US Highway 395

Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.

Routing

1. From Route 15 near Cajon Pass to the Nevada state line passing near Little Lake, Independence, Bridgeport, and Coleville.

   Post 1964 Signage History

   ▸In 1963, Route 395 was defined as:

   (a) San Diego to Route 10 near San Bernardino via Temecula and passing near Riverside.

   (b) Route 15 near Cajon Pass to the Nevada state line passing near Little Lake, Independence, Bridgeport, and Coleville.

   (c) Nevada state line northwest of Reno to the Oregon state line near New Pine Creek via Alturas.

   Note that the 1963 definition has a gap between I-10 and the edge of Hesperia. This is because the portion of US 91 (which included US 395 between San Bernardino and Hesperia, and US 66 between San Bernardino and Barstow) was transferred to I-15. Segment (a) represented the future I-215 and I-15 S of I-10.

   ▸In 1969, Chapter 294 transferred segment (a) to other routes, leaving "(b)(a) Route 15 near Cajon Pass to the Nevada state line passing near Little Lake, Independence, Bridgeport, and Coleville." This is also when US 395's official southern end was changed to Hesperia. The 1963 segment (a) was parceled out as follows:

   • The portion of US 395 from I-5 in San Diego to Route 15 (which was Route 103 between 1994-1969) was transferred to Route 163. This segment ran from Balboa Park to the Miramar Naval Air Station area. 1964's Route 103 was a new routing that would become I-15 in 1969, running from Route 5 to Route 395 near United States Naval Air Station, Miramar. This route was along Murphy Canyon Road, 40^th Street, and Wabash Avenue, joining US 395 just N of Route 52. This segment appears to have remained signed as both US 395 and Route 163; the US 395 signage was removed when I-15 was sufficiently completed in 1974.
   • The portion of US 395 from 1964's Route 103 (renumbered Route 15 in 1969) near the Miramar NAS to Route 71 (renumbered Route 15 in 1974) in Temecula was transferred to Route 15. As of the 1964 renumbering, Route 71 started E of Anza at Route 74, continuing through Anza along today's Route 371. At the present Route 79/Route 371 junction, Route 71 continued W as Route 71 (now Route 79) into Temecula, where it then continued NW up to Corona along Temescal Canyon, through Corona, and then along today's Route 71 into Pomona. Former US 395 ran from Miramar to Temecula, and was renumbered as Route 15. Route 71 in this area was renumbered to Route 15, Route 79, and Route 371 in 1974. US 395 signage remained along this segment until the completion of I-15 in 1974.
     • Note: In the 1934 definition of sign routes, Sign Route 71 ran from US 80 to Temecula, over the route that became US 395 in 1935; Sign Route 79 ran from Temecula to the E and then S to meet Sign Route 78. However, by 1938, there had been a renumbering, and Sign Route 71 was reassigned to the segment from Temecula E to Sign Route 79 W of Aguanga (what is now County Sign Route R3), with Sign Route 79 continuing from there. At that time, the route from Aguanga to Route 74, today's Route 371, was not in the state system (it was added as LRN 277 in 1959, and signed as part of Sign Route 71).
     • Note: The 1969 changes made the Route 15 we know today: (a) From Route 5 in San Diego to Route 8; (b) From Route 8 to the Nevada State Line near Primm (formerly Stateline), Nevada via the vicinity of Temecula, Corona, Ontario, Victorville, and Barstow. In terms of the Interstate definition: The portion from Route 10 to the Nevada State line was approved as chargeable Interstate on 7/7/1947; Route 8 to Route 10 was approved as chargeable interstate in December 1968 using the Route 215 routing; this was changed to a western routing in February 1972, and there was a correction around Lake Elsinore in July 1978.
   • The portion of US 395 from Route 71 (present-day Route 15) in Temecula to Route 31 (present-day Route 15) in Devore was transferred to what would become Route 215. As can be seen by the renumberings of Route 71, the path to today's I-15/I-215 from US 395 is a complicated one. The original (1947) plan was to have I-15 terminate at I-10, using the present-day I-215 alignment. US 395 would then continue to San Diego. In 1965, the US 395 segment was renumbered as TEMP I-15/US 395. In 1969, that corridor became Route 215 (and later, non-chargeable I-215), and a new western alignment was created for I-15 that used existing Route 71 between US 395 and Route 91, and a new alignment (approximating former Route 31 in portions) between Route 91 and Devore. "I-215" and I-15 rejoined near Temecula. So in 1969, this segment became Route 15, although it was signed as US 395 until the completion of I-15. In 1974, the new routing for I-15 was sufficiently completed that the Route 15 signage was moved there, and the former US 395 segment was resigned as I-15E (with a legislative route number of Route 194 as legislative routes couldn't handle suffixes), with the expressway portion signed as TEMP I-15E. In 1983, the I-15E signage was changed back to I-215 (to be precise, it was I-215 between Riverside and Devore, and between Riverside and Temecula, SB was California Route 215 and NB was "To I-215"). At that time, Route 194 was deleted, and Route 215 was created as non-chargeable interstate.
     • Note: Before US 395, the signage along this route was as follows: Between Temecula and near Lake Elsinore, the route used Sign Route 71. Between Lake Elsinore and Perris, the route used Sign Route 74. Between Perris and Riverside, the route used Sign Route 740. Through Riverside, the route used US 60. Between Riverside and San Bernardino, the route used Sign Route 18 (which became US 91). Lastly, between San Bernardino and Devore, the route used LRN 43 (signage is unclear pre-US 91, but was distinct from US 66). This all became US 395 around 1935-1936.

   The current segment (a) is the original 1963 (b): "Route 15 near Cajon Pass to the Nevada state line passing near Little Lake, Independence, Bridgeport, and Coleville".

   There are unconstructed but adopted portions from 3 mi S of Route 18 to 7 mi S of Route 58, and from the San Bernardino County line to 8 mi S of Route 178, for 44 miles parallel to the existing traversable route.

   According to Scott Parker on AARoads, there is a pathway preserved for a US 395 freeway/expressway facility through the west end of Hesperia and Victorville, extending north from the current US 395 split from I-15 and closely following the current US 395 alignment, but shifting from one side (west) to the other (east) from time to time. That continues out to where US 395 veers slightly NW south of Adelanto. Any freeway alignment would have to arc west from the current US 395 facility to circumvent development in that town—but not too far, maybe a mile to a mile and a half west. That was planned to allow as much of the present US 395 to remain as a site for commercial activity. Alternate alignments well to the west have also been proposed; most of those simply skirt the west end of Victorville development by veering NW from the I-15/US 395 interchange around the north end of Baldy Mesa and then heading due north (and steering around the industrial parks in NW Victorville) to align with any Adelanto bypass; all of which would rejoin current US 395 at some point north of town. For a time, there was thought of simply multiplexing US 395 traffic with the eastern extension of the High Desert Corridor to interchange with I-15 north of Victorville, but since the removal of the freeway portion from those plans, it's likely that US 395 will, when upgraded, simply use one of the above options to reach the current interchange in Hesperia.
   (Source: Scott Parker on AARoads, "Re: CA-58 Kramer Junction Bypass", 5/30/2020)

   Another planned freeway adoption was US 395 between the McGee Maintenance Station south to Crowley Lake Dam Road, adopted at the same time before the 1964 renumbering. This was built as an expressway (with one interchange); Old US 395 became "Crowley Lake Road".

   Pre 1964 Signage History

   US 395 was first defined at the June 1934 meeting of AASHTO. An August 15, 1934 letter from AASHTO to the State of Oregon indicated that US 395 had just been established running from the Canadian border to San Diego. In California, by the October 1934 or 1935 signage of routes, US 395 was first signed, along a number of different state signed routes (Sign Route 71, Sign Route 18, US 66, Sign Route 95, Sign Route 7) (and LRNs). It was fully signed by 1938.

   Historic US 395 - San Diego to Mirimar NAS

   Between US 101 (present-day I-5) in San Diego and a point just S of the Miramar Naval Air Station, US 395 is present-day Route 163 and was LRN 77, defined in 1931.

   According to AARoads, the original routing of US 395 (1935-1936) started at the intersection of US 101 (Morena Boulevard) and Linda Vista Road. It then turned northeast along Linda Vista Road, joining what is now the I-15 corridor near Miramar. This corresponds to a route shown on the 1930 state highway map running from US 101 just N of the San Diego River towards Escondido along what appears to be Linda Vista. The map, however, does not show route numbers, and also shows routes running (a) along 4^th, University, 6^th, Ulric, and Linda Vista towards Miramar, and (b) along Park, past El Cajon, perhaps across Adams or Madison, and then up what appear to be Fairmount and using Mission Gorge. By 1934, the route from US 101 near the San Diego River is gone. What remains are two routes: (a) the route that uses 4^th, University, 6^th, Ulric, and Linda Vista towards Miramar; and (b) the route that would become US 395 along Fairmount using Park and El Cajon. It is unclear if the routes along Linda Vista or 4^th/University/6^th were part of the early state system; all that is clear is that they were not in the state system as it was codified in 1935, nor were they given sign route numbers.
   (Source: AARoads US 395 Guide; research by site author)

   By 1936 the routing had changed. The 1936 State Highway Map City Insert shows the route in clearer detail (somewhat, that is, because co-signs within the city are not shown). US 395 started NB from US 101 on Atlantic using the following route:
   (Source: Gribblenation Blog California State Route 163; Old US Route 80/395 on the Cabrillo Freeway)

   • From US 101 at Atlantic along Market Street turning onto 12^th Avenue, which became Park Boulevard through Balboa Park, likely multiplexed with US 80. It is unclear if US 395 ended at US 80 (LRN 12) at El Cajon Avenue or multiplexed into downtown. It is likely US 80 and US 395 had a mutual terminus at Market Street on 12^th Avenue in common terminus points had a precedent in other locations in California.
   • Multiplexed with US 80 on El Cajon Avenue from Park Boulevard to Fairmount Avenue.
   • North along Fairmount Avenue.

   Note that it appears that prior to the elimination of US 395 signage in San Diego, US 395 ran along 10^th and 11^th Ave from the southern end of Balboa Park (i.e., where Route 163 and I-5 now meet) to Market Street, where it continued W along Market Street to Harbor Drive (US 101 until it was eliminated and replaced by I-5). The portion along Market appears to have been cosigned with Sign Route 94 (LRN 200). At one point, US 395 may have been extended to the Coronado Ferry which was at the end of Pacific, at least according to some San Diego Council minutes, meaning that the route was extended down Pacific to Seaport Village. Sign Route 94 may have been moved from Market to the F/G couplet in 1959.
   (Source: Discussion on AARoads, 5/2019. Multiple contributors.)

   In 1931, the legislature defined LRN 77 as the route that would become US 395. It was part of segment (1), "Riverside to San Diego (Inland Route)". In 1938, planning began for the Cabrillo Freeway through Balboa Park. The corridor was to primarily serve as the new alignment of US 395. The California Highway Commission made an official alignment adoption on November 27, 1940. San Diego city voters approved a measure on March 25, 1941, to set aside a two hundred foot right of way for the Cabrillo Freeway to be constructed. The groundbreaking ceremony for construction of the Cabrillo Freeway was held on February 6, 1946. The Cabrillo Freeway was included as priority post-war project number 116 by the state. Designs for the corridor were completed during 1945. The corridor was opened to the traffic within the city on February 28, 1948. Following the completion of the Cabrillo Freeway through Balboa Park, US 80 and US 395 were shifted onto a new alignment entering downtown San Diego via 11^th Street.
   (Source: Gribblenation Blog (Tom Fearer), "The history of US Route 80 and Interstate 8 in California", June 2024)

   In 1934, the route of LRN 77 was changed. After the change, LRN 77 went S on Fairmount and terminated at LRN 12 (US 80) on El Cajon Blvd. US 395 was cosigned with US 80 along LRN 12 until the terminus at Market St and 12^th. LRN 12/US 395 was later extended west to Pacific Highway (in 1943) . A 1935 map showing routes to the California-Pacific Exposition in Balboa Park clearly shows several US 395 shields along Fairmount, El Cajon Blvd, and Park Blvd (the last two with US 80 shields also). The State Highway map of 1930 does not show Fairmount Blvd at all, but the State Highway map of 1934 does show Fairmount. Some route US 395 along Fairmont as late as 1948. At the time of this change, the start was also moved to have it start (with US 80) at US 101 in downtown San Diego, later the starting point for Route 163 (more information on this historical portion may be found under Route 163). It headed north on Park Blvd with US 80, then headed east on El Cajon Blvd. It split from US 80 at Fairmont Ave, heading north on Fairmount. It crossed the San Diego River just east of current I-15, then ultimately followed that routing north to Miramar Rd / Pomerado Rd. Thus, it appears (based on input from Steve Varner and Cameron Kaiser) that from 1934-1948, US 395 went north along 12^th (Park) with US 80 from Market St and then cut over on A St and north on Park "again" to El Cajon, then left US 80 north on Fairmount (potentially meaning that the "interchanges" on Fairmount were originally part of US 395).

   Around 1942, US 395 appears to have been routed on Fairmount, then along Camino Del Rio, up what looks like the old Ward Rd, briefly along Friars, and then up Murphy Canyon, Kearny Villa Road, and Pomodaro Road to Escondido. The 1942 map also shows a planned routing slightly to the W that replaced the routing along Murphy Canyon Road with a new routing along Linda Vista Road and Kearny Villa Road between near the current I-805/Route 163 junction and the current Route 163/I-15 junction, and then S along a new alignment that used (approximately) Linda Vista, Ulric, and veered closer to 6^th Avenue (most of this has now been subsumed under Route 163).

   Around 1948, US 395 was moved to this new routing that included Kearney Villa Road. The Kearny Villa Road alignment was constructed as part of a major realignment of US 395 in 1949-50, replacing an original road dating back to the 1910s that was too narrow and inadequate. In the early 1940s, plans were made to improve Kearny Villa Road, but World War II postponed design and construction until 1948. The updated road was a expressway running approximately from the current intersection of Route 163 and Clairemont Mesa Blvd. to the intersection of I-15 and Pomerado Rd. near Lake Hodges. In 1968 the expressway was converted into a full-fledged freeway. It was modified again in 1976 as part of improvements to I-15. In 1982, a new, wide alignment of I-15 was built to the east of the existing freeway in the segment between just S of the current Route 163 / I-15 junction and Miramar Road, as there was no room to widen the existing freeway due to the presence of the Miramar NAS. At that time, the Kerney Villa Road Expressway/Freeway that was distinct from Route 163 was relinquished to the County of San Diego.
   (Basis: Southern California Rocks and Roads (Michael Ballard), "Southern California Unsigned Freeways » Kearny Villa Road")

   Historic US 395 - Miramar NAS through Temecula

   Between a point just S of the Miramar Naval Air Station and 2 mi N of Temecula: This is present-day I-15, and was LRN 77, defined in 1931. It was signed as Sign Route 71 between Miramar and Temecula between 1934 and 1935, before US 395 was first signed. US 395 followed what is now Pomerado Road from a point 3 miles north of the I-15/Route 163 interchange to the interchange of Pomerado Road/I-15 at a point just south of the Lake Hodges / San Dieguito River crossing near the southern city limits of Escondido.
   (Image source: 1938 Street Map posted on FB by Vicki George Surges)

   In Escondido until 1948-49, US 395 was routed 2 blocks to the east of Centre City Parkway along Escondido Blvd. Note how Escondido Blvd has many old motor court style motels from the 20s as well as art deco buildings from the 30s. Note that in the 1950s, US 395 followed four-lane Centre City Parkway. There is still a US 395 mile marker near the downtown area on Centre City Pkwy. Many 1950s era Googie-style cafes remain on this stretch of old highway. Lastly, note that Escondido Blvd (pre-1949 US 395) was actually called San Diego Blvd at the time, as noted on this page from the Escondido Historical Society.

   One correspondent notes that in 1939 and 1942, US 395 entered Escondido along Escondido Blvd; thence northeast along Grand Ave; thence northwest along Broadway; thence southwest along Mission Ave (old name Grand Ave) and out of Escondido toward Vista. The U. S. Army Corps of Engineers Escondido Quadrangle 1942 edition shows Escondido Blvd north of Grand as only a dry weather road, and California Highways and Public Works magazine September 1939 page 10 has a small scale map that shows US 395 entering Escondido along a street that is probably Escondido Blvd, then going east to another street that is probably Broadway, then north again.

   Until 1949, US 395 headed west along Mission Ave (former Route 78, now San Diego County Sign Route S14), which turns into South Santa Fe Ave west of San Marcos. It continued to travel E/W along South Santa Fe Ave, and then turned north on Vista Way (San Diego County Sign Route S13) to the current junction with Route 76, following it east. Just to the north of this junction there is a beautiful bridge over the San Luis Rey River (Bonsall Bridge), built in 1925 that was supplanted by a modern crossing in the late 1980s. US 395 followed the current routing of Route 76 to Bonsall, where it diverged from the state route, heading north on Mission Ave (San Diego County Sign Route S13). There is another old US 395 bridge on the south side of Fallbrook that was bypassed with road improvements to South Mission. You can find a description here. Not far south of this bridge there is an old alignment of US 395 (between Fallbrook and Bonsall) that was bypassed called Hellers Bend. The road still has that name.

   Until 1949, in Fallbrook, US 395 appears to have followed the current routing of County Sign Route S13 through town and made its 90 degree turn at the same place as Mission Ave does today. It then followed County Sign Route S13 to a point less than ¼ mile east of I-15. It rejoined what is now known as "Old Highway 395" in this area. Note that the current route of Mission Ave changed in the not-too-distant past. Today, Mission Avenue heads north into Fallbrook as "South Mission" Ave. Main Street splits from Mission, heading straight north, while South Mission jogs west, then heads north along what was once Hill Ave. After crossing Alvarado it becomes "North Mission." It currently makes a 90° turn to the east and becomes "West Mission" until crossing Main again after which it is "East Mission", and heads east to the I-15. According to online maps like those on Yahoo, this is the path of County S13. However, if you look on Topozone at the 7.5 minute map, this routing does not exist on the 1968 Morro Hill quad. Instead, from both the topo map and historical descriptions from the Fallbrook Historical Society that are online, it appears that US 395 followed Mission north until it became Main Street, it then turned 90° east on what the topo calls Juniper St (now East Mission). It then jogged north, then east as Mission Road, following that east to the current "Old 395" near the I-15.
   (Source: Email from Steve Varn)

   Starting in 1948, state highway maps showed an "under construction" rerouting of US 395 between Escondido and Temecula that essentially took a straight line routing between a point S of Rainbow (where current "Old 395" crosses I-15 to meet Mission Ave) and Escondido. This routing was completed by 1949.

