By June 1931 the alignment of US Route 40 would be shifted west to the Carquinez Bridge in anticipation of the American Canyon Route being completed. The Martinez-Benicia Ferry would be repurposed as part of California State Route 21 between 1935-1938. Carquinez Scenic Drive would remain as part of Legislative Route Number 14 until it was truncated to Crockett in 1953. Much of Carquinez Scenic Drive fell into a state of disrepair and has been repurposed as part of the George Miller Trail.
The state would assume control of Martinez-Benicia Ferry operations also in 1953. Service continued to 1962 until the opening of the Benicia-Martinez Highway Bridge. The Martinez-Benicia Ferry had begun operations in 1847 and was the second oldest commissioned in the San Francisco Bay area.
Pictured as the blog cover is a look west along former US Route 40 along what is now the San Francisco Bay Trail. Below is a map which was prepared by the California Division of Highways in 1931 showing the ferry alignment of US Route 40 contrasted to the planned rerouting to the Carquinez Bridge.
Part 1; the history of road bound travel over the Carquinez Strait
The Martinez-Benicia Ferry began operation in 1847 and is the second oldest ferry in the San Francisco Bay Area. The Martinez-Benicia Ferry shuttled traffic across the Carquinez Strait long before a bridge was present in the area. The Martinez-Benicia Ferry was founded by Dr. Robert Semple and was taken over by Oliver Coffin who built the Ferry Street Wharf in 1850. The Martinez-Benicia Ferry can be observed even vintage maps such as the 1857 Britton & Rey's Road Map of California.
By 1915 a steam ferry known as the City of Seattle was the vessel to carry automotive traffic across the Carquinez Strait. State Highway access to the Martinez-Benicia Ferry was provided by way of Legislative Route Numbers 14 and 7. Legislative Route Number 14 was defined by the 1909 First State Highway Bond Act with the definition of "Albany to Maritnez." Legislative Route Number 14 was initially aligned on what is now Carquinez Scenic Drive east of Crockett to Martinez.
Legislative Route Number 7 was also commissioned as part of the 1909 First State Highway Bond Act. The original definition of the highway was defined as "Tehama Junction to Benicia." The corridor of Legislative Route Number 7 entered Benicia via 5th Street where it approached the Martinez-Benicia Ferry.
A survey of Legislative Route Number 14 west of Martinez to Port Costa was reported on in the May 1913 California Highway Bulletin as having been ordered in March 1912.
Legislative Route Numbers 14 and 7 can be seen
meeting at the Carquinez Strait at the Martinez-Benicia Ferry on the 1918 Division of Highways Map.
US Route 40 can be seen aligned over the
Martinez-Benicia Ferry on the 1930 Automobile Club of Southern
California.
Below City of Seattle carrying US Route 40 traffic over the route of the Martinez-Benicia Ferry can be seen as it was in 1930.
The primary driver of US Route 40 being routed away from Benicia and Martinez
was the completion of the original Carquinez Bridge in 1927. The
Carquinez Bridge originally carried the final alignment of the Lincoln
Highway when it opened as a private toll bridge. In 1929 the Martinez-Benicia Ferry was acquired by the American Toll Bridge Company which also operated the Carquinez Bridge. In 1931 a spur of Legislative Route Number 7 was commissioned to Crockett via the Carquinez Bridge and planned American Canyon Route.
The June 1931 California Highways & Public Works announced the Division of Highway was authorized to survey the Carquinez Bridge for possible purchase by the state. This action was approved by Senate Concurrent Resolution 36, Chapter 78.
1931 Legislative Chapter 82 defined Legislative Chapter Number 74 as running from Vallejo to Legislative Route Number 8 via American Canyon.
A June 1, 1931, letter by the California State Highway Engineer to the AASHO Executive Secretary announced an application had been submitted to relocate US Route 40 away from the Martinez-Benicia Ferry. The new routing is noted to be planned to follow temporary alignment through Napa Wye, American Canyon and Vallejo (via Legislative Route Number 74) to reach the Carquinez Bridge. The letter notes that the state intended to purchase the Carquinez Bridge in the future (which would occur by 1940).
On June 22, 1931, the AASHO Executive Secretary via letter informed the California State Highway Engineer that the Executive Committee had approved the request to realign US Route 40 off the Martinez-Benicia Ferry to the Carquinez Bridge.
