U.S. Route 101, or U.S. Highway 101 (US 101), is a north–south
United States Numbered Highway that traverses the states of California, Oregon, and Washington on the
West Coast of the United States. It travels for over 1,500 miles (2,400 km), primarily along the
Pacific Ocean, and is also known by various names, including
El Camino Real in parts of California, the
Oregon Coast Highway, and the
Olympic Highway in Washington. Despite its three-digit number, normally used for
spur routes, US 101 is classified as a major route in the United States Numbered Highway System.
The Oregon Coast Highway carries US 101 through the state's coastal towns and regions in the foothills of the
Oregon Coast Range. The highway crosses over the
Columbia River on the
Astoria–Megler Bridge into Washington, where it follows
Willapa Bay and an inland route to
Aberdeen and
Olympic National Park. US 101 travels north and east around the
Olympic Peninsula and reaches its northernmost point in
Port Angeles; from there, it travels east and later south to its northern terminus at I-5 in
Tumwater, near
Olympia. Several portions of the highway are also designated as
scenic byways, including the Pacific Coast Scenic Byway in Washington; US 101 also serves three
national parks:
Pinnacles,
Redwood, and Olympic.
US 101 is a major north–south link along the
Pacific coast north of San Francisco but does not serve the largest cities in Oregon and Washington; that role is instead filled by I-5, which has a more direct inland routing. The highway provides a major parallel route between Los Angeles and San Francisco, with significant freeway portions. US 101 was established in 1926 and followed several historic routes, including El Camino Real, which linked California's early
Spanish missions, pueblos, and
presidios. It originally terminated to the south in
San Diego but was truncated to Los Angeles in 1964 after the construction of I-5. Other sections were later moved to freeway alignments that bypassed cities.
Numbering
According to the
American Association of State Highway and Transportation Officials's (AASHTO) numbering scheme for
United States Numbered Highways, three-digit route numbers are generally subsidiaries of two-digit routes. Of these two-digit routes, the principal north–south routes were assigned numbers ending in 1.[5][6] US 101 is an exception to the three-digit rule due to its role as the westernmost major route;[7] it is treated as a primary, two-digit route with a "first digit" of 10, rather than a spur of
US 1, which is located along the east coast.[5][8]
US 101 continues northwest into
San Jose on the South Valley Freeway and later the Bayshore Freeway, which travels around the east and north sides of downtown San Jose. The ten-lane freeway generally follows the west side of
San Francisco Bay as it traverses several
Silicon Valley communities, including
Palo Alto,
Redwood City, and
San Mateo, and passes offices for high-tech companies.[29][30] It parallels
I-280, which travels along the foothills of the
Santa Cruz Mountains to the west, as the two continue up the
San Francisco Peninsula.[31] US 101 passes
San Francisco International Airport and briefly turns northeast to rejoin the coastline before it enters the city of San Francisco near
Candlestick Point. The Bayshore Freeway intersects I-280 and terminates at an interchange with
I-80 near the
SoMa neighborhood in the city center.[25] US 101 then uses city streets to continue through San Francisco; it travels north on
Van Ness Avenue, a wide boulevard with
bus lanes, and west on
Lombard Street to the
Presidio of San Francisco, a historic landmark and city park.[32][33]
The divided highway travels through the north side of the Presidio and tunnels under a portion of the park as it approaches the
Golden Gate Bridge,[34] a
tolledsuspension bridge that carries US 101 and SR 1 across the
Golden Gate at the entrance to San Francisco Bay.[35][36] The orange-colored bridge, considered an icon of the city,[36] has six lanes with a
movable barrier and walkways on both sides for pedestrians and cyclists.[37] North of the bridge, US 101 is designated as the Redwood Highway.[15] It splits from SR 1 and continues as an eight-lane freeway through suburban communities in
Marin County, including an elevated viaduct in downtown
San Rafael.[38][39] The highway continues along the west side of
San Pablo Bay into
Sonoma County, where it turns northwest to head inland through
Petaluma and
Santa Rosa in the
North Bay's
Wine Country.[40][41] US 101 follows the
Russian River upstream through wineries and vineyards into
Mendocino County as the freeway narrows to four lanes and eventually ends.[25]
Beyond the San Francisco Bay Area, US 101 is primarily an undivided highway with some short freeway sections and serves as the primary route in the rugged
