National Scenic Byway
A National Scenic Byway is a road recognized by the United States Department of Transportation for one or more of six "intrinsic qualities": archeological, historic, natural and scenic. The program was established by Congress in 1991 to preserve and protect the nation's scenic but less-traveled roads and promote tourism and economic development; the National Scenic Byways Program is administered by the Federal Highway Administration. The most-scenic byways are designated All-American Roads, which must meet two out of the six intrinsic qualities; the designation means they have features that do not exist elsewhere in the United States and are unique and important enough to be tourist destinations unto themselves. As of November 2010, there are 120 National Scenic Byways and 31 All-American Roads, located in 46 states; the NSBP was established under the Intermodal Surface Transportation Efficiency Act of 1991, which provided $74.3 million in discretionary grants. On May 18, 1995, FHWA specified the intrinsic qualities that would serve as criteria for designating road as National Scenic Byways or All-American Roads.
In September U. S. Transportation Secretary Federico Peña announced the first 14 National Scenic Byways and six All-American Roads. On June 9, 1998, the Transportation Equity Act for the 21st Century provided $148 million to states so they could develop state roads to take advantage of the program. On August 10, 2005, President George W. Bush signed the Safe, Flexible, Efficient Transportation Equity Act: A Legacy for Users, which provided $175 million to states and Indian tribes. Most on October 16, 2009, U. S. Transportation Secretary Ray LaHood designated 37 new roads as National Scenic Byways and five new All-American Roads. National Scenic Byways go through a nomination procedure, they must be designated state scenic byways to be nominated. For designation as a National Scenic Byway a road must have one of six intrinsic qualities. To be designated an All-American Road, a road must have at least two of the six qualities. Scenic quality is the heightened visual experience derived from the view of natural and manmade elements of the visual environment of the scenic byway corridor.
The characteristics of the landscape are strikingly distinct and offer a pleasing and most memorable visual experience. Natural quality applies to those features in the visual environment that are in a undisturbed state; these features predate the arrival of human populations and may include geological formations, landform, water bodies and wildlife. There may be evidence of human activity. Historic quality encompasses legacies of the past that are distinctly associated with physical elements of the landscape, whether natural or manmade, that are of such historic significance that they educate the viewer and stir an appreciation for the past; the historic elements reflect the actions of people and may include buildings, settlement patterns, other examples of human activity. Cultural quality is evidence and expressions of the customs or traditions of a distinct group of people. Cultural features include, but are not limited to, music, rituals, speech, special events, or vernacular architecture.
Archeological quality involves those characteristics of the scenic byways corridor that are physical evidence of historic or prehistoric human life or activity. The scenic byway corridor's archeological interest, as identified through ruins, structural remains, other physical evidence have scientific significance that educate the viewer and stir an appreciation for the past. Recreational quality involves outdoor recreational activities directly associated with and dependent upon the natural and cultural elements of the corridor's landscape; the recreational activities provide opportunities for passive recreational experiences. They include, but are not limited to, downhill skiing, boating and hiking. Driving the road itself may qualify as a pleasurable recreational experience; the recreational activities may be seasonal, but the quality and importance of the recreational activities as seasonal operations must be well recognized. A corridor management plan must be developed, with community involvement, the plan "should provide for the conservation and enhancement of the byway's intrinsic qualities as well as the promotion of tourism and economic development".
