U.S. Route 101 in California

U.S. Route 101
US 101 highlighted in red
Route information
Maintained by Caltrans
Length	808.111 mi[1] (1,300.529 km) Portions of US 101 relinquished to or otherwise maintained by local or other governments are not included in the length
Existed	November 11, 1926 (1926-11-11)[2][3]–present
Tourist routes	Gaviota Coast[4] Redwood Highway through Del Norte Coast Redwoods State Park[5]
Restrictions	STAA trucks are prohibited through Richardson Grove State Park[6][7]
Major junctions
South end	I-5 / I-10 / SR 60 in Los Angeles
Major intersections	SR 110 in Los Angeles SR 134 / SR 170 in North Hollywood I-405 in Sherman Oaks I-280 / I-680 in San Jose I-280 in San Francisco I-80 in San Francisco I-580 in San Rafael SR 299 in Arcata US 199 near Crescent City
North end	US 101 at the Oregon state line near Brookings, OR
Location
Country	United States
State	California
Counties	Los Angeles, Ventura, Santa Barbara, San Luis Obispo, Monterey, San Benito, Santa Clara, San Mateo, San Francisco, Marin, Sonoma, Mendocino, Humboldt, Del Norte
Highway system
United States Numbered Highway System List Special Divided State highways in California Interstate US State Scenic History Pre‑1964 Unconstructed Deleted Freeways
← SR 100 → SR 102

U.S. Route 101 (US 101) is a north–south United States Numbered Highway stretching from Los Angeles, California, to Tumwater, Washington. The portion in the state of California runs for approximately 808 miles (1,300 km) from the East Los Angeles Interchange to the Oregon state line. The majority of US 101 is overseen and maintained by the California Department of Transportation (Caltrans), except for the Golden Gate Bridge which is privately administered, nor is it officially part of the route (or its counterpart SR 1) despite maps and federal route logs saying otherwise. US 101 is a critical freeway serving the Greater Los Angeles and the San Francisco Bay Area, and acts as a communal backbone in the more rural Central Coast and Redwood Empire. A lengthy section in Southern California even follows an unusual east–west direction. From Santa Barbara to Gilroy, US 101 is a mix of freeway and expressway, while north of Sonoma County, it is a regular two-lane road with pockets of controlled-access configurations. In some more populous areas, US 101 features high-occupancy vehicle (HOV) lanes with time-based restrictions for vehicles that have a minimum of two occupants, and express lanes with a congestion toll scheme. The highway also passes through many important agriculture regions.

When US 101 was created in late 1926, it shared paths with State Legislative Route 2 (LNR 2) and LNR 1, two of the state's antecendent highways. Furthermore, it ran south through San Diego and ended on the Mexican border, but a 1964 state law deleted that segment of US 101, and it was immediately succeeded by Interstate 5 (I-5). Even so, US 101 continues to be the longest U.S. Highway in California, as well as the longest numbered route in the state's highway network.^[8] The former segment has since been relinquished to lower jurisdictions and is locally recognized as a historic route.

Beginning in the 1930s, a great proportion of US 101 in many parts of California were relocated and upgraded to more modern alignments, bypassing various towns and cities in the process. In Northern California, bypasses were constructed often amid consternation from local environmental and business interests. The Golden Gate Bridge replaced a ferry transportation line between San Francisco and Sausalito. Longstanding residential opposition has precluded any freeway development in San Francisco and Eureka; US 101 therefore exists as arterial surface streets for both these cities. US 101 had several branch routes throughout the state until the 1960s.

US 101 is known by various names, and several memorial and tourist designations have been applied along its trek. Although generally referred to as "101" by California residents, in Southern California it is often called "the 101" (pronounced "the one-oh-one"). In the 1950s, US 101 in Southern and Central California was dedicated as El Camino Real, a historical and culturally-significant path dating back to Alta California. North of the Golden Gate, it is known as the Redwood Highway for the world's tallest and only extensive preserves of virgin, old-growth coast redwood trees, as well as an organized movement to protect them. The original construction of the Redwood Highway also rendered seafaring trade in the surrounding locales obsolete. US 101 has portions labeled Santa Ana Freeway, Hollywood Freeway, Ventura Freeway, South Valley Freeway, and Bayshore Freeway. Two portions of the route have been designated as a scenic highway by Caltrans, with more qualified for inclusion into the state's scenic highway system, and in 2003 it was dubbed the Screaming Eagles Highway in Southern California. A tunnel has been proposed for US 101 in Del Norte County to get around dangerous ocean-facing cliffs where landslides have resulted in the highway being frequently closed for costly repairs. Further improvements to US 101 in the Richardson Grove State Park have been planned, to permit safer passage for big rigs.

US 101 runs 808 miles (1,300 km) through California. It is named Route 101 in Section 401 of the California Streets and Highways Code and defined as:^[9]

Route 101 is from:

(a) Route 5 near Seventh Street in Los Angeles to Route 1, Funston approach, and, subject to Section 72.1, the approach to the Golden Gate Bridge in the Presidio of San Francisco via Santa Barbara, San Luis Obispo, and Salinas.

(b) A point in Marin County opposite San Francisco to the Oregon state line via Crescent City.

The definition purposely omits the segment crossing the Golden Gate Bridge, as it is maintained by the Golden Gate Bridge, Highway and Transportation District and is not part of the state highway system. Despite this, U.S. Route logs from the American Association of State Highway and Transportation Officials include the bridge as part of US 101, as do most other maps.^[10] The bridge along with the rest of US 101 is also part of the National Highway System.^[11]

US 101 is part of the California Freeway and Expressway System,^[12] and portions of it are eligible to be included in the State Scenic Highway System.^[13] It is officially designated as a scenic highway from Goleta to Las Cruces in Santa Barbara County^[4] and through Del Norte Coast Redwoods State Park in Del Norte County.^[5]

US 101 begins in Los Angeles at the East Los Angeles Interchange, a major freeway junction that includes I-5, I-10, and SR 60. This six-lane portion of the route is the northerly continuation of the Santa Ana Freeway, inheriting that title from I-5. After 2 miles (3.2 km), US 101 curves west and reaches the San Bernardino Split, a three-way junction with the San Bernardino Freeway that transitions into I-10 to the east. US 101 travels on a 1944 bridge over the Los Angeles River before passing Los Angeles Union Station.^[14]

Proceeding in a generally northwestern direction, US 101 runs through downtown Los Angeles via the Downtown Slot^[15] beneath the northern edge of Los Angeles Civic Center, and encounters SR 110 at the Four Level Interchange. Starting here, US 101 is named the "Hollywood Freeway". The route then passes through Echo Park, Silver Lake, Los Feliz, and into Hollywood, sharing a short segment with SR 2 through the urban area. US 101 runs through the Santa Monica Mountains via the Cahuenga Pass before entering the San Fernando Valley. It passes Universal Studios Hollywood, then reaches the Hollywood Split where it shifts westward, superseding SR 134 on the Ventura Freeway, while the Hollywood Freeway continues northward as SR 170.^[14]

From the Hollywood Split, US 101 runs east–west despite its north–south designation. Because of this, the same freeway entrance can be signed as "101 North" and "101 West"; this is most common in the San Fernando Valley where the local east–west signing does not match the Caltrans' proper statewide north–south designation.^[16] US 101 crosses I-405 in Sherman Oaks and Topanga Canyon Boulevard (SR 27) in Woodland Hills. In Calabasas, US 101 changes from heavily urbanized to a somewhat rural character as it enters Conejo Valley, where it leaves Los Angeles County and enters Ventura County.^[17] In Thousand Oaks, US 101 runs concurrently with SR 23 for about 2.44 miles (3.93 km), from Westlake Boulevard to a three-way interchange with the Moorpark Freeway.^[14]

Continuing westward, US 101 climbs the Conejo Grade on a 7%-grade incline^[18] before descending into the Oxnard Plain, where it serves Camarillo and Oxnard. The coastside SR 1 runs concurrently with US 101 in Oxnard; there is no signage confirming the overlap despite maps depicting this. Upon crossing the Santa Clarita River, the two routes reach Ventura, where they meet SR 126 and then SR 33.^[14]

US 101 crosses the Ventura River at Emma Wood State Beach, at which point Pacific Ocean comes into view. The route then passes La Conchita before entering Santa Barbara County, where it intersects SR 150; this is also the point where US 101's "Ventura Freeway" name ends. In Santa Barbara, US 101 intersects SR 154, then continues into Goleta, where it intersects SR 217.^[14] US 101 then narrows to four lanes and switches from freeway to expressway,^[a] albeit with several interchanges serving beaches and parks along the Gaviota Coast.^[b] This stretch of SR 101 often comes within one to two miles (1.6 to 3.2 km) of the coast.^[20][17] At Gaviota, US 101 sharply curves north, thus resuming its original north–south alignment, and heads inland across the Santa Ynez Mountains, where the northbound lanes pass through the Gaviota Tunnel; no tunnels exist on the southbound side.^[14]

Throughout the rest of the Central Coast, US 101 switches intermittently between freeway and expressway status,^[17] but despite occasional cross-traffic it has unimpeded traffic, as there are no stop signs or traffic signals.^[21]

About 1+1⁄2 miles (2.4 km) north of the Gaviota Tunnel, SR 1 splits from US 101 to resume its role as California's primary coastal highway. US 101 then enters Buellton, where it intersects SR 246. North of Buellton, US 101 intersects SR 154 a second time, and in Los Alamos, it intersects with SR 135. In Orcutt, US 101 and SR 166 overlap for three miles (4.8 km), until north of Santa Maria, where US 101 again intersects with SR 135. Vineyards frequently surround US 101 between its northern SR 154 intersection and Orcutt.^[14]

In San Luis Obispo County, US 101 intersects SR 227 in Arroyo Grande. The highway once again runs concurrently with SR 1 as it passes Pismo Beach. SR 1 and US 101 then turn inland into San Luis Obispo, where US 101 reconnects with SR 227, after whcih SR 1 splits off again.^[14] North of San Luis Obispo, US 101 ascends the Santa Lucia Range on a 7% grade via the Cuesta Grade, cresting at 1,522 feet (464 m) before declining north of the range.^[22] Here, US 101 intersects SR 58, then enters Atascadero, where it intersects SR 41. Upon reaching Templeton, US 101 and SR 46 run concurrently for about three miles (4.8 km) until Paso Robles. North of San Miguel, US 101 enters Monterey County while bisecting Camp Roberts.^[17][14]

US 101 bypasses the San Ardo Oil Field about five miles (8.0 km) south of San Ardo. Between San Lucas and King City, US 101 crosses the Salinas River three times and also intersects SR 198.^[14] US 101 then travels through the Salinas Valley, known as "America's Salad Bowl",^[23] before cutting through Greenfield, Soledad, Gonzales, Chualar, and Spence. US 101 then enters Salinas, where it intersects SR 68 and SR 183. North of Salinas, US 101 runs concurrently with SR 156 for approximately eight miles (13 km). It then intersects SR 129 while SR 156 splits off near San Juan Bautista.^[14] Within the same area, US 101 crosses the San Andreas Fault.^[24]

US 101 enters the San Francisco Bay Area by crossing the Pajaro River in Santa Clara County, after which it intersects SR 25. US 101 continues north to Gilroy, where it changes from expressway a freeway. US 101 also meets SR 152 in this area; the two run concurrently for one mile (1.6 km), after which US 101 remains east of San Martin and Morgan Hill as it traverses the Santa Clara Valley.^[14]

US 101's surroundings become increasingly urbanized as it reaches San Jose, the largest city in the Silicon Valley, where it intersects SR 85.^[17] US 101 bypasses downtown San Jose to the east, passing through largely residential areas and also intersecting I-280 and I-680 at the Joe Colla Interchange. US 101 then turns west-northwest as it continues through San Jose and intersects I-880, then partially intersects SR 87. US 101 then enters Sunnyvale, where it intersects SR 237 and SR 85, the latter for the second time. US 101 continues northwest through the South Bay, where it passes the campuses of several major technology corporations, including IBM, Intel, Nvidia, and Google.^[14]

US 101 enters the San Francisco Peninsula in Palo Alto, where it travels along the western edge of the San Francisco Bay. It enters San Mateo County in East Palo Alto, where it intersects SR 84, then passes through Redwood City, Belmont, and San Carlos. US 101 intersects SR 92 in San Mateo, then it passes the San Francisco International Airport in San Bruno, with direct ramp and flyover connections between the freeway and the terminals. US 101 then intersects I-380, then travels through the east side of South San Francisco.^[14] Here, the scenery briefly yet abruptly becomes more natural as the freeway passes Brisbane east of San Bruno Mountain, at one point running along a causeway that separates Brisbane Lagoon from the San Francisco Bay.^[25] US 101 then reaches Bayview Park, the former location of Candlestick Park.^[26][14]

