State highways in California
The state highway system of the U. S. state of California is a network of highways that are owned and maintained by the Highway Division of the California Department of Transportation. Each highway is assigned a Route number in the Streets and Highways Code. Most of these are numbered in a statewide system, are known as State Route X. United States Numbered Highways are labeled US X, Interstate Highways are Interstate X. Under the code, the state assigns a unique Route X to each highway, does not differentiate between state, US, or Interstate highways; the California Highway Patrol is tasked with patrolling all state highways to enforce traffic laws. California's highway system is governed pursuant to Division 1 of the California Streets and Highways Code. Since July 1 of 1964, the majority of legislative route numbers, those defined in the Streets and Highways Code, match the sign route numbers. For example, Interstate 5 is listed as "Route 5" in the code. On the other hand, some short routes are instead signed as parts of other routes — for instance, Route 112 and Route 260 are signed as part of the longer State Route 61, Route 51 is part of Interstate 80 Business.
Concurrences are not explicitly codified in the Streets and Highways Code. The state may turn them over to local control. If the relinquished segment is in the middle of the highway's route, the local jurisdiction is required to install and maintain signs directing drivers to the continuation of that highway; the state may delete a highway and turn over an entire state route to local control. Business routes are not maintained by the state unless they are assigned legislative route numbers. A few routes or sections of routes are considered unrelinquished - a new alignment has been built, or the legislative definition has changed to omit the section, but the state still maintains the roadway — and are Route XU. There are two such unrelinqushed routes, with State Route 14U, an old alignment of State Route 14, as the most recent example of such, where the process to relinquish 14U started on January 1 of 2018, along with State Route 103U being the other unrelinquished route within the system; some new alignments are considered supplemental and have a suffix of S.
Both types of suffixed routes are considered spurs. Current or former unsigned suffixed routes include State Route 156U, signed as State Route 156 Business through Hollister, State Route 180S, the freeway replacement for State Route 180 in Fresno; the first legislative routes were defined by the State Highway Bond Act in 1909, passed by the California State Legislature and signed by Governor James Gillett. These, extensions to the system, were numbered sequentially. No signs were erected for these routes; the United States Numbered Highways were assigned by the American Association of State Highway Officials in November 1926, but posting did not begin in California until January 1928. These were assigned to some of the main legislative routes in California. Signs were posted by the Automobile Club of Southern California and California State Automobile Association, active in signing national auto trails and local roads since the mid-1900s. In 1934, after the major expansion of the state highway system in 1933 by the California Legislature, California sign route numbers were assigned by the California Division of Highways.
The California sign route numbers were assigned in a geographical system independent of the legislative routes. Odd-numbered routes ran north–south and even-numbered routes ran east–west; the routes were split among southern California and central and northern California as follows: 0 or 1 modulo 4: central and northern California 2 or 3 modulo 4: southern CaliforniaFor instance, State Route 1 and State Route 4 were in central and northern California, State Route 2 and State Route 3 were in southern California. A rough grid was used inside the two regions, with the largest numbers — all less than 200 - in eastern California and near the border between the two regions; the Interstate Highway System numbers were assigned by AASHO in late 1959. In 1963 and 1964, a total renumbering of the legislative routes was made, aligning them with the sign routes; some changes were made to the sign routes related to decommissionings of U. S. Routes in favor of Interstates. Since the 1990s, many non-freeway routes in urban areas, have been deleted and turned over to local control.
This transfers the cost of maintaining them from state to local budgets, but gives local governments direct control over urban arterial roads th
The Sacramento River is the principal river of Northern California in the United States, is the largest river in California. Rising in the Klamath Mountains, the river flows south for 400 miles before reaching the Sacramento–San Joaquin River Delta and San Francisco Bay; the river drains about 26,500 square miles in 19 California counties within the fertile agricultural region bounded by the Coast Ranges and Sierra Nevada known as the Sacramento Valley, but extending as far as the volcanic plateaus of Northeastern California. Its watershed has reached as far north as south-central Oregon where the now endorheic Goose Lake experiences southerly outflow into the Pit River, the most northerly tributary of the Sacramento; the Sacramento and its wide natural floodplain were once abundant in fish and other aquatic creatures, notably one of the southernmost large runs of chinook salmon in North America. For about 12,000 years, humans have depended on the vast natural resources of the watershed, which had one of the densest Native American populations in California.
