Skip to main content

Former US Route 101 from San Lucas to San Ardo

 
San Lucas and San Ardo both are located in Salians Valley of southern Monterey County along the eastern bank of the Salinas River.  Former US Route 101 before the present freeway was constructed was carried via Cattleman Road.  


 

Part 1; the history of US Route 101 in San Lucas and San Ardo

Both San Lucas and San Ardo were plotted by the Southern Pacific Railroad in 1886 as siding facilities.  San Ardo was originally known as San Bernardo but the community took it's present name upon receiving Post Office Service in 1887.  Conversely San Lucas took it's name from the Mexico Rancho San Lucas.  Both San Lucas and San Ardo can be seen on the 1890 George F. Cram Railroad Map of California.  

The era of State Highway Maintenance through San Lucas and San Ardo would ultimately begin with the 1909 First State Highway Bond Act which was approved by voters in 1910.  One of the highways approved through the 1909 First State Highway Bond Act was a 481.8 mile highway originating at the City Limits of San Francisco which terminated in San Diego.  This highway would ultimately come to be known in time as Legislative Route Number 2 ("LRN 2").

San Lucas and San Ardo was ultimately part of the American El Camino Real which began being signed as an Auto Trail starting in 1906.  Unlike the Spanish El Camino Real which was aligned west of the Salinas River to stay on path to Mission San Antonio de Padua and Mission Nuestra Senora de la Soledad the path of LRN 2 was aligned mostly through the center of Salinas Valley.  Early LRN 2 and the American El Camino Real can be seen on what is now Cattleman Road from the outskirts of King City southward to San Ardo on the 1917 California State Automobile Association Map.  Notably LRN 2 is shown with a planned rerouting east of the Southern Pacific Railroad which never was constructed. 

 
 
LRN 2 through San Lucas-San Ardo is shown on the 1920 Clason Highway Map of California as part of the American El Camino Real and the Pacific Highway.  The Pacific Highway was plotted out as an Auto Trail association in 1913.  

The initial draft of the US Route System was approved by the Secretary of Agriculture during November of 1925.  The US Route System with in California was approved by California Highway Commission with no changes recommended by January 1926.  The initial alignment of US Route 101 ("US 101") was planned to follow LRN 2 from San Francisco to San Diego.  US 101 is shown on a map published in the 1926 California Highways & Public Works following LRN 2 south from San Francisco towards San Diego.
 

 
During November of 1926 the US Route System was approved by the AASHO.  US 101 can be seen aligned through San Lucas and San Ardo on the 1927 National Map Company Sectional Map

Originally US 101/LRN 2 headed southbound passed through San Ardo via Railroad Street and Jolon Street.  US 101/LRN 2 followed Jolon Street via a bridge over the Salinas River.  US 101/LRN 2 was subsequently realigned in 1929 when the present Cattleman Road Bridge was constructed.  The December 1929 California Highways & Public Works notes the alignment shift of US 101/LRN 2 in San Ardo due to the construction of the Cattleman Road Bridge.   

 
 
The original bridge over the Salinas River is cited as being constructed in 1907 and being only 15 feet wide in the July/August 1929 California Highways & Public Works.  
 
 
 
US 101/LRN 2 can be seen in detail through San Lucas and San Ardo on the 1935 California Division of Highways Map of Monterey County

The May/June 1965 California Highways & Public Works discusses US 101 being upgraded to a freeway from San Ardo south to Bradley.  The San Lucas-San Ardo segment of US 101 is stated to be in the design phase for a freeway upgrade. 




Subsequently the planned San Lucas-San Ardo freeway upgrade of US 101 appears on the 1966 Division of Highways State Map.  

US 101 was upgraded to a freeway between San Lucas-San Ardo during the early 1970s and first appears completed on the 1975 Caltrans State Map


Part 2; a drive on former US Route 101 on Cattleman Road from San Lucas to San Ardo

Our approach to former US 101/Cattleman Road begins from California State Route 198 westbound entering San Lucas at the Union Pacific Railroad Subway.  

CA 198 west intersects Cattleman Road at the southern outskirts of San Lucas.  

Cattleman Road follows as a western frontage of the Union Pacific Railroad and Gabilan Range from San Lucas to San Ardo.  












Upon entering San Ardo the alignment of Cattleman Road swings west towards the Salinas River. 

Cattleman Road crosses the Salinas River via the 1929 Cattleman Road Bridge and meets the current US 101 freeway.  The Cattleman Road Bridge is Warren Deck Truss design which is 1,654 feet in length.  






Comments

Popular posts from this blog

Hidden California State Route 710 and the Pasadena Gap in the Long Beach Freeway

Infamous and the subject of much controversy the Pasadena Gap in the Long Beach Freeway has long existed as a contentious topic regarding the completion of Interstate 710 and California State Route 710.  While the Pasadena Gap of the Long Beach Freeway effectively has been legislatively blocked the action only came after decades of controversy.  While the Pasadena Gap of the Long Beach Freeway is fairly well known what many don't know is that a small segment was actually constructed south Interstate 210 and the Foothill Freeway.  This disconnected segment of the Long Beach Freeway exists as the unsigned and largely hidden California State Route 710.  On June 29, 2022 the California Transportation Commission relinquished California State Route 710 to the city of Pasadena.  The blog cover above depicts a southward view on the completed Pasadena stub segment of the Long Beach Freeway which ends at California Boulevard.   Part 1; the history of the Pasadena Gap of the Long Beach Freewa

Deer Isle Bridge in Maine

As graceful a bridge that I ever set my eyes upon, the Deer Isle Bridge (officially known as the Deer Isle-Sedgwick Bridge) surprisingly caught my eye as I was driving around coastal Maine one Saturday afternoon. About 35 miles south of Bangor, Maine , the Deer Isle Bridge connects the Blue Hill Peninsula of Downeast Maine with Little Deer Isle over the Eggemoggin Reach on ME 15 between the towns of Sedgwick and Deer Isle . It should be noted that Little Deer Isle is connected to Deer Isle by way of a boulder lined causeway, and there is a storied regatta that takes place on the Eggemoggin Reach each summer. But the Deer Isle Bridge holds many stories, not just for the vacationers who spend part of their summer on Deer Isle or in nearby Stonington , but for the residents throughout the years and the folks who have had a hand bringing this vital link to life.   The Deer Isle Bridge was designed by David Steinman and built by the Phoenix Bridge Company of Phoenixville,

Paper Highways: Proposed US Route 66 Alternate to Las Vegas, Nevada

During February 1956 the State of Nevada in concurrence with the States of California and Arizona submitted a request to the American Association of State Highway Officials to establish US Route 66 Alternate to Las Vegas.  The proposed US Route 66 Alternate would have originated from mainline US Route 66 in Kingman Arizona and followed a multiplex of US Routes 93-466 to Las Vegas, Nevada.  From Las Vegas, Nevada the proposed US Route 66 Alternate would have multiplexed US Routes 91-466 back to mainline US Route 66 in Barstow, California.  The request to establish US Route 66 Alternate was denied during June 1956 due to it being completely multiplexed with other US Routes.  This blog will examine the timeline of the US Route 66 Alternate proposal to Las Vegas, Nevada. The history of the proposed US Route 66 Alternate to Las Vegas, Nevada On February 15, 1956, the Nevada State Highway Engineer in a letter to the American Association of State Highways Officials (AASHO) advising that six c