   In June 1948, construction started on the six-mile section between the San Diego county line and one mile north of Temecula. The winding old road over the Santa Rosa Mountains was abandoned in favor of a completely new expressway with partial control of access, still two lanes in width except for one short four-lane section, but on vastly superior alignment and grades suitable for modern-day traffic volumes and speeds. Inability to attain minimum design passing sight distance at one particularly rugged stretch was the reason for constructing the short piece of divided highway. This was one of the early instances in California of a new freeway skirting the main street of a town. The beneficial effect upon the little town of Temecula was an example and guide to engineers and local businessmen in the treatment of subsequent similar freeway problems. This unit was completed in 1949 at a cost of approximately $780,000.
   (Source: CHPW, May/June 1952)

   Both iterations of "Old 395" are still driveable. According to one contributor who lives in that area, Old Highway 395 in that area is still well traveled (and mostly well maintained), functioning mostly as a bypass around the border patrol checkpoint for local traffic:

   • Old 395 parallels the southbound side of Route 15 for many miles then at/with Mission Road (Fallbrook) crosses over Route 15 to the North side of the freeway (via 2 90 degree turns), parallels I-15 for a few more miles until the Rainbow Valley Blvd exit. where it diverges somewhat and becomes a narrow windy mountain road (with some great vantages over the City of Temecula). Once everything levels out, it runs into Pala Road (sometimes "Pechanga Parkway") about 1/8 mile south of Route 79. South of Route 76, stretches are a narrow mountain road. The abandoned 40-foot Ostrich Creek Bridge in downtown Fallbrook is another relic of old US 395.
   • The Old 395 route (both pre-1949 and post-1949) is Centre City Parkway from N of Bear Valley Parkway through Escondido. The original routing turned WB at Mission Avenue; the post-1949 routing continues along Centre City Parkway, which turns into Champagne Blvd at Deer Springs, and then "Old 395" at Gopher Canyon. The route remains "Old 395" until Mission Blvd, when it crosses the freeway.
   • The Pre-1949 routing ran along current County Sign Route S14 and County Sign Route S13: County Sign Route S14 along Mission Ave and Mission Road (former Route 78), which continues as S Santa Fe Ave. As noted above, it continued to travel E/W along South Santa Fe Ave, and then turned north on Vista Way (San Diego County Sign Route S13) to the current junction with Route 76 (which was Mission Road). It split off Route 76 when Mission Road continued N into Fallbrook. It followed Mission Road E (County Sign Route S13) back to meet old 395.
   • Old 395 then continues through Rainbow eventually merging into Rainbow Valley Blvd until Pechanga Parkway and Temecula Valley Parkway, Route 79

   US 395 diverged again to the south of the grade to Temecula Creek, following Rainbow Valley Blvd, where it ultimately joined with current Route 79 (formerly Route 71). The current routing of I-15 was originally a four lane bypass of town, opened in 1949. A relic of the old routing are the two tiny country gas stations on Rainbow Valley Boulevard, their pumps long gone.

   In 1915, the road through Temecula was first constructed, spawning businesses such as the Swing Inn, known as Mother's Cafe and Alesandro's Place in its earliest days, and other eateries like Mrs. L.M. Hall's Temecula Lunch Rooms, the B-Bar-H Cafe and the Rite-Spot. The two-lane concrete road, built by Riverside County, ran from Perris through Murrieta and into Temecula along Jefferson Avenue and Front Street before heading up the grade toward Rainbow, according to Phil Brigandi's book, "Temecula at the Crossroads of History." Eventually designated US 395, that road and others like it were built to make automobile travel more practical and comfortable. In 1949, US 395 was rerouted out of the business area and up to about where I-15 runs today. There were fears in Temecula that the bypass would severely damage local merchants. A study by the California Division of Highways showed business at the five cafes in Temecula decreased more than 18 percent between 1949 and 1950. However, that same study showed that throughout the entire county the cafe business was also down about 18 percent in the same period.
   (Source: San Diego Union Tribune, 7/28/2005)

   Historic US 395 - Temecula to Riverside

   Between 2 mi N of Temecula and Riverside: The original routing was part of LRN 77 (future Route 71) and LRN 78 (future Route 74, I-215 between Perris and Riverside). Note that the portion between Elsinore and Temecula was both LRN 77 and LRN 78, until the 1950 rerouting of LRN 78 to the present-day I-215 routing between Temecula and Perris. LRN 78 was defined in 1931. For a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982.

   US 395 signage started in 1935. Until 1950, US 395 was routed along the route of Sign Route 71. The route entered Temecula from the S along Rainbow Canyon Road, turning onto today's Pechanga Parkway (County Sign Route S16) to today's Temecula Parkway (Route 79), and then onto Old Town Front Street. It proceeded slightly NW along Old Town Front Street through Old Town Temecula (which back then, was just Temecula) onto Jefferson. In Murrieta, the co-signed Sign Route 71/US 395 turned onto Ivy (although it might have used Kalmia), and then onto Washington Avenue through downtown Murietta. It continued along Washington, which turns into Palomar. It continued along Palomar, veering onto Mission Trail near Lake Elsinore. At Railroad Canyon Road, Mission Trail turns into Railroad Avenue and then Lakeshore Drive. It continues along Lakeshore Drive until Lakeshore makes a 90° turn and becomes Main Street in Lake Elsinore.

   At Granam Ave in Lake Elsinore, US 395/Sign Route 71 met Sign Route 74, which was coming from San Juan Capistrano. Sign Route 71 departed at this point, continuing along Granam Ave with Sign Route 74. Co-signed US 395/Sign Route 74 continued along Main Street to Collier Ave, where it turned back NW and continued to Central Avenue, today's Route 74. Note that today's Route 74 has a slightly different routing in Lake Elsinore between the intersection of Riverside Drive (Route 74) and Lakeshore Drive. Today's Route 74 continues along Riverside directly to Collier, turns and proceeds SE along Collier to Central Ave/Route 74 (where it meets the old routing).

   Co-signed Route 74/US 395 then ran E along today's Route 74 to "D" Street in Perris. It then turned N on "D" Street, and along what would become I-215 to Moreno Valley (the route between Perris and Riverside was originally Sign Route 740, renumbered to US 395 after the signage of US 395). Route 74 turned S and ran down "D" Street to 11^th Street, across 11^th to Case, and then diagonally across Case to Romoland and Matthews Rd, resuming an E/W lateral along Pinacate Road into Hemet. This routing out of Perris was originally Sign Route 740, and then Sign Route 74 after the creation of US 395.

   Modernization of US 395 began early in WWII, even though at that time practically all highway construction was virtually at a standstill, deferred by the Federal Government in favor of more essential war production. This segment of US 395 was an exception as the two-lane section of highway from Riverside to March Field and Camp Haan (since combined and now known as March Air Reserve Base) was entirely inadequate for the intensive military traffic that developed. So in just a few short months in 1942, with a high priority from the War Production Board because of the strategic importance of the work to the defense effort, the 10-mile section was converted to a four-lane divided highway. As it did for many military access roads during the war, the Division of Highways acted as agent for the Federal Government in designing he work, awarding the contracts, and supervising construction. Cost of construction totaled some $1,150,000, including a grade separation at the junction with US 60.
   (Source: CHPW, May/June 1952)

   In 1950, the first contract was awarded for reconstructing US 395 on entirely new alignment between Temecula and Perris. As noted above, the original route followed Temescal Canyon and Sign Route 71 from Temecula to Elsenore, diagonally NW from Elsinore to Perris along Sign Route 74, and then N up "D" Street out of Perris. The new route took off a mile north of Temecula in a northerly direction on entirely new
   alignment through the Antelope and Menifee Valleys, crosses Sign Route 74 near Romoland and then, turning northwesterly, skirts the business section of Perris to connect with the present highway. The total distance is just 22 miles as compared to 30 miles via the old route. Although the bypass was originally constructed as two-lanes, with provisions for ultimate development to four lanes divided, with partial control of access. The cutoff was being constructed in three units. The first, from one mile north of Temecula to Antelope Road, seven miles in length, was completed in April, 1952, at a cost of $725,000. The second unit, 10.5 miles in length, from Antelope Road to LRN 64 (Sign Route 74) was started in September 1951, and work completed in September 1952. The estimated cost of construction is $800,000. The third unit, 4.7 miles in length, from LRN 64 to Nuevo Road started construction in summer 1952. $850,000 had been budgeted for its construction. The construction between Sign Route 74 south of Perris and Nuevo Road north of that city was finished by the E. L. Yeager Company of Riverside on September 30, 1953, 50 days ahead of schedule, at a cost of $762,000. The new highway bypassed the city to the east, with easy access provided for traffic entering and leaving town. An interchange north of Perris ("D" Street) was constructed to eliminate conflicting traffic movements. Another grade separation was provided at Perris Boulevard to permit local traffic and school children to cross the high-speed new facility with safety.
   (Source: CHPW, May/June 1952; CHPW Jan/Feb 1954)

   The US 395 designation was moved to a direct routing in 1952-1953 between Temecula and Perris (present-day I-215) upon completion of construction of the new highway. The older dogleg routing through Elsinore remained as Sign Route 71 (eventual I-15) and Sign Route 74. Note that the routing from Route 111 near Indian Wells through Perris to Riverside was originally signed as part of Route 740; in 1935, the portion from Perris to Riverside became US 395, and the remainder became part of Sign Route 74.

   The section from Nuevo Road to the beginning of the divided highway at March Air Force Base, was proposed for development to a four-lane divided highway, utilizing the existing two-lane road for southbound traffic. By 1952, plans had been completed and right of way had already been acquired with partial control of access. By December 1953, this segment had been completed, at a cost of $407,000
   (Source: CHPW, May/June 1952; CHPW Jan/Feb 1954)

   Historic US 395 - Riverside

   Between Jct US 60/US 91 and Jct US 60/US 395 (i.e., through Riverside): The route was cosigned as US 60/US 395, and was LRN 19 (defined in 1909). This is currently I-215 (cosigned with Route 60), although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982.

   In Riverside, US 395 entered from the S along Box Springs Blvd, joining with US 60 N of Edgemont (now Moreno Valley). Cosigned US 395/US 60 continued NW along Box Springs Blvd, and then W along University/8^th Street. At Market Street, US 395 turned NE along Market (cosigned with Sign Route 18, which became US 91) while US 60 continued SW. Cosigned US 395/Sign Route 18/US 91 continued up Market, making a right turn at 1^st, then left onto Main Street, and then right on Russell Street, where it picked up La Cadena. It followed La Cadena towards San Bernardino.

   Historic US 395 - Riverside to San Bernardino

   Between Riverside and San Bernardino: The route was cosigned as US 91/US 395, and was LRN 43 (defined in 1931). This is currently I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982, and although signed as US 395, Route 15 between 1969 and 1974. As the 1944 map shows, US 395 entered the San Bernardino area near Colton, where the routing dropped the cosigning with Sign Route 18 (although it remained cosigned with US 91), and continued N along Mt. Vernon as LRN 31.

   In 1949, work began on the segment of US 395 between the City of Riverside and the San Bernardino county line, along the section known locally as La Cadena Drive, which then was a two-lane highway. In May, 1949, the 2.6-mile section between Russell Street and the county line was awarded to contract. This was the only section of US 395 at the time with full control of access. The freeway consists of a four-lane divided section, with the median divider wide enough for future development to six-lanes divided when warranted by traffic. Frontage roads parallel the freeway throughout its length; the one on the west side was the old highway. Although at the time it was not yet a freeway in the full sense of the word, (as there were several road crossings at grade), it was proposed to construct grade separations at these locations at some future date when funds became available. This section of US 395 was also designed to fit into the plan for the ultimate freeway location through Riverside, Colton, and San Bernardino. The La Cadena unit of US 395 was completed in June, 1950, at a cost of $550,000.
   (Source: CHPW, May/June 1952)

   Historic US 395 - San Bernardino

   US 395 left Riverside along Main Street via LRN 43. It jogged over to La Cadena just N of Riverside, and followed La Cadena to Valley Blvd (LRN 26, US 70/US 99). It followed Valley to Mt Vernon, where it turned and went N on Mt. Vernon as cosigned US 91 / US 395 (and, N of LRN 9, US 66). With the construction of the LRN 43/LRN 31 freeway, things changed. US 91 / US 395 followed the LRN 43 / LRN 31 freeway (today's I-215) up and into Verdemont, with the transition between LRN 43 and LRN 31 seemingly taking place at LRN 9.

   The original LRNs in San Bernardino were equally convoluted according to Scott Parker (Sparker). The "spine" LRN through the region was LRN 43, which followed Sign Route 18 throughout the region; a number of long-distance LRNs terminated at this legislative route. LRN 26 was US 99 south of the 3^rd Street/E Street intersection, following US 99 all the way to the Mexican border at Calexico. LRN 31, which carried US 66 over Cajon Pass to Barstow, and US 91 (which was not extended south of Barstow until 1947) northeast from there to Nevada, began at the junction of Mt. Vernon and 3^rd Street and was the Mt. Vernon RR bridge and US 66 east from there. LRN 9 was US 66, and originally US 99, extending west from LRN 31 on 4^th Street toward Pasadena. Sign Route 30/Highland Ave. was LRN 190, and North E Street and Kendall Ave. Business US 66 was LRN 191.

   Scott Parker (Sparker) noted in that discussion that this arrangement didn't last long; the bridge over the Santa Ana River connecting Colton Ave. in the south reaches of San Bernardino with Valley Blvd. in central Colton was completed circa 1931; LRN 26 and US 99 were rerouted west along that alignment. South E Street from the rerouted US 99/LRN 26 became a realigned but unsigned LRN 43. 3^rd Street, still carrying Sign Route 18, became an eastern extension of LRN 9, which terminated at 3^rd and E Street at LRN 43 (Sign Route 18 still turned north there). The entirety of Mt. Vernon north of Valley Blvd. in Colton was reassigned to LRN 31; it still carried Sign Route 18 south of 3^rd Street until US 395 was commissioned in 1934 to join it. US 99/LRN 26 continued west from Colton on Valley Blvd. into Ontario, where it was renamed Holt Ave.

   Similar to 4^th street west of Mt. Vernon, 3^rd Street past the original Santa Fe depot (now used by Metrolink & Amtrak) east of the Mt. Vernon bridge features portions of the original segmented concrete pavement that once carried US 99 & Signed Route 18. The east-west Valley Blvd. alignment that eventually became US 99/LRN 26 was in place as a county facility at the time US 99 was routed through central San Bernardino, with its east end at or near Mt. Vernon Ave. in Colton. The delay involved with realigning US 99 was due to the difficulty experienced in constructing bridges over the Santa Ana River; the riverbed consists of deep layers of sand and silt lying in scooped-out sandstone with no supporting bedrock to speak of. Bridge construction over such a "waterway" required placing concrete caissons deep into the sand and waiting for them to settle before constructing bridge piers upwards from them -- then letting the whole assembly settle even more before extending a bridge deck over the piers. This method has continued to this day; the I-10, I-215, and Route 210 bridges over the Santa Ana River were deployed in a similar manner. The original US 99 E Street bridge was the only exception; it was a relatively light "trestle" structure sitting atop the silt layers; it was replaced by the present caisson-based structure in the mid-'60's, a few years after the original I-10 and I-15 (now I-215) bridges were built.
   (Source: Scott Parker (Sparker) @ AAroads, 7/7/2016)

   Historic US 395 - San Bernardino to Devore

   Between San Bernardino and Devore: The route was cosigned as US 91/US 66/US 395, and was LRN 31 (defined in 1915). This is currently I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982. The portion between former US 66 and Route 14 (former Route 7) was originally part of state signed Route 95, defined in 1934, renumbered to US 395 upon the definition of US 395.

   In this segment, the routing was originally along Cajon Blvd. The US 395 / US 91 / US 66 met Alt US 66 just S of Devore. US 66 (LRN 9) entered from the W along Foothill, turning onto Fifth, and then Mt. Vernon, where it joined US 91 / US 395 and continued N to Cajon Blvd. There was a small section of Business Route 66 / Sign Route 18 along Fifth between Mt. Vernon and S "E" Street, that continued up E Street to Kendell Drive where it rejoined the main line just S of Devore. The Business Route 66 routing became Route 206 in 1964.

   Historic US 395 - Devore to 7mi SW of Victorville

   Between Devore and 7 mi SW of Victorville: The route was cosigned as US 66/US 91/US 395, and was LRN 31, defined in 1915. The routing ran along Cajon Blvd, Wagon Train Road, FR 3N21 Baldy Mesa Road, Santa Fe Fire Road, and what is now an electrical maintenance road through Cajon Summit, and later Mariposa Road.

   Where Wagon Train Road dead-ends into the Pacific Crest Trail, sits a mostly forgotten landmark: the rest stop that essentially invented the idea of rest stops. Today, what stands at Camp Cajon is a layered history of the importance of California’s Cajon Pass to generations of travelers in the state. The Cajon Pass is a ragged access point squeezed between the San Gabriel and San Bernardino Mountains, serving as the only route through the two ranges that doesn’t involve climbing up and over tall peaks. In December 1917, Inland Empire bigwigs gathered near Crowder Canyon in the Cajon Pass to dedicate a monument to the 19^th-century pioneers from Utah who had traversed the pass in 1851 to establish what would later become the city of San Bernardino. But while attending the event memorializing the Cajon Pass travelers of the past, orange grower William Bristol noticed something: The mountain pass’s busiest days were likely still ahead. During the dedication ceremony, a wave of cars continuously chugged past along what was then known as National Old Trails Road. The roadway, opened in 1913, was a precursor to the modern national highway system, and was dubbed the country’s first “Ocean to Ocean Highway.” Thirteen years later, the road would become a key piece of Route 66, and by then, Bristol’s roadside empire was in full swing. Travelers from across the country who had pointed their cars toward Cajon Pass knew that once they saw the American flag rising above a stone marker entrance, they’d reached what was widely called the “Gateway to Southern California.” Camp Cajon offered a free auto camp, with picnic tables, stoves and barbecue pits. Amenities included a bandstand, stores and gas stations, a post office, restrooms and a castlelike outpost of a fraternal organization, the Knights of Pythias. Michigan’s Iron County established the Midwest state’s first roadside park in 1918, which is considered “likely America’s first such facility” — Camp Cajon’s 1919 opening date likely also places it among the first roadside stops in the country. Camp Cajon was ultimately short-lived. Southern California’s Great Flood of 1938 destroyed much of the camp’s facilities, and officials ultimately opted against rebuilding the camp in order to help widen Route 66. In 2019, local historical societies dutifully rebuilt the camp’s most popular landmark, a stone structure reading “Camp Cajon,” covered with poems and topped with an American flag. In recent years, the San Bernardino Historical Society and other groups have continued their efforts to restore an otherwise mostly forgotten landmark, adding an informational kiosk and a monument sign for the Santa Fe and Salt Lake trails, and returning one of the original cement tables that had spent 80 years sitting in San Bernardino’s Lytle Creek Park.
   (Source: SFGate, 2/27/2026)

   Hesperia to the Nevada State Line

   Near Hesperia—specifically, 7 mi SW of Victorville—the current US 395 starts. For this segment:

   • Between 7mi SW of Victorville and the vicinity of Inyokern. The route was signed as US 395, and was LRN 145, defined in 1933. This is part of present-day US 395. The portion between former US 66 and Route 14 (former Route 7) was originally part of Sign Route 95, defined in 1934, renumbered to US 395 upon the definition of US 395 around 1935. It appears the original US 395 branching off of US 66 was Outpost Road.
   • Between the vicinity of Inyokern and Bishop. The route was cosigned as US 6/US 395 (and was formerly Sign Route 7). This was LRN 23, defined in 1909. This is part of present-day US 395. The signage as part of US 395 occurred around 1935.
   • Between Bishop and the vicinity of Topaz Lake. The route was signed as US 395, and was LRN 23, defined in 1909. This is part of present-day US 395, and was originally part of Sign Route 7. The signage as part of US 395 occurred around 1935.
   • From Topaz Lake to the Nevada state line. The route was signed as US 395, and was LRN 95. This is part of present-day US 395, defined in 1933, and was originally part of Sign Route 7. The signage as part of US 395 occurred around 1935.