The river has provided a route for travel since ancient times. Hundreds of tribes sharing regional customs and traditions inhabited the Sacramento Valley, first coming into contact with European explorers in the late 1700s; the Spanish explorer Gabriel Moraga named the river Rio de los Sacramentos in 1808 shortened and anglicized into Sacramento. In the 19th century, gold was discovered on a tributary of the Sacramento River, starting the California Gold Rush and an enormous population influx to the state. Overland trails such as the California Trail and Siskiyou Trail guided hundreds of thousands of people to the gold fields. By the late part of the century mining had ceased to be a major part of the economy, many immigrants turned to farming and ranching. Many populous communities were established along the Sacramento River, including the state capital of Sacramento. Intensive agriculture and mining contributed to pollution in the Sacramento River, significant changes to the river's hydrology and environment.
Since the 1950s the watershed has been intensely developed for water supply and the generation of hydroelectric power. Today, large dams impound the river and all of its major tributaries; the Sacramento River is used for irrigation and serves much of Central and Southern California through the canals of giant state and federal water projects. While its now providing water to over half of California's population and supporting the most productive agricultural area in the nation, these changes have left the Sacramento modified from its natural state and have caused the decline of its once-abundant fisheries; the Sacramento River originates in the mountains and plateaus of far northern California as three major waterways that flow into Shasta Lake: the Upper Sacramento River, McCloud River and Pit River. The Upper Sacramento begins near Mount Shasta, at the confluence of North and South Forks in the Trinity Mountains of Siskiyou County, it flows east into Lake Siskiyou, before turning south. The river flows through a canyon for about 60 miles, past Dunsmuir and Castella, before emptying into Shasta Lake near Lakehead in Shasta County.
The McCloud River rises on the east slope of Mount Shasta and flows south for 77 miles through the southern Cascade Range parallel to the Upper Sacramento to reach the McCloud Arm of Shasta Lake. The Pit River, by far the largest of the three, begins in Modoc County in the northeastern corner of California. Draining a vast and remote volcanic highlands area, it flows southwest for nearly 300 miles before emptying into Shasta Lake near Montgomery Creek. Goose Lake, straddling the Oregon–California border overflows into the Pit River during wet years, although this has not happened since 1881; the Goose Lake watershed is the only part of the Sacramento River basin extending into another state. Unlike most California rivers, the Pit and the McCloud Rivers are predominantly spring-fed, ensuring a large and consistent flow in the driest of summers. At the lower end of Shasta Lake is Shasta Dam, which impounds the Sacramento River for flood control and hydropower generation. Before the construction of Shasta Dam, the McCloud River emptied into the Pit River, which joined the Sacramento near the former mining town of Kennett, submerged when Shasta Lake was filled.
The Pit River Bridge, which carries Interstate 5 and the Union Pacific Railroad over the reservoir, is structurally the highest double-decked bridge in the United States. The Upper Sacramento River canyon provides the route for I-5 and the railroad between Lakehead and Mount Shasta. Below Shasta Dam, it flows through Keswick Dam, where it receives about 1,200,000 acre feet of water per year diverted from the Trinity River. It swings east through Redding, the largest city of the Shasta Cascade region, turns southeast, entering Tehama County. East of Cottonwood it receives Cottonwood Creek – the largest undammed tributary – from the west Battle Creek a short distance downstream. Below Battle Creek it carves its last gorge, Iron Canyon, emerging from the hills at Red Bluff, where a pumping station removes water for irrigation. Beyond Red Bluff the river reaches the low floodplain of the Sacramento Valley, receiving Mill Creek from the east and Thomes Creek from the west near Los Molinos Deer Creek from the east near Vina.