North Coast region.[42] It traverses the
Mendocino Range and reaches the northern terminus of SR 1 at
Leggett.[43] The Redwood Highway then follows the
South Fork Eel River north into
Humboldt Redwoods State Park, where it runs parallel to the
Avenue of the Giants.[44] US 101 continues northwest along the
Eel River to reach the coastline near
Eureka, which it travels through on city streets before becoming a divided highway around
Humboldt Bay. The highway travels north along the coast through the
Redwood National and State Parks, where it passes through old-growth
coast redwood forests, and reaches
Crescent City.[45] US 101 intersects
US 199 north of the city and continues northwest along the coast to the Oregon state line.[25]
The Oregon Coast Highway begins at the California state line near
Brookings and carries US 101 north along the Pacific coast. It is generally a two-lane highway that passes through small towns and near 77
state parks on the rugged coastline, as well as some inland areas.[46][47] From Brookings, US 101 traverses the 12-mile (19 km)
Samuel H. Boardman State Scenic Corridor, which includes roadside viewpoints and trailheads that face the ocean.[48] The highway remains elevated from the coastline and briefly descends to
sea level near the
Pistol River State Scenic Viewpoint before climbing
Cape Sebastian on its way to
Gold Beach. US 101 travels through Gold Beach and crosses the
Rogue River to continue north along the coast.[25] The highway turns west to follow the base of
Humbug Mountain, a 1,761-foot (537 m) mountain that rises from the Pacific Ocean,[49] and northwest to reach
Port Orford, where it leaves the coastline.[50][51]: 22
The Oregon Coast Highway crosses the
Siuslaw River into
Florence and intersects
Oregon Route 126 (OR 126), a major east–west route that traverses the
Coast Range to
Eugene.[50] US 101 returns to the coastline near the
Heceta Head Lighthouse and continues north along several high cliffs around
Cape Perpetua and
Yachats that overlook the beaches.[55][56] The Oregon Coast Highway then crosses the
Yaquina Bay Bridge into
Newport and serves as the western terminus of
US 20, a transcontinental route to
Boston and the longest highway in the United States.[57] US 101 continues along the coastline and
Siletz Bay into
Lincoln City, where it serves as the city's main street for 7 miles (11 km)[58] and turns away from the coast to bypass the
Cascade Head biosphere reserve.[51]: 14 [59] The highway briefly returns to the coastline before beginning a long inland stretch that follows the
Nestucca River and other streams to
Tillamook.[25][51]
US 101 enters Washington state at the north end of the Astoria–Megler Bridge and immediately turns west to follow the Columbia River. The highway traverses
Fort Columbia State Park in a tunnel and passes through
Chinook on the north side of the river's mouth towards
Ilwaco, near
Cape Disappointment.[62] From Ilwaco, US 101 briefly travels north before turning east at
Seaview, the southernmost city on the
Long Beach Peninsula,[63] and following
Willapa Bay to a junction with
State Route 4 (SR 4) on the
Naselle River.[64] The highway continues along the east side of the bay through
South Bend to
Raymond, where it travels inland to cross the forested
Willapa Hills to reach
Aberdeen. US 101 enters the city by crossing the
Chehalis River and turns west onto a pair of one-way streets after an intersection with
US 12.[25][65]
The streets travel through western Aberdeen and neighboring
Hoquiam, where the highway is split by the
Hoquiam River, and rejoin north of downtown. The highway continues north along inland streams into the
Quinault Indian Reservation, which it enters near
Lake Quinault at the edge of
Olympic National Park.[66] US 101 circumnavigates the
Olympic Peninsula and provides the main access to the national park and various sites via spur roads;[67] there are no roads that cross the
Olympic Mountains, which separate areas of the national park and adjacent
Olympic National Forest.[66][68] The highway turns west from Lake Quinault to reach the Pacific coastline, which it follows for 15 miles (24 km) between
Queets and
Ruby Beach within Olympic National Park.[69] US 101 then heads northeast to follow the
Hoh River upstream and intersects the main access road to the
Hoh Rainforest.[70] It then travels north through
Forks and follows the
Sol Duc River east to re-enter the national park.[25][66]
The highway travels south and crosses a
pass in the Olympic Mountains near
Mount Walker before it reaches the west shore of
Hood Canal, which it follows for more than 50 miles (80 km).[70][74] US 101 passes several