The American Canyon spur of Legislative Route Number 7 can be seen as a planned highway on the 1932 Division of Highways map. The map also displays the original iteration of Legislative Route Number 74.
US Route 40 was reported as being rerouted from Vallejo to the Carquinez Bridge via American Canyon Route on the 8th Biannual Report by the Division of Highways dated to November 1932.
In 1935 the Legislative Route Numbers were codified. Legislative Route Number 74 was originally codified as "Vallejo to Legislative Route Number 8." This definition was amended by Legislative Chapter 274 to:
"A point on Legislative Route Number 8 near Napa Y to Corelia and Benicia."
Legislative Route Number 7 was originally codified with two segments:
1. Benicia to Tehama Junction
2. Legislative Route Number 14 near Crockett to American Canyon Route near Vallejo
The definition of Legislative Route Number 7 was amended by Legislative Chapter 274 to:
"Legislative Route Number 14 near Crockett to Red Bluff."
The effect of Legislative Chapter 274 rendered Legislative Route Number 74 as a U-shaped state highway. The then new definition also included dropping the Martiez-Benicia Ferry approach along 5th Street in Benicia from the state highway system. The 5th Street ferry approach in Benicia is shown under local maintenance on the 1935 Division of Highways map of Solano County.
The Martinez-Benicia Ferry remained in operation after US Route 40 was moved to the Carquinez Bridge. The ferry would become part of California State Route 21 at some point between 1935 and 1938. The commissioning of California State Route 21 was announced in the announced in the October 1935 California Highways & Public Works. California State Route 21 originally spanned from near Mission San Jose to Walnut Creek. It isn't fully clear when the Sign Route definition was extended north through Martinez and Benicia.
The American Canyon Cutoff of Legislative Route Number 7 opened on November 10, 1936, as the new alignment US 40 from Cordelia bypassing downtown Vallejo directly to the Carquinez Bridge. The opening of the American Canyon Cutoff was featured in the November 1936 California Highways & Public Works.
California State Route 21 can be seen utilizing the Martinez-Benicia Ferry on the 1938 Division of Highways map. California State Route 21 is shown have also utilized then Contra Costa County owned Pacheco Boulevard south of Martinez.
In 1940 the legislature approved for Department of Public Works to formally request that control of the Martinez-Benicia Ferry be transferred by the American Toll Bridge company to the cities of Martinez and Benicia. The legislative process for transferring the Martinez-Benicia Ferry is discussed in the December 1940 California Highway and Public Works.
The Martinez-Benicia Ferry was transferred to the City of Martinez on January 1st of 1941. The city of Benicia ultimately withdrew from becoming an owner of the ferry which left it under sole ownership of the City of Martinez. The new ownership of the ferry is discussed in the January 1941 California Highway and Public Works.
1947 Legislative Chapter 13 commissioned a spur of Legislative Route Number 74 in Benicia to the Martinez-Benicia Ferry. This functionally brought California State Route 21 within Benicia fully back under state control. The spur of Legislative Route Number 74 appears on the 1948 Division of Highways map.
1953 Legislative Chapter 1787 truncated Legislative Route Number 14 from Martinez to Crockett. This truncation removed Carquinez Scenic Drive from the state highway system. Also, during 1953 the Martinez-Benicia Ferry was purchased by the state as an extension of Segment B of Legislative Route Number 75. The definition of Legislative Route Number 75 was altered via 1953 Legislative Chapter 1737.
The above 1953 changes to Legislative Route Numbers 14 and 75 both appear on the 1954 Division of Highways map. The map displays Pacheco Boulevard being state owned as part of Legislative Route Number 75 and California State Route 21 to the Martinez city limit. 1954 Legislative Chapter 8 restored Segment C of Legislative Route Number 75 which had been inadvertently deleted the previous years legislation.
1957 Legislative Chapter 1911 changed the definition Legislative Route Number 75 Segment B from ending at Legislative Route Number 74 in Benicia to "near Benicia." This change was meant to reflect the adopted freeway routing of the planned Benicia-Martinez Highway Bridge.
California State Route 21 continued to utilize the Martinez-Benicia Ferry until September 15, 1962, when it was replaced by highway bridge which now carries the southbound lanes of Interstate 680. The opening the Benicia-Martinez Highway Bridge and closure of the Martinez-Benicia Ferry were featured in the September/October 1962 California Highway and Public Works Guide. The "Last Ferry" article goes into extensive detail regarding the history of the Martinez-Benicia Ferry in addition to the Central Pacific Railroad Ferry between Benicia to Port Costa.