US 101 then enters the city and county of San Francisco, where it again intersects I-280, this time via the Alemany Maze.^[14] US 101 then reaches the western terminus of the San Francisco Skyway, which is signed as I-80 but not officially defined as such.^[27] US 101 then turns west and follows the old Central Freeway viaduct near San Francisco's Civic Center, before transitioning to a surface street northward on Van Ness Drive. Here, MUNI bus lanes traverse the middle of the alignment, which also passes the rear of San Francisco City Hall. US 101 then turns west on Lombard Street; this alignment serves as the boundary for Pacific Heights and the Marina District. US 101 then passes the Palace of Fine Arts, at which point it transitions to the grade-separated Presidio Parkway through the Presidio of San Francisco, where it passes through two pairs of tunnels—Main Post Tunnels and Battery Tunnels^[28]—then curves north as SR 1 joins the route near Crissy Field. This shared highway crosses the Golden Gate Bridge.^[14]

North of San Francisco, US 101 travels through the North Bay,^[29] first entering Marin County as the "Redwood Highway",^[30] then climbing the Waldo Grade and passing through the Robin Williams Tunnel. US 101 then passes Sausalito and descends to Richardson Bay, where it splits from SR 1 and travels through Mill Valley. Here, US 101 intersects the west end of SR 131 (Tiburon Boulevard), then continues through the twin towns of Corte Madera and Larkspur. US 101 then enters San Rafael, where it partially intersects I-580, then travels through the city east of downtown. Farther north in Novato, US 101 intersects SR 37, then travels through sparsely populated areas along the northern outskirts of Olompali State Historic Park.^[14][31]

North of Olompali State Historic Park, US 101 enters Sonoma County,^[14] where vineyards once again frequently surround the freeway.^[32] US 101 and SR 116 run concurrently from Petaluma to Cotati, where SR 116 splits off and US 101 continues north through Rohnert Park. US 101 then travels through Santa Rosa, where it intersects SR 12 and passes over Railroad Square on the Robert L. Bishop Memorial Bridge.^[30] At Windsor, US 101 begins to evolve into a more rural setting. It crosses the Russian River in Healdsburg, then parallels the river through the Alexander Valley, where grazes the west hills and overlooks the winegrowing valley. After this, SR 128 joins US 101 at Geyserville, then leaves the freeway at Cloverdale.^[14]

From the Bay Area to the south, US 101 first enters the Emerald Triangle's Mendocino County, where after about one mile (1.6 km) it crosses the Russian River, then changes to an expressway before following the river along the pertinent canyon.^[14] While in the canyon, US 101 passes Frog Woman Rock, a massive rock feature central to local Pomo lore,^[33] and after exiting the canyon, it enters Sanel Valley, where it narrows to a two-lane road and crosses the Russian River once again. US 101 then enters Hopland, where it intersects SR 175.^[17][14]

North of Hopland, US 101 widens into a four-lane freeway as it approaches Ukiah, where it intersects SR 253 and Talmage Road (unsigned SR 222). In Calpella close to Lake Mendocino, US 101 and SR 20 merge then run concurrently for 15.5 miles (24.9 km).^[14] The combined routes ascend the 1,956-foot (596 m) Ridgewood Summit, US 101's highest elevation in California.^[34] SR 20 and US 101 separate south of Willits, where SR 20 travels through the town while US 101 bypasses it to the east.^[14]

US 101 intersects SR 162 north of Willits, then reaches Laytonville inside Long Valley. US 101 then traverses 1,796-foot (547 m) Rattlesnake Summit,^[34] after which it follows the South Fork Eel River. In Leggett, US 101 meets SR 1 once again, this time at an at-grade intersection. The highway then makes a series of sharp curves, following the South Fork Eel River into Piercy, where it crosses the river on the Confusion Hill Bridges,^[14] a section prone to landslides.^[35] Farther north, between Cummings and Cooks Valley, two discontinuous sections of SR 271 closely parallel US 101; these sections were US 101 old alignment.^[14]

US 101 enters Humboldt County in Cooks Valley,^[14] then bisects Richardson Grove State Park, where standard-sized trucks in compliance with the Surface Transportation Assistance Act of 1982 are prohibited due to the route's narrow lanes, lack of shoulders, and the redwood trees that line it.^[6][7] North of Richardson Grove State Park, US 101 traverses several rural towns,^[c] then travels along the eastern boundary of Humboldt Redwoods State Park. Here, a preserved portion of the original alignment named "Avenue of the Giants" parallels US 101 for more than 30 miles (48 km), after which US 101 travels through Scotia^[36] and Rio Dell. US 101 crosses the Eel River multiple times in this area.^[14]

North of Rio Dell, US 101 crosses the Van Duzen River, then intersects the western terminus of SR 36, then enters Fortuna. North of Fortuna, US 101 traverses the Humboldt Bay National Wildlife Refuge, Humboldt Hill, and Fields Landing, then enters Eureka, where it transitions to a surface street. US 101 turns east on a one-way couplet along Humboldt Bay in downtown Eureka; it turns north 5 miles (8.0 km) later, then crosses the tributary formed by the Eureka Slough and Freshwater Creek at the city's northern border. US 101 then becomes an unobstructed freeway, traveling through Arcata where it intersects SR 299.^[17]

US 101 continues north, past McKinleyville on a bluff north of the Mad River. The Pacific Ocean comes into view at Clam Beach and US 101 crosses Big Lagoon north of Trinidad, where it narrows to two lanes and follow a bar between Freshwater Lagoon and the Pacific Ocean. It then turns inland to Orick, after which it becomes a 14-mile (23 km) undivided freeway that traverses Redwood National and State Parks east of Prairie Creek Redwoods State Park.^[17]

US 101 continues north into Del Norte County, where it crosses the Klamath River before entering Klamath.^[14] Further north, US 101 enters Crescent City, where it separates into a one-way couplet for nine blocks. North of Crescent City, US 101 turns northeast and becomes a freeway for a three-mile (4.8 km) named "Parkway Drive". US 101 then intersects the southern terminus of US 199, then continues northward as a two-lane road through the eastern outlying area of Fort Dick. Here, US 101 crosses the Smith River, then enters the village named after the river. US 101 returns to the coast, then continues alongside it as it enters Oregon near Pelican State Beach.^[14]

High-occupancy vehicle (HOV) lanes are built sporadically along US 101 and require two or more persons for each vehicle. HOV restrictions are enforced on a part-time basis during the weekdays, meaning they function as general-purpose lanes outside restriction hours, which vary for each segment.^[37]

The HOV lanes in Marin and Sonoma counties are the second longest in California,^[38] with a contiguous length of about 52 miles (84 km) between Richardson Bay Bridge and Windsor.^[39][40][d] In San Francisco, the right-hand lanes on the Lombard Street segment of US 101 have been designated as temporary HOV lanes in a pilot project launched by the San Francisco Municipal Transportation Agency in 2021.^[41]

US 101 features High-occupancy toll (HOT) lanes between I-380 in San Bruno and SR 237 in Mountain View.^[42][43][44] HOT lanes in Santa Clara County are co-administered by the Santa Clara Valley Transportation Authority, while the segment in San Mateo County is co-administered by the San Mateo County Express Lanes Joint Powers Authority.^[45]

As of January 2026, HOT hours are weekdays between 5:00 a.m. and 8:00 p.m.; outside those hours, they are free and open to all vehicles. Solo drivers are tolled using a congestion pricing system based on the real-time traffic levels, with two-person carpools charged half the posted toll and motorcycles and three or more carpools not charged at all. There are no toll booths to receive cash, instead all tolls are collected using an open road tolling system. Each HOT vehicle is required to carry a FasTrak Flex transponder set to indicate the number of occupants. Solo drivers may also use the FasTrak standard tag and drivers without any FasTrak tag will be assessed a toll violation, even if they qualified for free.^[45][46]

Tolls are also collected for southbound traffic on the Golden Gate Bridge. All-electronic tolling is used and can be paid by either a FasTrak transponder or license plate tolling. The HOV lane leading to the bridge requires a car with three or more people.^[47]

Long before California entered statehood, the 16th-century Alta California had a loose-knit network of economically essential transportation paths deemed in the jurisprudence of the monarchy of Spain as caminos reales, or "royal roads".^[48] In the late 18th century, Gaspar de Portolá, under the stewardship of Junípero Serra, led groups of Spanish missionaries on two expeditionary runs along the roadways in the coastal regions, with missions, pueblos and presidios being established in his wake between San Diego and Monterey.^[49] Six years after Portolá made his last northerly voyage, Juan Bautista de Anza followed Portolá's trail starting at the present-day Los Angeles area on his own journey from Nuevo México to reach the Presidio of San Francisco on March 28, 1776.^[50] The 1908 travelogue by George Wharton James titled Through Ramona's Country describes the road that the expeditions traced out,^[51] and El Camino Real became synonymous with it.^[52]

Despite modest improvements made to El Camino Real in the mid-19th century, it was still difficult for some stagecoaches and freight wagons to navigate.^[53] The movement to preserve and memorialize El Camino Real took off when Anna Pitcher of Pasadena presented her plan of restoring the route in 1902.^[54] Organizations and government agencies quickly signed on to the effort. Later that year, the California Federation of Women's Clubs adopted the project.^[55] In 1904, the Los Angeles Chamber of Commerce formed a convention in support of commemorating El Camino Real at the city, with Charles Lummis in attendance.^[56] A second convention was held in Santa Barbara and was attended by 18 state delegates, including two appointed by Governor George Pardee.^[57][58] Starting in 1906, the first set of distinctive bells marking El Camino Real was erected along the roadway—over time, the number of bells varied as they were repeatedly destroyed, stolen, and then replaced.^[59][60] In 1915, the Automobile Club of Southern California produced a tourist map covering El Camino Real and the missions.^[61]

El Camino Real was part of the Pacific Highway, a chain of highways that existed until 1926.^[62] It was added to the California Historical Landmarks, reference number 784, in November 1963,^[63][64] and has been codified in California's SHC (under Section 635).^[65]

Redwood Highway
U.S. National Register of Historic Places
A portion of the highway when it was designated in 1979
Nearest city	Klamath, California
Built	1900–1949
NRHP reference No.	79000253[66]
Added to NRHP	December 17, 1979

Until the end of the 19th century, almost all commerce on the Redwood Coast was done by sea, whereupon ships would dock at portside towns scattered along the Pacific coastline to transport passengers and deliver goods benefiting nearby settlements.^[67][68] Amid the backdrop of a sprawling automobile industry, there were calls for a reliable highway north of the Golden Gate, since it could take days to travel by motorcar across the particularly isolated regions of the northern coastal ranges.^[69] Redwood logging companies also wanted an easier way to transport their products south to the markets,^[70] under pressure from a soaring demand for redwood lumber, compounded especially by the gold rush and recovery efforts after the 1906 earthquake.^[71] In 1910, the California government passed the State Highway Bond Act authorizing funds for a statewide road system, but constructing the north–south highway was still years off.^[68][72]

Construction of the highway began in the fall of 1917 in Del Norte County.^[72] A.D. Lee, a Crescent City-based hotelier, proposed the name "Redwood Highway" in 1921, to honor the work by the Save the Redwoods League to preserve the native redwood forests.^[73] Local communities, as well as San Francisco, endorsed the suggested name for the new corridor,^[74] and it was ultimately written into the state's legal definition in 1957.^[75] In response to outcry about the harm that the Redwood Highway projects might have on the surrounding forests, the California Highway Commission set stringent limits on how many trees could be cleared from the right-of-way.^[72] Logs from trees that had been cut down were often used as guardrails and drainage control devices on the highway,^[76] and as material for building a 4,000-foot (1,200 m) trestle over Big Lagoon, at the time the largest native wood structure on the state highway system.^[77] A section of the Redwood Highway was constructed between 1918 and 1919 on the tidal wetlands bordering Humboldt Bay, out of sediments dredged out of the marsh.^[78] Landslides and washouts as a result of torrential storms repeatedly frustrated progress as the Redwood Highway corridor projects dragged on.^[79]

