History of California's state highway system

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File:California State Route 1 road sign.jpg
California State Route 1 road sign

Template:California history sidebar The state highway system in the U.S. state of California dates back to 1896, when the state took over maintenance of the Lake Tahoe Wagon Road. Before then, roads and streets were managed exclusively by local governments. Construction of a statewide highway system began in 1912, after the state's voters approved an $18 million bond issue for over Script error: No such module "convert". of highways. The last large addition was made by the California State Assembly in 1959, after which only minor changes have been made.

1895 to 1919

File:1896 recommended state highway system for California.jpg
Recommended state highway system, 1896

The first state road was authorized on March 26, 1895, by the California State Legislature when it enacted a law which created the post of "Lake Tahoe Wagon Road Commissioner" to maintain the Lake Tahoe Wagon Road (the 1852 Johnson's Cut-off of the California Trail), now US 50 from Smith Flat — Script error: No such module "convert". east of Placerville — to the Nevada state line.[1] The 58 mile[2] (93 km) road had been operated as a toll road until 1886, when El Dorado County bought it; the county deeded the road to the state on February 28, 1896.[3] Funding was only enough for minimal improvements, including a stone bridge over the South Fork American River in 1901.[4]

File:California Bureau of Highways 1896.jpg
The Bureau of Highways with their buckboard wagon in Riverside County, 1896

Also in 1895, on March 27, the legislature created the three-person Bureau of Highways to coordinate efforts by the counties to build good roads. The bureau traveled to every county of the state in 1895 and 1896 and prepared a map of a recommended system of state roads, which they submitted to the governor on November 25, 1896.[5] The legislature replaced the Bureau of Highways with the Department of Highways on April 1, 1897,[6] three days after it passed a law creating a second state highway from Sacramento to Folsom — another part of what became US 50 — to be maintained by three "Folsom Highway Commissioners".[7] This was the last highway maintained by a separate authority, as the next state road, the Mono Lake Basin State Road (now part of SR 120), was designated by the legislature in 1899 to be built and maintained by the Department of Highways.[8]

Several more state highways were legislated in the next decade, and the legislature passed a law creating the Department of Engineering on March 11, 1907. This new department, in addition to non-highway duties, was to maintain all state highways, including the Lake Tahoe Wagon Road.[9] On March 22, 1909, the "State Highways Act" was passed, taking effect on December 31, 1910, after a successful vote by the people of the state in November. This law authorized the Department of Engineering to issue $18 million in bonds for a "continuous and connected state highway system" that would connect all county seats.[10] To this end, the department created the three-member California Highway Commission on August 8, 1911, to take full charge of the construction and maintenance of this system. As with the 1896 plan by the Bureau of Highways, the Highway Commission traveled the state to determine the best routes,[11] which ended up stretching about Script error: No such module "convert"..[12] Construction began in mid-1912,[13] with groundbreaking on Contract One — now part of SR 82 in San Mateo County — occurring on August 7.[14] Noteworthy portions of the system built by the commission included the Ridge Route in southern California and the Yolo Causeway west from Sacramento.[15]

File:Ridge Route ca 1920 2.jpg
The Ridge Route, ca. 1920

Because the first bond issue did not provide enough funding, the "State Highways Act of 1915" was approved by the legislature on May 20, 1915, and the voters in November 1916, taking effect on December 31. This gave the Department of Engineering an additional $12 million to complete the original system and $3 million for a further approximately Script error: No such module "convert". specified by the law. At this time, each route was assigned a number from 1 to 34;[16] this system of labeling routes, although never marked with signs, remained until the 1964 renumbering. In 1917, the legislature gave the California Highway Commission statutory recognition, and turned over the approximately 750 miles[17] (1200 km) of roads adopted by legislative act, until then maintained by the State Engineer, to the commission.[13] Where not serving as extensions of existing routes, these - and routes subsequently added legislatively in 1917 and 1919 - were given numbers from 35 to 45. A third bond issue was approved by the voters at a special election on July 1, 1919, and provided $20 million more for the existing routes and the same amount for new extensions totaling about Script error: No such module "convert"., adding Routes 46 to 64 to the system.[18] The three bond issues together totaled Script error: No such module "convert"., of which just over 40% (60% if the 1919 bond issue is left out) was completed or under construction in mid-1920.[19]

1920 to 1958

File:SF-Oakland-Bay-Bridge-Construction.jpg
San Francisco–Oakland Bay Bridge construction, 1935