Part 2; a drive and hike on former US Route 40 between Benicia and Crockett
Although ferry service between Benicia and Martinez is no longer available, I sought out in 2019 to attempt to replicate the original alignment of US Route 40. While the surface routing of US Route 40 between Benicia and Crockett is intact it does require a bit of hiking on an eroded Carquinez Scenic Drive. My path of travel between Benicia and Crockett is best referenced by the 1930 Automobile Club of Southern California map from Part 1 (click to enlarge).
Part 2.1; former US Route 40 in Benicia
Former US Route 40 on Legislative Route Number 7 westbound entered Benicia on what is now; Park Road, McKinney Place and Hillcrest Avenue where it swung south on 5th Street. US Route 40 followed 5th Street all the way to the shores of the Carquinez Strait where it boarded the Martinez-Benicia Ferry. Legislative Route Number 7 through Benicia can be seen in detail on the 1935 Division of Highways Map of Solano County when it was part of California State Route 21.
My approach to former US Route 40 on 5th Street was from Interstate 780 westbound.
I drove south on 5th Street on what was US Route 40 westbound towards the Martinez-Benicia Ferry landing. I parked at E Street and walked the remainder of 5th Street to the ferry landing.
US Route 40 would have crossed the tracks of the Southern Pacific Railroad as the latter was approaching the rail ferry landing towards Port Costa. The rail grade is obvious looking both east towards the Benicia-Martinez Bridges and west towards 1st Street.
Continuing towards the landing of the Martinez-Benicia Ferry there isn't any indication of the historic route of travel which once was located there. The ferry site is presently occupied by Bay Area Ship Services and is on private property.
The landing of the Martinez-Benicia Ferry can be viewed by following the grade of the Southern Pacific Railroad west through Turnbull Park.
Part 2.2; a side trip to the Central Pacific Railroad ferry landing in Benicia
Since I was in Benicia, I decided to a make a side trip towards the Central Pacific Railroad ferry landing at Pointe Benicia which is at the end of 1st Street. The rail ferry between Benicia and Port Costa opened when the ferry ship Solano began operation in 1879. The line to Benicia had been built during the late 1870s and can be seen as a planned railroad on this 1874 Gray's Atlas Railroad Map of Oregon, California and Nevada.
The rails had reached 1st Street in Benicia by 1878 as shown on this Thompson & West Map of Benicia. Interestingly the Martinez-Benicia Ferry is shown landing at 1st Street in Benicia. I am unclear if this is accurate or if the highway ferry moved to 5th Street at a later point.
By 1885 the Central Pacific Railroad leased its lines to the Southern Pacific Railroad before it became a non-operating subsidiary of the latter. In 1914 the Southern Pacific launched the ferry ship Contra Costa at the Carquinez Strait. Both the Solano and Contra Costa operated on the ferry between Benicia to Port Costa until 1930 when the Benicia-Martinez Railroad Bridge opened. The last voyage of the rail ferry from Benicia to Port Costa via the Solano can be seen below.
The Solano was launched in 1878 and was 425 feet in length. The Solano was a steamship which was propelled by sidewheel paddles. The Solano was capable of carrying as many as 48 rail cars and was the largest rail ferry before the Contra Costa was built. The Solano was scuttled in 1931 to create breakwater at the mouth of the Old San Joaquin River (Old River) near Antioch. Numerous vintage photos of the Solano, the ferry landing in Benicia and the ferry landing in Port Costa can be found at the Central Pacific Railroad Museum website.
Conversely the Contra Costa was similar in specification to the Solano but was 433 feet in length. The photo of the Contra Costa below is dated to 1920.
Today the railroad ferry landing in Benicia is easy to find at Pointe Benicia due to the presence of Benicia Depot. Benicia Depot was originally built in Banta in 1879 and was relocated to Benicia in 1902. The Benicia Depot remained in operation until 1958 when it was shuttered by the Southern Pacific. Benicia Depot was eventually restored and reopened in 2002. Despite the railroad ferry being long gone the rail grade is obvious in front of Benicia Depot.
The dual slips of the Central Pacific Railroad ferry landing can be found at the tip of Pointe Benicia. Both slips point almost directly westward over the Carquinez Strait towards Port Costa.