state parks and additional access points for the national park, including
Lake Cushman near
Hoodsport.[66] It leaves Hood Canal on the
Skokomish Indian Reservation and continues south on a super two bypass around
Shelton, where it intersects
SR 3. US 101 then becomes a freeway and cuts across several inlets and bays of
Puget Sound as it turns southeast towards the Olympia area.[75] The freeway merges with
SR 8 and continues southeast to reach its northern terminus at I-5 in
Tumwater,[9] near the
Washington State Capitol campus in nearby Olympia.[25][65]
The section between Lake Crescent and Sequim is generally signed east–west,[3] while the section south of the intersection with SR 20 is signed north–south but turned 180 degrees.[9] The direct route between Aberdeen and Olympia is US 12 and SR 8, which complete the Olympic Loop Highway.[65]
History
Establishment and early development
US 101 was established as part of the initial United States Numbered Highway System that was developed by the
American Association of State Highway Officials (AASHO) in the 1920s. The preliminary plan recommended in 1925 had the highway terminate at
San Diego in the south and in
Port Angeles, Washington, to the north.[76][77] The final plan extended US 101 within Washington around the east side of the Olympic Peninsula to Olympia[78] and was adopted by the AASHO on November 11, 1926.[4][79] The first section of US 101 to be signed in California was between San Diego and Los Angeles in January 1928, which was followed by the rest of the route later in the year.[80]
Portions of the coastal highway had already been constructed by the respective state governments and also followed foot and wagon routes developed in earlier centuries.[81] Among these was
El Camino Real in California, which was formed by the
Portolá expedition in 1769 and 1770 and connected the historic
Spanish missions, pueblos, and
presidios.[82][83] The California state government chose a section of El Camino Real in San Bruno in 1912 to become the first paved highway in the state.[84][85] The San Diego–San Francisco section of El Camino Real was incorporated into the multi-state
Pacific Highway in the 1910s;[86][87] other sections of US 101 in California used the existing Redwood Highway, which was constructed from 1917 to 1923,[88] and Coast Highway.[89]
Construction of the Oregon Coast Highway began in 1921, two years after a state
referendum that voted in favor of funding the development of highways with a one-cent
gas tax. At the time, several short wagon roads and plank roads connected settlements on the coast, and overland travel primarily used beaches.[51]: 39 [90] The highway was gradually constructed and paved in the 1920s, but a set of six
ferry crossings remained that were operated by private companies until the state government acquired them in 1927.[90]: 11 These ferries were replaced in 1936 by five bridges designed by state engineer
Conde B. McCullough and funded by the federal government's
New Deal programs. Other sections were realigned in the 1930s to avoid rugged terrain and use new tunnels as automobile traffic increased.[91] The Oregon Coast Highway was declared complete on October 3, 1936, at a cost of $25 million to construct (equivalent to $432 million in 2023 dollars).[90]: 14–15 [92]
Washington completed the final sections of the Olympic Loop Highway between 1927 and 1931 at a cost of $11 million (equivalent to $177 million in 2023 dollars).[92][93] The project paved several existing sections of the state roads and also constructed 7 miles (11 km) of new highway from the
Queets River to Ruby Beach near
Kalaloch. Portions of US 101 passed through lands that were later incorporated into Olympic National Park when it was established in 1938; under the
National Park Service, sections of the Crescent Lake Highway were widened and improved in 1949.[94] The
Washington State Highway Commission submitted an application to AASHO in 1955 to extend US 101 northeast from Discovery Bay to
Whidbey Island and
Mount Vernon, where it would terminate at
US 99.[95] The proposal was rejected by AASHO for being too long of a detour and including a tolled ferry crossing.[96]
New alignments and freeways
US 101 was split into two routes in the San Francisco Bay Area between San Jose and San Francisco in 1929:[97] US 101W followed El Camino Real on the San Francisco Peninsula for 50 miles (80 km); US 101E traversed the
East Bay for 54 miles (87 km) to
Oakland, where it turned west on a
cross-bay ferry to San Francisco.[98][99] The branches converged in Downtown San Francisco and traveled along city streets to the
Hyde Street Pier, where the highway continued on automobile ferries to