The overall construction of the original Redwood Highway alignment lasted roughly nine years total, and during this period the roadway opened segment by segment. The final piece of the Redwood Highway came about with the dedication of the Douglas Memorial Bridge on May 17, 1926, where California and Oregon governors Friend Richardson and Walter M. Pierce attended the ceremony along with nearly four thousand people,^[80] and the subsequent opening on October 29.^[81][82] Built at a cost of $400,000 (equivalent to $7.3 million in 2025),^[83] the Douglas Memorial Bridge did away with a cable ferry service on the Klamath River at Requa.^[84][72]

On September 3, 1925, a caravan driven by forty men dressed in "cavemen" outfits journeyed down the Redwood Highway from Grants Pass to attend a convention in Sausalito celebrating the highway's accomplishments.^[73] The Redwood Highway Association marketed the beauty of the route through the forests on the mostly dirt and gravel road to boost tourism,^[85][86] most successfully with the internationally publicized 480-mile (770 km) ultramarathon, the Redwood Highway Marathon, held in 1927 and 1928, up until the Great Depression.^[87][88] The first paved section of the Redwood Highway opened in Ukiah, where Jack London became the first person to ride the new 14-mile (23 km) stretch on his way to Crescent City.^[68] In the 1930s, the California Automobile Association marked the Redwood Highway with new federally-approved uniform signage.^[89] The completion of the Golden Gate Bridge in 1937 cemented the connection with the North Coast localities along the Redwood Highway from the San Francisco Bay Area.^[90][91]

The original placement of the highway near giant coast redwoods led to increased awareness of the destruction of the redwoods after decades of extensive logging, which ultimately led to the establishment of Redwood National Park in 1968.^[92]

In a resolution submitted to the Secretary of Agriculture on October 30, 1925, the American Association of State Highway Officials (AASHO) announced its intent to establish US 101 in California.^[93] According to the draft outline, US 101 would start at the Mexican border at Tijuana and continue across the Oregon state line south of Brookings after 935 miles (1,505 km), occupying El Camino Real and most of the Redwood Highway (while leaving out the Crescent City–Grants Pass section for US 199), and lining up with State Legislative Routes (LNR) 2 and 1 that existed prior to 1964.^[94] It would be the westernmost route in AASHO's countrywide grid of U.S. highways crafted for the contingent states of the time.^[95] The numerical selection for US 101 proved problematic in that it ran afoul with AASHO's own conventions regarding triple-digit highways. However, because it was the only available odd number to be assigned for the highway west of US 99, the numeral "101" has been treated as having two digits instead of three: a "10" and a "1".^[96] The US 101 designation received its official approval on November 11, 1926, its routing in California mostly unchanged from the conceptual phase.^[97][98][e]

The first trailblazer signs for US 101 popped up on the San Diego–Los Angeles segment in January 1928. This was also the first section of the entire route in the West Coast to receive new signs. The Automobile Club of Southern California and California State Automobile Association were each contracted to erect signs in Southern and Northern California, respectively, during the summer months of that year.^[99]

Between 1929 and 1936, US 101 was signed as US 101W along the San Francisco Peninsula, following El Camino Real; and as US 101E along the East Bay up to Oakland, before overlapping with US 40 westward across the San Francisco Bay by means of a ferry connection. Both split route components rejoined at the Hyde Street Pier in San Francisco.^[100] Prior to the construction of the Golden Gate Bridge, ferries shuttled passengers following US 101 between the pier and Sausalito.^[101] In 1928, the National Automobile Club conducted a survey for another split route in the northern counties, with US 101E following Redwood Highway.^[102] That plan never came to fruition, and US 101 was routed as is on the Redwood Highway.^[103]

At its inception, US 101 made its way across the San Diego suburbs, on Beyer Boulevard in San Ysidro, Broadway in Chula Vista, and National City Boulevard in National City.^[104] From there, it took a somewhat erratic path through the city, coming a few blocks close to Balboa Park before cutting through downtown. The route turned north onto India Street before heading out of the area. By the 1940s, US 101 was truncated onto Harbor Drive to avoid the downtown hub and bring it closer to the San Diego Bay.^[105] North of Mission Bay, US 101 suddenly turned west through Pacific Beach, before turning back north on La Jolla Boulevard, within eyesight of the Pacific Ocean. It served the business areas of La Jolla before getting onto Torrey Pines Road. A newer alignment took US 101 onto Rose Canyon Road farther inland.^[106][107]

Continuing northward at Del Mar, US 101 was aligned on the Torrey Pines bypass built in 1933.^[108] It had replaced a dangerous highway predating the federal designation that was "tortuous, steep and narrow" with fifty curves, as described by engineer E. E. Wallace of the California Department of Public Works District 11. At its opening, it was dubbed the "Million Dollar Highway" for being completed for slightly more than $1 million (equivalent to $24.87 million in 2025).^[109] The original bridge span over the Surf Line was retrofitted in 2013,^[110] and the second at the Los Peñasquitos Creek estuary was replaced with a wider, more stylistic design.^[111]

US 101 proceeded along the coastline through Solana Beach, Encinitas, Carlsbad, and Oceanside.^[112][113] Each town along the route used to be separated by open land.^[114] After Camp Pendleton, it entered Orange County and passed through San Clemente and Dana Point, then veered inland into San Juan Capistrano, Laguna Niguel, and Mission Viejo. US 101 zigzagged through Irvine and Tustin.^[115] A concentrated section in the latter town once had up to ten fuel stations and a famous auto repair shop known as the Tustin Garage for motorists traveling from the south.^[116] US 101 then followed Katella Avenue and Spadra Road, since renamed to Anaheim Boulevard and Harbor Boulevard, respectively.^[117] The route traversed southeastern Los Angeles County on Montebello Boulevard, then entered Los Angeles along Whittier Boulevard.^[118]

At Doheny Park north of San Clemente, US 101 split into two routes, with the main route heading northeastward, and US 101 Alternate serving the beachside cities before encircling the Santa Monica Mountains via Malibu and converging with the main route in Oxnard.^[119] In 1963, US 101 Alternative was re-designated as SR 1.^[120]

By the 1940s, as traffic on the Carlsbad–Oceanside corridor became increasingly heavy, it became clear that a new freeway bypass was necessary.^[121] After years of planning, field surveys, and debates over several proposed build alternatives, construction of the Oceanside–Carlsbad Freeway commenced in 1950, and the freeway opened to traffic on November 16, 1953, with a price tag of about $9.2 million (equivalent to $110.7 million in 2025), and paid for through a quarter-cent gas tax fund.^[122] This would be the first section of the San Diego Freeway to be put into service in San Diego County.^[123] The freeway grew in subsequent construction stages throughout the county, and by 1968 it was integrated with the Santa Ana Freeway, forming a seamless link into Orange County and beyond.^[124][125] US 101 was rolled over to the freeway with each completed segment,^[126] starting with the Montgomery Freeway completed in the 1950s.^[106]

In September 1963, California legislatures passed Collier SB 64 that streamlined numbered routes across the state.^[127] The bill, which became law in July 1964, also stipulated that U.S. highways would be removed in favor of Interstate highways. While many U.S. highways in California were phased out, US 101 is the longest of seven to survive.^[128][129] Nonetheless, by 1968, US 101 was eliminated on the Mexico–Los Angeles section and supplanted by I-5.^[106] As a result, about 135 miles (217 km) of length were trimmed off the route, and the southern terminus was shifted to its current location in Los Angeles.^[130]

Much of the surface roads on the old US 101 were relinquished for municipal and county control. Historic US 101 signs and markers have been set up along the original right-of-way branches.^[131] A majority of the historic route in northern San Diego County has received the designation of County Route S21.^[113] The section in Camp Pendleton has been closed off to the public.^[106] The 101 Café in Oceanside hosted events and exhibits dedicated to the route's history.^[123][132]

The Downtown Slot, a subsurface leg of US 101 in downtown Los Angeles, first opened in 1954.^[133][98]

In 1924, Los Angeles voters backed the Major Traffic Street Plan that incorporated proposals for the Hollywood Freeway to address the city's worsening traffic congestion.^[134] Further, the Collier–Burns Highways Act of 1947 provided necessary cash infusions supporting the package.^[135] US 101 on the Hollywood Freeway through Cahuenga Pass opened in December 1940, for the first unit of construction. Many residential and commercial properties were acquired to make room for the new freeway, including a home once owned by Rudolph Valentino.^[136] A ten-mile (16 km) extension, from Vineland Avenue in the San Fernando Valley to Spring Street in the Civic Center district, opened on April 15, 1954, thus replacing Cahuenga Boulevard.^[137] In 2024, a beautification project was undertaken on 8.7 miles (14.0 km) of US 101 to emphasize the movie culture, with a 22-foot (6.7 m) steel art sculpture depicting fluttering filmstrips installed on the median in East Hollywood.^[138]

US 101 was transferred from Ventura Boulevard to the Ventura Freeway, which was fully completed in 1960;^[139] by then, it was called the Calabasas Freeway.^[140] US 101 was converted from expressway to full freeway through the Santa Barbara County line.^[141] The new alignment on the Conejo Grade replaced a curvy two-lane road built in 1914.^[142] The grade separation project in Camarillo, completed on March 24, 1954, eliminated the last railroad crossing for US 101 between Los Angeles and San Francisco.^[143] In April 2024, construction got underway of the Wallis Annenberg Wildlife Crossing, a vegetated overpass spanning the Ventura Freeway and Agoura Road at Liberty Canyon in Agoura Hills connecting the Simi Hills and the Santa Monica Mountains across ten travel lanes (including exit lanes). Upon completion, it would be the largest urban wildlife crossings in the world.^[144]

The roadway that would eventually become US 101 replaced the outmoded Rincon Sea Level Road in 1924;^[145] the segment of the original two-lane alignment from Emma Wood State Beach north to the Mobil Pier Road undercrossing near Sea Cliff was later re-signed as part of SR 1.^[146] By late 1961, US 101 was developed into a divided multi-lane corridor in Santa Barbara.^[147] Additionally, in November 1991, the last traffic signal along the highway between Los Angeles and San Francisco was taken down, culminating years of disagreement over how the original elevated design might impact the community.^[148] A four-phase project to add HOV lanes between Mussel Shoals and Santa Barbara was launched in 2008.^[149]

US 101 was upgraded to expressway standards through the Gaviota Gorge by September 1954, providing a respite for motorists from steep grades for which the original two-lane road was notorious.^[150] The Gaviota Tunnel opened to northbound traffic in fall 1953;^[151] the old road was repurposed for southbound traffic.^[152] At Las Cruces, north of the gorge, the construction of the interchange with US 101 and SR 1 in 1967, led to the demolition of a village store originally built in 1917.^[153]

The freeway and expressway alignments of US 101 bypassed many communities and town centers in the Central Coast counties in the mid-20th century.^[154] After 1959, the state government assumed maintenance of the El Camino Real bell markers while US 101 continued to be realigned onto the modern highway.^[155] A study showed in 1951 that frontage-road businesses along the new Santa Barbara–Buellton alignment saw minimal adverse impact on customer volume after it opened to traffic.^[156] This, combined with improvements into Santa Ynez Valley, lengthened US 101 by twelve miles (19 km), but shortened the travel time over this distance because of higher speed limits and lighter curves.^[157] Shortly after the 1938 opening of the expressway on Cuesta Pass, mail bandit Roy Gardner was injured after colliding with a truck on the road there.^[158][159] Additional lanes were created on the pass in 2004, complete with new truck pullouts.^[22] US 101 was built as a freeway for ten miles (16 km) in Salinas by 1954,^[160] and was incremented much later with the new Sala Road interchange.^[161] US 101 was constructed on the Prunedale Cutoff in 1932, diverting traffic away from the more hazardous road over Gabilan Range via the San Juan Grade.^[162] The maneuver shifted US 101 about three miles (4.8 km) west of San Juan Bautista.^[163] Three more interchanges were added during the 2014 road safety improvement operation.^[161] US 101 was constructed on the new four-lane alignment at Sargent in the early 1940s, moving it off the nearby winding roadway across the Pajaro River.^[164] The 24.6-mile (39.6 km) freeway bypass through southern Santa Clara Valley was adopted in 1961, and constructed early in the next decade.^[165][166]