From certain vantage points at Point Benicia a full view of the 1958 and 2007 Carquinez Bridges can be viewed to the west.
Note: on a historic footnote Benicia was once the Third State Capitol of the State of California. Benicia served as the State Capitol between February of 1853 to February of 1854. The capitol was apparently moved to Sacramento due to "bad weather," a "lack of comfortable sleeping quarters" and due to the state records not being able to be adequately secured. Amusingly Benicia lost the Solano County Seat Fairfield in 1858, in that sense ferries more or less kept it on the map.
Part 2.3; former US Route 40 in Martinez
An astute observer can see the grade of Carquinez Scenic Drive looking west from Ferry Point towards the Diablo Range.
From Ferry Point US Route 40 would have followed Legislative Route Number 14 through Martinez via what is now; Court Street, Joe Dimaggio Drive, Ferry Street, Escobar Street and Talbart Street to Carquinez Scenic Drive. The path of Legislative Route Number 14 through Martinez to Carquinez Scenic Drive can be seen on the 1935 California Division of Highways Map.
I followed former US Route 40 via Court Street and Joe Dimaggio Drive to Ferry Street. Former US Route 40 at the intersection of Ferry Street and Joe Dimaggio Drive has a railroad display of a Southern Pacific Steam Locomotive and numerous Atchison, Topeka and Santa Fe Railway cars. A small historical plaque regarding the Martinez-Benicia Ferry can be found within view of the 1876 Central Pacific Railroad Depot. Suffice to say the 2000s era Amtrak platform is somewhat out of character in such a historic rail corridor.
US Route 40 westbound followed Ferry Street south and made a right turn onto Escobar Street.
US Route 40 westbound followed westbound Escobar Street to Talbart Street where it made a right-hand turn.
US Route 40 westbound followed Talbart Street northward to a westbound curve onto Carquinez Scenic Drive. Traffic headed towards Carquinez Scenic Drive is advised it is closed to automotive use 2.2 miles to the west.
Part 2.4; former US Route 40 on Carquinez Scenic Drive from Martinez west to Port Costa
Carquinez Scenic Drive is very similar to other early era US Route alignments such as US Route 99 on the Old Ridge Route, US Route 101 on the San Juan Grade and US Route 60 on Jackrabbit Trail. Carquinez Scenic Drive from Martinez most of the way west towards Port Costa is aligned directly on the cliffs above the Carquinez Strait through Carquinez Strait Regional Shoreline. This alignment makes for a narrow roadway but also makes for a very "scenic" route with numerous vistas of; Martinez, Benicia and the Benicia-Martinez Bridges. In the last photo below the route of the Martinez-Benicia Ferry can be seen from Carquinez Scenic Drive.
Former US Route 40 on Carquinez Scenic Drive continues west as a roadway to a gate where it become the George Miller Trail above the former rail siding of Ozol. The George Miller Regional Trail is a 1.7-mile segment of former US Route 40 on Carquinez Scenic Drive which was washed out in the 1980s. The George Miller Regional Trail opened as a multi-use facility in 2014. Sadly, there is no historical plaques that denote the George Miller Trail as vintage highway corridor.
Former US Route 40 on George Miller Regional Trail/Carquinez Scenic Drive continues 1.7 miles westward to the ruins of Nevada Dock. Almost all of the trail has a vista of the Carquinez Strait somewhere nearby. The views of the railroad grade below really illustrate how much of a superior route the rails once had in the Carquinez Strait.
From the western end of the George Miller Regional Trail the path of former US Route 40 on Carquinez Scenic Drive resumes being an active roadway. Approximately a mile west of the George Miller Regional Trail the route of Carquinez Scenic Drive intersects Reservoir Street and McEwen Road.
Carquinez Scenic Drive continues west and intersects Canyon Lake Drive which is the main street of Port Costa.
Part 2.5; a side trip to Port Costa and the ruins of Central Pacific Railroad Ferry
From Carquinez Scenic Drive I made a right hand turn on Canyon Lake Drive towards downtown Port Costa. At the intersection of Canyon Lake Drive and Reservoir Street the 1911 Port Costa School can be found. The Port Costa School was closed in 1966 and has been gradually restored in the following decades.
Canyon Lake Road ends in downtown Port Costa at once was the Central Pacific Railroad freight yard. Port Costa was founded in 1879 specifically to be the ferry landing for the Central Pacific Railroad. Interestingly despite no longer having the intended purpose of being a ferry landing and rail siding Port Costa has managed to survive largely intact rather than declining to a ghost town.