Sausalito at the south end of the Redwood Highway.[100] By 1936, US 101E had been eliminated in favor of the route on the west side, which was re-designated as US 101.[101]
The Hyde Street–Sausalito ferry was removed from US 101 following the May 1937 completion of the
Golden Gate Bridge, which would carry the highway from San Francisco to Marin County.[102][103] It was the
longest suspension bridge in the world at the time of its construction and was funded by a $35 million regional
bond (equivalent to $583 million in 2023 dollars)[92] that was paid off in 1971.[104][105] The San Jose–San Francisco section of US 101 was initially moved from El Camino Real to the
Bayshore Highway,[106] a four-lane undivided highway that was constructed between 1924 and 1937 to bypass several towns on the peninsula.[107][108] El Camino Real was re-designated as US 101 Alternate in 1936,[109] which sparked outcry from businesses and groups who lobbied for a reversal of the change that was submitted by state officials to AASHO.[110][111] In 1938, US 101 was moved back to El Camino Real and the Bayshore Highway was designated as US 101 Bypass.[112][113]
In the late 1940s, the California state government announced plans to convert most of US 101 between Los Angeles and San Francisco to freeways using funds from the
Collier–Burns Highway Act of 1947.[114][115] Prior to the act, the Cahuenga Pass Freeway had opened in June 1940 between Hollywood and the San Fernando Valley in Los Angeles to replace a narrow, winding mountain road. It was the city's second freeway and was later extended southeast towards Downtown and renamed the Hollywood Freeway when it was completed on April 16, 1954.[24] Several other early freeway segments were signed as US 101 Bypass or US 101 Alternate.[116] In
San Luis Obispo, a freeway around the northwest side of downtown was completed by the early 1960s, alongside bypasses of nearby rural towns.[117] The San Diego–San Francisco section of US 101 was designated as El Camino Real by the California state government in 1959 as part of a program to add historic markers on the highway.[118]
The
Santa Ana Freeway was planned as a Los Angeles–
Irvine connector in the late 1930s and constructed in phases, beginning with a section near Downtown Los Angeles that opened in December 1947.[119][120] US 101 was later moved onto sections of the freeway, which was completed in 1958 and served as a continuation of the Hollywood Freeway.[121][122] By the time it was completed, sections of the freeway between Anaheim and Los Angeles were carrying over 113,000 vehicles per day and were planned to be widened to six lanes within a few years.[123][124] The south end of the Santa Ana Freeway merged into the
San Diego Freeway, which began construction in 1954 and was completed in 1968.[125][126] Both freeways were incorporated into plans for the new
Interstate Highway System in 1955 and assigned to I-5 three years later.[127][128]
US 101 was truncated to Los Angeles during a 1963 AASHO meeting at the request of the California state government, as I-5 had replaced the stretch to San Diego;[129] the changes were made ahead of a
major restructuring of the state's highway system that took effect on July 1, 1964.[130] The old sections of the highway from San Diego to Los Angeles were given local names and later signed as Historic US 101 in the late 2010s by local governments.[81] The 1963 action also moved the San Jose–San Francisco section onto the
Bayshore Freeway,[129] which was built to replace the Bayshore Highway on US 101 Bypass.[131] The freeway had been proposed to address congestion and frequent collisions on the highway, nicknamed "Bloody Bayshore", and opened in stages between 1947 and 1962.[108][131] The bypassed sections of El Camino Real were renumbered to
SR 82 in the Bay Area and signed as business routes of US 101 in other cities.[132][133] From the north end of the Bayshore Freeway at
I-80 in San Francisco, US 101 was routed west along a section of the
Central Freeway, which opened in 1955 and was extended four years later to Van Ness Avenue.[134][135] Plans to extend the Central Freeway and other thoroughfares through San Francisco to the Golden Gate Bridge were later cancelled by the mid-1960s following
widespread opposition and protests from city residents.[136][137]
Several sections of the Oregon Coast Highway were rebuilt in the 1950s and 1960s to eliminate curves and move the highway further from the coastline in cities such as Cannon Beach.[138] A 53-mile (85 km) realignment from Brookings to Gold Beach and a more direct route from Bandon to Coos Bay to bypass
Coquille were completed as part of this program in the early 1960s.[139][140] In 1955, Oregon congressman
A. Walter Norblad unsuccessfully proposed that the US 101 corridor be included in the