The Department of Engineering became part of the new Department of Public Works in 1921, and the California Highway Commission was entirely separated as its own department in 1923.[20] In order to pay for the roads, a 2-cent per gallon gasoline tax was approved in 1923.[20] The legislature continued to add highways to the system, including the Mother Lode Highway (now part of SR 49) in 1921[21] and the Arrowhead Trail (now I-15 north of Barstow) in 1925.[22] In January 1928, the California State Automobile Association and Automobile Club of Southern California, which had already been placing guide and warning signs along state highways, marked the U.S. Highways along several of the most major state highways.[23] The California Toll Bridge Authority was created in 1929 to acquire and operate all toll bridges on state highways,[20] including the San Francisco–Oakland Bay Bridge and Carquinez Bridge.

File:1930 California state highways.svg
The state highway system in 1930

After 1927 and 1929, in which no highways were added to the system, the legislature authorized the construction of 23 new routes in 1931,[24] which were numbered from 72 to 80 when not forming extensions of existing routes. Two years later, another 213 sections of highway were added,[25] almost doubling the total length of state highways to about Script error: No such module "convert".;[26] the last-assigned route number jumped from 80 to 202. Many of these new routes, as well as a number of existing routes, were incorporated into the initial system of state sign routes in 1934, also posted by the auto clubs.[20][27]

The Division of Highways took over signage on state highways from the auto clubs in 1947,[20] though at least the Auto Club of Southern California continued to place signs on city streets until 1956.[28]

The "Great Renumbering" of 1964

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In 1963 and 1964, the California Division of Highways implemented a major renumbering of its state highways. The majority of sign routes — those marked for the public — kept their numbers; the main changes were to the legislative routes, which had their numbers changed to match the sign routes. A large number of formerly unsigned routes received sign numbers corresponding to their new legislative numbers. A smaller change was the removal and truncating of many U.S. Routes in favor of the Interstate Highways (designated in 1959), and the renumbering of State Routes that conflicted with Interstate numbers. Some U.S. Routes that were officially removed continued to be signed until the replacement Interstates were completed. The state law authorizing the renumbering was passed on September 20, 1963. Signage changes took place by July 1, 1964.[29]

1964 to present

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File:CA73.jpg
The San Joaquin Hills Toll Road (State Route 73) climbs into the San Joaquin Hills, as seen looking southward from University Hills in Irvine. In the foreground is the tolled Bonita Canyon Drive exit.

A regularly recurring issue in California politics since the 1960s was whether the state should continue to aggressively expand its freeway network or concentrate on improving mass transit networks. Freeway revolts sprang up across the state in the 1960s and 1970s, killing or delaying several projects such as a freeway in San Francisco between the Golden Gate Bridge and the San Francisco–Oakland Bay Bridge better known as the Embarcadero Freeway, and an expansion of Interstate 710 through South Pasadena.

Both the National Environmental Policy Act of 1969 and the California Environmental Quality Act of 1970 added significant environmental regulations to highway construction. Then in 1972, the Department of Public Works was merged with the Department of Aeronautics to become the modern California Department of Transportation (Caltrans).[30] Now Caltrans not only manages the state highway system, but is also actively involved with public transportation systems throughout the state, and thus is essentially in charge of the entire state's transportation network.

Toll roads and high-occupancy toll lanes began to open across the state beginning in the 1990s. The decade also saw the implementation of FasTrak, California's electronic toll collection (ETC) system, across all toll facilities on state highways. The 91 Express Lanes opened in 1995 along State Route 91 between Anaheim and the Riverside County line, developed as a partnership between Caltrans and the private California Private Transportation Company (CPTC). The Transportation Corridor Agencies, a local agency created by the state, also established three toll roads in Orange California in the 1990s. Another privately financed toll highway project, the South Bay Expressway, began operation in San Diego County in 2007. Several of these other HOT lanes across various state highway are also either currently under construction or in the planning stages that will open in the near future.

