www.cahighways.org
California Highways
Routes 105 through 112
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www.cahighways.org |
California HighwaysRoutes 105 through 112 |
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
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From Pershing Drive near El Segundo to Route 605.
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Number History.
In 1968, Chapter 282 transferred that routing to Route 101.
In 1981, Chapter 292 changed the origin of the route to "The south boundary of the Los Angeles International Airport near El Segundo". In 1992, Chapter 1243 changed the origin to "Pershing Drive near El Segundo". History of Present Route. The current route of I-105, or something similar to it, had been on the drawing board of city planners since at least 1947. It shows up in the 1949 proposed parkway system from the ACSC as the Inglewood-Slauson Parkway, but it ran a little further north than the current I-105 (specifically, it ran from roughly the present I-405/Florence Ave area to near Normandie and Slauson, then roughly along Slauson and Randolph to the Santa Ana Parkway). By 1956, it was being called the Century freeway and was distinct from the Slauson Parkway. It now ran from near Century and I-405 to the Long Beach Freeway, meeting that freeway (then Route 7, now Route 710) near the junction with the Rio Honda Freeway (Route 164). This routing was 12.4 miles long, with an estimated cost to complete of $71 milllion. By 1958, the routing was recommended to extend as far at the Santa Ana Freeway (Route 5). However, it was still not in the state system. Caltrans recommended the current route in 1968, which is also when the route was added to the Interstate highway system (before that, the current route was not on the books; the closest was Route 42). The interstate mileage for I-105 came from 23 USC 103 and the Howard Cramer act. 10.3 miles of the 17 mile route came from 23 USC 103(e)(1), and 7 miles were Howard Cramer substitutions from 23 USC 103(e)(2). The 7 miles came from the following routes:
Designing the freeway took from 1968 to 1972. By 1970, the proposed route was roughly as it is now, and the cost was estimated at $190 million. In 1972, a class action lawsuite was filed to block the freeway's construction. Under this lawsuit, all freeway construction was halted until a number of requirements, including a formal environmental impact statement and public hearings, were conducted. This lawsuit was settled by consent decree in 1979; however, the delay had substantially raised the cost of construction. To salvage the project, the scope was reduced by eliminating two traffic lanes, 11 local interchanges, and 500 units of replacement housing. The court approved the amended consent degree in 1981. The meant that there was design rework to be done, as well as new freeway agreements with local governments, right of way acquisitions, etc. Caltrans was also pressure to have construction substantially started in 1986 (deadline imposed by federal law); that law also stated the last federal funding authorization for such construction would be provided in 1990. Actual construction of the freeway began in 1982. It gradually opened to traffic in 1993 and 1994, at a cost of $2.3 billion. So why doesn't I-105 extend to I-5? There are a number of reasons why I-105 doesn't go all the way to I-5:
Groundwater Problems. A significant problem with I-105 has been groundwater. The original design of the freeway included both elevated, ground level, and below ground level portions. Of concern is a 3.5 mile below ground level section between I-710 and I-605. This was originally much shorter, but in 1981 was extended W towards I-710 (and the Los Angeles River). According to a report from the California State Auditor ("Department of Transportation: Disregarding Early Warnings Has Caused Millions of Dollars to be Spent Correcting Century Freeway Design Flaws" [August 1999, #99113]), did not do extensive tests of soils and groundwater conditions before constructions. They believed the groundwater was 30 feet below the construction level. However, Caltrans was impacted by the actions of another agency, which as a result of overpumping the groundwater basin in the 1950s, was replenishing the basin, increasing groundwater levels. The net result was cracking and sinking of the 3.5 mile section, requiring expensive repairs. Other Notes Surprisingly, for such a new route, there are already segments up for relinquishment. Specifically, in February 2003, the segment from PM R5.5/R6.0 in the County of Los Angeles was on the CTC agenda for relinquishment.
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The present route of I-105 was not defined before 1964. The 1964 routing of I-105 in downtown LA was part of LRN 2.