Southeast of Corni
A diamond interchange is a common type of road junction, used where a freeway crosses a minor road. The freeway itself is grade-separated from one crossing the other over a bridge. Approaching the interchange from either direction, an off-ramp diverges only from the freeway and runs directly across the minor road, becoming an on-ramp that returns to the freeway in similar fashion; the two places. In the United States, where this form of interchange is common in rural areas, traffic on the off-ramp faces a stop sign at the minor road, while traffic turning onto the freeway is unrestricted; the diamond interchange uses less space than most types of freeway interchange, avoids the interweaving traffic flows that occur in interchanges such as the cloverleaf. Thus, diamond interchanges are most effective in areas where traffic is light and a more expensive interchange type is not needed, but where traffic volumes are higher, the two intersections within the interchange feature additional traffic control measures such as traffic lights and extra lanes dedicated to turning traffic.
The at-grade variant of the diamond interchange is the split intersection. The ramp intersections may be configured as a pair of roundabouts to create a type of diamond interchange called a dumbbell interchange, sometimes called a double roundabout interchange; because roundabouts can handle traffic with fewer approach lanes than other intersection types, interchange construction costs can be reduced by eliminating the need for a wider bridge. This configuration allows other roads to form approach legs to the roundabouts and allows easy U-turns; this type of interchange is common in the United Kingdom and Ireland, is becoming common in the United States. Examples of dumbbell interchanges in the United States are located on Interstate 35 in Medford, Minnesota, on Interstate 87 in Malta, New York, on Interstate 17 at Happy Valley Road north of Phoenix, on Interstate 80 at California State Route 89 in Truckee, California. An example in Canada is found on the Pat Bay Highway in North Saanich, British Columbia, near Victoria International Airport.
One or both roundabouts in the dumbbell interchange may contain side lanes to increase the capacity. A good example of such a "turbo" dumbbell interchange, a half cloverleaf, can be seen in Jülich, Germany at 50.914055°N 6.323368°E / 50.914055. There are interchanges similar to dumbbells in which the ramps do not meet the roundabouts at intersections. One such interchange exists at the junction between the Ruta Interbalnearia and Route 35 North near La Floresta, Uruguay. A variation of the dumbbell interchange called a dogbone interchange, sometimes called a double roundabout interchange, occurs when the roundabouts do not form a complete circle but instead have a "raindrop" or "teardrop" shape; these two raindrop roundabouts are fused together. This configuration reduces conflicts between vehicles entering the raindrop roundabouts from the ramps, reducing queueing and delays, compared with the dumbbell interchange. Direct U-turns are not possible, although the movement can be made by circulating around both raindrop roundabouts.
An example of a dogbone interchange in the United States is located on Interstate 70 in Avon, Colorado. Several interchanges similar to those along Keystone Parkway are being built along the new US 31 freeway under construction in northern Indiana. There are some hybrid interchanges of dumbbell and dogbone having one raindrop and one full roundabout; this is made when the roundabout intersects more roads than ramps. Some examples are at exit 38 of the N7 road in Netherlands. A tennis ball interchange resembles a dogbone interchange, with the difference being that right turning movements cut through the roundabouts like a regular diamond interchange instead of going around the roundabout; such a design is found in Western Australia, between Roe Highway and Berkshire Road. A tight diamond interchange known as a compressed diamond interchange or a tight urban diamond interchange, is sometimes used in areas where there is insufficient right-of-way for a standard diamond interchange; the pair of intersections where the ramps meet the minor road are spaced.
This spacing forces the turn lanes for each direction to run beside each other, causing the minor road to be wider than it would be if it were a standard diamond. A single-point urban interchange is built with a large over- or clear underpass providing space for a single traffic signal controlled intersection with the ramps and the cross street. A contraflow left interchange is a modified TUDI, once installed at Lyons Road underneath Florida State Road 869, switching the left turn lanes on the cross street each other and bringing the long left turn phases from the single-point urban interchange to the tight urb
Chico is the most populous city in Butte County, United States. As of the 2010 United States Census, the population was 86,187, reflecting an increase of 26,233 from the 59,954 counted in the 2000 Census; the city is the cultural and educational center of the northern Sacramento Valley and home to both California State University and Bidwell Park, the country's 26th largest municipal park and the 13th largest municipally-owned park. Bidwell Park makes up over 17% of the city. Other cities in close proximity to the Chico Metropolitan Area include Paradise and Oroville, while local towns and villages include Durham, Dayton and Forest Ranch; the Chico Metropolitan Area is the 14th largest Metropolitan Statistical Area in California. The nickname "City of Roses" appears on the Seal of the City of Chico; the city has been designated a Tree City USA for 31 years by the National Arbor Day Foundation. The first known inhabitants of the area now known as Chico were the Mechoopda Maidu Native Americans.