Interstate Highway System to allow for federal funds to construct a bridge across the Columbia River;[141] the proposal was also endorsed by a
U.S. Army official, who also sought a similar designation for the Washington section.[142] The Seaside–Astoria section was straightened and realigned onto a
new bridge over Youngs Bay in 1964.[143] The
Astoria–Megler Bridge over the Columbia River opened to traffic on July 29, 1966, replacing a ferry and comprising the final "link" in US 101.[61][144] The northern terminus of US 101 was originally at Capitol Way (US 99) in downtown Olympia until it was moved to a freeway bypass in December 1958.[145][146] The freeway section was extended northwest from Olympia to
Shelton in 1965.[147]
Modern improvements
The final traffic signal on the 435-mile (700 km) section of US 101 between Los Angeles and San Francisco, located at Anacapa Street in Santa Barbara, was removed in November 1991.[148] The removal was spurred by the construction of a freeway through Santa Barbara, which was completed the following year and bypassed four signalized intersections.[149] The Central Freeway's northernmost leg in San Francisco was demolished in the early 2000s after it had sustained damage in the
1989 Loma Prieta earthquake, which required the upper deck to be removed in 1997.[150] A portion of the corridor was replaced by
Octavia Boulevard, which opened in 2005, while US 101 was rerouted onto Van Ness Avenue further east.[25][151] From 2016 to 2022, Van Ness Avenue was rebuilt by the
San Francisco Municipal Railway to add center bus lanes and landscaped medians as part of the
Van Ness Bus Rapid Transit project.[152]
Several existing freeway sections in California were expanded to add
high-occupancy vehicle lanes (HOV lanes) beginning in the 1980s to address increased congestion, especially in the San Francisco Bay Area.[153][154] By 1984, a section in Marin County had been opened to traffic;[155] it was followed by sections in San Mateo and Santa Clara counties that were funded by a sales tax approved in a 1984 ballot measure.[156] The HOV lanes were extended south through San Jose to Bernal Road in 1990.[157] A 16-mile (26 km) section of the existing HOV lanes from
Redwood City to
San Bruno was converted to
high-occupancy toll lanes in 2023 with the use of
electronic toll collection.[158][159]
A six-mile (9.7 km) freeway bypass of
Willits, California, for the Redwood Highway opened in November 2016 at a cost of $460 million.[160] The bypass was expected to divert away tourists and cause a drop in local
sales tax revenue due to lost traffic.[161] A portion of US 101 in the North Bay region near San Francisco, nicknamed the "Novato Narrows", was widened to three lanes with the addition of an HOV lane; construction on the 5-mile (8.0 km) section began in 2011 and is scheduled to be completed in 2026.[162] A similar widening east of Santa Barbara began construction in 2008 and is scheduled to be completed in the 2020s.[163][164] The world's largest urban
wildlife crossing, named the
Wallis Annenberg Wildlife Crossing, is under construction over US 101 in
Agoura Hills, California, and is scheduled to open in 2025.[165]
^Total length is calculated from route mileage within California (806.597 miles, 1,298.092 km),[1] Oregon (363.11 miles, 584.37 km),[2] and Washington (365.56 miles, 588.31 km).[3]
^
abcWigglesworth, Zeke (August 22, 1993). "Olympic Games: Old-growth forests, glacial peaks, hot springs...We have the British to thank for a peninsula with some of the most varied scenery anywhere". The Mercury News. p. 1G.
^Dixon, Chris (April 29, 2005).
"A Coast Less Traveled". The New York Times. p. F1. Archived from
the original on July 28, 2023. Retrieved July 28, 2023.
^
abcdefGratreak, Leesa; Stuart, Patience; Jones, Shoshana; Becker, Anisa (February 2, 2015). Ranzetta, Kirk (ed.).
US 101 Coast Highway Historic Context(PDF) (Report).
AECOM. pp. 9–11. Archived from
the original(PDF) on July 27, 2023. Retrieved July 26, 2023 – via Oregon Department of Transportation.
^
abcdeWashington State Department of Transportation (2014).
Washington State Highways, 2014–2015(PDF) (Map). 1:842,000. Olympia: Washington State Department of Transportation. Retrieved July 29, 2023.
^O'Brien, M. A. (May 1952).
"History of United States Numbered Highways"(PDF). California Highways and Public Works. Vol. 31, no. 5–6. California Department of Public Works. pp. 54–55. Archived from
the original(PDF) on August 2, 2023. Retrieved August 1, 2023 – via
Metro Transportation Research Library & Archive.
^Executive Committee (November 12, 1928).
"Minutes of Executive Committee"(PDF) (Report). Washington, DC: American Association of State Highway Officials. p. 9. Retrieved August 2, 2023 – via Wikimedia Commons.
