Skip to main content

Former US Route 101 in Bradley

Bradley is 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 Bradley Road.
 

 

Part 1; the history of US Route 101 in Bradley

Bradley was plotted by the Southern Pacific Railroad in 1886 as siding facility.  Bradley is named in honor of Bradley V. Sargent who's property the siding facility was constructed upon.  Bradley was set up alongside the nearby sidings of San Lucas and San Ardo.  Although Bradley doesn't appear on the 1890 George F. Cram Railroad Map of California it was plotted approximately ten miles due south of San Ardo.

The era of State Highway Maintenance through Bradley 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").

Bradley 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 largely 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 Bradley Road through Bradley on the 1917 California State Automobile Association Map


 
LRN 2 through Bradley 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 Bradley on the 1927 National Map Company Sectional Map

Headed southbound US 101/LRN 2 originally crossed the Salinas River to Dixie Street.  From Dixie Street US 101/LRN 2 swung via a couple 90 turns via Pleyto Street to Meadow Avenue.  The July/August 1929 California Highways & Public Works noted that US 101/LRN 2 would be realigned and a new bridge over the Salinas River was being considered.  



The August 1930 California Highways & Public Works describes the original Bradley Bridge as being in very poor condition.  The original Bradley Bridge was constructed in 1888 by Monterey County.  Details regarding the design of the new Bradley Bridge and new alignment of US 101/LRN 2 are also described.  Ultimately the new Bradley Bridge was completed in 1930. 
 

The April 1932 California Highways & Public Works features an article pertaining to the 1930 Bradley Bridge.  Both the 1930 Bradley Bridge and it's 1888 predecessor are pictured.  




 
 
US 101/LRN 2 can be seen in detail through Bradley 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 November/December 1965 California Highways & Public Works notes that US 101 from San Miguel to Camp Roberts had recently been realigned to a freeway during August.  Completion of the new bypass of Bradley was anticipated to be complete by summer of 1966.  


Thusly the planned bypass realignment of US 101 around Bradley appears on the 1966 Division of Highways State Map.  

US 101 is shown bypassing Bradley on the 1967 Division of Highways State Map


Part 2; a drive on former US Route 101 on Bradley Road

Modern US 101 southbound accesses it's former alignment on Bradley Road at Exit 251. 



Bradley Road quickly approaches the 1930 Bradley Bridge.  


The Bradley Bridge is a Warren Truss design which features a total length of 1,668.1 feet.  The 1888 Bradley Bridge pilings can be seen upstream in the Salinas River looking southward.  

Bradley Road crosses the 1930 Bradley Bridge into Bradley. 





Bradley Road passes southward through the heart of Bradley. 




Bradely Road departing Bradley is signed as 5 miles from modern US 101. 

Bradley Road follows as a western frontage of the Union Pacific Railroad towards the confluence of the Salinas River and Nacimiento River.  South of the confluence Bradley Road approaches the 1940 Salinas River Bridge. 









Bradley Road crosses the 1940 Salinas River Bridge and terminates at modern US 101 on the outskirts of Camp Roberts.





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