In 1936, US 101 on the San Francisco Peninsula was truncated to the Bayshore Highway, which had finished in October 1929,^[167] and El Camino Real was re-signed as US 101 Alternate.^[168] However, in light of outrage from businesses over the changes, US 101 was reverted to El Camino Real in 1938, while US 101 Bypass was given to the Bayshore Highway.^[169] The first opened section of the Bayshore Highway was a tolled arterial starting on the present-day San Mateo Avenue in San Bruno, with the 7 Mile House tollbooth stationed in the Visitacion Valley district.^[170] Because physical median separations were lacking, deadly head-on collisions were a very common occurrence on the highway, hence lending it the nickname "Bloody Bayshore".^[167] In response to the accidents, coupled with a 101% increase in traffic volumes in the 1928–1939 duration, drawings for the proposed Bayshore Freeway were publicized and submitted on July 26, 1940.^[171] For the first unit of the project, the two-mile (3.2 km) San Mateo–Burlingame stretch was completed in mid-1947,^[172] representing the Bay Area's first freeway in service.^[173] Residents criticized fences installed to keep pedestrians out of traffic.^[172] The Bayshore Freeway between San Jose and San Francisco was fully ready for commuters by February 2, 1962.^[174] The freeway was designated as part of US 101, while El Camino Real was re-signed as SR 82.^[175] Construction of the Joe Colla Interchange wrapped up in 1981, after a budget shortfall froze momentum in the 1970s.^[176] It was named after Joe Colla, the San Jose councilman who staged a widely-circulated photoshoot of himself standing by a 1960 Chevrolet Impala on an inaccessible ramp, as a means of helping secure funding for the interchange.^[177] In the wake of the dot-com bubble, the San Jose–Morgan Hill segment of US 101 was expanded to eight lanes between Cochrane Road and SR 85 exits between 2001 and 2003, and a new interchange at Bailey Avenue, which had been planned since the 1970s, opened in 2004.^[178] Expansion to six lanes was proposed in 1984 for the ten-mile segment (16 km).^[179] The rebuilt segment has been designed to alleviate the consistent congestion that had stretched over a broad swath between Gilroy and San Jose.^[180][181] HOV lanes were added in San Mateo and Santa Clara counties under sales tax funds approved in a 1984 ballot measure;^[182] they were extended into southern San Jose and then into Morgan Hill over the next fifteen years.^[183][184] By 2023, the HOV lanes were converted to HOT lanes with use of electronic toll collection for the Mountain View–San Bruno section.^[185][186]

In San Francisco, plans were in place to build a direct connection to the Golden Gate Bridge on the Central Freeway, which would have served as a northerly continuation of the Bayshore Freeway.^[187] Heated backlash against new freeways by residents soon caught up to the project,^[188] so the San Francisco Board of Supervisors voted to remove the remainder of the Central Freeway and most other proposed freeways from the city's highway plan.^[189][190] Consequently, only a section of US 101 was completed up to Turk Street in 1959, before construction activity came to an effective halt.^[191] The 1989 Loma Prieta earthquake caused severe damage to the Central Freeway, prompting immediate closure for fear of structural instability.^[192][193] In 1998, residents voted to have the damaged viaduct dismantled, overturning a 1997 vote wherein a narrow majority wanted it rebuilt.^[194] In 1999, voters once again affirmed this by supporting Proposition I to press ahead with the freeway tearout, simultaneously defeating rivaling Proposition J that would revive the rebuild.^[195][196] Demolition was completed by 2005, and the vacated right-of-way was relinquished to the city to be redeveloped into Octavia Boulevard.^{[197][198][f]} In 2022, the San Francisco Municipal Railway (MUNI) built center bus lanes and landscaped medians on Van Ness Avenue as part of the Van Ness Bus Rapid Transit project, which took six years to complete.^[200] In 2009, the project began to replace Doyle Drive, which had been built in tandem with the Golden Gate Bridge in 1937, and was determined to be structurally deficient. The new Presidio Parkway opened to traffic in 2015, and incorporated two sets of tunnels designed to "heal the landscape" inside the Presidio.^[201] The Presidio Tunnel Tops recreational area, positioned above the tunnels, opened to the public in 2022.^[202]

High-occupancy toll lanes were added on US 101 between SR 237 in Mountain View and Whipple Avenue in Redwood City in 2022,^[42][43] then extended south to I-380 in San Bruno the following year.^[44]

Leading up to the 1960s, a bulk of improvements on US 101 in the North Bay centered on upgrading it from expressway to full freeway configuration, as well as bypassing cities.^[203][204] As a noted exception, state highway planners recommended that US 101 run through the heart of Santa Rosa instead of around it, bowing to successful lobbying efforts from downtown businesses.^[205] Completion of the Steele Lane interchange brought the highway to full freeway standards in Santa Rosa by summer 1965.^[206] In Marin County, the Sausalito–San Rafael section of US 101 was completed in the early 1930s, concluding with the one-quarter-mile (0.40 km) bridge made of redwood over Richardson Bay—a portion of this six- to eight-lane alignment in Corte Madera was also laid down on a plot of marshland.^[207][208] In 1935, Marin County supervisors enacted an ordinance banning billboards along US 101.^[207] The twin bores of the Robin Williams Tunnel^[g] opened individually in 1937 and 1954.^[209][210] The Richardson Bay Bridge was replaced with the current concrete span in 1956.^[211] Additional bypasses were constructed at downtown Novato and Geyserville in the 1970s.^[212][213] The four-mile-long (6.4 km) freeway bypass in Cloverdale was completed in March 1994, at a cost of $40 million ($86.9 million in 2025 adjusted for inflation), which included new frontages and relocated Northwestern Pacific Railroad trackage.^[214] The segment between Novato and Petaluma was upgraded to freeway specifications by 2019; the scope of the project involved two modified interchanges and a raised bridge over San Antonio Creek on the county line.^[215][216]

With an objective of addressing growing traffic needs, Caltrans and the Metropolitan Transportation Commission (MTC) unveiled a joint plan in 2000 that included, among other priorities, building continuous HOV lanes on US 101 in the North Bay counties;^[217] Caltrans reiterated this desire on the Comprehensive Multimodal Corridor Plan released in 2023.^[29] HOV facilities were already existent in Marin County, having been converted from contraflow bus lanes in the 1980s,^[218] but a persistent gap at San Rafael would not be filled until 2011.^[219] The final stretch of HOV lanes in Sonoma County opened to traffic in Petaluma in 2022, finishing the system in the county after two decades.^[220][221] The HOV lanes on the Novato–Petaluma stretch debuted on September 29, 2025, creating a unified facility between the two counties.^[216][222] Around that time, Caltrans updated the restriction hours for the carpool lanes to be consistent for both counties, whereas beforehand each county had different preferential hours.^[223] The altered schedule amounted to a total of nine hours per weekday, starting at 5:00 a.m. and ending at 7:00 p.m.^[224] Caltrans quickly received complaints from drivers saying that the prolonged HOV hours have led to confusion and increased travel times on US 101;^[225] as such, an online petition was launched urging the agency to reverse the HOV schedule, gathering more than 8,600 signatures as of November 2025.^[226] Thus, Caltrans posted newer hours that shrank the HOV timeframe by 21⁄2 hours.^[224][227]

Freeway and expressway segments are not as prevalent for US 101 in the Redwood Empire as elsewhere in California.^[228] A variety of factors contributing to the fact came into play in the middle of the 20th century. Business and tourist resort owners, who relied on people using the Redwood Highway for profit, voiced collective opposition to any bypasses within their areas.^[229][230] Likewise, there was controversy surrounding the context of "bypass".^[231] Conservationists campaigning to protect redwood growths from destruction pushed for the scenic and natural value of the environment, which they believed would be diminished with the development of a multi-lane highway. Roadway engineers also faced grueling challenges with treacherous terrain and staggering costs associated with redesigning US 101.^[232] Meanwhile, the Eureka-based newspaper, Times, expressed ardent support for a safer highway in its November 1951 issue, arguing that US 101 carried more vehicles than US 99. Many local economies and taxpayer groups echoed this sentiment. The Redwood Empire Association urged the State Highway Commission to not truncate the route outside state park boundaries.^[233] In 1955, California Assemblyman Frank Belotti introduced legislation that would allot $10 million (equivalent to $120.19 million in 2025) of the California State Parks' funds, collected from oil royalties, for the construction of a 23-mile (37 km) bypass through the Humboldt Redwoods State Park. Although Governor Goodwin Knight vetoed the bill, highway officials discussed other options at a district meeting in Garberville on February 8, 1956, where a compromise was eventually agreed upon to expand the proposed bypass to about 44 miles (71 km), while removing about 400 trees with heights not exceeding six feet (1.8 m) in earnest. The estimated cost was $36 million (equivalent to $426.32 million in 2025).^[234] A study showed that travel time on US 101 between San Francisco and Eureka was six hours in 1963, a reduction from eight in the prior decade.^[235]

In a first for the Redwood Highway in Mendocino County, US 101 on the Ridgewood Grade was widened to a four-lane expressway on October 31, 1954.^[236] The 14+1⁄2-mile (23.3 km) freeway in Ukiah was completed on November 8, 1965, in a project that lasted three years,^[237] and was extended north through Redwood Valley in the late 1980s.^[238] A freeway had been adopted for US 101 east of Hopland in 1964, but it was never constructed.^[239] In spring 2026, Caltrans began applying accessibility improvements to the surface highway through town, in accordance to the American Disabilities Act (ADA).^[240][241]

A six-mile (9.7 km) freeway bypass at Willits opened in November 2016, more than sixty years after it was initially proposed.^[242] The project, which broke ground in 2013, remained controversial even during execution, because the intended route took it through protected wetlands.^[243] Construction was halted by US Army Corps of Engineers in June 2014, but was restarted the following month after Caltrans committed to extensive mitigation of the project.^[244][245] The bypass included a 1.1-mile (1.8 km) viaduct across a flood plain.^[246] The freeway segment cost $459 million to complete ($616 million in 2025 adjusted for inflation), 50% higher than what Caltrans first reported when it opened.^[83][247] As a result of the bypass, the US 101/SR 20 junction that was originally inside Willits' city limits was moved to the new interchange south of town, from which SR 20 then followed the southern portion of the former US 101 before heading west. The remainder of the old route on the north side has yet to be ceded for local maintenance, and therefore still exists within the state highway system under the hidden designation of Route 101U (for "unrelinquished").^[248]

In remote rural areas of Mendocino, Humboldt and Del Norte counties, US 101 was redeveloped with enhanced grades and curve corrections in mind. A report by the State Highway Engineer had found that sight distance on much of the route was constricted to 1,600 feet (490 m).^[232] Work on the Outlet Creek–Reeves Creek leg north of Willits in the late 1930s eliminated forty-seven tight turns that the previous 1917 alignment had.^[249] The new alignment at Piercy replaced the one with a total curvature of 2,978 degrees, as opposed to 807 degrees on the improved road.^[250] North of Laytonville, US 101 was realigned at Sapp Creek by November 1937, in a $177,000 contract (equivalent to $3.96 million in 2025).^[251] In 2009, Caltrans shooflied a particularly difficult section north of Leggett with the Confusion Hill Bridges. This project, funded by an emergency act from the state legislature, moved the highway across the Eel River away from the troubled spots to prevent disruptions caused by infrequent but expensive winter closures on the mainline.^[35]

The US 101 freeway bypass around Humboldt Redwoods State Park, surrounded by towering Coast Redwoods, was completed in the 1960s. The old two-lane alignment, better known as the Avenue of the Giants, became SR 254.^[252] The freeway bridge at Eagle Point, completed in 1964 at a cost of $1,028,000 (equivalent to $10.67 million in 2025), was considered innovative at the time for how and where it was constructed: it straddles a promontory, featuring eleven spans of 110 feet (34 m) mounted 100 feet (30 m) above the Eel River, with a specialized retaining wall carved into the overhanging sidehill midway on the bridge.^[253] Another freeway section from Hydesville to just south of Eureka was completed with bypasses at Fortuna and Loleta by the early 1960s,^[254][255] and augmented with the Herrick Avenue interchange in 1984, and the SR 36 grade separation in 2010.^[166] North of Eureka, the Arcata–Trinidad freeway was finished during the same early period.^[256] Plans to re-route US 101 around downtown Eureka have remained stalled due to enduring local opposition.^[257] The Big Lagoon trestle was demolished in favor of embankments for carrying the three-mile (4.8 km) expressway, which debuted on June 25, 1959, with a $1,835,000 commission (equivalent to $20.27 million in 2025).^[258]

US 101 was truncated onto the new alignment through Prairie Creek Redwoods State Park from the late 1980s to early 1990s.^[166] The original highway segment north of Berry Glenn is named Newton B. Drury Scenic Parkway, in honor of the fourth director of the National Park Service and executive director of the Save the Redwoods League.^[92][259] Incidentally, Drury was an influential figure in terms of US 101, in that, during his tenure as Chief of the Division of Beaches and Parks, he shared an op-ed containing a three-point summary on the highway commission's commitment to adopt bypass routes with minimized footprints through the forested parks.^[260] An abandoned 1920s segment of the Redwood Highway on the Del Norte County side of the Redwood National and State Parks was added to the National Register of Historic Places in December 1979.^[66]