The City of Chico was founded in 1860 by John Bidwell, a member of one of the first wagon trains to reach California in 1843. During the American Civil War, Camp Bidwell, was established a mile outside Chico, by Lt. Col. A. E. Hooker with a company of cavalry and two of infantry, on August 26, 1863. By early 1865 it was being referred to as Camp Chico when a post called Camp Bidwell was established in northeast California to be Fort Bidwell; the city became incorporated January 8, 1872. Chico was home to a significant Chinese American community when it was first incorporated, but arsonists burned Chico's Chinatown in February 1886, driving Chinese Americans out of town. Historian W. H. "Old Hutch" Hutchinson identified five events as the most seminal in Chico history. They included the arrival of John Bidwell in 1850, the arrival of the California and Oregon Railroad in 1870, the establishment in 1887 of the Northern Branch of the State Normal School, which became California State University, the purchase of the Sierra Lumber Company by the Diamond Match Company in 1900, the development of the Army Air Base, now the Chico Municipal Airport.
Several other significant events have unfolded in Chico more recently. These include the construction and relocation of Route 99E through town in the early 1960s, the founding of Sierra Nevada Brewing Company in 1979—what would become one of the top breweries in the nation—and the establishment of a "Green Line" on the western city limits as protection of agricultural lands. Chico is at the northeast edge of the Sacramento Valley, one of the richest agricultural areas in the world; the Sierra Nevada mountains lie to the east and south, with Chico's city limits venturing several miles into the foothills. To the west, the Sacramento River lies 5 miles from the city limits. Chico sits on the Sacramento Valley floor close to the foothills of the Cascade Range to the north and the Sierra Nevada range to the east and south. Big Chico Creek is the demarcation line between the ranges; the city's terrain is flat with hilly terrain beginning at the eastern city limits. According to the United States Census Bureau, the city has a total area of 27.8 square miles, of which 27.7 square miles is land and 0.04% is water.
The city is bisected by Bidwell Park, which runs 5 miles from the flat city center deep into the foothills. The city is traversed by two creeks and a flood channel, which feeds the Sacramento River, they are named Big Chico Creek, Little Chico Creek, Lindo Channel. Downtown Chico is located between Big Chico Creek and Little Chico Creek; the downtown has a street grid offset 49.75° from the four cardinal directions. There are numbered streets and avenues, which run east-northeast to west-southwest. Blocks are addressed in hundreds corresponding to the numbered streets and avenues. While the east-northeast to west-southwest streets and avenues are numbered, streets running north-northwest to south-southeast are named after trees; the part of the "tree" streets that intersect the Chico State campus spell the word "CHICO" at Chestnut, Ivy and Orange streets. The main thoroughfare running northwest–southeast through the city is State Route Business 99, not to be confused with Highway 99. Business 99 has several common names.
From Northwest to Southeast, these are Esplanade, Main Street/Broadway, Main Street/Oroville Avenue, Park Avenue, Midway. The city streets are designated as "east" or "west" by their relation to this street. There are numbered avenues both of which flow east -- west; this fact can cause confusion. The "streets" are south of the Chico State campus through downtown, while the "avenues" are north of campus through The Esplanade. There are no left turns permitted onto any odd numbered avenue from The Esplanade, in either direction, with the exception of West 11th Avenue. In the numbered streets and avenues and most other streets that intersect The Esplanade and Park, the west addresses are all numbers whose last two digits are 00 through 49 and the east addresses are all numbers whose last two digits are 50 through 99. There are few exceptions. On most Chico streets odd addresses are on the south side of the street. Standing at the bridge over the Big Chico Creek—where Main Street changes to The Esplanade—and facing north, the odd addresses are on the left.
