection Program, Fiscal Years 2026-27 through 2029-30 (PDF), January 31, 2026; March 2026 CTC Agenda, Agenda Item 4.7)

In March 2019, the CTC approved for future consideration of funding a project on I-40 near the city of Needles in San Bernardino County, east of Homer Wash Bridge to the California/Arizona border (08-SBd-40, PM R125/R154.6). The project proposes to re-grade the existing non-standard median. The project proposes to address the safety of the traveling public by reducing the number and severity of collisions in the existing median. This project is fully funded and currently programmed in the 2018 SHOPP for approximately $32.3 million. Construction is estimated to begin in Fiscal Year 2019-20. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2018 SHOPP. They also provided a support allocation of PS&E $2,300,000 and R/W Sup $200,000 (2.5b.(2a)).
(Source: March 2019 CTC Minutes, Agenda Item 2.2c.(1))

In January 2018, it was reported that paper signs placed over the existing sign that listed emergency contact information and phone numbers on the "Welcome to California" signs at the border (~ SBD R154.493) had been removed. The signs, first noticed by a handful of Twitter users, read "Official Sanctuary State," and "Felons, Illegals, and MS13 Welcome! Democrats Need The Votes!" California became a sanctuary state on January 1, 2018, following a bill signed by Governor Jerry Brown in October. The bill prevents state law enforcement officers from inquiring about a person's immigration status, from arresting persons because of civil immigration warrants, or from participating in a joint task force with federal officials to enforce immigration laws. The intent is to not discourage undocumented immigrants from working with law enforcement due to fear that their cooperation would get them deported. One sign was found and promptly removed Monday on Interstate 15 near Mountain Pass, just west of the California-Nevada border. Another was removed from I-40 in the Needles area near the California-Nevada border. Caltrans has also received unconfirmed reports of up to three more fake signs — two of which are reported to be near the Oregon border — but they have not yet been able to verify the existence of those. The Twitter photo included a white paddle indicating at least one sign was on Route 95 near Palm Gardens (the paddle shows "CL", likely referring to Clark County, and the point where US 95 transitions from California to Nevada).
(Source: SFGate, 1/2/2018; Snopes, 1/2/2018)

Colorado River Bridge Project Colorado River Bridge (08-San Bernardino-40 PM 153.9/154.7)

The following project was included in the final adopted 2018 SHOPP as a "Long Lead Project" in March 2018: PPNO 3001S. 08-San Bernardino-40 153.9/154.7. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Bridge rehabilitation and/or replacement. Caltrans will be the lead agency and will share half of all costs with ADOT as indicated via a signed Letter of Intent. Note: Complexity of environmental and geotechnical investigations. Extensive coordination required with Arizona resource agencies. * PA&ED phase(s) is authorized. Begin Con: 4/15/2024. Total Project Cost: $44,141K.
(Image source: Colorado River Bridge Project Website)

The 2020 SHOPP, approved in May 2020, included the following Long Lead Bridge Preservation item of interest (carried over from the 2018 SHOPP): 08-San Bernardino-40 PM 153.9/154.7 PPNO 3001S Proj ID 0812000067 EA 0R380. I-40 near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Bridge rehabilitation and/or replacement. Caltrans will be the lead agency and will share half of all costs with Arizona Department of Transportation (ADOT) as indicated via a signed Letter of Intent. Note: Complexity of environmental and geotechnical investigations. Extensive coordination required with Arizona resource agencies. Programmed in FY24-25, with construction scheduled to start at the end of January 2026. Total project cost is $44,141K, with $28,969K being capital (const and right of way) and $15,172K being support (engineering, environmental, etc.). Only the PA&ED allocation of $2,650K was authorized.
(Source: 2020 Approved SHOPP a/o May 2020)

In November 2020, scoping meetings were held for the Colorado River Bridge replacement project. The California Department of Transportation (Caltrans), in cooperation with the Arizona Department of Transportation (ADOT), proposes to replace the Colorado River Bridge (California Bridge № 54-0415, Arizona Bridge № 957) spanning the California/Arizona state line on I-40. The purpose of the project is to improve the safety and integrity of the bridge by addressing deck deterioration and strengthening the girders to increase the load rating to accommodate all permitted vehicle traffic. The three Build Alternatives under consideration would either replace the bridge north, south, or on the existing bridge alignment, in addition to a No-Build Alternative. It is expected that the safety of the traveling public would be enhanced by introducing standard lane and shoulder widths, a standard median barrier, and a standard bridge railing system. Depending on the alternatives, the estimated ROW Cost is $169,000 to $695,000, and the estimated Construction Cost is $55.1 to $71.1 Million. Specifics of the alternatives are as follows:
(Source: Colorado River Bridge Project Website)