Many sections of US 101 sustained damaged in the Christmas flood of 1964, with several bridges rendered unsafe for vehicles from fast-moving floodwaters.^[261][262] Repairs on the highway stretched well into the next year, concluding with the opening of a new bridge over the Klamath River on March 15, 1965.^[263] It replaced the Douglas Memorial Bridge that collapsed when floating debris carried by the raging current overwhelmed its support system. The remnant of the bridge on the south bank has been turned into a static monument and overlook platform accessible by foot.^[264][265]

The Richardson Grove section of US 101 has been proposed for a bypass for many years, but Caltrans conducted a study in 2000 which stated that a bypass was not cost effective and recommended realignment of US 101 within the redwood grove instead to accommodate modern-sized trucks in compliance with the Surface Transportation Assistance Act of 1982 (STAA).^[6][7]

Caltrans has proposed a 6,000-foot (1,800 m) tunnel for the Klamath–Crescent City leg of US 101 in Del Norte County. It would replace a curvy stretch of road on a seaside grade that is prone to erosion and landslides. The cost of building the tunnel is estimated at $2 million.^[266][267]

US 101's HOT lanes are planned to be extended south from Mountain View to I-880 in San Jose in fall 2026.^[268]

California residents usually refer to US 101 as "101" ("one-oh-one"); however, Southern California speakers often attach the definite article the ("the 101"), as they do with other numbered freeways.^[269]

Segments of US 101 bear various names and memorial designations, although many are not used colloquially.^[30]. Urban portions in Los Angeles County are variously named "Santa Ana Freeway",^[30] "Hollywood Freeway", and "Ventura Freeway",^[270] while the segment between Camarillo's Old Town district and the Conejo Grade is named "Adolfo Camarillo Memorial Highway"^[271] and the entire Ventura County segment is named "Screaming Eagles Highway".^[272]

Portions of US 101 between Southern California and the Bay Area are named "El Camino Real" or "El Camino Real Freeway".^[273] Additional and overlapping portions also coincide with the Juan Bautista de Anza National Historic Trail.^[274][275]

In the Bay Area, US 101 is variously called "South Valley Freeway", "Bayshore Freeway", and "Central Freeway". A segment between Cochrane Road in Morgan Hill and SR 85 in San Jose is also named "Sig Sanchez Freeway", while the section between SR 85 and Embarcadero Road in Palo Alto is officially known as "Frederick E. Terman Highway". In San Francisco, US 101 is called "James Lick Freeway"^[30] and the stretch on Potrero Hill is also called "Hospital Curve" due to its proximity to San Francisco General Hospital.^[276][14] San Francisco's surface street routings are more commonly referred to by their street names than the route number.

From the North Bay onward, US 101 is named "Redwood Highway", although it also features several co-designations.^[30] The section from Robin Williams Tunnel to I-580 in San Rafael is officially named the William T. Bagley Freeway;^[277] in Eureka, US 101 follows an artery called Broadway,^[278][279] though the name is largely unsigned and not registered on Caltrans' logs;^[14][30] its surface street segments are referred to by their street names,^[14] and the expressway is designated the "Michael J. Burns Freeway";^[280] and US 101's rural stretch between Petaluma and Novato was referred to as the "Novato Narrows"^[281] before HOV lanes were added in 2025.^[282][283]

Except where prefixed with a letter, postmiles were measured on the road as it was in 1964, based on the alignment that existed at the time, and do not necessarily reflect current mileage. R reflects a realignment in the route since then, M indicates a second realignment, L refers to an overlap due to a correction or change, and T indicates postmiles classified as temporary (for a full list of prefixes, see California postmile § Official postmile definitions).^[1] Segments that remain unconstructed or have been relinquished to local control may be omitted. The numbers reset at county lines; the start and end postmiles in each county are given in the county column.