   According to the state highway map, there were plans to straighten US 395 N of Adelanto to a point N of where it crossed (unconstructed) Route 122 about 10 mi S of Kramer Jct.

   According to the state highway map, there were plans in the late 1960s and early 1970s to reroute and straighten US 395 between Johannesberg and the interconnection with Sign Route 7 / US 6. This shows as a planned route on the map (1966-1970), but only the portion from China Lake Blvd to US 6 was constructed.

   Near Inyokern, there was a significant rerouting around 1967. The original routing used Brown Road between S China Lake Blvd to where Brown Road met US 6 near the community of Brown. In 1958, US 395 was rerouted N of the Inyokern Airport (where Brown meets La Fortune Lane) to instead turn NW to meet Sign Route 7/US 6, bypassing the community of Brown. In 1967, US 395 was rerouted to the current routing, which uses a direct NW diagonal from China Lake Blvd. Google Satellite Maps show the old routing pretty clearly. Note that Open Street Maps shows China Lake Blvd into Ridgecrest, returning to US 395 along Route 178, as Business Route 395; however, that routing does not appear to have ever been signed as US 395.

   There may have been some reroutings near the Haiwee Reservoir.

   Note that, in Olancha, S of Falls Road, there is a street named "Old State Highway". This connects to Walker Creek Road. It is unclear when this segment went out of service. Further, in 2025, US 395 was moved to a new bypass alignment. The old alignment became Route 190 and a county highway. Much of the old alignment is signed Business Route 395. See the STATUS discussion below for the details of the Olancha rerouting.

   In Ft. Independence, US 395 used Shabell Lane until a bypass was constructed in the 1970s. N of Fort Independence, US 395 used Tinnemaha Road and "Old Highway 395". The bypass was constructed in the late 1960s.

   In Bishop, Wye Road W of US 6 is a former alignment of US 395.

   From the area near Mesa (~ INY R126.101) to a point S of Tom's Place (MNO 9.336), there was a significant rerouting of US 395. The old route used Old Sherwin Grade Road / Lower Rock Creek Road. The bypass was completed by the late 1950s.

   North of Tom's Place to near Crowley Lake (~ MNO R10.046 / MNO R18.042), US 395 used to use Crowley Lake Drive.

   East of the Route 203 interchange, "Old Highway" takes a routing paralleling Mammoth Creek for a bit and crossing it a bit northeast of the current US 395 expressway. This is an older routing of US 395. It serves as a connection to several local roads, including a forest route along Antelope Springs Road. However, it is unclear if Old Highway directly connects with existing US 395 (Mapquest shows it as doing so; MSN's map service does not).

   Near June Lake, some segments of Pumice Mine Road are old US 395. There is also an unnamed road connecting to Pumice Mine Road to the S/SW that goes back to US 395 that was old US 395. North of June Lake, where the highway divides, the western roadway (SB) was the original US 395.

   An "Old State Highway Road" parallels Route 120/US 395 from south of West Portal Road on the east side of Grant Lake all the way north to Oil Plant Road south of Lee Vining. (This is shown on Mapquest and on Compass's maps.)

   Near the N end of Mono Lake (~ MNO 55.664) to near the jct. with Route 167 (MNO 57.966) there is an "Old 395" / Schoolhouse Road that is a former routing of US 395. There was also some route reworking N of the Jct. with Route 167 (approx MNO 59.876 through MNO 63.147), although it appears that there the old route was abandoned and not retained in the county road system. There may still be some old dirt segment near Conway Ranch Road that are visible on the satellite map views.

   There is also some dirt US 395 between MNO R66.443 and MNO R67.073 visible on the satellite view maps.

   Business Routes

   In Olancha, the old alignment of US 395 is signed Business Route 395. Portions are a new segment of Route 190, and portions are county route. Both represent segments of original US 395 that were bypassed by an expressway in the early 2020s.

   In Ridgecrest, Business Route 395 is approximately 16 miles long. The Business Route begins at the US 395/Route 178 interchange near Inyokern. Business Route 395 multiplexes eastbound Route 178 on Inyokern Road and China Lake Boulevard to the intersection with Ridgecrest Boulevard. Route 178 continues east towards Trona on Ridgecrest Boulevard whereas Business Route 395 continues south on China Lake Boulevard to mainline US 395. The Business Route 395 in Ridgecrest is a rare example of AASHTO approving a designation that was never a former US Route segment. On January 4, 1989, the Ridgecrest city council formally requested Caltrans submit a request to AASHTO for the designation of US 395 Business. The Caltrans application dated February 24, 1989, was considered and approved by the AASHTO Executive Committee on June 7, 1989.
   (Source: Tom Fearer on AARoads, "US Route 395 Business in Ridgecrest", 11/24/2024; Gribblenation Blog, "US Route 395 Business in Ridgecrest, California", April 2025)

   Status

   General Southern US 395

   In November 2011, the first workshop for the "Historic Highway 395 Corridor Study" project, also known as the Jefferson Avenue Corridor project, was held in Murrieta. The 16-mile arterial corridor is proposed to parallel the west side of I-15 where old US 395 used to travel. It would extend from Rancho California Road along Jefferson Avenue through the cities of Temecula and Murrieta, continuing along Palomar Street and Mission Trail through the cities of Wildomar and Lake Elsinore, and continuing along East Lakeshore Drive to Main Street in Lake Elsinore. Additional information may be found at http://www.highway395corridorstudy.org/.

   High Desert Corridor

   Note: The bulk of the information on the High Desert Corridor is discussed with Route 138.

   The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

   • High Priority Project #624: Begin construction of a road from US 395 west towards Route 14. The specifics of this aren't given, but it could relate to the High Desert Corridor and the Cross-Valley Connector (see Route 138), which when combined with the I-5 to Route 14, and US 395 to I-15 segments, would complete the Metropolitan Bypass Freeway. The funding, however, is insufficient to complete this. $800,000.
   • High Priority Project #1342: Construction of new freeway between I-15 and US 395, including new interchange at I-15. This is the last part of the High Desert Corridor (see Route 138). This will provide new highway access to the Southern California Logistics Airport. $4,000,000.

   Jct I-15 to Jct Route 14 near Inyokern

   In July 2007, the CTC relinquished right of way in the city of Hesperia, at Outpost Road, consisting of reconstructed and relocated city street. The City, by relinquishment cooperative agreement dated April 16, 2007, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

   US 395 Expressway / Realignment

   The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

   • High Priority Project #2427: US 395 Realignment and Widening Project. $400,000.

   There are currently plans to realign US 395 near the cities of Oak Hills, Hesperia, Victorville, Adelanto and incorporated areas of San Bernardino County. This is based off of a draft EIR. The plan is to realign US 395 from the I-15/US 395 interchange (approx SBD R3.981) to Farmington Road. The proposed US 395 Realignment Freeway/Expressway corridor to be evaluated is located either on existing US 395 or west of existing US 395, through the cities of Oak Hills, Hesperia, Victorville, Adelanto and incorporated areas of San Bernardino County. The entire proposed project length is approximately 45.0 miles long. There are four alternatives currently being considered:

   • Alternate A: No Build. This Alternative consists of no change to existing facilities along the proposed project portion of the US 395 corridor.
   • Alternative D: Existing Alignment. The Existing Alignment Alternative follows the existing alignment or a slightly offset alignment throughout the project limits.
   • Alternative F: Realignment West of Existing Corridor. This Alternative proposes to realign the corridor from the I-15/US 395 interchange to Farmington Road. This realignment heads northwest in the vicinity of the Oak Hills Community and the Union Pacific Railroad, and then continues in a northerly direction just west of Caughlin Road within San Bernardino County limits and traversing the western portions of the City of Adelanto, where it converges back to paralleling the existing US 395 alignment for the remainder of the project limits.
   • Alternative G: Realignment West of Existing Corridor along Oro Grande Wash. This alternative consists of a realignment detaching from existing the I-15/US 395 interchange, where immediately crosses the Union Pacific Railroad within the first 1½ miles heading northeast along the Oro Grande Wash. the realignment continues northeasterly throughout the western portions of the Cities of Hesperia and Victorville and follows in a northerly direction just west of Cuaghlin Road within San Bernardino County limits and traversing the western portions of the City of Adelanto where it converges back to paralleling the existing US 395 alignment for the remainder of the project limits.

   In June 2016, it was reported that state financial issues have resulted in all STIP funding being removed from the 395 Expressway Project which would widen Route 395. But Caltrans will continue to seek funding to complete widening of existing Route 395, according to Caltrans spokeswoman Terri Kasinga.
   (Source: Mass Transit, 6/6/2016)

   In June 2021, it was reported that the CTC approved $1.3 million for a project on US 395 in Hesperia for the construction of a 4-foot median, with the addition of rumble strips and standard shoulders. The portion of US 395 in Hesperia is a north-south roadway that stretches from I-15 north to the California Aqueduct in Victorville (~ SBD R3.99 to SBD 6.843).
   (Source: Victorville Daily Press, 6/29/2021)

   US 395 Widening - I-15 to Route 18 (~ SBD R3.99 to SBD 11.22)

   In March 2015, the CTC approved for future consideration of funding a project in San Bernardino County that will construct operational efficiencies on US 395 from 0.16 mile north of the junction of US 395 and I-15 in the city of Hesperia to approximately 1.80 miles south of Desert Flower Road in the city of Adelanto. The project is programmed in the 2014 State Transportation Improvement Program. The total estimated cost is $55,191,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Transportation Improvement Program.

   In July 2018, it was reported that this phase has received environment clearance, and is on hold pending construction funding.

   In January 2022, the CTC approved including "Widen sections of US 395 from two to four lanes between I-15 and Palmdale Road in the Cities of Hesperia and Victorville " in the list of projects for the Coronavirus Response and Relief Supplemental Appropriations Act of 2021 (CRRSAA). The CRRSAA Program guidelines require regions submit a project list for allocation by the Commission prior to the obligation of funds. Under CRRSAA, the funds may be used for a broad range of surface transportation purposes listed in Section 113(b) of Title 23 of the U.S. Code and are meant to “prevent, prepare for, and respond to coronavirus.” Specifically, CRRSAA allows states to cover revenue losses, which is important given that California’s State-generated transportation revenues have declined by about $1.5 billion due to the pandemic. Additionally, CRRSAA allows the funds to be used for preventive and routine maintenance; operations; personnel; salaries; contracts; debt service payments; and availability payments; as well as transfers to public tolling agencies. At the March 2021 Commission meeting, the CTC approved the CRRSAA funding distribution and regional apportionments. The CRRSAA allocation for this project was $9,960,528 .
   (Source: January 2022 CTC Minutes, Agenda Item 2.5k)

   On March 16, 2022, the CTC approved the 2022 State Transportation Improvement Program, which included the following project: PPNO 3019L "Rt 395 Freight Mobility, Rt 15-Rt 18, Ph2 (SB1)", 18,647,000 in FY 25-26.
   (Source: "2022 State Transportation Improvement Program", Adopted March 16, 2022)

   In May 2025, the CTC approved the following SB1 TCEP allocation: $30,000,000. 08-SBd-395 4.0/11.2. PPNO 08-3019L; ProjID 0813000222; EA 0F633. US 395 - Phase 2 Freight Mobility and Safety Project-CON Mainline. This project is located on US 395 between Route 18 (Palmdale Rd) and I-15 in the Cities of Hesperia and Victorville. The project will convert this 7-mile section of state highway between I-15 and Route 18 from 2 lanes to a 4-lane facility with a raised median, turning lanes, eight-foot shoulders, improved pedestrian/bicycle accommodations, and signal upgrades at intersections and will provide a contribution to zero-emission fueling infrastructure for trucks at a site near the US 395/I-15 junction. CEQA - MND, 12/30/2009; Re-validation 04/21/2025. NEPA - CE, 12/31/2009; Re-validation 04/21/2025. Future consideration of funding approved under Resolution E-15-12; March 2015. Right of Way Certification: 05/01/2025. Time Extension for FY 23-24 CON expires December 31, 2025. Allocation: CONST $30,000,000.
   (Source: May 2025 CTC Agenda, Agenda Item 2.5s.(5))

   In February 2026, it was reported that construction was beginning on a seven-mile stretch of US 395 in the Victor Valley as part of the second phase of a major freight mobility and safety project. Early work will include the removal of brush and debris along the highway shoulders to prepare the roadway for construction. The project, led by the San Bernardino County Transportation Authority (SBCTA) and California Department of Transportation (Caltrans), will upgrade the existing two-lane segment of US 395 between Route 18 in Victorville and I-15 in Hesperia and Oak Hills.
   (Source: Victor Valley News, 2/17/2026)

   US 395 Median Buffer Project (08-SBd-395, PM R4.8/7.6)

   In June 2021, the CTC amended the following project into the 2020 SHOPP: 08-SBd-395 4.8/7.6 PPNO 3017R ProjID 0821000009 EA 08-1L890. US 395 In and near Hesperia, from north of Joshua Street to Eucalyptus Street. Construct four-foot median, standard shoulders, and rumble strips and upgrade guardrail. PA&ED $1,302K; PS&E $1,635K; R/W Sup $931K; ⊘Con Sup $1,757K; ⊘R/W Cap $1,664K; ⊘Const Cap $7,652K TOTAL $14,941K. Begin Const: 5/2/2025. It is also approved the following pre-construction allocation: 08-SBd-395 4.8/7.6. PPNO 3017R; ProjID 0821000009; EA 1L890. US 395 In and near Hesperia, from north of Joshua Street to Eucalyptus Street. Construct four-foot median, standard shoulders, and rumble strips and upgrade guardrail. (Concurrent amendment under SHOPP Amendment 20H-008; June 2021.) Allocation: PA&ED $1,302,000 (24-25).
   ⊘: Phase not programmed.
   (Source: June 2021 CTC Agenda/Minutes, Agenda Item 2.1a.(1a) #10; June 2021 CTC Agenda, Agenda Item 2.5b.(2a) #26)

   In June 2023, the CTC approved the following project for future consideration of funding: 08-SBd-395, PM R4.8/7.6 US 395 Median Buffer Project. Construct a four-foot median buffer and maintain existing centerline rumble strips and install shoulder rumble strips. The project also proposes to widen the existing roadbed and upgrade an existing culvert on US 395, in San Bernadino County. (MND) (PPNO 3017R) (SHOPP). The project is located on US 395 from PM R4.8 to PM 7.6, in San Bernardino County. The Department proposes to construct four-foot median, standard shoulders, rumble strips, and upgrade guardrail. In addition, a drainage culvert and down drain facility needs widening due to the widening of the roadbed. The project is currently programmed in the 2022 SHOPP for a total of $14,941,000, which includes Right of Way (Support and Capital) and Construction (Support and Capital). Construction is estimated to begin 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. A copy of the MND has been provided to Commission staff. The project will result in less than significant impacts to the environment after mitigation. The following resource areas may be impacted by the project: desert tortoise, nesting birds, bats, rare plants, burrowing owl, and Mojave ground squirrel. Avoidance, minimization, and mitigation measures will reduce any potential effects to the environment. These measures include, but are not limited to, environmentally sensitive area fencing, pre-construction surveys, and environmental awareness training. As a result, a MND was completed for this project.
   (Source: June 2023 CTC Agenda, Agenda Item 2.2c.(1) Item 8)

   US 395 Widening - Route 18 to Chamberlaine Way (SBD 11.2 to SBD 16.3)

   In March 2015, the CTC allocated $5,550,000 to SANBAG for US 395 Interim Widening. In Hesperia, Victorville and Adelanto. Widen US 395, from Route 18 to Chamberlaine Way (08-SBd-395, PM 11.2/16.6), from two lanes to four lanes and construct left-turn channelization at various intersections.

   In August 2016, it was reported that Measure I funding included widening of US 395 from Mojave Drive (~ PM SBD 12.633) south to Star Street (~ PM SBD 12.385), which is expected to cost $4.1 million, with 63.5 percent of the funding required from development impact fees.
   (Source: VV Daily Press, 8/26/2016)

   The 2018 STIP, approved at the CTC March 2018 meeting, appears to allocate $9.333M for PPNO 0260J Widening, Rt 18-Chamberlaine Way (~ SBD 11.22 to SBD 16.742).