Alternative #1: Replace the bridge at the existing alignment: This alternative will require staging the construction operation in two major stages. Stage 1 will remove half of the existing bridge followed by construction of one half of the new bridge. Traffic will run on remaining half of the existing bridge. Stage 2 shifts traffic to the newly constructed portion of the deck then remove the rest of the existing bridge and build the second half of the new bridge. This traffic reduction will remain through the length of the construction zone and then transition to the original roadbed.
Alternative #2: Replace bridge farther north: This alternative will realign to the north of existing I-40 centerline allowing the construction of the new bridge to take place while the existing bridge remains fully operational. Staging will be only necessary for transitioning the new realigned bridge to the existing I-40 centerline alignment on both ends of the bridge.
Alternative #3: Replace bridge farther south: This alternative will realign to the south of existing I-40 centerline and this will allow the construction of the new bridge to take place while the existing bridge is still operational. Staging will be only necessary for transitioning the new realigned bridge to the existing I-40 centerline alignment on both ends of the bridge.
Alternative #4: No-Build: This alternative assumes that no improvements will be made to the Colorado River bridge. Without the planned improvements proposed as part of the project (e.g., rehabilitating and strengthening the existing bridge, or replacing the bridge) the existing bridge will continue to deteriorate, ultimately compromising the integrity and safety of the structure. Also, the load rating of the bridge will not accommodate all permit vehicle traffic to move goods and people between two states. As a result, Alternative 4 would not meet the purpose and need of the project. This alternative would not satisfy the proposed project’s purpose and need.

In June 2021, the CTC approved the following SHOPP amendment: 08-SBd-40 153.9/154.7. PPNO 3001S ProjID 0812000067 EA 08-0R380. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Bridge rehabilitation and/or replacement. Caltrans will be the lead agency and will share half of all costs with Arizona Department of Transportation (ADOT) as indicated via a signed Letter of Intent. Note: Delay delivery schedule to FY25-26 because geotechnical studies can't be performed during PA&ED, as they require permit approval by California Department of Fish and Wildlife (CDFW). The Department will instead conduct these investigations during PS&E, and will push out the RTL milestone. Update square footage of bridge performance based on the anticipated preferred alternative.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(2f) #2)

In March 2024, the CTC approved the following project for future consideration of funding the following project for which a Final Environmental Impact Report (FEIR) has been completed: I-40 Colorado River Bridge Replacement Project. (08-SBd-40, PM 153.9/154.7, AZ-Moh-40, PM 0.0/0.6) (PPNO 08-3001S). The project is located on I-40 from postmile (PM) 153.9 to PM 154.7, in San Bernadino County, California, and from PM 0.0 to PM 0.6, in Mojave County, Arizona. The Department, in cooperation with the Arizona Department of Transportation, proposes to replace the Colorado River Bridge (California Bridge № 54-0415, Arizona Bridge № 957) spanning the California/Arizona state line on I-40 near Topock. The purpose of the project is to improve the safety and integrity of the bridge by addressing deck deterioration and strengthening the girders to increase the load rating to accommodate all permit vehicle traffic on I-40. The project is currently programmed in the 2022 State Highway Operation and Protection Program (SHOPP). The total programmed amount which includes Right of Way (Support and Capital), and Construction (Support and Capital) is $44,141,000. Construction is estimated to begin in Fiscal Year 2026-27. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2022 SHOPP. A copy of the FEIR has been provided to Commission staff. Resources in the project area that may be impacted by the project and are described in the Findings pursuant to the California Environmental Quality Act include aesthetics, biological resources, hazardous materials, noise, cultural resources, and tribal cultural resources. Avoidance, minimization, and mitigation measures will reduce potential effects on the environment to below significant. These measures include, but are not limited to, on-site restoration, compensatory mitigation in the form of in-lieu fees or bank credits if required by permitting agencies, archeological and Native American monitoring, groundwater sampling, and noise monitoring. As a result, an FEIR was prepared for the project.
(Source: March 2024 CTC Agenda, Agenda Item 2.2c.(10))