^"Court to Clarify Sign Act Provision". California Highways and Public Works. California Department of Public Works. November 1934. p. 26. Archived from
the original on August 2, 2023. Retrieved August 2, 2023 – via California Department of Transportation Library Digital Collections.
^
abRemington, W. G. (March–April 1962).
"Bayshore Freeway: San Jose to San Francisco Is Now All Full Freeway". California Highways and Public Works. Vol. 41, no. 3–4. California Department of Public Works. pp. 5–8. Archived from
the original on August 2, 2023. Retrieved August 2, 2023 – via California Department of Transportation Library Digital Collections.
^Executive Committee (May 28, 1938).
"Addendum to Minutes of Executive Committee"(PDF) (Report). Washington, DC: American Association of State Highway Officials. p. 12. Retrieved August 2, 2023 – via Wikimedia Commons.
^McCoy, Jr., George T. (January–February 1950).
"Freeway Unit: New 4-Lane Divided Section Is Added to Coast Highway". California Highways and Public Works. Vol. 29, no. 1–2. California Department of Public Works. p. 29. Archived from
the original on August 3, 2023. Retrieved August 2, 2023 – via California Department of Transportation Library Digital Collections.
^Gallagher, J. D. (September 1950).
"Chapter XIV: California Highways". California Highways and Public Works. California Department of Public Works. pp. 106–108. Archived from
the original on August 3, 2023. Retrieved August 2, 2023 – via California Department of Transportation Library Digital Collections.
^Cortelyou, Spencer V. (July–August 1948).
"New Freeway: East Los Angeles Motorists Are Saved Driving Time". California Highways and Public Works. Vol. 27, no. 7–8. California Department of Public Works. pp. 1, 15–17. Archived from
the original on August 4, 2023. Retrieved August 3, 2023 – via California Department of Transportation Library Digital Collections.
^Hetherington, J. D. (July–August 1958).
"Irvine–El Toro: New Santa Ana Freeway Section Completed in Orange County". California Highways and Public Works. Vol. 37, no. 7–8. California Department of Public Works. pp. 23–24. Archived from
the original on August 4, 2023. Retrieved August 3, 2023 – via California Department of Transportation Library Digital Collections.
^Road Map of the State of California, 1959 (Map). 1:1,411,705. California Department of Public Works. 1959. Los Angeles and Vicinity inset. Archived from
the original on August 4, 2023. Retrieved August 3, 2023 – via David Rumsey Map Collection.
^"San Diego Freeway: Governor Opens New Section". California Highways and Public Works. Vol. 36, no. 3–4. California Department of Public Works. March–April 1957. p. 32. Archived from
the original on August 4, 2023. Retrieved August 3, 2023 – via California Department of Transportation Library Digital Collections.
^Herbert, Ray (December 9, 1968).
"San Diego Freeway Now Reality". Los Angeles Times. sec. 2, p. 7. Archived from
the original on August 10, 2023. Retrieved August 3, 2023 – via Newspapers.com.
^Johnson, A. E. (November 10, 1958).
"Route Numbering in California". Letter to G. T. McCoy. American Association of State Highway Officials. Retrieved August 3, 2023 – via AASHTO Route Numbering Archive.
^
abU.S. Route Numbering Committee (June 19, 1963).
"U.S. Route Numbering Committee Agenda"(PDF) (Report). Washington, DC: American Association of State Highway Officials. p. 11. Retrieved August 3, 2023 – via Wikimedia Commons.
^"Route Renumbering". California Highways and Public Works. Vol. 43, no. 3–4. California Department of Public Works. March–April 1964. pp. 11–13. Archived from
the original on August 4, 2023. Retrieved August 3, 2023 – via California Department of Transportation Library Digital Collections.
^Booker, B. W. (March–April 1958).
"Report from District IV: Pushed Toward Completion Bay Area Freeway Network". California Highways and Public Works. Vol. 37, no. 3–4. California Department of Public Works. pp. 4–5. Archived from
the original on August 7, 2023. Retrieved August 6, 2023 – via California Department of Transportation Library Digital Collections.
^Nelson, Stub (December 13, 1958). "New Olympia Freeway Opened". Seattle Post-Intelligencer. pp. 1, 4.
^"2-Mile Freeway Section to Open". The Seattle Times. July 19, 1965. p. 21.
^Feldman, Paul (November 19, 1991).
"Lights Out on an Era". Los Angeles Times. p. A3. Archived from
the original on August 3, 2023. Retrieved August 2, 2023.