List of route numbers, 1917-1931

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Approximate present number(s) From To History
1 US 101, US 199 Sausalito Oregon Script error: No such module "sort".
2 US 101, I-5 San Francisco San Diego Script error: No such module "sort".
3 I-80, SR 65, SR 99, I-5 Sacramento Oregon Script error: No such module "sort".
4 SR 99, I-5 Sacramento Los Angeles Script error: No such module "sort".
5 I-5, I-205, I-580, SR 238, I-680, SR 17 Stockton Santa Cruz, with a branch to Oakland Script error: No such module "sort".
6 I-80 Sacramento Davis Script error: No such module "sort".
7 I-680, I-80, SR 113, I-5 Benicia Red Bluff Script error: No such module "sort".
8 SR 37, SR 121, SR 12 Novato Fairfield Script error: No such module "sort".
9 SR 118, I-210, SR 66 San Fernando San Bernardino Script error: No such module "sort".
10 SR 198 San Lucas Sequoia National Park Script error: No such module "sort".
11 US 50 Sacramento Nevada Script error: No such module "sort".
12 I-8 San Diego El Centro Script error: No such module "sort".
13 SR 219, SR 108 Salida East of Sonora Pass Script error: No such module "sort".
14 SR 123, I-80 Oakland Martinez Script error: No such module "sort".
15 SR 20 Ukiah Emigrant Gap Script error: No such module "sort".
16 SR 175 Hopland Lakeport Script error: No such module "sort".
17 I-80, SR 49 Roseville Nevada City Script error: No such module "sort".
18 SR 140 Merced Yosemite National Park Script error: No such module "sort".
19 SR 71, SR 60 West of Claremont Riverside Script error: No such module "sort".
20 SR 299 Arcata Redding 1910 bond issue: Weaverville to Redding (Trinity County seat lateral)
1916 bond issue: Arcata to Salyer and Helena to Weaverville
21 SR 162, SR 70 Richvale Quincy Script error: No such module "sort".
22 SR 156 North of Hollister San Juan Bautista Script error: No such module "sort".
23 SR 14, US 395, SR 89 Saugus South Lake Tahoe Script error: No such module "sort".
24 SR 12, SR 49, SR 4 Lodi Southeast of Markleeville Script error: No such module "sort".
25 SR 49 Nevada City Downieville Script error: No such module "sort".
26 I-10, SR 86 San Bernardino El Centro Script error: No such module "sort".
27 I-8 El Centro Arizona Script error: No such module "sort".
28 SR 299 Redding Nevada Script error: No such module "sort".
29 SR 36, US 395 Red Bluff Nevada Script error: No such module "sort".
30 SR 70 Oroville Quincy Script error: No such module "sort".
31 I-215, I-15 San Bernardino Nevada Script error: No such module "sort".
32 SR 152 Chowchilla Gilroy Script error: No such module "sort".
33 SR 46 Bakersfield Paso Robles Script error: No such module "sort".
34 SR 104, SR 88 Galt Southeast of Luther Pass Script error: No such module "sort".
35 SR 36, SR 3 Mad River Peanut Script error: No such module "sort".
36 N/A Northwest of Downieville Downieville Script error: No such module "sort".
37 I-80 Auburn Truckee Script error: No such module "sort".
38 SR 89, I-80 South Lake Tahoe Nevada Script error: No such module "sort".
39 SR 28 Tahoe City Nevada Script error: No such module "sort".
40 SR 120 West of Chinese Camp Lee Vining Script error: No such module "sort".
41 SR 180 General Grant Grove Kings Canyon Script error: No such module "sort".
42 SR 9, SR 236 Saratoga Gap Big Basin Redwoods State Park Script error: No such module "sort".
43 SR 18 Waterman Canyon Big Bear Lake Script error: No such module "sort".
44 SR 236 Boulder Creek Big Basin Redwoods State Park Script error: No such module "sort".
45 SR 162 Biggs Willows Script error: No such module "sort".
46 SR 96, SR 169 North of Yreka Klamath Script error: No such module "sort".
47 SR 32 Orland Chico Script error: No such module "sort".
48 SR 128 Cloverdale Albion Script error: No such module "sort".
49 SR 29, SR 53 Calistoga North of Lower Lake Script error: No such module "sort".
50 SR 16 Northeast of Lower Lake Rumsey Script error: No such module "sort".
51 SR 12 Santa Rosa Sonoma Script error: No such module "sort".
52 SR 131 Tiburon Mill Valley Script error: No such module "sort".
53 SR 12 Fairfield Lodi Script error: No such module "sort".
54 SR 16 East of Sloughhouse Plymouth Script error: No such module "sort".
55 SR 35 San Francisco North of Santa Cruz Script error: No such module "sort".
56 SR 1 Cambria Carmel Script error: No such module "sort".
57 SR 166, SR 119, SR 178 Santa Maria Freeman Junction Script error: No such module "sort".
58 SR 58, I-40 Mojave Arizona Script error: No such module "sort".
59 SR 138 Gorman Lancaster Script error: No such module "sort".
60 SR 1 El Rio San Juan Capistrano Script error: No such module "sort".
61 SR 2 La Canada Flintridge Red Box Gap Script error: No such module "sort".
62 SR 39 Azusa San Gabriel Canyon Script error: No such module "sort".
63 SR 168 Big Pine Oasis Script error: No such module "sort".
64 I-10 Mecca Blythe Script error: No such module "sort".
65 SR 49 Auburn Sonora Script error: No such module "sort".
66 SR 120 Lathrop Manteca Script error: No such module "sort".
67 SR 129 San Juan Bautista Chittenden Script error: No such module "sort".
68 US 101 San Francisco San Jose Script error: No such module "sort".
69 I-580 San Rafael Point San Quentin Script error: No such module "sort".
70 SR 222 Ukiah Mendocino State Hospital Script error: No such module "sort".
71 US 101 Crescent City Oregon Script error: No such module "sort".