   In July 2018, it was reported that work was scheduled to begin in Fall 2018 on nearly $60 million in improvements to the busy stretch of highway between Route 18 and Chamberlaine Way — a major freight traffic route and passenger corridor that connects economic centers, recreation areas, cities and rural communities. These improvements will widen that portion of the highway by providing two lanes in each direction, and includes the addition of turn pockets and signals at key intersections along the corridor. The start of construction is the culmination of years of planning and securing the funds needed to make it happen, including nearly $18 million in voter-approved Measure I funds, the half-cent sales tax measure for San Bernardino County. The San Bernardino County Transportation Authority (SBCTA) is partnering with the California Department of Transportation (Caltrans) to see this and subsequent phases of the 395 improvement project through completion. Tthe Victorville-to-Adelanto leg is just one of three phases of an overall US 395 plan for which state and federal funds have been secured. Those future phases — from Interstate 15 to State Route 18 and from Chamberlaine Way to Desert Flower Road — have received environmental clearance and should begin once those additional funds are obtained. It is anticipated to be open in Fall 2020, with project closure in late 2021.
   (Sources: VV Daily Press, 6/24/2018; U.S. 395 Phase 1 Project Page; June 2018 Project Fact Sheet)

   In August 2018, the CTC approved an allocation of $33,625,000 for the locally-administered multi-funded Senate Bill 1 (SB 1) Trade Corridor Enhancement Program (TCEP)/State Transportation Improvement Program (STIP) Route 395 Widening from Route 18 to Chamberlaine Way project (PPNO 0260J), in San Bernardino County.
   (Source: August 2018 CTC Agenda Item 2.5s.(9))

   The 2020 STIP, approved at the March 2020 CTC meeting, continues programmed funding for PPNO 0260J Rt 395 Widening, Rt 18-Chamberlaine Way (TCEP).
   (Source: March 2020 CTC Agenda, Item 4.7, 2020 STIP Adopted 3/25/2020)

   US 395 Widening - Adelanto (SBD 15.95) to Desert Flower Road (~ SBD 21.086) and beyond to SBD 36.40

   In May 2012, the CTC approved for future consideration of funding a project in San Bernardino County that will widen the median and shoulders along US 395 (PM 15.95 - PM 36.40), install rumble strips, resurface the roadway, and widen the following intersections to accommodate the new width of US 395: Colusa Road. Desert Flower Road. Purple Sage Street, Shadow Mountain Avenue, Sun Hill Ranch, and Princess Pat Mine. The project is programmed in the 2010 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $55,460,000 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 by the Commission in the 2010 SHOPP.

   In July 2018, it was reported that this phase (at least the portion between Adelanto and Desert Flower Road) has received environment clearance, and is on hold pending construction funding.

   In August 2018, the CTC approved $15,171,000 in SHOPP funding for San Bernardino 08-SBd-395 35.5/39.1 US 395 Near Adelanto, from 1.0 mile south of Kramer Hills to 2.6 miles north of Kramer Hills. Outcome/Output: Widen median and shoulders and construct rumble strips. This project will increase safety and reduce the number and severity of collisions.
   (Source: August 2018 CTC Agenda Item 2.5f.(3) Item 14)

   Kramer Hills Widening

   In October 2015, the CTC approved for future consideration of funding a project in San Bernardino County that will construct a median barrier, widen shoulders, and install rumble strips on US 395 near the community of Kramer Hills. The project is programmed in the 2014 State Highway Operation and Protection Program. The total estimated cost is $40,657,000 for capital and support. Construction is estimated to begin in Fiscal Year 2017/18. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Highway Operation and Protection Program. A copy of the MND has been provided to Commission staff. (Approx SBD 38.633 to SBD 46.207)

   In August 2017, the CTC allocated $28,597,000 for San Bernardino 08-SBd-395 39.0/45.9 US 395: Near Adelanto, from 2.5 miles north of Kramer Hills to Route 58. Outcome/Output: Widen median and shoulders and construct rumble strip to reduce the number and severity of traffic collisions. Future consideration of funding approved under Resolution E-15-56; October 2015.

   In August 2019, it was reported that construction crews are working on two projects south of the intersection of US 395 with Route 58 where they’re widening shoulders to eight feet, placing centerline and shoulder rumble strips and reinstalling two passing lanes south of Kramer Junction, going both ways. Striping will also be widened from four to six inches on the entire stretch of US 395 from I-15 to the Kern County line. In some sections, Caltrans has also put in channelizers — thin fiberglass paddles — that will help deter crossing the double-yellow lines. The three projects should be completed by the end of the year at an overall cost about $35.5 million. Some of that total is funded with Senate Bill 1 funds, the so-called “gas tax,” according to a Caltrans document.
   (Source: Victor Valley Daily Press, 8/19/2019)

   In December 2020, as a side-effect of the Kramer Hills Widening and the Route 58 bypass, it was announced that long time US 395 business Astroburger has closed its doors for good. It will be raised for a new ARCO station. Although the building had become dilapidated over the years with weeds in the parking lots, lack of signage, and unsure-of hours, it still drew a crowd on Sunday afternoons for visitors returning from mountain and or desert trips, enjoying Astroburger for the milkshakes and all-American fast food. Astroburger’s heyday was during the early formation of the 1970s Space Shuttle program at nearby Edwards Air Force Base, where many of the early shuttle components were built and tested. The opening last year of the long-awaited Route 58 bypass, a four lane freeway, that now avoids the once dreaded Four Corners stop signals, and the sometimes hour-long back up for Mojave to Barstow run, was the death of the iconic drive-in. Pressure has been put on the Larrs Family, who owns most of the Four Corners property, to bring additional business off the new freeway into the small business area to support their leasees, especially in light of the new super-sized Love’s Truck Stop being built one exit west, in Boron. The possible four-drive-thru site project will also eventually eliminate the Pottery Shop on the Northwest corner of Old Hwy 58 and US 395. ARCO is the first business committing to the project. (An older ARCO station found itself on the dead end road to nowhere with the opening of the bypass, It closed last year.) The large antique store, known for its old gas station signs, will not be part of the project and will remain.
   (Source: 100.7 KIBS FM, 12/2/2020)

   In California City, there is a proposal for a new road that would run from Muroc Junction following the alignment of Rosamond Boulevard at the Edwards Air Force Base north gate. The road would curve to connect with California City Boulevard at the curve just south of the city. It would then proceed north to connect with 20 Mule Team Parkway, which would be paved all the way to its current connection with US 395. This will provide a faster connection between Edwards AFB and the Naval Air Weapons Center.

   Jct Rte 14 (near Inyokern) to N end of Bishop

   Olancha Bypass (09-Iny-395 29.2/41.8)

   In 2007, the CTC did not recommend funding construction of the Olancha and Cartago Expressway ($107,600K total cost; $59,000K requested) from the Corridor Mobility Improvement Account (CMIA). However, the minutes from the 11/08/2007 meeting of the Inyo County Local Transportation Commission discussed the five options for US 395's realignment (either expansion or a movement west). The main problem is the proximity of the LA Aqueduct.

   In February 2016, it was reported that discussions of the Olancha Bypass continue. The Caltrans preferred alternative is a bypass of the community that has Olancha residents in an uproar. Although the bypass alternative seems to be the much safer option, Olancha residents don't want to lose the business highway traffic brings into the already struggling town. Olancha residents claim the bypass alternative is unfair because the other towns on the US 395 corridor in Inyo country (Bishop, Big Pine, Independence, Lone Pine) got to keep the highway running through town. If the bypass alternative is chosen the current alignment will be turned into a combination of a local road and an extension of Route 190, a major state route taking year round visitors to Death Valley National Park. The bypass routing would be to the west, close to the base of the Sierras, which would give travelers a beautiful view. The extension of Route 190 would be to the south, through Olancha, terminating at an intersection with the newly aligned US 395.
   (Source: Inyomono395 @ AAroad, February 2016)

   In August 2017, the CTC approved for future consideration of funding 09-Iny-395 PM 29.2/41.8 Olancha/Cartago Four-Lane Project: This project in Inyo County will construct two new lanes (one new lane in each direction) on a portion US 395 near the town of Olancha. The project will increase safety and the Level of Service. The project is not fully funded. The project will be funded from State Transportation Improvement Program (STIP) funds and is currently programmed in the 2016 STIP for an estimated $16.6 million Right of Way (capital and support). Construction is estimated to begin in Fiscal Year 2020-21. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2016 STIP. A copy of the FEIR has been provided to Commission staff. Resources that may be impacted by the project include community impacts, noise, water quality, air quality, cultural resources, paleontological resources, hazardous waste, aesthetics, and biological resources. Potential impacts associated with the project can all be mitigated to below significance. As a result, an FEIR was prepared for the project. Note that this appears to be distinct from the once-proposed Olancha Bypass.

   In January 2018, the CTC approved a request from the California Department of Transportation’s (Department) to adopt US 395 in Inyo County from INY 29.9 to INY 41.9 as a controlled access highway, redesignate a segment of superseded US 395 as Route 190 and, upon construction completion of the new controlled access highway, relinquish the remaining portion of the superseded US 395 to Inyo County. The Department proposes to adopt this 12.14 mile section of US 395 to construct a new expressway within the adoption limits, which will improve safety for the traveling public, raise the level of service, and provide a continuous four-lane facility in Inyo County. A final Environmental Impact Report/Environmental Assessment (EIR/EA) prepared pursuant to the California Environmental Quality Act and the National Environmental Policy Act was approved by the Department on March 7, 2017 and by the Federal Highway Administration (FHWA) on May 26, 2017. The Department approved a project report on June 27, 2017 recommending construction of the new US 395 expressway on a new alignment and redesignation of a portion of the superseded segment as Route 190. The remaining portion of the superseded highway will be relinquished to Inyo County after project construction completion. Later maps indicated that the relinquished section of US 395 may be signed as BUSINESS US 395.

   Within the proposed adoption limits, US 395 is currently a two-lane undivided conventional highway. It traverses gently sloping terrain at elevations between 3,600 and 3,900 feet as it passes through the communities of Olancha and Cartago. Olancha is sparsely developed with a few businesses, a post office, and one service station. Cartago is located about three miles north of Olancha and is primarily a residential community. There are a few businesses and residences adjacent to the highway, but in general, the highway corridor is rural in nature. This project will connect the four-lane divided expressway segments at both ends of the adoption limits.

   The existing highway generally consists of two 12-foot lanes and 8-foot paved shoulders within 100 feet of right of way. There are no shoulder improvements such as curb, gutter or sidewalk throughout this section of the highway. There is no median and approximately 50 percent of the highway is barrier striped to prevent passing. There are undivided passing lanes for both northbound and southbound traffic north of Cartago. The posted speed limits vary from 65 mph outside of the communities to 55 mph within the communities. In addition to the intersection with Route 190, there are six other public road connections and numerous other private roads and access points to the existing highway within the project limits.

   Due to the numerous access points and limited sight distances along US 395, passing zones are limited. There is also a mixture of slower recreational and commercial vehicles, local residential and business traffic, and faster through traffic. The limited passing opportunities and mixed traffic has led to queuing within the communities, driver frustration, and frequent unsafe passing maneuvers. In 2006, shoulders were widened and the posted speed limit reduced within the communities, but the fatal accident rate remained at 1.29 times the statewide average. This section of highway is currently operating at Level of Service (LOS) D and is projected to fall to LOS E within the 20-year planning period.

   The proposed route adoption will allow the Department to construct the expressway on a new alignment. It will eliminate traffic congestion and significantly increase safety for the traveling public by separating opposing traffic, removing passing restrictions, and controlling access points. Finally, the new expressway will provide route continuity on US 395 and will complete the construction of four-lanes throughout the US 395 corridor in Inyo County.

   A draft project report was approved in September 2010 to evaluate five alternatives. Their environmental impacts were evaluated in an Initial Study/Environmental Assessment circulated end of 2010. Focused studies performed for the preferred alternative determined that mitigation of cultural impacts to insignificant levels may not be possible. As a result, the environmental document was elevated to a Draft Environmental Impact Report/Environmental Assessment (EIR/EA) which allowed the Department to discuss the potential cultural impacts and evaluate the preferred alternative. The Draft EIR/EA was circulated from August to October 2015, after which the preferred alternative was selected.

   The portion of the existing highway between the intersection with Route 190 and the southern intersection with the new expressway is proposed to be redesignated as Route 190. A concurrent Commission’s action to approve the redesignation of this portion of US 395 as Route 190 is on the January 2018 Commission agenda. This action will reestablish the terminus of Route 190 at US 395. The remaining portion of the superseded highway between the intersection with Route 190 and north of the community of Cartago will be relinquished to Inyo County after project completion. The superseded highway will continue to provide a local route that preserves the existing uses and access along the existing corridor. The project will also construct or reconstruct a couple other county roads, all of which will be relinquished to Inyo County.

   This project has been jointly funded by the Inyo County Local Transportation Commission, Mono County Local Transportation Commission, Kern Council of Governments, and the Interregional Improvement Program. Due to shortfalls in the programming available for the 2016 State Transportation Improvement Program (STIP), the Construction Capital and Construction Support components were deprogrammed. Funding for the Construction Capital and Construction Support components have been restored in the proposed 2018 STIP. The estimated total cost of the project, including construction and right of way costs escalated to the year of construction, is $138,819,000. The project is scheduled to start construction in September 2020.The Department and Inyo County have agreed with the public road openings proposed for the new expressway and intend to execute a Controlled Access Highway Agreement following the Commission’s approval of this route adoption. Currently, the Department and Inyo County are negotiating the terms of the relinquishment agreement. Inyo County has agreed in principle to accept the relinquishment of the facilities.
   (Source: CTC Agenda, January 2018, Agenda Item 2.3a(1))

   The 2018 STIP, approved at the CTC March 2018 meeting, appears to restore funding from this, moving the total from $11,420K to $41,487K, including an additional $23,495K in FY21-22, presumably for construction. The project is near Olancha and Cartago, south of the Los Angeles Aqueduct Bridge to south of the Ash Creek Bridge. Widen 2 lane conventional highway to 4 lane expressway. There also appears to be additional funding for this from the Kern and Mono County shares.

   In March 2020, the CTC approved the 2020 STIP, which appears to continue the programmed funding for PPNO 0170 "Olancha-Cartago 4-lane expressway (RIP 25%)" in both Inyo and Kern counties. This funding includes $17,992K in prior year funding, and 23,495K in FY21-22 for Inyo and $4,498K in prior year funding and 9,295K in FY21-22 for Kern. It also included PPNO 0170 Olancha-Cartago 4-lane expressway (IIP 40%), in the Interregional portion of the STIP with no change in programming: $17,992K in prior year funding. and $49,615K in FY21-22.
   (Source: March 2020 CTC Agenda, Item 4.7, 2020 STIP Adopted 3/25/2020)

   In April 2020, it was reported that Caltrans was in the final stages of design and right-of-way acquisition for the Olancha-Cartago 4-Lane project. The project will upgrade 12.6 miles of the current two-lane highway to a four-lane access-controlled expressway. The new alignment will begin four miles south of Olancha to four miles north of Cartago and will close the gap between the existing four-lane sections to the north and the south. Preconstruction activities include utility verification and relocation, vegetation removal and/or relocation, staking the new alignment, installing desert tortoise exclusion fence, and other various preliminary items. This $83 million-dollar project is jointly funded by Inyo and Mono Counties’ Local Transportation Commissions, Kern Council of Governments, and Caltrans with State Transportation Improvement Program funds. Project completion is tentatively scheduled for late 2023.
   (Source: Sierra Wave Media)

   In October 2020, the CTC was given notice of a proposed amendment to the US 395 – Olancha and Cartago 4-lane Expressway project in Inyo county (PPNO 0170) (EA 21340/21341) (INY 29.200/41.800), to separate out a portion of the mitigation work ( $2,920,000 $3,058,000) into a new project, identified as the Olancha and Cartago Expressway Desert Tortoise Exclusion Fence project (PPNO 0170B). This project had extensive and complex environmental challenges, which culminated in successfully achieving environmental clearance in June 2017, after efforts for over 10 years, with an Environmental Impact Report/Environmental Assessment. During the design phase, the archaeological pre-mitigation work needed to be completed. A separate archaeological pre-mitigation project for $5,000,000 was programmed for this project, which was allocated by the Commission in May 2018. In addition, avoidance and mitigation measures are required to protect the Desert Tortoise. The avoidance and mitigation fencing are required to be completed prior to pre-construction activities such as geo-tech investigations, geo-tech boring, geo-archeology coring, archeological data recovery and utility relocation. In addition, the fence must be in place prior to commencing construction activities such clearing and grubbing vegetation, culvert installation, roadway construction and bridge construction. The funding for the fencing was identified and budgeted in the Right of Way (R/W) component. R/W funding for the project was programmed in 2014 and was done as a lump sum allocation per STIP Guidelines. It had been the standard practice to execute the construction of the fencing through a service contract with R/W funds. However, in December 2018, there was a policy change that no longer allows R/W capital funds to be used in that manner, and a contract is necessary to construct the fencing requiring the work to be split and delivered separate from the main project construction. The Desert Tortoise Exclusion Fence project cost is $2,920,000 $3,058,000. The proposal is to separate the cost and scope of the fence from the construction capital of the main project. This separate project would be able to begin ahead of the major construction contract. With a separate project to address the fencing, it reduces the risk of delays to the main project. The current estimated construction capital cost of the main project remains on budget. The right of way cost estimate for the main project is currently under budget with potential cost savings to be reported at time of construction allocation. By having the fencing in place, allows the construction to proceed without delays. This change to separate out the fencing cost, from the construction capital, allows the project to proceed, mitigates the risk of delays since the original process of implementing as a service is no longer feasible. It should be noted that the new alignment can be cleared at any time after the fence is constructed, and the Desert Tortoise fencing would not be the critical path for the prime contractor. In December 2020, the amendment (with a corrected amount for the fencing) was voted upon.
   (Source: October 2020 CTC Agenda, Agenda Item 2.1b.(1); December 2020 CTC Agenda, Agenda Item 2.1a.(2))

   In December 2020, the CTC approved an allocation of $3,058,000 for the State-Administered STIP Olancha and Cartago Expressway Desert Tortoise Exclusion Fence project (PPNO 0170B ProjID 0914000036 EA 21341) (INY 29.200/41.800), on the State Highway System, in Inyo County, programmed in 2021-22. These funds are for installation of Desert Tortoise Exclusion Fencing.
   (Source: December 2020 CTC Agenda, Agenda Item 2.5c.(5))

   In May 2021, the CTC approved an allocation of $92,966,000 for the State-Administered STIP Olancha and Cartago Expressway project (PPNO 0170), on the State Highway System, in Inyo County, programmed in 2021-22. The allocation is divided as follows: $83,116,000 from the Budget Act of 2020, Budget Act Items 2660-301-0042 and 2660-301-0890 for construction and $9,850,000 for construction engineering. Allocation time extensions for other projects programmed within the current, fiscal year have allowed for sufficient capacity to become available to fund this advanced project allocation. Details: 09-Iny-395 29.2/41.8. PPNO 09-0170; ProjID 0900000030; EA 21340. Olancha and Cartago Expressway. US 395 near Olancha and Cartago, south of the Los Angeles Aqueduct Bridge to south of the Ash Creek Bridge. Widen 2 lane conventional highway to 4 lane expressway. (Future consideration of funding approved under Resolution E-17-53; August 2017.)
   (Source: May 2021 CTC Agenda, Agenda Item 2.5c.(5))

