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Paul Rendes
2/26/15
HIST 282A
The History of Interstate 5
Interstate 5 is part of a national interstate system designed to accommodate population
growth and provide safe and quick access to points of interest. The first step to address the issues
of increasing population and poor road conditions occurred in 1895 with the creation of the
Bureau of Highways. The Bureau of Highways studied highway laws in California and other
states, physical features, and road work within each county, concluding to propose twenty eight
routes to consist of a state highway system in California. The introduction of the automobile in
the early twentieth century created an urgent need for the construction of adequate roads. At the
time, nearly all roads were either dirt or mud. As a result, President Wilson signed the Federal
Aid Road Highway Act in 1916, allotting seventy five million dollars to states for the purpose of
establishing a highway department. However, three years later, less than thirteen miles of road
were paved as the entrance of the United States into World War I diverted attention and
resources. Similarly, President Roosevelt also attempted to establish a national highway system,
but World War II thwarted his plans.1 2
Following World War II, the massive increase in cars and population in addition to the
growth of suburbs, created an urgent need for a national highway system. Moreover, Cold War
paranoia played a significant role in the desire to construct a highway system. With the fear of
nuclear war in mind, President Eisenhower urged the creation of a national highway system,
believing it to be vital to national security in the event of an attack as it allowed for
maneuverability. Germany’s impressive highway system, the autobahn, further motivated him to
K.A. MacLachlan, “Early California State Highway Planning,” California Highways and Public Works (1949): 1-3.
Elisheva Blas, “The Dwight D. Eisenhower National System of Interstate and Defense Highways: The Road to
Success?,” The History Teacher 44, no. 1 (2010): 127-28.
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institute a similar highway system. Often referred to as the Interstate and Defense Highway
System, Interstate System, or Interstate Freeway System, President Eisenhower signed the
National Interstate and Defense Highway Act on June 26, 1956, embarking on the greatest public
works project in American history at the time. The federal government financed ninety percent
of the project. All federal funds for the Interstate System came from federal excise taxes levied
on highway users under the 1956 Highway Trust Fund Act. Today, the National Interstate
Highway System covers over 46,000 miles, costing an estimated $129 billion.3 4
In particular, Interstate 5 is a testament to the development of American transportation
history. Although the entirety of Interstate 5 is not yet fifty years old, one day it could possibly
be nominated to be listed in the National Register of Historic Places under Criterion A,
representing a significant event in American history. Covering a total of 1,382 miles, Interstate 5
stretches from the San Ysidro Port of Entry between San Diego and Tijuana, and traverses
through Oregon and Washington before ultimately ending at the Canadian border. Interstate 5
serves major cities such as San Diego, Santa Ana, Anaheim, Los Angeles, Stockton, Sacramento,
Redding, Portland, and Seattle, and indirectly connects the Bay Area. In fact, it is the primary
economic lifeline on the entire west coast. Interstate 5 is no doubt one of the most important
routes, if not the most, in California as it links southern California, the Central Valley, and
northern California, totaling approximately 800 miles.5 Running alongside or near historic U.S.
Highway 101, the Ridge Route, the California Aqueduct, Mendota Canal, and Pyramid Lake,
Blas, “The Dwight D. Eisenhower National System of Interstate and Defense Highways: The Road to Success?,”
128-29.
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Sinclair Weeks and C.D. Curtiss, Instruction Manual: For Preparation and Submission of a Detailed Estimate of
the Cost of Completing the Interstate System in Accordance with Section 108(d) of the Federal-Aid Highway Act of
1956, U.S. Department of Commerce, Bureau of Public Roads, October 1956.
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“I-5 Segment in Sacramento Will Open in Week,” Sacramento Bee, December 26, 1974, sec. C, p. 1.