County	Location	Postmile [1][284][285]	Exit [286]	Destinations	Notes
Los Angeles LA S0.00-38.19	Los Angeles	​	—	I-5 south (Santa Ana Freeway south) – Santa Ana	No access to I-5 north; southern terminus of US 101; southern end of East Los Angeles Interchange
		​	—	Euclid Avenue	Southbound exit and northbound entrance
		​	—	SR 60 east (Pomona Freeway) / Soto Street – Pomona	Southbound exit and northbound entrance; northern end of East Los Angeles Interchange proper; SR 60 west exit 1C
		S0.00	1A	Seventh Street	Southbound exit and northbound entrance
		​		Whittier Boulevard	Northbound entrance only
		S0.62	1A	Fourth Street	No northbound entrance; signed as exit 1B southbound
		S0.91	1B	First Street	No southbound entrance; signed as exit 1C southbound
		​	1C	Cesar Chavez Avenue	Northbound exit only; was formerly Brooklyn Avenue
		S1.33 0.00	1D	I-10 east (San Bernardino Freeway) – San Bernardino	No southbound entrance; San Bernardino Split portion of the East Los Angeles Interchange; access to I-10 east via the San Bernardino Freeway spur; no access to I-10 west; left exit southbound; I-10 west exit 19B; former western terminus of US 60 / US 70; former US 99 south;[287] former I-110 east (1958–1965)
		0.10	1E	Mission Road	No northbound exit
		0.62	2A	Vignes Street	Northbound exit and entrance
		0.62– 0.82	2A-B	Alameda Street – Union Station	Signed as exit 2A southbound, 2B northbound
		0.82	2B	Los Angeles Street	No northbound exit
		1.10	2C	Spring Street	Northbound exit only
		1.10	2C	Broadway	Southbound exit and northbound entrance
		1.40	3A	Temple Street	Southbound exit and entrance
		1.57	3B	SR 110 (Arroyo Seco Parkway north, Harbor Freeway south) to I-110 south / Grand Avenue – Pasadena, San Pedro	Northern end of Santa Ana Freeway; southern end of Hollywood Freeway[288] access to I-110 south via SR 110 south; Four Level Interchange; Grand Avenue not signed southbound; signed as exit 3 northbound; SR 110 exit 24A
		2.48	4A	Glendale Boulevard, Echo Park Avenue, Union Avenue	Union Avenue not signed northbound; Echo Park Avenue not signed southbound
		2.86	4B	SR 2 east (Alvarado Street)	Southern end of SR 2 overlap
		3.34	5A	Rampart Boulevard, Benton Way
		3.76	5B	Silver Lake Boulevard
		4.40	6A	Vermont Avenue
		4.85	6B	Melrose Avenue, Normandie Avenue
		5.55	7	SR 2 west (Santa Monica Boulevard) / Western Avenue	Northern end of SR 2 overlap
		6.25	8A	Sunset Boulevard	No northbound entrance
		6.52	8B	Hollywood Boulevard
		6.91	8C	Gower Street
		7.06	9A	Vine Street	Southbound exit only
		7.46	9B	Cahuenga Boulevard – Hollywood Bowl	Signed as exit 9A northbound
		7.84	9C	Highland Avenue – Hollywood Bowl	Former SR 170 south; signed as exit 9B northbound
		8.84	Cahuenga Pass, elevation 745 feet (227 m)[289]
		9.22	11A	Barham Boulevard – Burbank	No southbound exit, which was permanently closed on October 17, 2015, due to weaving concerns with the construction of the new Universal Studios Boulevard southbound onramp.[290]
		9.60	11B	Universal Studios Boulevard	No southbound exit; serves Universal Studios Hollywood
		10.34	12A	Lankershim Boulevard – Universal City	Serves Universal Studios Hollywood
		10.56	12B	Ventura Boulevard	No southbound exit
		11.11	12C	Vineland Avenue to SR 134 east – Pasadena	Signed as exit 12B southbound; "to SR 134" not signed southbound
		​		Moorpark Street	Northbound entrance only
		11.80	13	SR 170 north (Hollywood Freeway north) – Sacramento	Northbound left exit and southbound left entrance; southbound access is via exit 13A; US 101 north transitions onto Ventura Freeway west;[288] southern end of Hollywood Split; SR 170 south exit 5A
		11.83	13A	Tujunga Avenue to SR 170 north	Southbound exit and northbound entrance
		11.65	13B	SR 134 east (Ventura Freeway east) – Pasadena	Southbound exit and northbound entrance; northbound access is via exit 12C; US 101 south transitions onto Hollywood Freeway south;[288] northern end of Hollywood Split; SR 134 west exit 1A
		12.85	14	Laurel Canyon Boulevard – Studio City
		13.88	15	Coldwater Canyon Avenue
		14.89	16	Woodman Avenue
		15.91	17	Van Nuys Boulevard
		16.94	18	Sepulveda Boulevard	Northbound exit and southbound entrance
		17.17	19A	I-405 (San Diego Freeway) – Santa Monica, Sacramento	I-405 exit 63B
		17.50	19B	Haskell Avenue	No southbound entrance
		18.61	20	Hayvenhurst Avenue	Northbound exit and southbound entrance
		19.22	21	Balboa Boulevard – Encino
		20.23	22	White Oak Avenue
		21.25	23	Reseda Boulevard
		22.25	24	Tampa Avenue
		23.26	25	Winnetka Avenue – Woodland Hills
		24.31	26A	De Soto Avenue, Serrania Avenue	Signed as exit 26 southbound
		24.85	26B	Canoga Avenue	Northbound exit and southbound entrance
		25.34	27	SR 27 (Topanga Canyon Boulevard) / Ventura Boulevard	Signed as exits 27A (north) and 27B (south) northbound
		25.76	27C	Shoup Avenue	Northbound exit and southbound entrance
		26.45	28	Fallbrook Avenue	Southbound exit only
		26.86	28	Woodlake Avenue	Northbound exit and entrance
		27.36	29	Mulholland Drive, Valley Circle Boulevard
	Calabasas	28.29	30	Parkway Calabasas
		31.06	32	Las Virgenes Road (CR N1) – Malibu Canyon
		31.92	33	Lost Hills Road
	Agoura Hills	32.79	34	Liberty Canyon Road
​		Wallis Annenberg Wildlife Crossing (planned to opened in early 2026)[291]
33.69		35	Chesebro Road
35.04		36	Kanan Road (CR N9)
36.18		38	Reyes Adobe Road
Westlake Village	37.54	39	Lindero Canyon Road
Ventura VEN 0.00-R43.62	Thousand Oaks	0.70	40	SR 23 south (Westlake Boulevard)	Southern end of SR 23 overlap
		1.62	41	Hampshire Road
		3.02	43A	Rancho Road	Signed as exit 43B northbound
		3.11	43B	SR 23 north (Moorpark Freeway) – Fillmore, Simi Valley	Northern end of SR 23 overlap; signed as exit 43A northbound; SR 23 south exits 12A-B; Simi Valley not signed southbound
		4.06	44	Moorpark Road
		5.05	45	Lynn Road
		6.19	46	Ventu Park Road – Newbury Park
		7.02	47A	Rancho Conejo Boulevard, Borchard Road	Signed as exits 47A (Rancho Conejo Boulevard) and 47B (Borchard Road) northbound
		7.89	47B	Wendy Drive – Newbury Park	Signed as exit 47C northbound
	Camarillo	10.74	50	Camarillo Springs Road – Camarillo Grove County Park	Signed as exit 51 northbound
		12.30	52	Santa Rosa Road, Pleasant Valley Road
		13.75	53A	Flynn Road	Northbound signage
				Dawson Drive	Southbound signage
		13.85	53B	SR 34 (Lewis Road)
		14.80	54	Carmen Drive
		15.89	55	Las Posas Road
		16.79	56	Springville Drive
		17.75	57	Central Avenue
	Oxnard	19.17	59	Del Norte Boulevard
		20.08	60	SR 1 south (Rice Avenue) / Santa Clara Avenue	Southern end of SR 1 overlap
		21.01	61	Rose Avenue
		22.01	62A	SR 232 (Vineyard Avenue) – Oxnard
		22.73	62B	Oxnard Boulevard	Former SR 1 south
		​	63A	Ventura Road	Southbound exit only
	Ventura	R23.45	63B	Johnson Drive	Signed as exit 63 northbound
		R24.65	64	Victoria Avenue – Channel Islands Harbor
		25.97	65	Telephone Road	Northbound entrance is via Main Street
		26.39	66A	SR 126 east (Santa Paula Freeway) – Santa Clarita	Signed as exit 66 southbound; southbound entrance is via exit 1C from SR 126 west; SR 126 west exit 1A
		26.72	66B	Main Street (US 101 Bus. north)	No southbound exit
		28.45	68	Seaward Avenue
		29.45	69	Vista del Mar Drive, Sanjon Road	Northbound exit and southbound entrance
		30.15	70A	California Street, Ventura Avenue
		30.91	70B	SR 33 north (Ojai Freeway) – Ojai
		31.50	71	Main Street (US 101 Bus. south)	Southbound exit and northbound entrance
	​	R32.70	72	SR 1 north (PCH) – State Beaches	Northern end of SR 1 overlap; northbound exit and southbound entrance
	​	R38.98	78	SR 1 south (PCH) – Seacliff	Southern end of SR 1 overlap
	​	R39.80	79	Mussel Shoals (Old Pacific Coast Highway)	Southbound exit and entrance
	​	41.00	81	La Conchita (West Surfside Street)	Northbound exit and entrance
	​	R43.57	83	Bates Road
Ventura–Santa Barbara county line	​	​	Northwestern end of Ventura Freeway[288]
Santa Barbara SB R0.00-90.99	Carpinteria	R0.63	84	SR 150 east – Ojai, Lake Casitas
		1.61	85	Bailard Avenue
		2.64	86A	Casitas Pass Road	Signed as exit 86 northbound; former SR 224
		3.06	86B	Linden Avenue	Southbound exit and northbound entrance
		3.77	87A	Reynolds Avenue, Santa Monica Road	Signed as exit 87 northbound
		4.34	87B	Carpinteria Avenue	Southbound exit only
	Toro Canyon	R5.28	88	Santa Claus Lane, South Padaro Lane	South Padaro Lane not signed southbound
	Summerland	R7.14	90	Padaro Lane – Summerland	Signed as North Padaro Lane northbound
		R8.26	91	Evans Avenue – Summerland
	Montecito	9.00	92	Sheffield Drive
		10.02	93	San Ysidro Road
		10.54	94A	Olive Mill Road, Coast Village Road	No northbound entrance
	Santa Barbara	11.10	94B	Hermosillo Road	Northbound exit only
		11.41	94C	Cabrillo Boulevard, Coast Village Road	No southbound entrance; signed as exit 94B southbound
		​	95	Los Patos Way (unsigned)	Southbound exit only
		12.10	95	Salinas Street	Northbound exit and entrance
		12.75	96	Milpas Street	Former SR 144; northbound exit signed as exit 96A; southbound as exits 96B and 96A
		13.49	96	Laguna Street, Garden Street – Downtown Santa Barbara	Laguna Street/Garden Street northbound exit signed as exit 96B; Garden Street southbound exit signed as exit 96C
		R14.19	97	Bath Street, Castillo Street; Santa Barbara Harbor
		R14.76	98A	Carrillo Street – Downtown Santa Barbara	Signed as exit 98 southbound
		15.26	98B	Arrellaga Street	Northbound exit and entrance
		R15.73	99A	Mission Street	Signed as exit 99 southbound
		16.05	99B	Pueblo Street	Northbound exit only
		16.55	100	Las Positas Road	Former SR 225
		17.78	101A	La Cumbre Road, Hope Avenue
		18.38	101B	SR 154 west / State Street – Cachuma Lake
	Eastern Goleta Valley	18.92	102	El Sueno Road	Northbound exit and entrance
		20.06	103	Turnpike Road
	Goleta	21.15	104A	Patterson Avenue	Signed as exit 104 southbound
		21.41	104B	SR 217 west – Airport, UCSB	Northbound exit and southbound entrance
		22.53	105	Fairview Avenue
		23.72	107	Los Carneros Road
		24.77	108	Glen Annie Road, Storke Road
		26.91	110	Winchester Canyon Road, Hollister Avenue	All ramps are via Cathedral Oaks Road
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	30.06	113	Dos Pueblos Canyon Road
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	32.84	116	El Capitan Ranch Road
	​	33.85	117	El Capitan State Beach
	​	36.62	120	Refugio Road – Refugio State Beach
	​	​	Northern end of freeway
	Gaviota	44.82	128	Mariposa Reina	Interchange
		​		Gaviota State Beach (Gaviota Beach Road)	At-grade intersection
	Gaviota Pass	46.30– 46.90	Gaviota Rest Area
		47.19	Gaviota Gorge Tunnel (northbound only)
	​	​	Southern end of freeway
	Las Cruces	R48.85	132	SR 1 north – Lompoc, Vandenberg SFB	Northern end of SR 1 overlap
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Buellton	R56.46	139	Santa Rosa Road
		R57.12	140A	SR 246 – Lompoc, Solvang
		R57.55	140B	McMurray Road, Avenue of the Flags
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	62.67	146	SR 154 east / Zaca Station Road – Los Olivos, Cachuma Lake
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Los Alamos	70.92	154	SR 135 north – Los Alamos, Vandenberg SFB
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	78.69	161	Solomon Summit Undercrossing
	Orcutt	82.18	164	Clark Avenue – Orcutt
83.42		166	Union Valley Parkway
Santa Maria	84.36	167	Santa Maria Way (US 101 Bus. north)
	86.59	169	Betteravia Road – Sisquoc
	87.60	170	Stowell Road
	88.60	171	SR 166 west (Main Street) – Santa Maria, Guadalupe	Southern end of SR 166 overlap
	89.69	172	Donovan Road
	90.75	173	SR 135 south (Broadway, US 101 Bus. south) – Santa Maria
San Luis Obispo SLO 0.00-R69.32	​	0.81	175	SR 166 east – Maricopa, Bakersfield	Northern end of SR 166 overlap
	Nipomo	4.85	179	Tefft Street – Nipomo
		6.43	180	Willow Road
		7.84	182	Thompson Road, Los Berros Road
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Arroyo Grande	12.52	186	Traffic Way (US 101 Bus. north), Fair Oaks Avenue	No northbound entrance
		13.17	187A	SR 227 north (Grand Avenue, US 101 Bus. south)
		13.75	187B	Brisco Road, Halcyon Drive
	Pismo Beach	14.61	188	Oak Park Road
		15.58– 15.88	189	4th Street, Five Cities Drive	Signed as exits 189 (4th Street) and 190A (Five Cities Drive) southbound
		16.62	190	Price Street (US 101 Bus. north)	No northbound entrance; northbound signage
			190B	Hinds Avenue, Price Canyon Road	No northbound entrance; southbound signage
		16.89	191A	Wadsworth Avenue	Northbound signage; northbound entrance via Bello Street, southbound entrance via Price Street
				SR 1 south – Pismo Beach	Southbound signage; north and south entrances via Price Street