   In July 2022, it was reported that ground was broken on the Olancha-Cartago 4-Lane Project. The Olancha-Cartago 4-Lane Expressway project will pass west of the town of Olancha and the Los Angeles Aqueduct. Once the alignment crosses Olancha Creek, the project will cross the Los Angeles Aqueduct and continue north through Cartago along the existing highway to meet up with the four-lane section of US 395 to the north of Cartago. The northbound and southbound lanes will be separated by a 100-foot unpaved median. As of July 2022, crews were placing rebar on the footing for the bridge abutments and wingwalls on the south side of the Los Angeles aqueduct; excavation for the bridge abutments on the south side of the Los Angeles Aqueduct was completed in June 2022 and excavation begun for the abutments on the north side. Drainage system installation continues throughout the project.
   (Source: District 9 Project Page, July 2022)

   In May 2023, it was reported that workers working on the Olancha-Cartao project have found buried human remains on the project's stretch of US 395. These bonds were missed by earlier archaeological surveys required to start construction of the $69.7-million Caltrans project to convert 12.6 miles of US 395 from a two-lane road to a safer four-lane expressway. Tribal leaders say, more than 30 tangled human skeletons had been unearthed at the site near the Inyo County community of Cartago, many of them adorned with artifacts: glass beads, abalone shells and arrowheads. As a result, tribal historic preservation officers are demanding that the California Department of Transportation halt construction and realign the project to avoid the gravesites. The project got off to a rocky start when it was proposed in 1997, with many tribal leaders warning that nearly every slope, sage plain and shoreline in the region held evidence of Indigenous people who knew it as a kingdom of irrigated villages and plentiful game surrounded by canyons and crags sculpted by storms and flash floods. Caltrans in April offered a proposal to curve the disputed section of highway around the burial site. But it wouldn’t move the highway far enough away to satisfy tribal leaders, who are calling for a clearance of at least half a mile to a mile. The tribes insist they are not against the highway improvement project. The problem is that it was approved for construction, they say, without their consultation. Finally, in mid to late May 2023, Caltrans announced that it has “halted all construction activities in the area in question,” including its search for human remains.
   (Source: Los Angeles Times, 5/9/2023)

   In June 2023, the CTC approved for future consideration of funding 09-Iny-395, PM 29.2/41.8 Olancha/Cartago Four-Lane Project. Widen and realign US 395 to four lanes, in Inyo County. (FEIR Addendum) (PPNO 0170) (STIP). The project is located on US 395 from postmile 29.2 to postmile 41.8, in Inyo County. The Department proposes to widen a two-lane conventional highway to a four-lane expressway. The project is currently programmed in the 2020 STIP for a total of $134,827,000, which includes Construction (Support and Capital). Construction began 2021-22. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2020 STIP. A copy of the FEIR has been provided to Commission staff. The Commission approved the project for future consideration of funding on August 17, 2017, under Resolution E-17-53. Since the approval of the 2017 FEIR, CEQA addendums were prepared to address the modifications to utility relocations, the addition of fiber optic utility infrastructure as part of the Broadband Middle Mile Network effort, and the addition of a Global Navigation Satellite System (Real Time Network) survey station. Additionally, on September 22, 2020, the western Joshua tree gained protection under CESA as a candidate species to be listed as threatened or endangered. The Department subsequently completed Addendums to the FEIR pursuant to CEQA. The Department has approved this project for construction. This approval and Addendums will satisfy the environmental requirements for this stage of the planning process.
   (Source: June 2023 CTC Agenda, Agenda Item 2.2c.(2) Item 9)

   In June 2023, the CTC approved a request for an additional $7,800,000 in Construction Support for the STIP Olancha and Cartago Expressway project on US 395, in Inyo County, to complete the construction contract. This project (09-Iny-395 29.2/41.8, PPNO 09-0170; ProjID 0900000030; EA 21340) is located on US 395, in and near Olancha and Cartago, from south of the Los Angeles Aqueduct Bridge to south of the Ash Creek Bridge, in Inyo County. The project will convert the two-lane conventional highway into a four-lane expressway. In March 2012, the project was programmed for $5,900,000 in Construction Support in the STIP, $3,103,000 from the Interregional Improvement Program (IIP) and $2,797,000 from the Regional Improvement Program (RIP), for allocation in Fiscal Year 2020-21. In March 2014, the project was amended to increase the programmed amount to $8,100,000 in Construction Support, $4,260,000 from the IIP and $3,840,000 from the RIP based on the refinement of the resources needed when the Project Approval and Environmental Document phase was completed. In March 2018, the project was further amended to increase the programmed amount to $9,850,000 in Construction Support, $5,180,000 from the IIP and $4,670,000 from the RIP, based on the escalation of the resources to the year of allocation. In May 2021, the project was allocated for $9,850,000 in Construction Support in the STIP, $5,180,000 from the IIP and $4,670,000 from the RIP. In October 2021, the project was awarded, and construction began in January 2022, with a planned 500 working days. The remaining funds are currently at $1,836,000 in Construction Support. The project is 40 percent complete with 235 working days remaining. The planned Construction Contract Acceptance is scheduled for August 2024. The Department is requesting supplemental funds in the amount of $7,800,000 in Construction Support from the IIP, to complete the construction contract. Total revised amount $84,310,100.
   (Source: June 2023 CTC Agenda, Agenda Item 2.5e.(9))

   The project realized cost increases due to previously undiscovered archeological resources and storm issues that caused staging delays, regrading of areas, and rework of drainage. These events and changes have resulted additional work. The project is located in an environmentally sensitive area for biology and tribal/archeological resources. Extensive tribal coordination, outreach, and consultation have been and continue to be conducted throughout project development and construction. Unanticipated finds of archaeological and tribal cultural resources, including burials, necessitated additional surveys, monitoring, treatment, avoidance measures, and security services which increased costs. These additional resources amount to $2,700,000. Due to the extent of newly discovered archeological resources, the northbound lanes were realigned to avoid the resources, resulting in redesign and additional utility work. These additional resources amount to $900,000. Adding to the delay were the severe Winter storms in 2023 that caused damage to the drainage systems and surrounding rough grading and work stoppages, resulting in delays in critical path items and delaying the project by three months. An emergency project is underway, under a Director’s Order, to repair the storm damage that occurred to drainage systems in the area and on this project. The contractor on this project was brought in to perform the emergency storm damage repair work. The resource mitigation and the emergency damage repair work will delay paving and related construction activities. An additional 175 working days will be needed to complete the project. This will result in the project being completed in three construction seasons as opposed to the two seasons that were originally planned. The project will need additional resources in the amount of $4,200,000 to complete the remaining activities to close out the project.
   (Source: June 2023 CTC Agenda, Agenda Item 2.5e.(9))

   In May 2024, the CTC approved a request for an additional $33,200,000 (39.9% increase) in Construction Capital and $5,100,000 (51.8% increase) in Construction Support for the STIP Olancha and Cartago Expressway project on US 395, in Inyo County. (EA 21340, PPNO 0170). The project had challenges resulting in significant delays due to extreme weather events, including an exceptionally rare summer storm, an intense winter season, and Hurricane Hilary. Additionally, archeological resources encountered surpassed what was anticipated, requiring further studies, engagement with tribal groups, and adjustments to the road design. As a result of these challenges, the project needed to reconstruct drainage systems, regrade the roadway, and undertake additional work, leading to an increase in the number of working days required to complete the project. As a result of extreme weather events in 2023 that included an intense summer storm, Hurricane Hilary, and a very wet winter season, the project suffered major storm damage. To address damages caused by these events, the project required additional funding to rework damage to multiple drainage facilities and reconstruct damaged embankment areas along the 12.6-mile project limits. In addition, the project is located in an environmentally sensitive area for biological and tribal/archeological resources. Extensive tribal coordination, engagement, and consultation have been and continue to be conducted throughout project development and construction. Archeological sites were anticipated on the project with a State Historic Preservation Officer approved treatment plan that was developed and implemented to handle sites on a case-by-case basis. Site treatments, when encountered, were developed in coordination with the Tribal Historic Preservation Officer for the project to determine avoidance, minimization, and mitigation measures. During roadway excavation, the sites encountered exceeded what preliminary environmental studies and exploratory testing anticipated. Due to the extent of resources encountered during construction, it was determined that exposed areas required 24/7 tribal security until the sites were mitigated and protected. The concentration of sites discovered during construction led to a full work shutdown on a two-mile section of the project from June to October 2023. Tribal engagement during this period resulted in the complete redesign of 12 lane-miles of roadway to avoid, minimize, and mitigate archeological impacts. This work shutdown in the area also impacted the critical path of the contractor’s work and added additional delays to the contract. These impacts to construction costs affected prices for time-related overhead, time delays, lump-sum bid items, tribal security, and site treatment. It also affected the quantities for earthwork, aggregate base, hot mix asphalt, drainage systems, and other time-related impacts due to the delay. These delays and redesign in construction of the roadway will amount to an increase of $33,200,000 in capital costs. The number of archeological sites encountered during construction exceeded what was anticipated following initial tribal consultations. Additional tribal engagement and archeological support was required to develop and construct a redesigned roadway that minimized and/or avoided the archeological resources. Project delays and the redesign of the roadway to address cultural resources require an additional 390 working days to complete the project. In addition, support efforts were and will continue to be required to identify, protect, and appropriately treat sites, and engage with Tribal partners. This additional work requires $5,100,000 in support costs to finish the project. The funding will be used to continue engineering and construction support activities as described above and to cover archeological activities due to the increased number of working days.
   (Source: May 2024 CTC Agenda, Agenda Item 2.5e.(17))

   In October 2024, it was reported that Southbound US 395 traffic would switch onto the new southbound lanes of the Olancha Cartago 4-Lane Expressway Project . With this switch, Caltrans will open a new road connecting the new southbound lanes to old US 395 and Route 190. Southbound traffic would use one lane of the new expressway as far as Crystal Geyser Road, and then would use the full two-lane expressway. Northbound traffic will remain on the existing lanes of US 395 through Grant, Olancha, and Cartago, although the segment between US 395 and N Haiwee Road would be northbound traffic only. A second traffic switch planned for November 2024 will move northbound traffic to the new northbound lanes.
   (Source: Caltrans, 10/3/2024)

   In November 2024, it was reported another switch occurred. Northbound traffic was switched to the new expressway as far as Crystal Geyser. Traffic then switched to one of the SB expressway lanes to Owens Lake Operations Access Road. The segment from N Haiwee Road S to US 395 was closed to both directions; it will likely reopen after the expressway is completed in 2025 and a new connection with US 395 constructed.
   (Source: Caltrans, 11/23/2024)

   In December 2024, it was reported that the Route 190 connector within the Olancha-Cartago 4-Lane Expressway Project was open to the traveling public. Some maps show the connector; however, it is not in the postmile database as Route 190, nor does it fit the original EIR proposal. It is unclear if this connector is intended to replace the section of old US 395 S of Haiwee Road. There have been no changes to the route adoption previously made, and if the new connector was to be officially part of Route 190, that would likely require CTC action.
   (Source: Caltrans, 12/19/2024)

   According to the District 9 PIO, upon completion and close out of the Olancha-Cartago 4-Lane Project, the postmile database will be updated to redesignate the Route 190 connector and the stretch of old US 395 from Route 190 in Olancha to the new connector on the southern end of the project as Route 190/Business Route 395. The PIO also confirmed that the stretch of US 395 from the southern connector to the southern end of the project is being permanently removed.
   (Source: Email from Michael Lingberg, District 9 PIO, 1/8/2025)

   As of July 2025, the project is nearly done. Old US 395 (presumably now Business Route 395) continues N from Lake Street for a short distance, ending in a cul-de-sac N of Whitney Street. It does not merge back into US 395. On the southern end, Business Route 395 / Route 190 is accessed by a turn off of US 395; the old "veer off" has been abandoned. Going SB on (new) Route 190, the road curves to rejoin US 395. Old US 395, at the point where it split into NB/SB roadways, has been returned to dirt road and blocked off by stones; presumably there is dirt road access for those accessing the labs and ranches in that area. As of July 2025, GSV is disconcerting as it keeps switching between the old and new views of the road.

   In October 2025, it was reported that major construction has been completed on the Olancha-Cartago 4-Lane Expressway Project. This project constructed 12.5 miles of new pavement, replacing the previous two-lane highway with a split 4-lane expressway designed to eliminate cross-centerline crashes. This is the final stretch of US 395 to be converted into a 4-lane expressway in most of Inyo County. The new lanes on US 395 closed the gap between existing four-lane sections to the north and south. The project was initiated in the District 9 Planning branch in 1998, and studies of possible bypasses in the area go as far back as the 1960s. Fisher Sand & Gravel started construction on the project in January 2022, and its crews moved approximately 1.6 million yards of earth and laid 290,000 tons of fresh asphalt. One of the notable project features was the use of a temporary rock crusher and asphalt production plant on-site. It utilized crushed granite harvested from the ground within the project area to produce roadway base and asphalt. This method reduced trucking costs associated with transporting material from long distances, saving time and taxpayer money. The project includes 10’ shoulders; new highway access points at Lake Street, Crystal Geyser Road, and the Route 190 connector; and a multi-use undercrossing. Before work on the new lanes started, crews relocated nearly 150 Joshua trees and several desert tortoises within the project area.
   (Source: Ridgecrest Daily Independent, 10/31/2025; Sierra Wave Media, 10/30/2025)

   Manzanar Improvements (approx INY 67.69)

   In October 2004, the CTC considered adoption of 2.6 kilometers (1.6 miles) of Controlled Access Highway for Route 395 from 2.9 kilometers (1.8 miles) south of Mazourka Canyon Road to 0.3 kilometers (0.2 mile) south of Mazourka Canyon Road in Inyo County. Currently, this segment of Route 395 is a two-lane conventional highway crossing generally level terrain. Cross-section consists of two standard 3.6 m (12 ft) lanes with predominantly non-standard 1.2 m (4 ft ) shoulders, where 3 m (8 ft) is standard. At the southern limit of the adoption, the route will connect to the recently approved Manzanar four-lane divided section (Resolution HRA-04-02 approved August, 2004). This segment south of Independence was not included in the Manzanar adoption, as it was an integral part of a possible Independence bypass alternative and subject to various alignment considerations. This bypass alternative had less than a 3% approval at public hearings and was ultimately rejected for the recently approved 4-lane improvement project through Independence. Current and twenty year projected Level of Service (LOS) for the existing facility is ‘D’, congested. The current and twenty year LOS for the proposed project is ‘A’, free flowing. The majority of the property through which this segment of the route passes is owned by the Los Angeles Department of Water and Power, with little development adjacent to the existing or proposed right of way south of Independence. The route adoption proposes a controlled access highway on predominantly existing alignment from the northern end of the Manzanar four lane section adopted in August, 2004, to a point 0.3 kilometers (0.2 miles) south of Mazourka Canyon Road, at Independence. Construction is currently scheduled for FY 2007-08, based on programming in a 2004 STIP.

   The four lane project between Lone Pine and/through Independence is nearly completed as of August 2010. The last portion is around Manzanar where a new bridge is being completed for the southbound alignment; the northbound alignment is pretty much intact. The new alignment in Manzinar leaves a stretch of the old alignment as a frontage road, and the only connection from the new US 395 to the frontage road is at Manzanar Reward Rd. This means all of US 395 from Inyokern to Conway Summit is four-lane expressway except for the piece through Olancha which is unlikely to be upgraded anytime soon. The segment was completed in October 2010.

   In January 2011, the CTC vacated right of way in the county of Inyo along Route 395 at the Manzanar National Historic Site, consisting of superseded highway right of way no longer needed for State highway purposes.

   In November 2007, it was reported that in Independence (roughly INY 73.35), Caltrans is attempting to widen US 395. However, trees are in the way, according to an article in the LA Times. Specifically, Caltrans engineers say 100 trees are standing in the way of plans to widen a stretch of the route in Independence from two to four lanes and line it with about 400 feet of sidewalks. The project, they say, would improve safety and the flow of vehicles on the rural fringe of the community. The issue has its roots in Caltrans' decade-old proposal to widen US 395 to four lanes between Ridgecrest and Mammoth Mountain. The mile-long stretch, edged with dirt shoulders, is among the last to be expanded.
   (Source: Los Angeles Times, 11/27/2007)

   In August 2003, the CTC considered relinquishment of the county road and frontage road portion of Route 395 between PM 90.9 and PM 99.6 (i.e., between South Fish Springs Road and Big Pine Dump Road) in the County of Inyo. Also considered was vacation of the right of way in the County of Inyo, between North Fish Springs Road and 0.25 mi S of the Town of Big Pine, that is a right of way superseded by construction on a new alignment. In September, the CTC considered relinquishment of right of way in the County of Mono (County), at Utility Road (County Road No. 3203), consisting of reconstructed and relocated county road.

   Bishop Area (approx INY 115.341) Access and Circulation

   In 2003 the Inyo County Local Transportation Commission, with the support of the City of Bishop and Inyo County, requested that Caltrans District 9 conduct a Bishop Area Access and Circulation Study. This study was published at http://inyoltc.org/pdfs/baacs.pdf. The basic goal was to develop a plan and alternatives to (1) Improve circulation and safety for all modes of transportation in the downtown area. (2) Accommodate commercial truck traffic for US 395 and US 6. (3) Plan for downtown improvements (i.e. landscaping, parking, pedestrian facilities, etc.) along with the rerouting of truck traffic. (4) Facilitate ground access improvements to the airport and its associated development improvements. (4) Keep services in Bishop visible for through-traffic on any route and have easy on/off connections. The plan notes that a bypass of the Bishop business district was considered in 1966 (see http://www.ca-bishop.us/Misc/07_1009_BAACS_Appendix.pdf) but traffic didn't justify it; the alternatives from that plan are no longer practical as the land is either privately owned and developed, or tribal lands. The basic recommendations of this study (which has not been adopted yet by the CTC) are:

   1. A two-lane eastern alternative truck route beginning somewhere between Gerkin Road and Schober Lane and connecting back to US 6 and US 395 at the Wye Road location. This new route should be developed as a City/County road to Caltrans standards in order to allow the City and County the option to exchange this route for Main Street/US 395 at sometime in the future.
   2. Improved access between the City and the housing areas to the west (i.e. South Barlow, Manor, McLaren, Highlands/Glenwood, Meadow Creek, Bishop Reservation, etc.). This recommendation includes the development of new local roads to provide options other than Route 168/West Line Street and US 395/North Sierra Highway to get into town.
   3. Improved City street alternatives to Main Street/US 395 that accommodates north/south movements of local traffic on either side of Main Street.