This convention holds for all the numbered avenues. However, while facing
California Department of Transportation
The California Department of Transportation is an executive department of the US state of California. The department is part of the cabinet-level California State Transportation Agency. Caltrans is headquartered in Sacramento. Caltrans manages the state's highway system, which includes the California Freeway and Expressway System, is involved with public transportation systems throughout the state, it supports Amtrak's Capitol Corridor. In 2015, Caltrans released a new mission statement: "Provide a safe, sustainable and efficient transportation system to enhance California’s economy and livability." The earliest predecessor of Caltrans was the Bureau of Highways, created by the California Legislature and signed into law by Governor James Budd in 1895. This agency consisted of three commissioners who were charged with analyzing the state road system and making recommendations. At the time, there was no state highway system. California's roads consisted of crude dirt roads maintained by county governments, as well as some paved roads within city boundaries, this ad hoc system was no longer adequate for the needs of the state's growing population.
After the commissioners submitted their report to the governor on November 25, 1896, the legislature replaced the Bureau with the Department of Highways. Due to the state's weak fiscal condition and corrupt politics, little progress was made until 1907, when the legislature replaced the Department of Highways with the Department of Engineering, within which there was a Division of Highways. California voters approved an US$18 million bond issue for the construction of a state highway system in 1910, the first California Highway Commission was convened in 1911. On August 7, 1912, the department broke ground on its first construction project, the section of El Camino Real between South San Francisco and Burlingame, which became part of California State Route 82; the year 1912 saw the founding of the Transportation Laboratory and the creation of seven administrative divisions, which are the predecessors of the 12 district offices in use as of 2018. The original seven division headquarters were located in: Willits Mercantile Building for Del Norte, Humboldt and Mendocino counties Redding C.
R. Briggs Building for Lassen, Shasta, Siskiyou and Trinity counties Sacramento Forum Building for Alpine, Butte, Colusa, El Dorado, Nevada, Plumas, San Joaquin, Solano, Sutter, Tuolumne and Yuba counties San Francisco Rialto Building for Alameda, Contra Costa, Napa, San Francisco, Santa Clara, Santa Cruz, San Mateo, Sonoma counties San Luis Obispo Union National Bank Building for Monterey, San Benito, Santa Barbara, San Luis Obispo counties Fresno Forsythe Building for Fresno, Kern, Madera, Merced and Tulare counties Los Angeles Union Oil Building for Imperial, Los Angeles, Riverside, San Bernardino, San Diego, Ventura countiesIn 1913, the California State Legislature began requiring vehicle registration and allocated the resulting funds to support regular highway maintenance. In 1921, the state legislature turned the Department of Engineering into the Department of Public Works; the history of Caltrans and its predecessor agencies during the 20th century was marked by many firsts. It was one of the first agencies in the United States to paint centerlines on highways statewide.
In late 1972, the legislature approved a reorganization, suggested by a study initiated by then-Governor Ronald Reagan, in which the Department of Public Works was merged with the Department of Aeronautics to become the modern California Department of Transportation. For administrative purposes, Caltrans divides the State of California into 12 districts, supervised by district offices. Most districts cover multiple counties; the largest districts by population are District 4 and District 7. Like most state agencies, Caltrans maintains its headquarters in Sacramento, covered by District 3. Transportation in California State highways in California United States Department of Transportation List of roads and highways Official website Named Highways, Freeways and Other Appurtenances in California
Redding the City of Redding, is the county seat of Shasta County, California, in the northern part of the state. It lies along the Sacramento River, 162 miles north of Sacramento, 120 miles south of California's northern border, shared with the state of Oregon. Interstate 5 bisects the entire city, from the south to north before it approaches Shasta Lake, located 15 miles to the north; the 2010 population was 89,861. Redding is the largest city in the Shasta Cascade region, it is the sixth-largest city in the Sacramento Valley, behind Sacramento, Elk Grove, Roseville and Chico. During the gold rush, the area that now comprises Redding was called Poverty Flats. In 1868 the first land agent for the Central Pacific Railroad, a former Sacramento politician named Benjamin Bernard Redding, bought property in Poverty Flats on behalf of the railroad so that it could build a northern terminus there. In the process of building the terminus, the railroad built a town in the same area, which they named Redding in honor of Benjamin Redding.