		17.76	191B	Shell Beach Road	Northbound signage
				Price Street (SR 1 south, US 101 Bus. south)	Southern end of SR 1 overlap; southbound signage
		R19.81	193	Spyglass Drive	Northbound signage
				Shell Beach Road	Southbound signage
	Avila Beach	R21.11	195	Avila Beach Drive
		R22.29	196	San Luis Bay Drive – See Canyon, Avila Beach
	​	R24.30	198	Higuera Street
	San Luis Obispo	25.91	200A	Los Osos Valley Road	Signed as exit 200 southbound
		26.83	200B	Prado Road, Elks Lane	Northbound exit and entrance
		27.50	201	SR 227 south (Madonna Road)
		28.07	202A	Marsh Street
		28.81	202B	Broad Street
		29.08	203A	Osos Street, Santa Rosa Street
		29.08	203B	SR 1 north – Morro Bay, Hearst Castle	Northern end of SR 1 overlap
		29.40	203C	California Boulevard
		29.77	203D	Grand Avenue – Cal Poly	Northbound exit and southbound entrance
		29.99	204	Monterey Street	No southbound entrance
	​	​	Northern end of freeway
	​	35.00[292]	Cuesta Pass, elevation 1,522 feet (464 m)[292]
	​	​	Southern end of freeway
	​	37.85	211	SR 58 east – Santa Margarita
	Atascadero	42.27	216A	Santa Barbara Road	Signed as exit 216 southbound
		42.90	216B	San Diego Way	Northbound exit and southbound entrance
		44.01	218A	Santa Rosa Road
		44.84	218B	Curbaril Avenue
		45.57	219	SR 41 (Morro Road)
		45.96	220A	Traffic Way (US 101 Bus. north)
		46.87	220B	San Anselmo Road
		48.33	222	Del Rio Road (US 101 Bus. south)
		49.32	223	San Ramon Road, Santa Cruz Road
	Templeton	50.64	224	Vineyard Drive (US 101 Bus. north)
		51.45	225	Las Tablas Road
		52.44	226	Main Street (US 101 Bus. south)
	Paso Robles	53.89	228	SR 46 west – Cambria, Hearst Castle	Southern end of SR 46 overlap
		55.67	229	Spring Street (US 101 Bus. north)	Northbound exit and southbound entrance; former US 101
		56.14	230	Pine Street	Southbound exit and entrance
		​	230	Paso Robles Street	Northbound exit and entrance
		56.88	231A	17th Street	Southbound exit and entrance
		57.92	231B	SR 46 east (24th Street / CR G14 west) – Fresno, Bakersfield	Northern end of SR 46 overlap; signed as exit 231 northbound
		58.76	232	Spring Street (US 101 Bus. south)	No southbound entrance; former US 101
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	San Miguel	65.08	239A	Mission Street – San Miguel	Northbound exit and southbound left entrance
		65.56	239B	10th Street	Signed as exit 239 southbound
		67.23	241A	Mission Street – San Miguel	Southbound exit and northbound entrance
	​	R67.71	241B	South Camp Roberts (Frontage Road)	Signed as exit 241 northbound; served the former south entrance to Camp Roberts
Monterey MON R0.00-101.32	​	R0.84	244	Camp Roberts (main gate)
	​	R2.15	245	East Garrison (Bradley Road)
	​	R3.35– R5.10	Camp Roberts Rest Area
	Bradley	R7.94	251	Bradley (Bradley Road)
	​	R9.67	252	CR G18 (Jolon Road) – Fort Hunter Liggett
	​	R15.47	258	Alvarado Road
	​	R17.86	260	Los Lobos Road
	​	R21.99	263	Paris Valley Road – San Ardo
	​	R29.90	271	Paris Valley Road – Lockwood
	San Lucas	R32.02	273	SR 198 east – San Lucas, Coalinga
	​	R37.31	278	Wild Horse Road
	King City	R39.77	281	First Street (US 101 Bus. north / CR G15 to CR G13)
		R40.72	282A	Canal Street
		R41.18	282B	Broadway (US 101 Bus. south / CR G13)
	​	R41.95	283	CR G14 (Jolon Road) – Fort Hunter Liggett
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Greenfield	52.66	293	Espinosa Road (US 101 Bus. north, CR G16)	Former US 101
		53.36	294A	Oak Avenue
		53.86	294B	Walnut Avenue
		54.79	295	Thorne Road (US 101 Bus. south)	Former US 101
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Soledad	60.40	301	Arroyo Seco Road
		61.59	302	SR 146 (US 101 Bus. north) – Soledad	Former US 101
		62.70	303	Front Street (US 101 Bus. south)
	​	64.63	305	Camphora Gloria Road
	​	66.40	307	Salinas Valley State Prison
	Gonzales	69.37	310	Gloria Road (US 101 Bus. north), Alta Street	Former US 101
		70.86	311	5th Street
		72.61	313	Old Stage Road (US 101 Bus. south)
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Chualar	76.97	317	Chualar (Main Street)
	​	​	Northern end of freeway
	​	82.47	323	Abbott Street (US 101 Bus. north) – Spreckels	Northbound left exit and southbound left entrance; interchange
	​	​	Southern end of freeway
	Salinas	85.62	326A	Airport Boulevard
		​	326B	Fairview Avenue	Northbound exit only
		86.12	326C	Monterey Peninsula (South Sanborn Road)	Signed as exit 326B southbound
		86.82	327	SR 68 (John Street)
		87.30	328	Market Street to SR 183 – Santa Cruz
		R88.24	329	Main Street (SR 183, US 101 Bus. south)
		R89.27	330	Laurel Drive
		R91.01	331	Boronda Road (US 101 Bus. south)
	​	92.19	333	Sala Road
	​	​	Northern end of freeway
	Prunedale	95.44	336	SR 156 west / Vierra Canyon Road – Monterey Peninsula	Southern end of SR 156 overlap; interchange
		96.14	337	San Miguel Canyon Road (CR G12)	Interchange
		98.37	339	Crazy Horse Canyon Road, Echo Valley Road	Interchange
		100.39		Dunbarton Road to San Juan Road (CR G11)	Closed in 2015 after the construction of the San Juan Road interchange[161]
San Benito SBT 0.00-R7.52	​	0.13	342	San Juan Road (CR G11) – Aromas, Watsonville	Interchange
	​	​	Southern end of freeway
	​	3.01	345	SR 156 east – San Juan Bautista, Hollister	Northern end of SR 156 overlap
	​	R4.90	347	SR 129 west – Watsonville, Santa Cruz
	​	R6.49	349	Betabel Road, Y Road
	​	​	Northern end of freeway
Santa Clara SCL R0.03-52.55	​	3.16	353	SR 25 south – Hollister, Pinnacles National Park	Interchange
	​	​	Southern end of freeway
	Gilroy	R4.94	355	Monterey Road (US 101 Bus. north)
		R6.08	356	SR 152 east (Pacheco Pass Road) / 10th Street	Southern end of SR 152 overlap
		R7.53	357	SR 152 west (Leavesley Road / CR G9) – Gilroy	Northern end of SR 152 overlap
	San Martin	R10.27	360	Masten Avenue
		R12.46	362	San Martin Avenue
	Morgan Hill	R15.07	365	Tennant Avenue
		R16.01	366	East Dunne Avenue
		R17.82	367	Cochrane Road (US 101 Bus. south)
	San Jose	R21.25	371	Coyote Creek Golf Drive
		R23.10	373	Bailey Avenue
		R26.78	377A	SR 85 north (West Valley Freeway) – Mountain View, Cupertino	No northbound entrance; signed as exit 377B southbound; SR 85 south exit 1A
		​	♦	SR 85 north	HOV access only; northbound exit and southbound entrance
		R27.00	377B	Silicon Valley Boulevard, Bernal Road	Signed as exit 377A southbound
		R28.61	378	Blossom Hill Road (CR G10) / Silver Creek Valley Road	Southern end of Bayshore Freeway;[288] former SR 82
		30.10	380	Hellyer Avenue
		31.00	381	Yerba Buena Road	Southbound exit was separated from Exit 382 in 2014
		31.70	382	Capitol Expressway (CR G21)
		33.03	383	Tully Road
		34.11	384	I-280 north / I-680 north – Downtown San Jose, Sacramento	Northbound exit and southbound entrance; southern end of Joe Colla Interchange; ramps extend over the Story Road interchange; I-680 exit 1B
		34.55	385A	Story Road	Signed as exit 385 northbound
		34.87	385B	I-280 north / I-680 north – San Francisco, Downtown San Jose, Sacramento	Southbound exit and northbound entrance; northern end of Joe Colla Interchange; I-680 exit 1B
		R35.76	386A	Alum Rock Avenue, Santa Clara Street	Alum Rock Avenue is former SR 130
		R36.14	386B	McKee Road, Julian Street
		​	387	Mabury Road, Taylor Street	Planned interchange
		37.73	388A	Oakland Road, 13th Street	Former SR 238
		38.30	388B	I-880 north (Nimitz Freeway) – Oakland	I-880 exits 4B-C; former SR 17
		38.30	388C	I-880 south (Nimitz Freeway) – Santa Cruz
		38.80	389A	Old Bayshore Highway, 4th Street	No southbound exit
		39.29	389B	Brokaw Road, First Street	Signed as exit 389 southbound
		39.93	390	SR 87 south (Guadalupe Parkway)	Southbound exit and northbound entrance; SR 87 north exit 9B
	San Jose–Santa Clara line	40.70	391	Trimble Road, De la Cruz Boulevard (CR G6)
	Santa Clara	41.98	392	San Tomas Expressway, Montague Expressway (CR G4)
		42.73	393	Great America Parkway, Bowers Avenue
	Sunnyvale	43.85	394	Lawrence Expressway (CR G2)
		44.83	395	Fair Oaks Avenue	Signed as exits 395A (north) and 395B (south) southbound
		45.68	396A	Mathilda Avenue to SR 237 east	Former SR 85
		​	—	US 101 Express Lanes	Southern end of Express Lanes
		46.13	396B	SR 237 east – Milpitas	Southbound exit and northbound entrance; SR 237 west exit 3A
		46.13	396C	SR 237 west – Mountain View	Northbound exit and southbound entrance; SR 237 east exit 3A
	Mountain View	47.01	397	Ellis Street
		47.89	398A	Moffett Boulevard, NASA Parkway	Signed as exit 398 northbound
		​	—	SR 85 Express Lanes south	Express Lanes access only; southbound exit and northbound entrance
		48.10	398B	SR 85 south – Cupertino, Santa Cruz	Southbound exit and northbound entrance; northbound exit is via exit 396C; SR 85 north exit 24B
		48.60	399A	Shoreline Boulevard	Signed as exit 399 southbound
		48.97	399B	Old Middlefield Way	Northbound exit and southbound entrance
		49.61	400A	Amphitheatre Parkway, Rengstorff Avenue	Signed as exits 400A (Amphitheatre Parkway) and 400B (Rengstorff Avenue) northbound
	Mountain View–Palo Alto line	50.32	400C	San Antonio Road	Signed as exits 400B (north) and 400C (south) southbound
	Palo Alto	52.01	402	Oregon Expressway (CR G3)
		52.17	402	Embarcadero Road
San Mateo SM 0.00-26.11	East Palo Alto	0.89	403	University Avenue (to SR 109)
	East Palo Alto–Menlo Park line	1.87	404	Willow Road (SR 114)
	Menlo Park	3.59	406	SR 84 east (Marsh Road) – Dumbarton Bridge	Southern end of SR 84 overlap
	Redwood City	5.39	408	SR 84 west (Woodside Road) / Seaport Boulevard	Northern end of SR 84 overlap
		6.62	409	Whipple Avenue
	San Carlos	​	411	Brittan Avenue	Southbound exit and entrance
		8.40	411	Holly Street, Redwood Shores Parkway
		​	412	Harbor Boulevard	Southbound exit and entrance
	Belmont	9.55	412	Marine Parkway, Ralston Avenue	Former Legislative Route 214[293]
	San Mateo	11.15	414A	Hillsdale Boulevard – Foster City
		11.90	414B	SR 92 – Hayward, San Mateo Bridge, Half Moon Bay	SR 92 exits 13A-B
		11.90	414B	Fashion Island Boulevard	No northbound exit
		12.69	415	Kehoe Avenue	Northbound exit and entrance
		13.46	416	3rd Avenue	Former SR 92
		14.33	417A	Dore Avenue	Northbound exit only
		14.33	417	Poplar Avenue	Southbound exit and entrance
		14.69	417B	Peninsula Avenue – Burlingame	Northbound exit and entrance
	Burlingame	16.02	419A	Anza Boulevard	Northbound exit and entrance
		16.58	419B	Broadway	Signed as exit 419 southbound
	Millbrae	17.95	421	Millbrae Avenue	Signed as exit 420 southbound
	San Bruno	19.12	422	San Francisco International Airport	Southbound exit is part of exit 423A
		R20.39	423A	San Bruno Avenue
		R20.72	—	US 101 Express Lanes	Northern end of Express Lanes
			423B	I-380 west to I-280 – San Bruno	I-380 west exit 6, east exits 6A-B
	South San Francisco	R20.72	423C	North Access Road (I-380 east) – North Cargo Area	Southbound exit is part of exit 423A
		21.69	424	South Airport Boulevard
		21.92	425A	Grand Avenue – Downtown South San Francisco	No southbound entrance
		22.71	425B	Oyster Point Boulevard
		​	425C	South San Francisco (Airport Boulevard)	Southbound exit and entrance
	Brisbane	23.39	426A	Brisbane, Cow Palace (Bayshore Boulevard)	Northbound exit only
		23.66	426B	Sierra Point Parkway, Marina Boulevard	Signed as exit 426 southbound; southbound exit and entrance are located 1.2 miles (1.9 km) north of northbound exit and entrance
City and County of San Francisco SF 0.00-11.18		0.03	429A	Tunnel Avenue – Candlestick Park
		0.77	429B	Third Street – Cow Palace
		1.11	429C	Paul Avenue	No northbound entrance; signed as exit 430A southbound
		1.44	430A	I-280 – Daly City, Downtown San Francisco	Northbound exit and southbound entrance; southern end of Alemany Maze; ramps extend over the Silver Avenue interchange; I-280 north exit 54A, south exit 54
		1.77	430B	Silver Avenue	No northbound entrance
		1.98	431	I-280 south – Daly City	Southbound exit and northbound entrance; northern end of Alemany Maze; I-280 north exit 54B
		2.00	431	Alemany Boulevard, Bayshore Boulevard
		2.92	432	Cesar Chavez Street, Potrero Avenue	Cesar Chavez Street was formerly Army Street
		4.10	433A	Vermont Street	Northbound exit only
		R4.24	433B	I-80 east – Bay Bridge, Oakland	Northern end of Bayshore Freeway; southern end of Central Freeway;[288] signed as exit 433 southbound; I-80 exits 1A-B
		R4.55	433C	Ninth Street – Civic Center	Northbound exit and southbound entrance
		T5.20	434A	Duboce Avenue	Northbound exit and southbound entrance
		5.40	434B	Octavia Boulevard to Fell Street	Northbound exit and southbound entrance
		​	Northern end of Central Freeway
		​		Market Street	No left turns
		​		Geary Boulevard	No left turn from northbound US 101
		​		Broadway	No left turns from Broadway; no left turn from northbound US 101