The plan includes, but is not limited to: A map identifying the corridor boundaries and the location of intrinsic qualities and different land uses within the corridor. A strategy for maintaining and enhancing those intrinsic qualities. A strategy describing how existing development might be enhanced and new development might be accommodated while still preserving the intrinsic qualities of the corridor. A general review of the road's or highway's safety and accident record to identify any correctable faults in highway design, maintenance, or operations. A signage plan that demonstrates how the State will insure and make the number and placement of signs more supportive of the visitor experience. A narrative describing how the National Scenic Byway will be positioned for marketing. Corridor management plans for All-American Roads must include: A narrative on how the All-American Road would be promoted and marketed in order to attract travelers those from other countries. A plan to encourage the accommodation of increased tourism, if this is projected
Susanville is the county seat of Lassen County, United States. Susanville is located on the Susan River in the southern part of the county, at an elevation of 4,186 feet; the population was 17,974 in the 2010 census, up from 13,541 in the 2000 census. Much of the population increase is related to persons held at two state prisons in the city. Susanville, a former logging and mining town, is the site of two state prisons: the California Correctional Center, a minimum-medium security facility, which opened in 1963; the Federal Correctional Institution, Herlong is nearby, having opened in 2001 The prisons and their effects on the community, including the provision of much-needed jobs, were explored in the documentary, Prison Town, USA, aired on PBS. Nearly half the adult population of Susanville works at the three prisons in the area, where 6,000 people are incarcerated, it was known as Rooptown until 1857, named for Isaac Roop, a pioneer of the Honey Lake District. Roop renamed the town Susanville in honor of his daughter in 1857.
Susanville is located at the head of Honey Lake Valley, 40 miles east of Lassen Peak. Susanville is located at 40°24′59″N 120°39′11″W; the elevation of Susanville is 4,258 feet above sea level. It is considered a gateway city to Reno on U. S. Route 395. According to the United States Census Bureau, the city has a total area of 8.0 square miles, of which 7.9 square miles is land and 1.07% is water. Eagle Lake is located 15 miles north of the town. Susanville is underlain by igneous rock, which provides the parent material for its well-drained brown stony to gravelly sandy loams or loams. On the western outskirts under forest cover, the soils are reddish brown; the most common soil series in Susanville's urban area is Springmeyer gravelly fine sandy loam. Susanville was named after daughter of Isaac Roop, an early settler, it was first called Rooptown, the present name was adopted in 1857. The Susanville US post office was established in 1860. Susanville was incorporated in 1900; the center of farming and the lumber industry, Susanville suffered from the loss of jobs as these industries changed or declined in the 20th century.
Since the late 20th century, the only area of growth in the economy has been associated with the construction and operation of two state prisons in the city and one federal prison in the area. In 2007 half of the adult population of Susanville worked in the prisons: the California Correctional Center, a minimum-medium security facility, which opened in 1963. Susanville has an alpine climate with cold winters and warm dry summers with a high degree of diurnal temperature variation. Records have been kept at several stations since 1893, including Susanville Airport and Susanville 2 SW, southwest of the town center, along with two other stations with shorter records. Average January temperatures are a high of 40.4 °F and a low of 20.8 °F. Average July temperatures are a high of 88.4 °F and a low of 49.8 °F. Temperatures reach 90 °F or higher on an average of 36.9 days annually, drop to 32 °F or lower on an average of 164.6 days annually. The highest recorded temperature in Susanville was 106 °F in July 1931, the lowest recorded temperature was −23 °F on February 1, 1956.
Annual precipitation averaged 13.44 inches from 1971 to 2000, with an average of 66 days with measurable precipitation. Susanville Airport has averaged a somewhat higher 15.04 inches between 1893 and 2012. At the airport the wettest calendar year has been 1907 with 33.51 inches and the driest 1976 with 5.33 inches, though the wettest "rain year" was from July 1937 to June 1938 with 33.01 inches as against 32.42 inches between July 1906 and June 1907 and 4.36 inches in the driest rain year from July 1975 to June 1976. The most precipitation in one month was 12.30 inches in March 1907, the most in 24 hours 5.04 inches on January 31, 1897. Annual snowfall averages 18.7 inches at Susanville 2 SW and 32.8 inches at the airport, though the median at Susanville 2 SW is only 6.5 inches. The most snowfall in one year was 89 inches in 1937, with the most in one month 65.5 inches in January 1895. The 2010 United States Census reported that Susanville had a population of 17,947; the population density was 2,238.7 people per square mile.