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Interstate 5 also includes a number of scenic areas such as Mount Shasta and the beaches of
southern California.6 7
Interstate 5 is also indicative of the standardizations that the 1956 National Interstate and
Defense Highway Act sought to create. For example, as a north-south interstate, it was given an
odd number. Also, in order to facilitate quick access between destinations, no intersections or
signals are along Interstate 5. Similarly, the National Interstate System also introduced the
standardization of road signs. For example, exit signs, route signs, and rest area and service signs
are all designed a specific and unique way. Speaking of rest areas and service stations, they are a
significant feature alongside all interstates, especially through the desolate Central Valley portion
of Interstate 5.8
One of the most significant points along Interstate 5 is through the Grapevine and
Tehachapi Mountains. Constructed in 1915, the Ridge Route, located east of Interstate 5 in the
Tehachapi Mountains, was an extraordinary engineering feat as it offered the first direct route to
and from Los Angeles and the southern San Joaquin Valley. Nonetheless, the Ridge Route,
which is listed in the National Register of Historic Places, was a dangerous and slow route to
traverse. As a case in point, from the town of Gorman it took an agonizing two and a half days to
reach Los Angeles and one whole day to reach Bakersfield. Only two lanes, the Ridge Route was
unable to handle increased traffic and speeds, leading to the construction of Highway 99 through
the Tehachapi Mountains in 1933. Highway 99, however, soon proved to also be inadequate for
the increase in traffic. Consequently, Interstate 5 replaced Highway 99 through the Tehachapi
Mountains, expanding the number of lanes from three to eight. The Grapevine segment of
M.E Cornelius, “Westside Progress: Construction Starts on New 321 Mile I-5 Route,” (1963): 31.
Bill Boyarsky, “History of Interstate 5,” Westways 62, no. 1 (1970): 27.
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Boyarsky, “History of Interstate 5,” 29-30.
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Interstate 5, which opened on August 24, 1970, required the removal of 69,000,000 cubic feet of
earth and rock, costing an astounding $103,000,000.9 10
The construction of Interstate 5, which began in 1956, was controversial for a number of
reasons. Among those concerned included Central Valley farmers, those who were
uncomfortable with the cost of the project, and environmental and historic preservationists. In
particular, the post World War II era ushered in massive redevelopment projects, alarming
historic preservationists. Among the areas that Interstate 5 impacted, Sacramento particularly
stands out. The city of Sacramento intensely debated the construction and routing of Interstate 5
from 1958 until its completion in 1975. Old Town Sacramento was at the heart of the debate as
the State Department of Highways, city of Sacramento, Sacramento Landmarks Commission,
Sacramento Redevelopment Agency, and Sacramento residents all provided input on the routing
of Interstate 5. 11
The center of the Gold Rush, Old Town consisted of historic businesses, hotels, theaters,
and bars. In addition, steamboats, the railroad and Pony Express, and the first stage of telegraph
lines in California went through Old Town. In total, seventeen of Sacramento County’s thirty one
historical landmarks were located in Old Town. However, Old Town and the surrounding area
was a decaying, neglected eyesore in the 1950s, causing some, such as the Sacramento
Redevelopment Agency, to support the construction of Interstate 5 directly through the historic
area. Others, however, such as local historians, proposed that Interstate 5 be routed on the
western side of the Sacramento River in order to preserve Old Town in its entirety. In the end,
Heinz Heckereth and Baring Cohon, “The Ridge Route,” California Highways and Public Works (1965): 20.
John W. Robinson, “Surmounting the Tehachapi Barrier: The Ridge Route, Highway 99, and I-5,” The California
Territorial Quarterly, no. 97 (2014), 37-47.
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John G. Cannon, Historic Old Sacramento and U.S. Interstate Route 5 (Saugatuck, CT: Traffic Quarterly, 1965),
405-10.
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the downtown route between second and third streets won out due in large part to the pressure of
the now demolished K Street Mall and businesses such as Macy’s.12 13
Ironically, the planning for Interstate 5 through Sacramento resulted in greater historical
awareness and appreciation. In an effort to protect Old Town, the California Legislature provided
funding for the inventory and inspection of historic structures. In total, thirty eight structures in
Old Town were found to be in the proposed route of Interstate 5. Eighteen of the thirty eight
structures were saved for restoration, either through relocation or reconstruction. Specifically,
four Old Town structures were valued for their history: the Pony Express Building on J Street,
the Adams Express Building on Second Street, the Pioneer Telegraph Building on Second Street,
and the Big Four Headquarters on K Street. Today, many of the restored Old Town buildings are
adaptively reused by businesses and restaurants.14 15 16
The city of Sacramento also wanted to ensure the preservation of the aesthetic views of
the downtown area. Consequently, Interstate 5 was built below the water table, serving to shield
the city from the noise of traffic and ensure city views are uninterrupted by freeway walls.