In 1874 there was a dispute over the name by local legislators and it was changed for a time to Reading, in order to honor Pierson B. Reading, who founded the community of Shasta, but the name was changed back to Redding by 1880, it has been called Redding since. Before European settlers came to the area, it was inhabited by a tribe of Native Americans called the Wintu. At their height, the Wintu had as many as 239 villages in the Shasta County area. Although Europeans had been to California as early as 1542, when Juan Cabrillo sailed to what is now the San Diego Bay, the indigenous Indians were the only inhabitants of far Northern California region until Russian fur trappers came through the area in 1815; the first European settlement in the area was established in 1844 by Pierson B. Reading, an early California pioneer who received a Rancho Buena Ventura Mexican land grant for 26,632 acres, now covered by Redding and Cottonwood, California. At the time, it was the northernmost nonnative settlement in California.
During the gold rush, the area, now Redding was called Poverty Flats. In 1868 the first land agent for the Central Pacific Railroad, a former Sacramento politician named Benjamin Bernard Redding, bought property in Poverty Flats on behalf of the railroad for a northern terminus. In the process of building the terminus, the railroad built the town of Redding, incorporated on October 4, 1887. In the early twentieth century the town's economic growth was spurred by the significant copper and iron mineral extraction industry nearby. However, the mining industry declined, causing the economy and population to falter by 1920, it recovered in the thirties as the economy boomed due to the construction of Shasta Dam to the northwest. The building of the dam, completed in 1945, caused Redding's population to nearly double spurring the growth and development of other towns in the area. Redding continued to grow in the 1950es due to the region's growing lumber industry and tourism brought about by the newly completed dam.
The constructions of Whiskeytown and Keswick dams helped boost the economy by bringing new workers to the area. Highway Interstate 5 was built during the sixties and seventies, which added to development and tourism in the region. Growth in Redding during the'60s and'70s was caused by annexation of an area east of the Sacramento River made up of the unincorporated community of Enterprise. Enterprise residents voted to support the annexation to acquire less expensive electricity via Redding's municipal utility, which receives power from the dam. During the 1970s, the lumber industry suffered from decline. Lumber mills in the area closed down and impacted the Redding area. Things picked up, due to a retail and housing boom in the late-1980s that continued until the mid-1990s. In 2017, the city adopted a new flag after holding a redesign contest. In late July 2018, the Carr Fire in Shasta county impacted the Redding area with the destruction of at least 1100 buildings, with several thousand more threatened, 38,000 people instructed to evacuate and 6 deaths.
Redding is located at 40°34′36″N 122°22′13″W. According to the United States Census Bureau, the city has a total area of 61.2 square miles. 59.6 square miles of it is land, 1.5 square miles of it is beneath water. Redding is located at the northwestern end of the Central Valley, which transitions into the Cascade foothills; the city is surrounded by mountains to the north and west and fertile farm land to the south. Outermost parts of the city are part of the Cascade foothills, whereas southern and central areas are in the Sacramento Valley; the elevation in Redding is 495 feet on average, whereas anywhere to the north, east, or west of downtown ranges between 550 feet and 800 feet feet. Southern portions range between 500 feet; the Shasta Dam on the Sacramento River provides a considerable level of flood protection for Redding. The dam is capable of controlling flows up to 79,000 cubic feet per second; the flow rate exceeded this threshold in both 1970 and 1974. Soils in and around town are composed of clay or gravelly loam texture, with red or brown mineral horizons.
They are or moderately acidic in their natural state. Redwood Estates Los Robles Estates Mountain Shadows Mobile Home Estates Twin View Terrace Mobile Home Park Redding Lakeside Mobile Homes Estates There are several rare and endangered species in Redding and its immediate vicinity; the Redding Redevelopment Plan EIR no
U.S. Route 99 in California
U. S. Route 99 was the main north–south United States Numbered Highway on the West Coast of the United States until 1964, running from Calexico, California, on the Mexican border to Blaine, Washington, on the Canadian border. Known as the "Golden State Highway" and "The Main Street of California", US 99 was an important route in California throughout much of the 1930s as a route for Dust Bowl immigrant farm workers to traverse the state, it was assigned in 1926 and existed until it was replaced for the most part by Interstate 5. A large section in the Central Valley is now State Route 99; the highway started at the border with Baja California in California. It continued north along the western shore of the Salton Sea; the stretch is now known as SR 86. US 99 continued along present-day SR 111 through Coachella to its intersection at Dillon Road with another major US route signed as both US 60 and US 70. Now signed as US 60/US 70/US 99, the highway continued north through Indio and turned west through the San Gorgonio Pass toward Los Angeles paralleling the route of modern I-10.