The racial makeup of Susanville was 11,269 White, 2,249 African American, 612 Native American, 198 Asian, 111 Pacific Islander, 2,928 from other races, 580 from two or more races. Hispanic or Latino of any race were 4,259 persons; the Census reported that 9,439 people lived in households, 108 lived in non-institutionalized group quarters, 8,400 were institutionalized. There were 3,833 households, out of which 1,357 had children under the age of 18 living in them, 1,645 were opposite-sex married couples living together, 499 had a female householder with no husband pres
California's 44th congressional district
California's 44th congressional district is a congressional district in the U. S. state of California. The district is centered in the Los Angeles Harbor Region, it is represented by Nanette Barragán. The 44th district is composed of the following cities and communities: Carson Compton East Compton East Rancho Dominguez Lynwood North Long Beach San Pedro South Gate Watts Walnut Park West Rancho Dominguez Willowbrook WilmingtonThe congressional district is located in the southern portion of the state and includes part of Los Angeles County; the district's current borders are delineated by the 110 freeway in its western border. Takes an inward right following the 105 Freeway. Following S. Central Avenue north and zig-zags its way to Florence Ave at its apex, its eastern border runs along the 710 Freeway until reaching the Pacific Ocean. Education The following school districts serve the area: Los Angeles Unified School District, Compton Unified School District, Lynwood Unified School District, Long Beach Unified School District, Paramount Unified School District.
California State University Dominguez Hills and Compton Community College are the only institutions of higher education in the district. The high school graduation rate is 63.9% and bachelor's degree or higher 13.4% District created January 3, 1983. As of January 2019, there are five former members of the U. S. House of Representatives from California's 44th congressional district that are living; the most recent representative to die was Al McCandless on August 9, 2017. The most serving representative to die was Sonny Bono on January 5, 1998. What was once the 44th Congressional District is now California's 50th Congressional District. In the 1980s, the 44th District was one of four, it covered some of the eastern parts of San Diego County. The district had been held for eight years by Democrat Jim Bates and was considered the most Democratic district in the San Diego area. However, Bates was bogged down in a scandal involving charges of sexual harassment. Randy "Duke" Cunningham won hammered Bates about the scandal.
He won by just a point, meaning that the San Diego area was represented by Republicans for only the second time since the city was split into three districts after the 1960 U. S. Census. In the 1990 U. S. Census, the district was renumbered the 51st Congressional District, much of its share of San Diego was moved to the new 50th Congressional District. Between 2003 and 2013, the 44th district covered an area of Southern California from San Clemente in Orange County on the coast, north-by-northeast inland to Riverside County, including the cities of Corona, Norco and Riverside. List of United States congressional districts GovTrack.us: California's 44th congressional district RAND California Election Returns: District Definitions California Voter Foundation map - CD44
Lassen County, California
Lassen County is a county in the northeastern portion of the U. S. state of California. As of the 2010 census, the population was 34,895; the county seat and only incorporated city is Susanville. Lassen County comprises the Susanville, micropolitan statistical area. A former farming and lumber area, its economy now depends on employment at two state and one federal prison. In 2007 half the adults in Susanville worked in one of the facilities. Lassen County was formed on April 1, 1864 from parts of Plumas and Shasta counties following the two-day conflict known as the "Sagebrush War" called the Roop County War, that started on February 15, 1863. Due to uncertainties over the California border, the area, now Lassen County was part of the unofficial Nataqua Territory and Roop County, Nevada during the late 1850s and early 1860s; the county was named by European Americans after Peter Lassen, along with Lassen Peak, in adjoining Shasta County. Lassen was one of General John C. Fremont's guides, a famous trapper and Indian fighter.