There are few remains of the Central Pacific Railroad ferry landing. What can be seen exists beyond the current Union Pacific Railroad tracks on the waters of the Carquinez Strait. The Central Pacific Railroad ferry landing once extended into the waters of the Carquinez Strait so the Solano and Contra Costa could load/unload.
The Port Costa Warehouse dates to 1886 and was the first fireproof building in Contra Costa County. The Port Costa Warehouse was built with the purpose of storing wheat, hay and potatoes. Today the Post Costa Warehouse now houses the Warehouse Cafe and community Post Office.
The striking looking yellow building in Port Costa is the 1883 Burlington Hotel. The Burlington Hotel is often cited to be a former a brothel but the historic plaque on the building exterior disputes this notion.
Other notable buildings in Port Costa include the Theater of Dreams and Hat Shop.
Part 2.6; former US Route 40 from Port Costa to the Carquinez Bridges in Crockett
After visiting Port Costa I continued west on former US Route 40/Carquinez Scenic Drive towards Crockett.
Carquinez Scenic Drive continues west and intersects the Bull Valley Staging Area which can be used to access Eckley Pier. Eckley Pier is located on the waters of the Carquinez Strait and is within what the former railroad siding of Eckley.
I continued west on Carquinez Scenic Drive and stopped where the Carquinez Bridges can be viewed. The wreckage of the ship known as the Garden City apparently can be seen below Carquinez Scenic Drive.
Carquinez Scenic Drive continues west into Crockett where it becomes Pomona Street.
Crockett is named for a California Supreme Court Judge by the name of Joseph Crockett who was a landowner in the area the community now stands. Crockett began to be settled in the late 1860s and grew into a town. Crockett received Post Office Service in 1883 as "Crockettville" which was simplified a year later. Crockett is traditionally be known as the home of the California and Hawaiian Sugar Company which operated in the community between 1906 until 2017.
Former US Route 40 originally followed Pomona Street west through downtown Crockett beyond the Carquinez Bridge to San Pablo Avenue. The originally alignment of US Route 40 followed San Pablo which was also part of Legislative Route Number 14 all the way into downtown Oakland. US Route 40 originally met the Lincoln Highway as it exited the west approach of the 1927 Carquinez Bridge near what is now the on ramp/off ramp for Interstate 80 southbound today.
For illustrative purposes the original alignment of US Route 40/Legislative Route Number 14 on San Pablo Avenue between Crockett west to Oakland can be viewed on the 1930 ACSC map below (click to expand).
West of Interstate 80 the 1958 and 2003 Carquinez Bridges can be viewed from a vista on former US Route 40 along San Pablo Avenue. The 1958 Carquinez Bridge carries Interstate 80 eastbound and is a 3,300-foot-long cantilever design. The 2003 Carquinez Bridge carries Interstate 80 westbound and replaced the 1927 structure. The 2003 Carquinez Bridge is a 3,465-foot-long suspension span. The 1958 Carquinez Bridge has a 140-foot clearance above the Carquinez Strait whereas the 2003 span has a 148-foot clearance.
The 1927 Carquinez Bridge was a cantilever design that resembles the 1958 Bridge. The 1927 Carquinez Bridge ultimately became part of Interstate 80 westbound but was determined to be seismically unstable following the 1989 Loma Prieta Earthquake. Upon the completion of the 2003 Carquinez Bridge the 1927 structure was demolished. Construction of the 1927 Carquinez Bridge began in 1923 and can be seen in an unfinished state below.
The 1927 Carquinez Bridge can be seen wedged between the 2003 and 1958 Bridges in this stock photo from 2006.
Version History
- Originally published on 11/24/2019.
- First updated on 1/18/2025.
Comments
Thank you very very very much for answering many questions I have had about this subject for decades. I lived in San Pablo as a young man & spent much time on the straits & Martinez & Benicia.
We used to drive to Martinez on the Carquinez Scenic drive for fun. Just a couple of years ago Me & the missus drove it in 2 sections.
YOUR NEXT CHALLENGE-->
Trace the old redwood highway, much of which still is driveable up north to the Oregon state line.
ALSO, the old pre 101 road out of Crescent City to Brookings Oregon across the Smith & Chetco rivers.
!