   Some other interim recommendations from the report include: better alignment of the Wye Road/US 6 intersection and the eventual reconfiguration of the US 6/US 395/ Wye Road intersection; the aligning of side streets off of Main Street/US 395 to create at least one more full four way intersection; extending See Vee Lane north of US 395; signalizing the See Vee/US 395 intersection; and defining access along the North Sierra Highway corridor with sidewalks and driveways.

   As of May 2009, Cameron Kaiser reports that repaving is taking place on the Sherwin Grade, as well as a big resurfacing project north of the Bishop city limits. The 4-lane project for Inyo is proceeding but in several distinct phases. The first phase from Black Rock to Elna Rd is apparently complete but now they're repaving the original (NB) lanes, so everyone uses the new southbound lanes. The rest area isn't done. There is a second phase from Black Rock to Independence which has some asphalt and grading work on its new NB lanes but is not nearly as complete. Independence's street widening project is in full swing. All of the sidewalks have been torn up and the traffic lanes shifted over while work is done on the original NB side. No paving or concrete yet but the entire new section(s) are fully graded in preparation for moulds. The final phase is from Independence to Lone Pine via Manzanar. This only looks just started; there is only grading existing on the new NB lanes, no asphalt and no bridgework (several of the channels will need culverts or bridges).

   N of Bishop to the Nevada State Line

   Widening and Slope Flattening near Tom's Place (09-Mono-395 PM 6.9/9.6)

   In October 2018, the CTC approved for for future consideration of funding the following project for which a Mitigated Negative Declaration (MND) has been completed: US 395 in Mono County (09-Mno-395, PM 6.92/9.62). Widen existing shoulders on a portion of US 395 in Mono County. (PPNO 0662) This project is located on US 395 between Bishop and Toms Place in Mono County. The project proposes to widen the existing paved highway shoulders at the project location. The proposed project addresses the need to reduce the number and severity of collisions and enhance safety. Also included in the proposed project will be added rumble strips, replacement of guardrails, upgrading of drainage systems, modification to slopes for improvement in sight distances around curves and additions to bicycle right turn lanes. The proposed project is currently estimated to cost approximately $22.5 million. This project is fully funded and is currently programmed in the 2018 SHOPP for approximately $20.4 million which includes Construction (capital and support) and Right-of-Way (capital and support). Construction is estimated to begin in Fiscal Year 2020-21. 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))

   The 2020 SHOPP, approved in May 2020, included the following Collision Reduction item of interest (carried over from the 2018 SHOPP): 09-Mono-395 PM 6.9/9.6 PPNO 0662 Proj ID 0914000003 EA 36070. US 395 near Tom's Place, from 2.4 miles south of Lower Rock Creek Road to 0.3 mile north of Lower Rock Creek Road. Widen shoulders, flatten slopes, install ground in rumble strips, reconstruct and install guardrail. Programmed in FY20-21, with construction scheduled to start in November 2020. Total project cost is $22,451K, with $16,208K being capital (const and right of way) and $6,243K being support (engineering, environmental, etc.).
   (Source: 2020 Approved SHOPP a/o May 2020)

   In October 2020, the CTC approved the following SHOPP Construction Phase allocation: $17,610,000 for Mono 09-Mno-395 PM R6.9/T9.6. PPNO 09-0662 ProjID 0914000003 EA 36070. US 395 Near Tom's Place, from 2.4 miles south of Lower Rock Creek Road to 0.3 mile north of Lower Rock Creek Road. Outcome/Output: Reduce the number and severity of collisions by widening shoulders, flattening slopes, installing rumble strips, and reconstructing and installing guardrail. Con Eng $2,799,000; Const $15,840,000. (CEQA - MND, 7/24/2018; Re-validation 7/27/2020) (NEPA - FONSI, 7/24/2018; Re-validation 7/27/2020) (Future consideration of funding approved under Resolution E-18-130; October 2018.)
   (Source: October 2020 CTC Agenda, Agenda Item 2.5b.(1) #21)

   In May 2019, the CTC approved for future consideration of funding a project located on US 395 between the towns of Mammoth and June Lake (09-Mno-395, PM 30.7 & 36.5), in Mono County. The project proposes to pave three locations to provide off-highway parking to access hiking, bicycle and snowmobile trails along US 395. The project addresses the need to provide winter access parking for recreations users and to avoid parking on highway shoulders creating potential hazard for snow plowing and motorists. The proposed project has been developed and studied in conjunction with the US Forest Service-Inyo National Forest. The estimated total overall cost of the project is $1.6 million. The project is not currently programmed in the SHOPP. The project is estimated to begin in Fiscal Year 2020-21.
   (Source: May 2019 CTC Minutes, Agenda Item 2.2c.(1))

   In August 2015, the CTC authorized vacation of right of way in the county of Mono along Route 395 at Material Site Number 190, approximately 0.8 mile north of Route 120 (approx MNO 51.595), consisting of highway right of way (a material site) no longer needed for State highway purposes. The site will revert to the Bureau of Land Management.

   Conway Ranch Shoulder Widening Project (09-Mono-395 PM 58.2/60.4)

   The 2020 SHOPP, approved in May 2020, included the following Collision Reduction item of interest (carried over from the 2018 SHOPP): 09-Mono-395 PM 58.2/60.2 PPNO 2624 Proj ID 0916000006 EA 36640. US 395 near Lee Vining, from Route 167 Junction to 0.2 mile north of Conway Ranch Road. Widen shoulders, install shoulder rumble strip, correct compound curve, and improve chain control area. Programmed in FY21-22, with construction scheduled to start in January 2023. Total project cost is $9,376K, with $5,996K being capital (const and right of way) and $3,380K being support (engineering, environmental, etc.).
   (Source: 2020 Approved SHOPP a/o May 2020)

   In August 2020, the CTC approved the following financial allocation: $830,000 for PS&E; $590,000 for R/W Support. 09-Mno-395 PM 58.2/60.2. PPNO 2624 ProjID 0916000006 EA 36640. US 395 Near Lee Vining, from Route 167 Junction to 0.2 mile north of Conway Ranch Road. Widen shoulders, install shoulder rumble strip, correct compound curve, and improve chain control area.
   (Source: August 2020 CTC Agenda, Agenda Item 2.5b.(2a) #28)

   In May 2021, the CTC amended this project in the SHOPP: (1d) #51. 09-Mno-395 58.2/60.2 58.2/60.4 PPNO 2624 ProjID 0916000006 EA 36640. US 395 Near Lee Vining, from Route 167 Junction to 0.2 0.4 mile north of Conway Ranch Road. Widen shoulders, install shoulder rumble strip, correct compound curve, and improve chain control area. Amended to update description and postmiles to extend the project limits to correct an existing compound curve by removing and replacing striping.
   (Source: May 2021 CTC Agenda, Agenda Item 2.1a.(1d) #51)

   In November 2021, it was reported that Caltrans District 9 was seeking public comment on the proposed Conway Ranch Shoulders Project. The Conway Ranch Shoulder Widening project proposes to widen the existing paved shoulders on US 395 from the junction with Route 167 to 0.4 miles north of Conway Ranch Road in Mono County. It also proposes to install shoulder rumble strips, correct a substandard compound curve and lengthen the chain control area at postmile 59.2 by 500 feet. Culverts will be extended or replaced as needed. There one build and one no-build alternative under consideration for the project. The proposed features of the Build Alternative are the following: (•) Existing alignment, shoulder widening to both sides; (•) Eight-foot wide outside shoulders; shoulder ground-in skip rumble strips; (•) Lengthen the existing northbound chain installation/removal area at postmile 59.20 to postmile 59.28 to the south 500 feet; (•) Install switch controlled lighting at chain installation/removal area; (•) Curve correction restripe; (•) Where required, fill slopes to 4:1 or flatter fill to the clear recover zone; (•) From edge of the clear recovery zone, variable fill slope to edge of Right of Way; (•) Correct clear recovery zone slope and hit object conditions; (•) Guard rail at select locations; (•) Extend culverts; and (•) Erosion control, reclaim and revegetate.
   (Source: Caltrans District 9 on Twitter, 11/5/2021; Caltrans Project Page)

   In March 2023, the CTC approved an additional $2,508,000 in Construction Capital for the SHOPP Collision Severity Reduction project on US 395, in Mono County, to award the construction contract. This project is located on US 395 near Lee Vining, from the Route 167 junction to north of Conway Ranch Road, in Mono County. The project will widen shoulders, install shoulder rumble strip, perform curve correction work, and improve chain control areas. In October 2022, the Department advertised the contract and held bid opening in November 2022. The contract received four bids, of which the lowest bid is 21.4 percent above the Engineer’s Estimate (EE), however the bidder was found to be non-responsive. The second lowest bid is 45.3 percent over the EE, and the two remaining bids are 62.6 and 119.6 percent over the EE. As evident by the latest market trends, current prices have risen significantly due to fluctuations in the economy, supply chain shortages, and oil costs. As a result, there are increases, above the EE, for pipe culvert structural concrete, traffic control, electrical, and hot mix asphalt items. In addition, due to the remoteness of the project’s location, the sub-contractor’s prices came in even higher than anticipated. The remoteness also affected the costs associated with traffic control and electrical items as contractors have seen a decrease in the number of participating subcontractors. The contractors have also cited higher trucking costs to deliver the imported material and temporary barrier system to the job site. The temporary creek diversion systems item also has a cost increase due to the difference in the contractor’s means and methods and the unknown risk that was accounted for, to prepare the site, prior to installing the diversion system.
   (Source: March 2023 CTC Agenda, Agenda Item 2.5e.(11))

   In May 2024, it was reported that the Conway Ranch Shoulders Project would emerge from its winter suspension. This project, which began construction in spring 2023 before going into winter suspension in November 2023, is implementing safety improvements to US 395 between Route 167 and north of Conway Ranch Road. The primary focus of the project is to improve safety for motorists by widening the embankment and shoulders to eight feet and creating more space for drivers on the side of the road. Other safety improvements included in this project: (1) Addition of 12-inch rumble strips: Also known as “sleeper lines,” these road safety features alert inattentive drivers of potential risks by causing a vibration and audible rumbling transmitted through the wheels and into the vehicle interior. Rumble strips can prevent drivers from crossing the centerline or veering into another lane. (2) One half mile extension of the northbound chain-up area: Additional space will accommodate more motorists waiting to put chains on their vehicles. The increased space for chain installation will help return more cards to the roadway that are properly equipped to navigate winter weather conditions. (3) New lighting systems in the extended chain-up area will increase visibility for people installing chains and make it easier for passing vehicles to see the chain-up area. (4) Replacement of culverts and traffic signs.
   (Source: Caltrans 5/9/2024)

   In June 2024, the CTC approved a request for an additional $700,000 (8.4% increase) in Construction Capital for the SHOPP Collision Severity Reduction project on US 395, in Mono County. (EA 36640, PPNO 2624). This project is located on US 395 near Lee Vining, from the Route 167 junction to north of Conway Ranch Road, in Mono County. The project will widen the shoulders to the standard width, install shoulder rumble strip, rehabilitate drainage systems, perform curve correction work, and improve a chain control area. In March 2018, the project was programmed for $5,490,000 in Construction Capital and $1,440,000 in Construction Support in the SHOPP for allocation in Fiscal Year 2021-22. In June 2022, the project received a six-month time extension to allocate the Construction phase. In August 2022, the project was allocated for $5,792,000 in Construction Capital and $1,440,000 in Construction Support. In March 2023, the project received a six-month time extension to award the Construction phase. The project also received supplemental funds in the amount of $2,508,000 in Construction Capital to award the contract. In April 2023, the project was awarded for $8,296,000 in Construction Capital, and construction began in June 2023 with 140 working days planned to construct the project. In April 2024, the project received G-12 funds in the amount of $340,000 for Construction Support. The remaining funds are currently at $4,046,000 in Construction Capital and $626,000 in Construction Support. The project is 70 percent complete with 40 working days remaining. The planned Construction Contract Acceptance is scheduled for October 2024. The project realized cost increases due to complicated construction of culvert work as a result of differing site conditions, and a discrepancy between the survey data and 3-D modeling. This led to the redesign of earthwork and drainage appurtenances. The historic snowfall in the Winter of 2022/23 led to massive run-off of snow melt during the Summer of 2023 filling the drainage channels that are typically dry during this time of the year. As a result, the site conditions differed and complicated the construction of the drainage systems. At one culvert location, construction of two drainage system headwalls required extensive excavation and dewatering due to issues encountered with the presence of water in the drainage channels. Dewatering was not identified on the plans as in normal snow fall years, the drainage channels would have been dry. Also, during construction, several unidentified buried culverts and under drain systems were encountered during clearing and preparing the ground surface prior to shoulder widening work. These culverts were extended to conform to the new ground surface of the shoulder widening. During construction survey staking, the earthwork was found to not align with the proposed plans. The Department evaluated the issue and determined that the proposed roadway centerline included a two-foot offset that was not accounted for in the design. This led to a redesign of the earthwork and side slopes. As a result of the earthwork changes, adjustments to the proposed headwalls and other drainage appurtenances had to be redesigned to be outside of the clear recovery zone. This affected three drainage structures.
   (Source: June 2024 CTC Agenda, Agenda Item 2.5e.(13))

   In May 2019, the CTC deleted the long-lead project 09-Mno-395 69.9/71.9. PPNO 2639. Proj ID 0917000014. On US 395 Near Bridgeport, from north of Route 270 Junction to Green Creek Road. Widen shoulders to eight feet, install rumble strips, improve sight distance, and upgrade signing and striping to current standards . Remove project from the Long Lead list and develop a Minor project to install rumble strips.
   (Source: May 2019 CTC Agenda Item 2.1a.(1) Item LL#2)

   In May 2015, the CTC approved for future consideration of funding a project in Mono County that will widen the paved shoulders on a portion of US 395 near the town of Bridgeport (approx MNO 75.846). The project is programmed in the 2014 State Highway Operation and Protection Program. The estimated cost is $16,574,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Highway Operation and Protection Program.

   Aspen Fales Shoulder Widening Project (09-Mno-395 PM 88.42/91.55)

   In August 2017, the CTC approved for future consideration of funding 09-Mno-395 PM 88.42/91.55 Aspen Fales Shoulder Widening Project: This project in Mono County will widen shoulders on US 395 in the town of Bridgeport. The project will improve safety and operations for the traveling public. The project will be funded from State Highway Operation and Protection Program (SHOPP) funds and is programmed in the 2016 SHOPP for an estimated $14.2 million Construction (capital and support) and Right of Way (capital and support). Construction is estimated to begin in Fiscal Year 2018-19. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2016 SHOPP. A copy of the FEIR has been provided to Commission staff. Resources that may be impacted by the project include visual and aesthetics, cultural resources, noise, and biological resources. Potential impacts associated with the project can all be mitigated to below significance. As a result, an FEIR was prepared for the project.

   In January 2019, the CTC approved the following allocation: $9,555,000 Mono 09-Mno-395 88.4/91.6. US 395 Near Bridgeport, from north of Devils Gate Summit to Burcham Flat Road. Outcome/Output: Widen shoulders and construct rumble strip. This project will reduce the number and severity of collisions. Future consideration of funding approved under Resolution E-17-54; August 2017. Related supplemental funds vote to re-advertise EA 35780/PPNO 09-0615 under Ref. 2.5e.(2), Resolution FA-18-36.
   (Source: January 2019 CTC Minutes, Agenda Item 2.5b.(1) Item 21)

   In July 2019, Caltrans began holding preliminary meetings on the Aspen-Walker Shoulder Widening Project, which will widen the highway shoulders from the existing width of 2-3 feet to 8 feet, as well as construct retaining walls and install rumble strips. The project will run along US 395 from 5 miles south of Sonora Junction at State Route 108 to 2 miles north of the junction (~ MNO 88.765/MNO 95.765).
   (Source: Record Courier, 7/13/2019)

   Sonora Junction Shoulders Project (09-Mno-395, PM 91.6/93.4)

   In January 2019, the CTC approved a request for an additional $2,985,000 for the State Highway Operation Protection Program (SHOPP) Collision Severity Reduction project (PPNO 0615) on US 395, in Mono County, to re-advertise the construction contract. This project is located on US 395, near the town of Bridgeport, in Mono County (09-Mno-395 93.4/95.7). The project will widen shoulders, install rumble strips, replace and upgrade guardrails, install new concrete barriers, improve roadway cross-slope and stopping sight distance, and install rock-fall protection to reduce the severity and number of collisions. The performance measure goal is to reduce collisions by 28 collisions and improve 2.9 lane miles from “fair” to “good” condition and improve one census station from “poor” to “good” condition. The improvement is consistent with the Commission-adopted goals and objectives of the Transportation Asset Management Plan. As of January 2019, all contract bids have been rejected. The Department will re-advertise the contract upon approval of this supplemental funds request. The updated certified Engineers Estimate and adjusted project cost is expected to attract more bidders when the project is re-advertised in February 2019 if this supplemental fund request is approved. Over the last half year, the Department has seen a trend that shows a significant increase in the cost of materials and significant decrease of available contractors and subcontractors in a busy construction market. Based on the discussion with several non-bidding contractors, the Department believes that readvertising the project is in the best interest of the State, as the Department is combining this project with the Aspen Fales Shoulder Widening Project, for construction. This will help decrease the overall costs and allow the contractor to control the entire operations of both projects, therefore eliminate dueling prime contractors and subcontractors working adjacent to each other. The Department will also perform contractors outreach events during the advertisement period. The Department will also make available a site near the city of Lee Vining for contractors use as the Baseline Material Site. In addition, both projects to the north and south, have since been completed so the project is no longer “land-locked” between ongoing construction or competing contractors. Based on conversations with those non-bidding contractors, this could also provide a more favorable bidding environment upon re-advertising the project.
   (Source: January 2019 CTC Minutes, Agenda Item 2.5e(2))

   The 2020 SHOPP, approved in May 2020, included the following Collision Reduction item of interest (carried over from the 2018 SHOPP): 09-Mono-395 PM 91.6/93.4 PPNO 2460 Proj ID 0917000011 EA 36800. US 395 near Bridgeport, from Burcham Flat Road to 0.3 mile south of Route 395/Route 108 Junction. Widen shoulders, install rumble strips, and correct superelevation at three curves. Programmed in FY22-23, with construction scheduled to start in December 2023. Total project cost is $20,060K, with $14,422K being capital (const and right of way) and $5,638K being support (engineering, environmental, etc.).
   (Source: 2020 Approved SHOPP a/o May 2020)