He was murdered under mysterious circumstances near the Black Rock Desert in 1859, his murder was never solved. By the 1880s small towns began to spring up all over Lassen County. Bieber developed in rich farm land. Gold was discovered at Hayden Hill, the small town developed to support the miners. Hayden Hill no longer exists: when the mining stopped, the townspeople left for other communities. Madeline was formed at the north end of another rich farming valley, along the railroad tracks heading north to Alturas, California; this community still has about 50 people living around the town. A narrow gauge railroad, the Nevada-California-Oregon Railway, ran through Lassen County from 1880 to 1927; the NCOR was the longest small gauge of the century. It was intended to connect Reno, Nevada to the Columbia River, but only 238 miles of track were laid, from Reno to Lakeview, Oregon. In 1913 the Fernley & Lassen Railroad was built and it was used to export timber from the large forests of Lassen County.
As this railroad was completed, the Red River Lumber Company set up shop, building the town of Westwood, California to support its massive logging operation. Two other lumber mills followed the Red River Lumber Co, they built their mills in the county seat of Susanville. The Lassen Lumber and Box Company and the Fruit Growers Company both operated mills in Susanville for several decades. In 2003, Redding-based Sierra Pacific Industries, announced plans to relocate or lay off 150 workers as they closed the last lumber mill in Susanville, due to the lack of large timber for the mill. Sierra Pacific chose to close the mill permanently rather than spend the several million dollars required to convert the mill from large to small timber. Since the late 20th century, three prisons have been opened in and near Susanville: California Correctional Center and High Desert State Prison, both in the city. In 2007, half the adults in Susanville worked in one of the three prisons. In "job-starved rural America... residents see them as the last and only chance for employment after work at the lumber mill or the dairy dries up."
According to the U. S. Census Bureau, the county has a total area of 4,720 square miles, of which 4,541 square miles is land and 179 square miles is water. Part of Lassen Volcanic National Park extends onto a western corner of the county. Modoc County, California - north Washoe County, Nevada - east Sierra County, California - southeast Plumas County, California - south Shasta County, California - west Lassen National Forest Lassen Volcanic National Park Modoc National Forest Plumas National Forest Toiyabe National Forest The 2010 United States Census reported that Lassen County had a population of 34,895; the racial makeup of Lassen County was 25,532 White, 2,834 African American, 1,234 Native American, 356 Asian, 165 Pacific Islander, 3,562 from other races, 1,212 from two or more races. Hispanic or Latino of any race were 6,117 persons; as of the census of 2000, there were 33,828 people, 9,625 households, 6,776 families residing in the county. The population density was 7 people per square mile.
There were 12,000 housing units at an average density of 3 per square mile. The racial makeup of the county was 80.8% White, 8.8% Black or African American, 3.3% Native American, 0.7% Asian, 0.4% Pacific Islander, 3.2% from other races, 2.7% from two or more races. 13.8 % of the population were Latino of any race. 13.8% were of German, 12.1% Irish, 10.5% English, 8.7% American and 5.0% Italian ancestry according to Census 2000. 88.2 % spoke 10.3 % Spanish as their first language. There were 9,625 households out of which 35.9% had children under the age of 18 living with them, 55.8% were married couples living together, 10.3% had a female householder with no husband present, 29.6% were non-families. 24.5% of all households were made up of individuals and 9.2% had someone living alone, 65 years of age or older. The average household size was 2.59 and the average family size was 3.08. In the county, the population was spread out with 21.8% under the age of 18, 10.8% from 18 to 24, 36.9% from 25 to 44, 21.4% from 45 to 64, 9.0% who were 65 years of age or older.