See also

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Notes

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  1. ↑ "An act to authorize the state of California to secure the title to and right of way for that certain wagon-road...commencing a short distance easterly from the village of Smith's Flat...and running thence to Lake Tahoe...", approved March 26, 1895, chapter 128, p. 119
  2. ↑ Report of the Lake Tahoe Wagon Road Commissioner, November 29, 1898
  3. ↑ California Highways and Public Works, Centennial Edition, September 9, 1950
  4. ↑ Department of Engineering (1917), p. 181
  5. ↑ Blow, pp. 12-15
  6. ↑ Blow, p. 18
  7. ↑ "An act to provide for the construction of a state highway or wagon road from Sacramento City to Folsom...", approved March 29, 1897, chapter 176, p. 239
  8. ↑ "An act to provide for the construction of a free wagon road from the Mono lake basin to connect with a road called 'Tioga road,' at or near the 'Tioga mine,' and making an appropriation therefor.", approved February 23, 1899, chapter 26, p. 26
  9. ↑ "An act to create for the State of California a department of engineering...", approved March 11, 1907, chapter 183, p. 215
  10. ↑ "An act authorizing the construction, acquisition, maintenance and control of a system of state highways in the State of California...", approved March 22, 1909, chapter 383, p. 647
  11. ↑ Blow, pp. 27-34
  12. ↑ Howe & Peters, p. 12
  13. ↑ a b Automobile Clubs, p. 16
  14. ↑ Blow, p. 2
  15. ↑ Department of Engineering (1917), p. 198
  16. ↑ Howe & Peters, pp. 11-14
  17. ↑ Home & Peters, p. 18
  18. ↑ Howe & Peters, pp. 12-14
  19. ↑ How & Peters, p. 17
  20. ↑ a b c d e California Department of Transportation, Fact Sheet: Important Events in Caltrans History
  21. ↑ "An act declaring the public highway extending from Auburn in Placer County to the Sonora Lateral at Sonora in Tuolumne county to be a state highway.", approved June 3, 1921, chapter 839, p. 1608
  22. ↑ "An act authorizing and directing the California highway commission to acquire necessary rights of way, and to construct and maintain a highway, which is hereby declared to be a state highway, extending from Barstow...to a point...on the boundary line between the state of California and the state of Nevada...which said highway is commonly known and referred to as the Arrowhead trail.", approved May 23, 1925, chapter 369, p. 670
  23. ↑ Route Renumbering, California Highways and Public Works, March–April 1964, p. 11
  24. ↑ "An act establishing certain additional state highways and classifying them as secondary highways", approved April 1, 1931, chapter 82, p. 102, in effect August 14, 1931
  25. ↑ 1933, chapter 767, p. 2034
  26. ↑ Joint Fact-Finding Committee on Highways, Streets and Bridges, California's Highway Problem, 1947, OCLC 4650558, p. 29
  27. ↑ Script error: No such module "Citation/CS1".
  28. ↑ Richard R. Mathison, Three Cars in Every Garage: A Motorist's History of the Automobile and the Automobile Club in Southern California, Doubleday, 1968, OCLC 435368, p. 240
  29. ↑ California Highways and Public Works, March–April 1964, Route Renumbering (PDF)
  30. ↑ Raymond Forsyth and Joseph Hagwood, One Hundred Years of Progress (Sacramento: California Transportation Foundation, 1996)128.

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References

Further reading

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