In March 2024, the CTC approved the following preconstruction SHOPP SB1 phase allocation: . $431,000. 08-SBd-40 R153.9/R154.64. PPNO 08-3001S; ProjID 0812000067; EA 0R380. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Outcome/Outputs: Bridge replacement. Caltrans will be the lead agency and will share half of all costs with Arizona Department of Transportation (ADOT) as indicated via a signed Letter of Intent. This is a Construction Manager/General Contractor (CMGC) project. Nine month allocation time extension for PS&E and R/W Sup approved under Waiver 23-72; June 2023. Concurrent Amendment under Resolution G-24-34, SHOPP Amendment 24H-000; March 2024. Concurrent consideration of funding under Resolution E-24-27; March 2024. Concurrent Greater than 120 PS&E allocation under Resolution FP-23-73; March 2024. Allocation: RW Sup: $431,000.
(Source: March 2024 CTC Agenda, Agenda Item 2.5b.(2b) #17)

In March 2024, the CTC approved an allocation request for $5,524,000 (47.0% increase from $3,759,000) allocation in Pre-Construction PS&E phase for 08-SBd-40 R153.9/R154.64. PPNO 08-3001S; ProjID 0812000067; EA 0R380. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Outcome/Outputs: Bridge replacement. The PS&E estimate is greater than the current programmed amount due to geotechnical studies that could not be performed during the PA&ED phase, change in scope from rehabilitation of the bridge to replacement, and the change in delivery method to utilize the Construction Manager/General Contractor (CMGC). This project proposed to rehabilitate or replace the bridge that spans into Arizona over the Colorado River. A cooperative agreement was scheduled to be completed in six months; however, it took two years due to extensive negotiations. As a result, this delayed the start of environmental studies and surveys. In addition, geotechnical studies could not be performed during the PA&ED phase as they require permit approval by the California Department of Fish and Wildlife. Therefore, these studies will be performed during PS&E. In September 2023, towards the end of the PA&ED phase, the Department determined that replacing the bridge instead of rehabilitation was the best alternative. Due to the complex nature of this project, the Department received approval to utilize the CMGC delivery method to ensure timely delivery. The complexity is due to coordination with multiple inter-state and governmental agency jurisdictions to secure various permits, the assistance with the design, addressing multiple utility impacts, developing traffic management, and evaluating the construction means and methods for bridge demolition and construction. The additional efforts for the geotechnical studies, change in scope, and utilization of the CMGC delivery method will amount to an increase of $1,765,000 in PS&E costs. The PS&E phase is scheduled to be completed by January 2027.
(Source: March 2024 CTC Agenda, Agenda Item 2.5d.(3))

In October 2024, the CTC approved the following changes to an existing project in the 2024 SHOPP: 08-SBd-40 R153.9/R154.64. PPNO 08-3001S; ProjID 0812000067; EA 0R380. I-40 Near Needles, from Park Moabi Road to Topock Road at the Colorado River Bridge № 54-0415. Bridge replacement. Caltrans will be the lead agency and will share half of all costs with Arizona Department of Transportation (ADOT) as indicated via a signed Letter of Intent. This is a Construction Manager/General Contractor (CMGC) project. Note: Update post condition performance to reflect previously approved March 2024 amendment that changed scope from deck replacement to bridge replacement.
(Source: October 2024 CTC Agenda, Agenda Item 2.1a.(1d) #14)

County	Route	Starting PM	Ending PM
San Bernardino	40	0.56	0.90
San Bernardino	40	R141.09	R142.21
San Bernardino	40	R142.28	R142.53
San Bernardino	40	R143.48	R143.76

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California Highways: www.cahighways.org

Interstate 40

Routing

Post 1964 Signage History

Pre 1964 Signage History

Alternate Routes

Freeway

Status

Naming

Named Structures

Business Routes

Historical Route

Interstate Submissions

Classified Landcaped Freeway

Scenic Route

Blue Star Memorial Highway

Interregional Route

National Trails

Exit Information

Other WWW Links

Statistics

Pre-1964 Legislative Route

California Highways:
www.cahighways.org