The median age was 35 years. For every 100 females there were 168.8 males. For every 100 females age 18 and over, there were 192.2 males. The median income for a household in the county
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
Interstate 5 in California
Interstate 5 is a major north–south route of the Interstate Highway System in the U. S. state of California. It begins at the Mexican border at the San Ysidro crossing, goes north across the length of California, crosses into Oregon south of the Medford-Ashland metropolitan area, it is the more important and most-used of the two major north–south routes on the Pacific Coast, the other being U. S. Route 101, coastal; this highway links the major California cities of San Diego, Santa Ana, Los Angeles, Stockton and Redding. Among the major cities not directly linked by I-5, but which are connected by local highways to it, are San Francisco and San Jose, all of which are about 80 miles west of the highway. I-5 is referred to as "5" in Northern California, is called "the 5" in the Southern California area. I-5 has several named portions: the Montgomery Freeway, San Diego Freeway, Santa Ana Freeway, Golden State Freeway, West Side Freeway. I-5 is part of the California Freeway and Expressway System, is part of the National Highway System, a network of highways that are considered essential to the country's economy and mobility by the Federal Highway Administration.
It is eligible to be included in the State Scenic Highway System. I-5 begins at the San Ysidro Port of Entry from Mexico in the San Ysidro neighborhood of San Diego. After the border, I-805 splits off to the northeast and serves as a bypass of I-5 that avoids the downtown San Diego area. I-5 itself continues northwest and meets the western end of SR 905, a route that connects with the Otay Mesa border crossing. I-5 continues northward and joins the southern end of SR 75, a highway connecting to Coronado via the Silver Strand. I-5 enters Chula Vista leaving the San Diego city limits, it continues along the east side of San Diego Bay where it intersects with SR 54 and enters National City. From there, I-5 reenters the city limits of San Diego. I-5 subsequently intersects with four state routes: the southern end of SR 15, SR 75 and the Coronado Bay Bridge, the western end of SR 94, SR 163. In addition to serving downtown San Diego, I-5 provides access to Balboa Park from the Pershing Drive exit; the portion of I-5 from the Mexican border to downtown San Diego is named the Montgomery Freeway in honor of John J. Montgomery, a pioneer aviator who flew a glider from a location near Chula Vista in 1884.
I-5 continues northwest from downtown as the San Diego Freeway until it reaches its junction with I-8 turns to the north while passing SeaWorld and Mission Bay. Thereafter, I-5 intersections the western end of SR 52 near La Jolla before entering University City. At Nobel Drive, the San Diego LDS Temple towers over I-5. Shortly afterward, I-5 passes through the UC San Diego campus and intersects the northern terminus of I-805 before continuing north and intersecting the western end of SR 56. At this interchange, there is a local bypass that provides the only access to Carmel Mountain Road from both directions and provides the only direct access to SR 56 going northbound. North of the San Diego city limits, I-5 enters the city limits of Solana Beach, three incorporated cities to the north: Encinitas and Oceanside. In Oceanside, I-5 intersects the SR 78 freeway and the SR 76 expressway and continues through Camp Pendleton, it follows the Pacific Ocean coastline for the next 18 miles. Toward the northern end of its routing through Camp Pendleton, I-5 passes through San Onofre State Beach and near the San Onofre Nuclear Generating Station.
This is near the site of the once-proposed interchange with the SR 241 toll road near Trestles, a result of the planned Foothill Toll Road extension. I-5 enters Orange County at the Christianitos Road exit. Upon entering Orange County, I-5 goes through San Clemente. At Dana Point, I-5 turns inland. I-5 heads due north through San Juan Capistrano and Mission Viejo, intersecting the SR 73 toll road heading northwest. I-5 continues to the El Toro Y interchange in southeastern Irvine, splitting into lanes for regular traffic as well as for truck traffic. From that point, I-405 takes over the San Diego Freeway designation, while I-5 becomes the Santa Ana Freeway as it runs southeast to northwest. After the El Toro Y junction, I-5 intersects SR 133, a toll road that connects to SR 241. Just before the Tustin city limits, I-5 passes over SR 261, the final toll road of the Eastern Transportation Corridor, but traffic must use Jamboree Road to access the latter. I-5 intersects SR 55 and enters Santa Ana, the county seat of Orange County.