		​		Van Ness Avenue, Lombard Street	No left turn from southbound Van Ness Avenue; no left turn from westbound Lombard Street
		​	Southern end of Presidio Parkway
		​	Southern end of freeway
		L8.59	437	Marina Boulevard, Girard Road – Marina, Presidio
		9.40	438	SR 1 south (Park Presidio Boulevard) – Golden Gate Park	Southern end of SR 1 overlap
		9.71	439	Lincoln Boulevard – View Area, Presidio, Golden Gate NRA, Fort Point	Northern end of Presidio Parkway; Lincoln Boulevard not signed northbound
Golden Gate		11.18– L0.01	Golden Gate Bridge (Southbound toll only; no state maintenance on bridge)
Marin MRN L0.00-27.63	Sausalito	0.10	H. Dana Bower Rest Area and Vista Point (northbound only); southern end of Redwood Highway
		0.32	442	Alexander Avenue	Last free exit for southbound traffic
		0.89	Robin Williams Tunnel under Waldo Grade
		1.52	443	Spencer Avenue, Monte Mar Drive
		2.48	444	Rodeo Avenue (east)	Northbound exit and entrance only
				Rodeo Avenue (west; not a thru road)	Southbound exit and entrance only; connects to the Rodeo Trailhead at the Golden Gate NRA
		3.33	445A	Sausalito (Bridgeway), Marin City (Donahue Street)
		4.46	445B	SR 1 north – Mill Valley, Stinson Beach	Northern end of SR 1 overlap; Mill Valley not signed southbound
	Strawberry	4.78	446	Seminary Drive
		​		Redwood Highway Frontage Road (unsigned)	Southbound exit only
		5.70	447	SR 131 east (Tiburon Boulevard) / East Blithedale Avenue
	Corte Madera	​		Casa Buena Drive	Southbound entrance only
		7.37	449A	Paradise Drive, Tamalpais Drive	Signed as exit 449 northbound
		7.66	449B	Madera Boulevard	Southbound exit and entrance
		8.02	450A	Lucky Drive, Doherty Drive	Doherty Drive not signed northbound
	Larkspur	8.60	450B	San Anselmo, Richmond Bridge	Northbound signage
				Sir Francis Drake Boulevard	Southbound signage
	San Rafael	9.63	451A	Andersen Drive, Francisco Boulevard	Southbound exit and entrance
		10.00	451	Francisco Boulevard to I-580 east – Richmond Bridge	Northbound exit only
			451B	I-580 east – Richmond Bridge, Oakland	Southbound exit and northbound entrance; I-580 west exit 1A; former SR 17 south
		10.72	452	Central San Rafael (Second Street, Mission Avenue)
		12.19	454A	Lincoln Avenue	No northbound exit
		12.69	454B	North San Pedro Road	Signed as exit 454 northbound
		13.71	455	Freitas Parkway – Terra Linda
		14.71	456	Lucas Valley Road, Smith Ranch Road
	​	15.57	457	St. Vincent Drive, Miller Creek Road
	Novato	16.64	458	Nave Drive	Northbound signage
				Alameda del Prado	Southbound signage
		18.09	459	Ignacio Boulevard, Bel Marin Keys Boulevard, Entrada Drive – Hamilton Field	Entrada Drive, Hamilton Field not signed northbound; signed as exits 459A (Bel Marin Keys Boulevard, Hamilton Field) and 459B (Ignacio Boulevard, Entrada Drive) southbound
		18.94	460	SR 37 east / South Novato Boulevard – Napa, Vallejo	Signed as exits 460A (SR 37) and 460B (South Novato Boulevard) northbound
		R20.19	462A	Rowland Boulevard (US 101 Bus. north)
		R21.11	462B	De Long Avenue	Serves Downtown Novato
		R22.00	463	Atherton Avenue, San Marin Drive (US 101 Bus. south)
	​	26.90	467	San Antonio Road, Silveira Ranch Road
Sonoma	​	2.94	472A	Petaluma Boulevard South (US 101 Bus. north), Kastania Road
	Petaluma	3.58	472B	SR 116 east – Sonoma, Napa	Southern end of SR 116 overlap
		4.76	474	East Washington Street – Central Petaluma
		5.76	476	Old Redwood Highway, Petaluma Boulevard North (US 101 Bus. south) – Penngrove
	​	​		Stony Point Road	Southbound entrance only
	​	10.67	479	Railroad Avenue	Northbound exit only
	Cotati	12.00	481A	West Sierra Avenue	Northbound exit and southbound entrance
		12.69	481B	SR 116 west (Gravenstein Highway) – Rohnert Park, Sebastopol, Cotati	Northern end of SR 116 overlap; signed as exit 481 southbound
	Rohnert Park	13.88	483	Rohnert Park Expressway
		15.02	484A	Golf Course Drive, Wilfred Avenue	Signed as exit 484 southbound
	​	15.53	484B	Santa Rosa Avenue (US 101 Bus. north)	Northbound exit and southbound entrance
	​	16.54	485	Todd Road
	Santa Rosa	18.49	487	Yolanda Avenue, Hearn Avenue	Yolanda Avenue not signed southbound
		19.00	488A	Baker Avenue	Northbound signage
				Corby Avenue, Santa Rosa Avenue	Southbound signage
		19.66	488B	SR 12 – Sebastopol, Sonoma	SR 12 west exits 7A-B, east exit 7
		20.09	489	Third Street – Downtown Santa Rosa	Third Street not signed southbound
		20.74	490	College Avenue
		21.74	491A	Steele Lane, Guerneville Road	Signed as exit 491 southbound
		22.52	491B	Bicentennial Way	Northbound exit and southbound entrance
		22.81	492	Mendocino Avenue (US 101 Bus. south), Old Redwood Highway, Hopper Avenue	Hopper Avenue not signed northbound; Old Redwood Highway not signed southbound
	​	24.86	494	River Road – Guerneville, Calistoga
	​	25.90	495A	Fulton Road – Fulton	Closed after the reconstruction of the Airport Boulevard interchange[294]
	​	26.33	495	Airport Boulevard, Fulton Road – Fulton
	Windsor	27.62	496	Shiloh Road
		29.35	498	Old Redwood Highway – Central Windsor
		30.67	499	Arata Lane	No northbound entrance
	Healdsburg	33.48	502	Healdsburg Avenue	Northbound signage
				Old Redwood Highway	Southbound signage
		34.55	503	Central Healdsburg (Healdsburg Avenue)	Northbound exit and southbound entrance
		34.88	504	Westside Road – Guerneville	Southbound exit and northbound entrance
		36.27	505	Dry Creek Road
	​	R38.56	507	Lytton Springs Road, Alexander Valley Road
	​	R40.03	509	Independence Lane
	Geyserville	R41.43	510	Geyserville Avenue to SR 128 east – Geyserville
		R43.37	512	SR 128 east / Canyon Road (CR C1) – Geyserville, Calistoga	Southern end of SR 128 overlap
	​	R47.85	517	Asti (Asti Road)
	​	R49.05	518	Dutcher Creek Road – Stewarts Point
	Cloverdale	R50.43	519	South Cloverdale Boulevard (US 101 Bus. north, SR 128 Bus. west)
		R51.62	520	Citrus Fair Drive
	​	R53.40	522	SR 128 west (US 101 Bus. south) – Fort Bragg, Mendocino	Northern end of SR 128 overlap
Mendocino MEN R0.10-T106.80	​	0.48	525	Geysers Road
	​	​	Northern end of freeway
	Hopland	10.89		SR 175 east – Lakeport
	​	​	Southern end of freeway
	​	19.68	544	Burke Hill Drive
	​	20.71	545	Cox-Shrader Road
	​	R21.59	546	SR 253 west – Ukiah, Boonville
	Ukiah	R23.45	548A	Talmage (SR 222)
		R24.06	548B	Gobbi Street
		R24.53	549	Perkins Street, Vichy Springs Road – Central Ukiah
		R26.16	551	North State Street – Ukiah
	​	27.41	552	Lake Mendocino Drive
	​	30.43	555A	Calpella (Moore Street, Central Avenue)
	​	30.83	555B	SR 20 east – Upper Lake, Williams	Southern end of SR 20 overlap
	​	R32.63	557	West Road – Redwood Valley
	​	​	Northern end of freeway
	​	41.06[292]	Ridgewood Summit, elevation 1,956 feet (596 m)[292]
	​	​	Southern end of freeway
	​	​	568	SR 20 west – Willits, Fort Bragg	Northern end of SR 20 overlap; former US 101 north
	​	​	573	North Main Street	Former US 101 south
	​	​	Northern end of freeway
	​	58.90	Moss Cove Rest Area (southbound only)
	Longvale	59.31		SR 162 east – Covelo, Round Valley
	​	61.82		Irvine Lodge Road – Irvine Lodge Rest Area	No left turn from US 101 south
	​	82.50	Empire Camp Rest Area (northbound only)
	​	​	Southern end of freeway
	​	R84.69	609	SR 271 north	Former US 101 north
	South Leggett	R89.57	614	South Leggett (SR 271)	Former US 101
	​	​	Northern end of freeway
	Leggett	T91.25		SR 1 south – Leggett, Fort Bragg	Former SR 208 south
	South Fork Eel River	R99.51– R100.02	Confusion Hill Bridges
	​	​	Southern end of freeway
	Reynolds	R101.89	625	SR 271	Former US 101
	Piercy	R103.81	627	Piercy (SR 271)	Former US 101
Humboldt HUM T0.00-R137.44	​	​	Northern end of freeway
	Cooks Valley	T0.08		SR 271 south – Piercy, Cooks Valley	Former US 101 south
	​	​	Southern end of freeway
	Benbow	R8.60	636	Benbow (Lake Benbow Drive)
	Garberville	R11.13	639A	Sprowel Creek Road (US 101 Bus. north) – Garberville	No northbound entrance
		R11.50	639B	Garberville, Redway (Redwood Drive)	No southbound entrance
	​	R14.31	642	Redwood Drive (US 101 Bus. south) – Redway
	​	R17.91	645	Avenue of the Giants (SR 254), Hooker Creek Road – Phillipsville	Hooker Creek Road not signed northbound; Avenue of the Giants not signed southbound
	​	R22.44	650	Miranda, Phillipsville (Maple Hills Road)
	​	25.01	653	Salmon Creek Road
	Myers Flat	27.94	656	Myers Flat (SR 254)
	​	33.22	661	Weott (Newton Road)
	​	35.70	663	South Fork, Honeydew (SR 254)
	​	39.16	667A	Avenue of the Giants (SR 254)	Southbound exit only
	​	R39.67	667	Redcrest, Holmes (Sorenson Road)
	​	R43.32	671	Pepperwood, Redcrest, Holmes (Barkdull Road)
	​	R45.90	674	Avenue of the Giants (SR 254), Jordan Road – Pepperwood	Avenue of the Giants not signed northbound; Jordan Road not signed southbound
	​	R47.95	676	Stafford Road
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	R51.84	679	Rio Dell, Scotia (SR 283, US 101 Bus. north)
	Rio Dell	R52.60	680	Davis Street
		R53.38	681	Wildwood Avenue (US 101 Bus. south) – Rio Dell
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	Fortuna	57.69	685	SR 36 east – Hydesville, Bridgeville
		59.50	687	Kenmar Road (US 101 Bus. north), Riverwalk Drive	Riverwalk Drive not signed southbound
		60.49	688	12th Street
		61.53	689	Main Street (US 101 Bus. south)
		62.23	690	Palmer Boulevard
	Fernbridge	63.10	691	Fernbridge, Ferndale (Fernbrige Drive to SR 211)	Northbound exit and southbound entrance
		64.30	692	Loleta, Fernbridge, Ferndale (SR 211)
	​	65.95	694	Loleta Drive
	​	68.21	696	Hookton Road – Loleta
	Humboldt Hill	70.61	698	College of the Redwoods (Tompkins Hill Road)
		72.03	699	Fields Landing (Orchard Avenue, Fields Landing Drive)
		72.88	700	King Salmon Avenue
		73.72	701	Humboldt Hill Road – Humboldt Hill
	Eureka	74.77	702	Herrick Avenue, Elk River Road
		​	Northern end of freeway
		79.17		SR 255 north (R Street) / Myrtle Avenue – Samoa
	Arcata	​	Southern end of freeway
		85.03	712	South G Street	Southbound exit and entrance
		85.83	713	SR 255 south (Samoa Boulevard) – Arcata, Samoa, Sunny Brae
		86.50	714A	14th Street – Humboldt State University	Northbound exit and southbound entrance
		86.94	714B	Sunset Avenue – Arcata, Humboldt State University	Signed as exit 714 southbound
		88.27	716A	SR 299 east – Weaverville, Redding	Former US 299
		88.80	716B	Giuntoli Lane, Janes Road
	McKinleyville	R90.13	718	SR 200 east (North Bank Road) / Central Avenue (US 101 Bus. north) – McKinleyville	Central Avenue not signed southbound
		R91.47	719	School Road
		R93.00	721	Murray Road
		R93.85	722	Arcata–Eureka Airport (Airport Road)
		R95.62	723	North Central Avenue (US 101 Bus. south) – McKinleyville
		R97.02	725	Crannell Road
	​	98.07	726A	Westhaven Drive	Northbound exit and southbound entrance
	​	98.36	726B	6th Avenue – Westhaven	Signed as exit 726 southbound
	Trinidad	100.71	728	Trinidad (North Westhaven Drive, Main Street)
	​	R102.90	Trinidad – Southbound Rest Area
	​	R103.37	731	Seawood Drive
	​	R105.14	Trinidad – Northbound Rest Area
	​	R106.06	734	Patricks Point Drive
	​	​	Northern end of freeway
	​	​	Southern end of freeway
	​	R126.09	753	Newton B. Drury Scenic Parkway north	Former US 101 north
Del Norte DN M0.00-46.49	​	R0.15	765	Newton B. Drury Scenic Parkway south	Former US 101 south
	​	R3.56	768	Klamath Beach Road (CR D8)
	Klamath	R4.64	769	SR 169 east – Klamath, Terwer Valley
		​	Northern end of freeway
		​		Requa Road (CR D7) / Minot Creek Road
	Crescent City	25.84		Elk Valley Road (CR D2) – Elk Valley Rancheria
		27.01		CR D3 (Northcrest Drive)
	​	​		Parkway Drive to Washington Boulevard	Northbound exit and entrance; interchange
	​	​	Southern end of freeway
	​	R27.87	791	Washington Boulevard (CR D1)	No northbound exit
	​	R30.81	794	US 199 north (Redwood Highway north) to I-5 – Grants Pass	Northbound exit and southbound entrance; US 101 south transitions onto Redwood Highway south
	​	​	Northern end of freeway
	​	​		Elk Valley Cross Road (CR D2) to US 199 – Grants Pass
	​	​		Lake Earl Drive (CR D3) – Pelican Bay State Prison
	​	36.26		SR 197 south (North Bank Road)
	​	​		Fred D. Haight Drive (CR D4)
	Smith River	39.83		Fred D. Haight Drive (CR D4) – Smith River
	​	​		Sarina Road, Ocean View Drive (CR D5)
	Smith River Rancheria	​		Mouth Smith River Road (CR D6)
	​	​		Ocean View Drive (CR D5)
	​	46.20	Agricultural Inspection Station (southbound only)
	​	46.49		US 101 north – Oregon Coast, Portland	Continuation into Oregon
1.000 mi = 1.609 km; 1.000 km = 0.621 mi       Closed/former       Concurrency terminus       Electronic toll collection       HOV only       Incomplete access       Route transition       Unopened

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