   In August 2021, the CTC approved the following project for future consideration of funding: 09-Mno-395, PM 91.6/93.4. Sonora Junction Shoulders Project. Widen paved highway shoulders, correct the super- elevation of three curves, add rumble strips, replace guardrails, and rehabilitate pavement on US 395 in Mono County. (MND) (PPNO 2460) (SHOPP). This project is located on US 395 from post mile 91.6 to 93.4, in Mono County. The Department proposes to construct 8-foot shoulders on both the northbound and southbound sides of the highway throughout the project limits. In addition, deer exclusion fencing and two wildlife undercrossing structures will be constructed. This project is currently programmed in the 2020 SHOPP for a total of $20,060,000, which includes Construction (capital and support) and Right of Way (support). Construction is estimated to begin in 2023-24. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2020 SHOPP. A copy of the MND has been provided to Commission staff. 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. Avoidance and minimization measures will reduce any potential effects on the environment. These measures include, but are not limited to, purchasing credits from a mitigation bank or by paying into an in-lieu fee program to mitigate permanent impacts to waters and riparian vegetation. As a result, an MND was completed for this project.
   (Source: August 2021 CTC Agenda, Agenda Item 2.2c.(1))

   Also in August 2021, the CTC approved the following preconstruction allocation: 09-Mno-395 91.6/93.4. PPNO 09-2460; ProjID 0917000011; EA 36800. US 395 Near Bridgeport, from Burcham Flat Road to 0.3 mile south of Route 395/108 Junction. Widen shoulders, install rumble strips, and correct superelevation at three curves. (Concurrent consideration of funding under Resolution E-21-87; August 2021.) Allocation: PS&E $1,764,000; R/W Sup $395,000.
   (Source: August 2021 CTC Agenda, Agenda Item 2.5b.(2a) #16)

   In June 2022, the CTC amended this project in the SHOPP as follows: 09-Mno-395 91.6/93.4. PPNO 09-2460; ProjID 0917000011; EA 36800. US 395 Near Bridgeport, from Burcham Flat Road to 0.3 mile south of Route 108 395/108 Junction. Widen shoulders, install rumble strips, install wildlife crossing and fencing and correct superelevation at three curves. Note: Add wildlife crossing and fencing scope to project and description, which increases construction capital. Decrease R/W capital due to reduced environmental impacts, resulting in lower mitigation costs. Also, increases in unit cost of asphalt and in quantities of import borrow material and a required temporary realignment results in additional construction capital cost increases. Amendments ($ × 1,000): R/W Cap $1,855 ⇒ $1,366; Const Cap $12,567 ⇒ $16,854; TOTAL $20,060 ⇒ $23,858.
   (Source: June 2022 CTC Agenda, Agenda Item 2.1a.(1d) #78)

   In October 2023, the CTC approved for consideration of funding the following project for which a MND and an Addendum have been completed: US 395 in Mono County. Construct 8-foot shoulders on both sides of US 395, and construct deer exclusion fencing and two wildlife undercrossing structures, in Mono County. (09-Mno-395, PM 91.6/93.4; PPNO 2460). The project is currently programmed in the 2022 SHOPP for a total of $23,858,000, which includes Right of Way (Support and Capital) and Construction (Support and Capital). Construction began in 2023-24. 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 MND has been provided to Commission staff. The Commission approved the project for future consideration of funding on August 18, 2021, under Resolution E-21-87. Since the approval of the MND, there have been changes to the project and an Addendum was prepared pursuant to CEQA. These changes include the need to drill up to 8 borings as part of a subsurface exploration program to characterize the existing subsurface conditions to provide geotechnical information for the design of retaining walls, animal under crossings, shoulder widening, and cut/fill slopes. The work involved did not have the potential to result in a new significant environmental effect or a substantial increase in the severity of a previously identified significant effect disclosed in the MND. No substantial changes have occurred with respect to the project circumstances or effects, severity of effects, alternatives, or mitigation measures. The project changes do not meet the criteria outlined in CEQA Guidelines Section 15162 to prepare a Subsequent MND. The Department subsequently completed an Addendum to the MND pursuant to CEQA. The Department has approved this project for construction. This approval and the Addendum will satisfy the environmental requirements for this stage of the planning process.
   (Source: October 2023 CTC Agenda, Agenda Item 2.2c.(4))

   In October 2023, the CTC approved the following allocation for a SHOPP Project: $18,754,000. 09-Mno-395 91.6/93.4. PPNO 09-2460; ProjID 0917000011; EA 36800. US 395 Near Bridgeport, from Burcham Flat Road to 0.3 mile south of Route 108. Outcome/Output: Reduce the number and severity of collisions by widening shoulders, installing rumble strips, wildlife crossing and fencing, and correcting roadway cross slope at three curves. CEQA - MND, 5/28/2021; Re-validation 6/22/2023. NEPA - FONSI, 5/28/2021; Re-validation 6/22/2023. Future consideration of funding approved under Resolution E-21-87; August 2021. Seven month allocation time extension for CONST and CON ENG approved under Waiver 23-72; June 2023. Concurrent Amendment under SHOPP Amendment 22H-012; October 2023. Concurrent addendum for the previously approved Future Consideration of Funding under Resolution E-23-136A; October 2023. Allocation: CON ENG $2,084,000; CONST $16,854,000.
   (Source: October 2023 CTC Agenda, Agenda Item 2.5b.(1) #13)

   In August 2024, it was reported that Caltrans has announced that US 395 was closing between Bridgeport and Route 108, starting Sept. 4, 2024 for two weeks. The impacted stretch is nearly 17 miles between Bridgeport and Sonora Junction. The detour forces drivers to circumvent the project by taking NV 338 to reconnect with US 395 near Topaz Lake. This is in support of the Sonora Junction Shoulder Widening Project, which widens the shoulders on US 395 in Mono County, installs rumble strips, upgrades guardrails and corrects three curves on the road. It also installs a pair of wildlife undercrossings in two sections on US 395, along with wildlife fencing. Crews are tunneling under the highway using “plate pipe” archways that are over 70 feet long and as high as 11 feet. The two culverts will usher animals away from traffic on 395, which Caltrans said in a news release was a “crossing hotspot for the West Walker herd of mule deer.” Between 2002 and 2024, there have been 69 reported wildlife collisions on the highway, with likely many more collisions unreported.
   (Source: SF Gate, 8/7/2024)

   On September 20, 2024, it was reported that US 395 has reopened between Burcham Flat Road and Route 108 north of Bridgeport after crews installed two wildlife crossings as part of the Sonora Junction Shoulders Project. The highway shut down on September 4, allowing crews to completely dig up the road for each archway under crossing measuring more than 70 feet in length and standing between 9.5 feet and 11 feet tall. The project began construction in May to widen the shoulders of the highway to 8 feet, install rail-element retaining walls, and stabilize slopes with anchored mesh in addition to installing the wildlife crossings. The full closure was necessary to allow for the wildlife crossing installations, and to replace the asphalt concrete and roadway base of US 395 through the project area as well as shift the centerline of the roadway by up to two feet in certain locations to accommodate the wider 8-foot shoulders. This allowed Papich Construction to quickly and safely remove the asphalt and roadway base to install the under crossings while changing the layout of the road. Though crews will finish paving and striping through the project area in 2024, the project is anticipated to enter a winter suspension in October 2024. Once work resumes in spring 2025, crews will complete permanent striping of the pavement, erect the wildlife fencing, replace signs, and upgrade guardrail.
   (Source: Sierra Wave, 9/20/2024)

   In June 2023, the CTC amended the following project into the 2022 SHOPP: 09-Mno-395 118.4/118.8. PPNO 09-2709; ProjID 0923000047; EA 39930. US 395 Near Topaz, from 2.1 miles to 1.7 miles south of the Nevada State line. Shift the alignment to the west and cut back the failing slope and install a rock drapery netting. Note: A slip-out of the embankment under the northbound lane was discovered on March 19, 2023, creating a crevice 6 to 12 inches wide and 300 feet long in the shoulder and traveled way. Additional cracks were found in the unpaved shoulder. The lane was immediately closed and traffic was limited to reversible one-way traffic control. This project will set up an automatic traffic control signal system, cut back the slope, install rock drapery netting on the cut slope, and shift the roadway alignment to the west, away from the slip plane and onto a stable foundation. Allocation ($ × 1,000): PA&ED $0; PS&E $0; R/W Sup $100; Con Sup $750; R/W Cap $100; Const Cap $7,500; TOTAL $8,450. FY22-23.
   (Source: June 2023 CTC Agenda, Agenda Item 2.1a.(1a) #51)

   Naming

   The portion of this route that was cosigned with US 6 (i.e., from Route 14 to US 6 in Bishop (~ KER 26.958 to INY 114.898) was named the "Grand Army of the Republic Highway" by Assembly Concurrent Resolution 33, Chapter 73, in 1943. According to CalTrans in March 1994, the Grand Army route is now US 6, then US 395 to Route 14, Route 14 to I-5, I-5 to I-110, and then south to San Pedro. A monument marking the western terminus of the Grand Army Highway may be found on the wall on the S side of Ocean Avenue, in front of the Terrace Theatre.
   (Image Source: Clamshack on Flikr)

   Historically, the portion of this route from Route 14 to Bridgeport (~ KER 26.958 to MNO 76.758) was part of "El Camino Sierra" (Road to the Mountains). El Camino Sierra is the name given to US 395 and the southern portion of US 6 by the Bishop based, Inyo Good Road Club back in 1910. The name was part of a marketing plan to draw the attention of Sacramento politicians and highway department officials to this lightly populated area of the state, in order to obtain a share of the first state highway construction bond, to build new roads in Inyo and Mono counties.
   (Image source: Sierra Wave; YouTube)

   In March 2017, it was reported that the Inyo County Board of Supervisor’s heard a presentation on the county’s plan for a reintroduction and dedication, of US 395 to its original name of El Camino Sierra. During the presentation, County Chief Administrative Officer Kevin Carunchio briefed the Board on the County’s recent efforts to resurrect and promote the name El Camino Sierra, telling the Board that banners had been placed at the north and south entrances of Lone Pine, Independence, Big Pine and Bishop, promoting the towns as being in “the Heart of El Camino Sierra.” Carunchio also stated that Inyo County was in the process of placing new highway signs at the county’s north and south borders, that also proclaimed “Inyo County-The Heart of El Camino Sierra.” Carunchio indicated the banners and signs, along with a few other measures, were part of a phase one in the County’s efforts, and sought the Board’s approval to move forward with a phase two. The highlight of this next part of the El Camino Sierra promotional efforts would be to have interpretive highway markers erected and placed at various historic sites throughout Inyo County. Carunchio explained that the signs would be built in the shape of the historic markers first erected by the Inyo Good Roads Club back in 1910. Carunchio displayed a prototype of the new markers to the Board and the audience that was present.
   (Source: Sierra Wave)

   The segment of US 395 from Gill Station Coso Road to the junction with Route 190 in the County of Inyo (~ INY R17.857 to INY 34.479) is named the "Paul H. Pino Memorial Highway". This segment was named in memory of California Highway Patrol Officer Paul H. Pino, badge number 9735, who was killed in the line of duty during the morning of December 30, 2003. Paul H. Pino was issuing a citation on US 395 south of Olancha in the County of Inyo when an impaired driver collided into his patrol vehicle killing the officer; he succumbed to his injuries as a result of the collision. Officer Pino was born on August 26, 1955, in The Hague, Holland. He immigrated to the United States in 1960 and subsequently relocated to Carson, California. He attended and graduated from Carson High School in 1973; from Los Angeles Harbor College with a degree in Police Science in 1977; and joined the Los Angeles County Sheriff's Department as a Deputy Sheriff in 1977 and served in that capacity for three years. He joined the California Highway Patrol in August, 1980. After successfully completing his academy training, he reported to the South Los Angeles Area as an officer on January 8, 1981. Paul H. Pino made significant contributions to traffic safety and assisting the motoring public while assigned to the South Los Angeles, Barstow, and Bishop Area offices; in total, he served 23 years as a sworn peace officer for the California Highway Patrol and was known by his fellow officers for his dedication to the department and to the protection of the citizens of our state. Named by Senate Concurrent Resolution (SCR) 55, Resolution Chapter 50, on 5/9/2006.
   (Image source: Calif. Assn of Highway Patrolmen)

   The segment of US 395 from its intersection with Warm Springs Road in Inyo County to the southern city limits of Bishop (~ INY 112.873 to INY 114.853) is named the "Police Officer Richard Perkins Memorial Highway". Named in honor of Officer Richard E. Perkins of the Bishop Police Department, who was killed in the line of duty on August 15, 2001, when a truck struck his patrol car as he was making a turn in order to assist another law enforcement agency in pursuit of a possible drunk driver. Officer Perkins was an 11-year veteran of the Bishop Police Department, was highly respected in the community he served, and is survived by his wife Cheryl and three children, Andrew, Pauli, and Kati. He was the first police officer to die in the line of duty in the City of Bishop's 100-year history. He was dedicated to family, friends, church, and the community, and was known for his work with the Bishop Mural Society and as one of the founding members of the Bishop Police Mounted Unit. Named by Senate Concurrent Resolution 46, Chapter 53, May 5, 2004.
   (Image source: Officer Down Memorial Page)

   Just off of US 395 is the community of Bodie (exit at Rout 270, MNO 0.064) Bodie has been designated the Official State Gold Rush Ghost Town. Bodie was founded by Waterman S. Body in 1859, and rose to prominence due to mining in the nearby Comstock Lode. At its peak in 1879, Bodie boasted a population of 10,000 citizens and had a reputation for its wicked climate as well as its clientele. By 1882, the big strikes were mostly gone and with them the need to stay in Bodie. One hundred twenty years later, in 2002, Bodie is one of the largest and best-preserved ghost towns in the West. Designed by Assembly Bill 1757, Chapter 365, 9/5/2002.

   The portion of US 395 from Convict Lake (~ MNO 21.324) to south of Route 203 (~ MNO R25.701) in the County of Mono in the County of Mono is named the “Dave McCoy Memorial Highway”. It was named in memory of Dave McCoy, who started visiting the eastern Sierra Nevada at 13 years of age. Dave McCoy, in his later adolescence, observed some Norwegian ski jumpers who sparked his interest in skiing, and later was employed as a hydrographer for the Los Angeles Department of Water in 1936, and would ski up to 50 miles per day, becoming the California state champion in skiing at 22 years of age. McCoy at one point considered McGee Mountain, near US 395, as a place to set up a primitive rope tow, but he eventually concluded that the snow at the lava dome complex known as Mammoth Mountain was much better, so he set his rope tow and roots in the ground in 1942 at Mammoth Mountain. McCoy and a small group of skiers worked diligently to dig holes, mix concrete, and install a chairlift on their own by Thanksgiving of 1955. McCoy founded the Mammoth Mountain Ski Area in 1942 and contributed to economic prosperity throughout the eastern Sierra region, retired after running the ski area for 68 years. Chaptered by Secretary of State. Res. Chapter 126, Statutes of 2024, SCR 102, 06/26/2024.
   (Image source: Inyo Register; Caltrans)

   The portion of US 395 from the South Buckeye Creek Bridge (Bridge 47–33; MNO 79.168) to the junction of Route 182 (MNO 76.3) in the County of Mono is named the "Senator David E. Cogdill, Sr., Memorial Highway". It was named in memory of Senator David E. “Dave” Cogdill, Sr., born in December 1950, in Long Beach, and was raised in San Bernardino until moving with his family, in his senior year of high school, to Bridgeport. After high school, Senator Cogdill enlisted in the United States Air Force and served as a member of the Air National Guard. Senator Cogdill began his professional career in Bridgeport in 1971, as a clerk-typist in the Mono County Assessor’s Office, eventually becoming Chief Appraiser, then, at the end of the decade, moved to Modesto, where, in 1981, he and David R. Giomi cofounded the appraisal firm Cogdill & Giomi, which became one of the oldest, best known, and most respected appraisal firms in the Central Valley. In Bridgeport and Modesto, Senator Cogdill demonstrated a tireless commitment to his church and community, taking on leadership roles in organizations ranging from the Bridgeport Fire Protection District, the Bridgeport Volunteer Fire Department, and the YMCA of Stanislaus County to the Modesto Chamber of Commerce and the Modesto City Council. In 2000, Senator Cogdill was elected to the California State Assembly to represent the 25th Assembly District, which included Calaveras, Mariposa, Mono, and Tuolumne Counties, and portions of Madera and Stanislaus Counties, and, during his six-year tenure, became Assembly Minority Floor Leader. During this time, Senator Cogdill, with Senator Charles S. “Chuck” Poochigian, revived the California State Legislature Rural Caucus to amplify the concerns of rural communities, including by collaborating with local leadership to advocate for access to health care and quality education in those communities. In 2006, Senator Cogdill was elected to the California State Senate to represent the 14th Senate District, which included Mariposa and Tuolumne Counties and portions of Fresno, Madera, San Joaquin, and Stanislaus Counties, and, in 2008 and 2009, was Senate Republican Leader. As Senator, Senator Cogdill was recognized as Senate Small Business Legislator of the Year by the California Small Business Association, and honored by the John F. Kennedy Library Foundation with the prestigious Profile in Courage Award for taking on a challenging leadership role during the first year of the state budget crisis of 2008–12. Senator Cogdill remained active in community and statewide organizations after leaving the Legislature, becoming Stanislaus County Assessor in 2011, and President and Chief Executive Officer of the California Building Industry Association in 2013. Through his untimely death on July 23, 2017, at 66 years of age, Senator Cogdill was a man of faith, stoic and steadfast, who strove to do more than his duty to make the lives around him better. Named by Senate Concurrent Resolution (SCR) 133, Res. Chapter 243, 9/12/2018.
   (Image source: Legacy.Com)

   The portion of this route from Bridgeport to Route 108 (~ MNO 76.758 to MNO 94.461) was named the "Sonora and Big Meadows Wagon Road" by Senate Bill 289 in 1901. It was also named the "Sonora and Mono Wagon Road" by Resolution Chapter 11 in 1901, and extended by Resolution Chapter 510 in 1919.
   (Image source: Tuolumne County Historical Society)

   Named Structures

   There is a memorial marker at SBD 66.0 (San Bernardino County) in memory of CHP Officer Larry J. Jaramillo. California Highway Patrol Officer Larry J. Jaramillo died in the line of duty in a traffic collision on Route 395 at the Kern County San Bernardino County line, while returning from court in Inyo County on June 22, 1993. Officer Jaramillo joined the Department of the California Highway Patrol in 1985, after successfully completing training at the patrol academy where he received the outstanding athlete award for his class, and, upon graduation, he reported to Morongo Basin, as a state traffic safety officer in December 1985. In 1989, Officer Jaramillo tested and qualified with the department to become a fixed wing pilot and was assigned to the Inland Division Air Operations Unit stationed in Daggett, California. On December 8, 1992, Officer Jaramillo received the second highest award that the department may bestow, the Special Act Award, for his rescue of two young men stranded in the snow-covered mountains of Kern County during which Officer Jaramillo continued his search for the young men despite warnings of adverse weather conditions, endangering his life to continue the search until the men were found. Memorial authorized by Assembly Concurrent Resolution 173, Resolution Chapter 142, September 18, 2000.
   (Image source: Calif. Assn of Highway Patrolmen)

   This route also has the following Safety Roadside Rest Areas:

   • Coso Junction, in Inyo County, 17 mi S of Route 190. (~ INY R17.81)
   • Division Creek, in Inyo County, 10 mi N of Independence. (~ INY R83.872)
   • Crestview, in Mono County, 1.6 mi S of Crestview. (~ MNO 32.457)

   National Trails

   The portion of this segment between Route 14 and US 6 was part of the Midland Trail.