Towards the northern side of Santa Ana, I-5 intersects both SR 57 and SR 22 in what is known as the Orange Crush interchange. Following this, I-5 enters the city of Orange and traverses Anaheim, passing along the north side of Disneyland. I-5 intersects SR 91, passes through Buena Park and crosses into Los Angeles County. After crossing the county line, I-5 goes through several cities southeast of Los Angeles, including La Mirada, Santa Fe Springs, Norwalk. In Downey, I-5 intersects I-605, which serves as a north-south connector route between the cities east of Los Angeles, including those in the San Gabriel Valley. I-5 passes through Commerce and intersects I-710 before entering the large unincorporated community of East Los Angeles and the city proper of Los Angeles; when the freeway reaches the East Los Angeles Interchange one mile east
California uses a postmile highway location marker system on all of its state highways, including U. S. Routes and Interstate Highways; the postmile markers indicate the distance a route travels through individual counties, as opposed to milestones that indicate the distance traveled through a state. The postmile system is the only route reference system used by the California Department of Transportation. California was the last state in the country to adopt mile markers, exit numbers were not implemented until 2002; the state started the Cal-NExUS program in 2002, which would create a uniform exit numbering system for freeways. Included was a pilot program for the placing of mile markers along rural freeways. Three freeway segments are a part of the experimental program: the Route 14 Freeway, the Route 58 Freeway in Kern County, State Route 180 in Fresno. Caltrans has not decided. Regardless, Caltrans will still maintain the postmile system on all freeways. A postmile marker is placed along the state highway.
Each marker is stenciled with the route and postmile at that location. One of the common formats for postmiles are located on a freeway on bridges over cross streets. According to Caltrans, it displays the name of the bridge, the county and route number, the postmile; the postmile is painted onto the piers and/or abutments of bridges and overpasses. These are the white metal paddle markers placed at one-mile intervals, with additional markers placed at significant features along the highway such as bridges and overpasses, junctions, or culverts; the markers are the same size as a standard milepost used elsewhere, but they are white with black text. These markers indicate turnouts and cross streets ahead. Postmiles are shown on callboxes. A blue placard is mounted on each of the state's callboxes, the top of which shows which county the callbox is in, on the bottom, it shows the 2-letter county abbreviation, along with the route number and the location's postmile. Postmiles on callboxes are approximate due to a convention that all callboxes on the northbound or eastbound side of a divided roadway are assigned numbers while all those on the southbound or westbound side are assigned odd numbers though the call boxes are located directly across from one another.
Alphabetic prefixes on postmile markers and bridges differ from callbox prefixes because the callbox system is maintained by each county, while Caltrans maintains postmile markers and bridge signs. The following table lists callbox prefixes by county. Listed in miles, postmile values increase from south to north or west to east depending upon the general direction the route follows within the state; the postmile values increase from the beginning of a route within a county to the next county line. The postmile values start over again at each county line. Enforcement officers, maintenance forces and others use the postmile markers in the field to locate specific incidents or features with reference to the postmile system. On some stretches of road, the following prefixes may precede the mileage on a postmile marker: Sonoma County, California uses a postmile system on its county roads, but the numbering starts at 10.00 rather than at a zero point. Los Angeles County uses a postmile system similar to the state’s, but their postmile markers contain a red bar on its topThe states of Nevada and Ohio use reference markers similar to California's postmile markers.
Like California, these two states record mileages through individual counties in their respective route logs. Ohio's system is nearly identical to California's with its reference markers listing the route number, 3-letter county abbreviation, mileage through the county; the Nevada system is similar, utilizing 2-letter county abbreviations. However, Ohio uses standard mileposts in addition to reference markers on freeways, while Nevada uses standard mileposts in conjunction with postmile panels on Interstate highways only. All non-Interstates in Illinois and Kentucky have markers showing mileage from the western or southern border of the county. California Roads portal Milestone Reference marker Caltrans Postmile Services