In Beaumont, US 60 split off on its own westward trek to Los Angeles. The highway through Banning and Beaumont was bypassed by the new superhighway version of US 60/US 70/US 99 that would become part of I-10; the edges of the old US 60 shield at the replacement interchange's overhead sign are visible today underneath the SR 60 shield that covers it up. US 70 ended in downtown LA while US 99 turned north once again more or less following the route of today's I-5, up and over the Tehachapi Mountains to the San Joaquin Valley. US 99's original alignment over the rugged Tehachapi Mountains was known in its earliest days as the Ridge Route, the first highway directly linking the Los Angeles Basin to the San Joaquin Valley. Built in 1915, the alignment between Castaic and SR 138 to Gorman is listed on the National Register of Historic Places; the original Ridge Route at the south and the Grapevine at the north was an exceptionally twisty and narrow two-lane concrete road, slow to travel along the ridge precipices and was considered dangerous to drive in the days of the Model A Ford and overheating trucks.
It was bypassed in 1933 by the three-lane "Alternate Ridge Route", some of which now sits at the bottom of Pyramid Lake. Dropping down from the Tehachapis, US 99 entered the San Joaquin Valley at the bottom of the steep Grapevine grade and continued north; when it was first designated in late 1926, US 99 ran with US 66 from San Bernardino via Pasadena to Los Angeles, turning north there to San Fernando. The route was signed in 1928; this alignment remained through 1933, but by 1942 it had moved to its own alignment from San Bernardino to Los Angeles. This alignment used Garvey Avenue from Pomona, turning onto Ramona Boulevard in Alhambra to reach Macy Street near downtown Los Angeles, it turned north at Figueroa Street, running through the Figueroa Street Tunnels and turning off at Avenue 26 to reach San Fernando Road. When the San Bernardino Freeway, Santa Ana Freeway and Pasadena Freeway were completed, it was routed onto them, continuing to exit at Avenue 26. In 1962, with the completion of the Golden State Freeway northeast of downtown, US 99 was moved onto it, bypassing the Santa Ana Freeway, Four Level Interchange and Figueroa Street Tunnels.
From Los Angeles US 99 followed San Fernando Road through Burbank to Sylmar. From 1937 to 1964 it shared this routing with US 6; the Old Road starts in near the Newhall Pass Interchange, just south of Santa Clarita crossing under present-day I-5. As the road now winds north, passing by Pico Canyon Road, it reaches McBean Parkway near the California Institute of the Arts, College of the Canyons and Six Flags Magic Mountain. In Castaic the Old Road ends at Oak Hill Court, just outside Castaic. A substantial portion of the road is submerged beneath Pyramid Lake. US 99 headed over Tejon Pass to the San Joaquin Valley. Just north of the route's entry to the valley, I-5 splits off from US 99, US 99 continued on the current route of SR 99, to Bakersfield and Sacramento. Many older segments of the highway between the "Grapevine" and Sacramento still exist as local streets, many of them having "Golden State" in their names. North of Sacramento, the route divided into US 99W and US 99E. US 99W co-routed with US 40 west to Davis, in city as Olive Drive.
The route continued as Richards Boulevard, 1st Street, B Street, Russell Boulevard before turning north on what is now SR 113 into Woodland to meet and parallel I-5 near the town of Yolo. From there, the route parallels the current I-5, entering Corning from the South as Old Corning road, turning east onto Solano Street before turning north again on 3rd street continuing to Red Bluff, where it became Main Street. All of the old inter-town original roadway still exists, signed as 99W, CR 99 or CR 99W. From Sacramento US 99E followed I-80 to Roseville north along SR 65 to Olivehurst, from where it followed SR 70 to Marysville. From Marysville it followed SR 20 across the Feather River to Yuba City along the current SR 99 north to Red Bluff, where it rejoined 99W at Main Street and Antelope Boulevard. Fro