   The routing of US 395 along the Eastern Sierra was also known as El Camino Sierra

   US 395 was also known as the Three Flags Highway as it served to connect Mexico, the United States, and Canada.

   Business Routes

   • Ridgecrest: Signed on China Lake Blvd. and Inyokern Ave. This is cosigned with Route 178, except for S China Lake Blvd..
     
     Note that Business Route 395 in this area never was US 395. It was also never a State highway south of Ridgecrest Blvd.
     (Source: Michael Ballard on AAroads, 9/5/2016)
   • Riverside: Back when US 395 ran through Riverside (partially co-signed with US 60), it had a business routing along University Avenue, west on Mission Boulevard (current Business Route 60), north on Market Street (former US 91), and east on Columbia Avenue back to US 395 (current I-215).

   Scenic Route

   [SHC 263.8] From Route 14 near Little Lake to Route 89 near Coleville.

   Eligible for Scenic Highway status per [SHC 263]. The following portions have been officially designated as Scenic Highway and are signed:

   • From FORT INDEPENDENCE to FISH SPRINGS RD. INY 76.5/96.6. 20.1 mi in INYO County. Designation #17, July 30, 1970
   • From INYO County Line to near LONG VALLEY RESORT. MNO R0.0/R18.0. 18.0 mi in MONO County. Designation #55, June 5, 2000
   • From near LONG VALLEY RESORT to 1.1 MI North of Route 203. MNO R18.0/R26.90. 8.9 mi in MONO County. Designation #28, November 9, 1971
   • From 1.1 MI North of Route 203 to Route 120. MNO R26.9/50.7. 23.8 mi in MONO County. Designation #55, June 5, 2000
   • From LEE VINING to EVANS TRACT. MNO 52/74.5. 22.5 mi in MONO County. Designation #55, June 5, 2000
   • From BRIDGEPORT to South of WALKER. MNO 76.8/104.8. 28.0 mi in MONO County. Designation #55, June 5, 2000

   Freeway

   [SHC 253.8] Entire portion.

   ---

2. From the Nevada state line northwest of Reno to to the Oregon state line near New Pine Creek via Alturas.

   Post 1964 Signage History

   This segment remains as defined in 1963 as the original (c).

   The portion of this route between Alturas and a point 6 mi W (i.e., between the two US 395/Route 299 junctions) is cosigned as US 395/Route 299, although it is legislatively US 395.

   Pre 1964 Signage History

   The segment of US 395 from the Nevada state line northwest of Reno to Route 36 near Johnstonville (Susanville) was part of LRN 29, and was signed as US 395. It was a 1919 extension of the 1909 LRN 29, which ran as (signed) Route 36 between Red Bluff and Susanville (in 1933, LRN 29 was extended further to run, still as Route 36, between Route 3/Route 36 [LRN 35] to US 99 [LRN 3]).

   It appears that the portion between the Nevada Border and Hallelujah Junction was also cosigned with Sign Route 24, and later as part of Alt US 40 (although a mid-1950s USGS map shows it cosigned with Route 70, which is odd as California Route 70 did not exist until 1964).

   The segment from Alturas to the California-Oregon state line near New River was LRN 73, added in 1931. This was also signed as US 395. California Highways and Public Works, April 1931, noted that the justification for the addition what that it established a connection between the Oregon State Highway System and the Redding-Alturas lateral ([LRN 28]) of the California State Highway System. The project was considered a necessary link on an east of the Sierras routing. It was a designated Federal aid route. It had been recommended for inclusion in the State highway system by the Highway Advisory Board in 1925. At the time, Oregon was improving its roads from Klamath Falls, from Bend and from Burns territory (the Yellowstone cut-off) to the state line at New Pine Creek Oregon, with State and Federal funds, and had practically completed a surfaced road from the Columbia River and also from Klamath Falls to New Pine Creek. As of 1931, the unimproved condition of the California extension was withholding from the public the potential value of these routes. Within California the project will coordinate with the Redding-Alturas highway, and through the Alturas-Susanville route, with the Red Bluff - Susanville - Reno lateral [LRN 29]. There was also a contemplated connection from Lake Almanor to the Feather River road that would extend recreational traffic further south. The route qualified as an interstate connection, as the 1931 California Highway system lacked a connection to eastern Oregon.

   The last segment addition occured in 1933, and was the segment between Susanville and Alturas (more formally, between LRN 29 (Route 36/US 395) and LRN 28 (Route 299)).

   In 1954, Sign Route 24 was either co-signed or resigned as Alt US 40 (US 40A). The article announcing the designation indicated that existing signs would be replaced by US 40 signs with the designation "Alt". The article indicated that for the first 10 miles N, from US 40 in Solano County, the new alternate route would be designated as US 99W and US 40A. A new section of highway was being constructed to intersect with the existing US 99W at the Woodland Wye. This would be the segment that is now Route 113. In Woodland, US40A joined with the existing US 99W / Sign Route 24 to Yuba City; this is now Route 113. US 40A then followed Sign Route 24 (now Route 70) through Oroville and Quincy to US 395. Lastly, US 40A followed US 395 S to Reno, which was the eastern terminus of US 40A. The goal here was to provide an alternate route across the Sierras when Donner Pass was closed.
   (Source: Roseville Press-Tribune 3/23/1954 via Joel Windmiller (email), 11/12/2023)

   As US 395 was expanded, the typical approach seems to have been adding new NB lanes (often on a slightly separated roadway), and then converting the old highway to SB only.

   Near Doyle, it appears the old routing used Constantia Road and Doyle Loop.

   In Buntingville, Lakecrest Road is Old US 395. This extends into Janesville, where old US 395 was Main Street and Conrad Road.

   In Johnstonville (Susanville), old US 395 used Johnstonville Road to Bangham Lane.

   Between Standish and Litchfield, old US 395 used Union Road and Lambert Lane to Market Street. The corners were later softened.

   Satellite maps show the old US 395 as an abandoned dirt path near Spanish Springs Peak (~ LAS 101.646 to LAS 102.673)

   Near Alturas, US 395 was significantly rerouted. The original route used County Road 115 to E McDowell Ave, and then W along E McDowell to Main Street. US 395 then continued N along Main Street, Alturas.

   Status

   Currently built to expressway standards for a stretch of 8 miles between the Nevada Border and Route 70.

   At the end of May 2017, it was reported that Caltrans Dictrict 2 is developing a 20-year plan to make improvements to US 395. This process started by hosting workshops —four are planned—in cities along the road—seeking citizens’ comments. Caltrans even went so far as to bring homemade brownies (something that is above and beyond!). The workshop in Alturas was attended by 15 local residents—including elected and agency officials—was chockfull of happily-relayed comments as the group studied the road, north from near Susanville to New Pine Creek, at the California-Oregon border. In the workshop, three basic questions were asked: What works well? What works not-so-well? How can it be improved? Among improvements needed, according to the locals are:
   (Source: aNewsCafe.com, 5/30/2017)

   • Consistent width to the roadway in parts north of Alturas. The road widens and constricts and widens again, without notice, and this is a hazard for motorists.
   • More web-accessible cameras to show highway conditions—especially at the higher elevation mountain passes like Sugar Hill north of Davis Creek, and Sage Hen Summit, south of Likely.
   • Signs that denote what services are available and where.
   • The old-fashion “cinders” used on icy spots—rather than whatever Caltrans is using nowadays.
   • Rest stops with bathrooms that have water—not the smelly “vault” toilets—and are open year-round. There is only one rest stop in 203 miles—chemical toilets located on a downgrade that’s not very safe, participants said.
   • Warnings for motorists that they are passing through “open range”—where the cows have the right-of-way. “People hit them and have died,” noted one participant.
   • Signs that indicate where people can access the rail trail—the alignment of the NCO Railroad from Susanville to near Likely that has been turned into recreation asset.
   • In Alturas, 25 MPH signs through downtown, as traffic has a tendency forget the speed limit.
   • Red zones at downtown Alturas intersections so it’s easier for cross traffic to see oncoming autos on the highway.
   • More pedestrian-activated crossing signals and well-marked crosswalks. These could even be solar powered as in other parts of the state.

   One little bit of information eeked out—from a participant and was augmented by Caltrans staff: There is a longstanding plan to transform the US 395 alignment from the Arizona-Mexico border to the Washington-Canada border into a super highway akin to I-5. It even has a name: I–11. “Not going to happen in our lifetime,” was the general consensus from the group. Still, the idea of a full-bore interstate knifing through Eastern California creates wild surmise, and the Caltrans representative will include a notation about I–11 that “the proposal is out there” in the new report being created.
   (Source: aNewsCafe.com, 5/30/2017)

   Sierra / Lassen Widening

   In March 2016, the CTC authorized additional funding on US 395 in Sierra and Lassen Counties, from Nevada State line (apx 395 SIE R0.0L) to one mile north of Route 70 (395 LAS R5.215). Rehabilitate pavement. This project is located in a remote location and requires significant lab and materials support. A structures maintenance review identified bridgework that was not originally in the scope, which requires additional lab support and services. In addition, there is increased support needed for the superpaving methodology. This increase is consistent with the required work for a CAPM and adds $412,000 to the cost of the project.

   In August 2016, the CTC approved $11,512,000 in funding for US 395 in Sierra (PM R0.0/R3.1) and Lassen (PM R0.0/5.6) Counties, from Nevada State line to 1 mile north of Route 70; also, on Route 70 from PM 3.5 to 3.9. Outcome/Output: Rehabilitate 34.2 lane miles of pavement to extend pavement service life and improve ride quality. Project will overlay pavement, upgrade nine culverts, install approach slabs at eight locations, rehabilitate four bridges with polyester concrete overlay, install one intelligent transportation system (ITS) monitoring device, and make ADA and drainage improvements at the Agriculture Inspection Station.

   Hallulujah Junction Improvements (02-Las-395 7.5/R19.0)

   In March 2025, the CTC amended the following project into the 2024 SHOPP: 02-Las-395 7.5/R19.0. PPNO 02-3931; ProjID 0223000178; EA 0K550. US 395 Near Hallelujah Junction, from 2.9 miles north of Route 70 to 1.6 miles north of Constantia Road. Construct 12-foot paved median with concrete barrier and 8-foot paved shoulders, improve clear recovery zone, extend culverts, widen two bridges, install guardrail, and construct truck turn-outs. Concurrent COS allocation under Resolution FP-24-67; March 2025. Allocation ($ × $1000) PA&ED $3,270 ; PS&E $3,280; R/W Sup $270; ⊘Con Sup $7,610; ⊘R/W Cap $1,735; ⊘Const Cap $58,680; TOTAL $74,845. BC: 9/4/2029
   (Source: March 2025 CTC Agenda, Agenda Item 2.1a.(1a) #1)

   In March 2025, the CTC approved the following SHOPP Pre-Construction Phase allocation: $3,270,000. 02-Las-395 7.5/R19.0. PPNO 02-3931; ProjID 0223000178; EA 0K550. US 395 near Hallelujah Junction, from 2.9 miles north of Route 70 to 1.6 miles north of Constantia Road. Construct 12-foot paved median with concrete barrier and 8-foot paved shoulders, improve clear recovery zone, extend culverts, widen two bridges, install guardrail, and construct truck turn-outs. Concurrent Amendment under SHOPP Amendment 24H-009; March 2025. Programmed (Allocation, if different): PA&ED $3,270,000.
   (Source: March 2025 CTC Agenda, Agenda Item 2.5b.(2a) #2)

   Doyle Improvements (02-Las-395 R19.0/25.6)

   In June 2026, the CTC amended the following project into the 2026 SHOPP: 02-Las-395 R19.0/25.6. PPNO 02-3970; ProjID 0226000020; EA 3K150. US 395 Near Doyle, from 4.0 miles south to 2.6 miles north of Doyle Overhead.  Construct paved median with concrete barrier, provide buffer zones, place rumble strips, improve clear recovery zones, and construct truck turnouts. Concurrent COS allocation under Resolution FP-25-106; June 2026. Allocation ($ × $1000): PA&ED $3,680; PS&E $2,200; R/W Sup $330; Con Sup $5,450; R/W Cap $4,877; Const Cap $27,540; TOTAL $44,097. BC: 10/23/2029.
   (Source: June 2026 CTC Agenda, Agenda Item 2.1a.(1a) #3)

   In October 2017, the CTC authorized vacation of right of way in the county of Lassen along Route 395, between Janesville Grade and Lake Crest Road (02-Las-395-PM 52.3/52.6), consisting of stock trail easements no longer needed for State highway purposes.

   In March 2013, the CTC provided advance authorization for $2,995,000 to rehabilitate 12.0 lane miles of roadway to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life on the segment in and near Johnstonville, from 0.1 mile north of Sunnyside Road (apx 395 LAS 56.437) to 0.3 mile south of Route 36 (apx 395 LAS R60.693).

   In May 2008, the CTC considered relinquishment of right of way in the city of Alturas, at Court Street (apx 395 MOD 22.884), East Street, East A Street, and East B Street, consisting of reconstructed and relocated city streets.

   Naming

   The portion of US 395 from the South Fork Pit River Bridge to a portion of the Modoc National Wildlife Refuge (~ MOD 16.523 to MOD 20.000) in the County of Modoc is named the "Deputy Sheriff Jack Hopkins Memorial Highway". It was named in memory of Deputy Sheriff Jack Hopkins, who was born in Livermore, California, in August 1985, and was named after his grandfather, Jack L. Hopkins, who was the first mayor of Rolling Hills Estates, California. Hopkins was raised on a cattle ranch in the rural Shasta Valley and baptized in the Shasta River. Jack Hopkins attended Grenada and Big Springs Elementary schools and graduated from Yreka High School in 2004. Hopkins, who learned a great deal of discipline and respect from Mitch Klier, of Klier’s Martial Arts, earned a black belt in karate and won a world championship karate title in 2001. Hopkins went on to pursue multiple associate of arts degrees at Butte College, then returned to Butte College to attend the police academy with his older brother, Officer Sam Hopkins, and graduated in 2013. Hopkins was known for being the type of person whose handshake was his “word,” a happy, good-natured guy with a great personality, and a big smile who laughed often. Jack Hopkins began his law enforcement career with the Alturas Police Department and transferred to the Modoc County Sheriff’s Office. Jack Hopkins was killed in the line of duty on October 19, 2016. Named by Assembly Concurrent Resolution (ACR) 29, 8/30/2017, Res. Chapter 130, Statutes of 2017.
   (Image source: KOBI-5; Girdner Funeral Chapel)

   Named Structures

   This route also has the following Safety Roadside Rest Areas:

   • Honey Lake, in Lassen County, 7.7mi N of Milford. (~ LAS 49.556)
   • Secret Valley, in Lassen County 12 mi S of Ravendale. (~ LAS 96.891)
     

     I normally don't note SRRA projects, but this one is interesting as the SRRA is being relocated. In January 2024, Caltrans released the draft 2024 SHOPP, which contained the following project: 02-Lassen-395 103.6 /103.9. PPNO 02-3734; ProjID 0219000016; EA 4H740. US 395 Near Ravendale, from 4.8 miles south to 4.5 miles south of School House Road; also at Secret Valley Safety Roadside Rest Area (SRRA) (PM 96.5); also at various locations on Route 395 in Lassen and Modoc Counties. Remove existing Secret Valley SRRA and construct at a new location, and upgrade rest area signs at various locations.. Proposed ($ × 1000): PA&ED: $1,200; PS&E: $1,500; R/W $84; R/W Sup $170; Con $10,700; Con Sup: $1,700; Total: $15,354. Begin Con: 5/30/2028.
     (Source: 2024 Draft SHOPP v4.0, 1/31/2024)

     In June 2024, the CTC authorized the following pre-construction-phase 2024 SHOPP allocation: #1. $1,200,000. 02-Lassen-395 103.6 /103.9. PPNO 02-3734; ProjID 0219000016; EA 4H740. US 395 Near Ravendale, from 4.8 miles south to 4.5 miles south of School House Road; also at Secret Valley Safety Roadside Rest Area (SRRA) (PM 96.5); also at various locations on Route 395 in Lassen and Modoc Counties. Remove existing Secret Valley SRRA and construct at a new location, and upgrade rest area signs at various locations.. Allocation (Programmed, if different): PA&ED $1,200,000
     (Source: June 2024 CTC Agenda, Agenda Item 2.5b.(3) #1)

   Freeway

   [SHC 253.8] From the Nevada state line northwest of Reno to Route 36 near Johnstonville and from Route 36 near Termo to the Oregon state line.

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Acronyms and Explanations:

• "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I.
• Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
• Other frequently used terms: California Transportation Commission (Commission or CTC), California Department of Transportation (Department or Caltrans), Regional Improvement Program (RIP), Interregional Improvement Program (IIP), State Transportation Improvement Program (STIP), State Highway Operation and Protection Program (SHOPP), Traffic Congestion Relief Program (TCRP), Clean Air and Transportation Improvement Act of 1990 (Proposition 116), High Speed Passenger Train Bond Program (Proposition 1A), Highway Safety, Traffic Reduction, Air Quality, and Port Security Bond Act of 2006 (Proposition 1B), Corridor Mobility Improvement Account (CMIA), State Route 99 Bond Program (RTE or SR 99), Local Bridge Seismic Retrofit Account (LBSRA), Trade Corridors Improvement Fund (TCIF), Highway-Railroad Crossing Safety Account (HRCSA), State-Local Partnership Program (SLPP), Environmental Phase (PA&ED), Design Phase (PS&E), Right of Way (R/W), Fiscal Year (FY), Active Transportation Program (ATP), Trade Corridor Enhancement Program (TCEP), Local Partnership Program (LPP), Local Streets and Roads Program (LSRP), Solutions for Congested Corridors Program (SCCP).

Route 380 Route 399

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