However, this “Boat Section” of Interstate 5, built in 1970 and located from R Street to Capitol
Mall, is often subjected to flooding, especially during torrential rains. In fact, its unique
construction requires Caltrans to spend nearly one fifth of its yearly budget to maintain it.17 18
Alan S. Hart, “Old Sacramento is Saved,” Traffic Quarterly (1963): 566-67.
“City’s Historic Buildings Must Be Preserved,” Sacramento Bee, July 14, 1958.
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“West End Collection to Provide Displays for Historical Zone,” Sacramento Union, July 27, 1962.
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John G. Cannon, 411-12.
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Thor Severson, “Replica of Early City is Proposed,” Sacramento Bee, January 17, 1959.
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Carol Gage, “I-5 or Eyesore? Landscaping Sacramento’s Gateway,” Sacramento 4, no. 4 (1978): 53.
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Darren H. Tam, “Transportation Management Plan: Interstate 5 ‘Boat Section’ Rehabilitation,” U.S. Department
of Transportation: Federal Highway Administration, February 25, 2008,
http://www.ops.fhwa.dot.gov/wz/resources/final_rule/boat_tmp/.
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References
Blas, Elisheva. “The Dwight D. Eisenhower National System of Interstate and Defense
Highways: The Road to Success?” The History Teacher 44, no. 1 (2010).
Boyarsky, Bill. “History of Interstate 5.” Westways 62, no. 1 (1970). California State
Library.
Cannon, John G. Historic Old Sacramento and U.S. Interstate Route 5. Saugatuck, CT: Traffic
Quarterly, 1965. Center for Sacramento History.
“City’s Historic Buildings Must Be Preserved.” Sacramento Bee, July 14, 1958. Center for
Sacramento History.
Cornelius, M.E. “Westside Progress: Construction Starts on New 321 Mile I-5 Route.” (1963).
Caltrans Library and History Center.
Gage, Carol. “I-5 or Eyesore? Landscaping Sacramento’s Gateway.” Sacramento 4, no. 4
(1978). California State Library.
Hart, Alan S. “Old Sacramento is Saved.” Traffic Quarterly (1963). Caltrans Library and History
Center.
Heckereth, Heinz and Baring Cohon. “The Ridge Route.” California Highways and Public
Works (1965). Caltrans Library and History Center.
“I-5 Segment in Sacramento Will Open in Week.” Sacramento Bee, December 26, 1974, sec. C,
p. 1. California State Library.
MacLachlan, K.A. “Early California State Highway Planning.” California Highways and Public
Works (1949). Caltrans Library and History Center.
Robinson, John W. “Surmounting the Tehachapi Barrier: The Ridge Route, Highway 99, and
I-5.” The California Territorial Quarterly, no. 97 (2014). California State Library.
Severson, Thor. “Replica of Early City is Proposed.” Sacramento Bee, January 17, 1959. Center
for Sacramento History.
Tam, Darren H. “Transportation Management Plan: Interstate 5 ‘Boat Section’ Rehabilitation.”
U.S. Department of Transportation: Federal Highway Administration. February 25, 2008.
http://www.ops.fhwa.dot.gov/wz/resources/final_rule/boat_tmp/.
Weeks, Sinclair and C.D. Curtiss. Instruction Manual: For Preparation and Submission of a
Detailed Estimate of the Cost of Completing the Interstate System in Accordance with
Section 108(d) of the Federal-Aid Highway Act of 1956. U.S. Department of Commerce
Bureau of Public Roads. October 1956. California State Archives.
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“West End Collection to Provide Displays for Historical Zone.” Sacramento Union,
July 27, 1962. Center for Sacramento History.