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Before the construction of the freeway, the entirety of Route 105 was signed as Route 42. The Caltrans bridge log still indicates that this is the case. In March 2005, the CTC considered relinquishment of two segments of right of way in the City of Paramount, between Ruther Avenue and Grant Avenue, consisting of reconstructed and relocated city streets and frontage roads. The City, by freeway agreement dated June 2, 1987, agreed to accept title upon relinquishment by the State. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
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Commuter lanes exist on this route between Route 405 and Route 605. They were opened in October 1993, require two or more occupants, and are in operation 24 hours a day. They have their own exit ramps, including a 122-ft. high 5-level interchange with I-110.
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Approved as chargeable interstate in March 1968 as a result of 10 miles being freed in San Francisco, and 7 miles of Howard-Cramer. In April 1958, as part of the first attempt to assign 3-digit interstates, the designation I-105 was proposed for what is now I-605. In August 1958, the segment of US 101 between the San Bernardino Freeway and the Santa Monica Freeway was proposed (and approved) as I-105. This numbering lasted until 1968, when the segment was returned to US 101. In 1968, the stub of the San Bernardino Freeway from US 101 to I-5 was renumbered from I-110 to I-10, and the section of US 101 between the US 101/I-10 junction and the I-10/I-5/US 101 junction was renumbered from I-105 to US 101.
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The segment of Route 105 from Route 1 to Route 605 is officially the "Glenn Anderson" Freeway. The first segment opened in 1993, and the last segment opened in 1994. It was named by Senate Concurrent Resolution No. 34, Chapter 83, in 1987. Glenn Anderson was a US Congressman that represented the South Bay-Mid Cities portion of Los Angeles County. He was instrumental in getting federal funding for various transportation projects in the region, including the Metro Red Line subway and the 105 Freeway. He retired in 1993 and died in 1994. It is called the "Century" freeway in common usage. The segment of Route 105 from Route 1 to Route 405 is also officially named the "El Segundo Freeway". It was named by Assembly Concurrent Resolution No. 46, Chapter 362, in 1969. El Segundo refers to the route's terminus in El Segundo, which its was named after the local oil refinery. The refinery was named by the Standard Oil Company in 1911 as its second (segundo) refinery in California (first was in Richmond (which was not named El Primero)). The segment of Route 105 from Route 405 to Route 605 is also officially named the "Norwalk Freeway". It was named by Assembly Concurrent Resolution No. 46, Chapter 362, in 1969.
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The freeway interchange between Route 105 and Route 405 is officially designated the "Sadao S. Munemori Memorial Freeway Interchange". Sadao S. Munemori, an American of Japanese ancestry, served in the 100th Infantry Battalion of the US Army, a unit composed mainly of Japanese-Americans from Hawaii. This battalion later became part of the 442nd Regimental Combat Team, the most highly decorated unit of World War II for its size and time in combat. In March 1945, Private Munemori and his company were ordered back to Northern Italy to join forces in the final push against the Gustav Line, a fortified German position that had held up the Allied advance for more than four months. On April 5, 1945, the company came under murderous fire, and its commander, Lt. David Novack, and squad leader, Staff Sgt. Kei Yamaguchi, were severely wounded and Private Munemori took command and single handedly, using grenades, knocked out two enemy machine guns, giving his own life to save two of his comrades when he used his own body to shield them from an exploding enemy grenade. Named by Senate Concurrent Resolution No. 41, Chapter 131, in 1994. The freeway interchange between Route 105 and Route 605 is officially designated the "Joe A. Gonsalves Memorial Interchange". Joe A. Gonsalves was born to Joaquim Gonsalves and Elvira Silva Gonsalves in Holtville, California, on October 13, 1919. He was elected to the City Council of the City of Dairy Valley, now known as the City of Cerritos, in 1958, and was twice elected the Mayor of Dairy Valley. In 1962, he was elected to the California State Assembly, representing the 66th Assembly District (making him the first person of Portuguese ancestry to be elected to the California State Legislature). During his 12 years in the California Legislature he served as Chair of the Assembly Rules Committee, Revenue and Taxation Committee, and the Joint Committee on Rules and, served as a member of the Assembly Education Committee, and the State Allocation Board. In 1963, during his legislative tenure, Section 405 of the Streets and Highways Code was enacted, describing Route 105 as running from Route 5, to the junction of Route 101 and Route 110, which would have caused Route 105 to cut through the Cities of Norwalk and La Mirada [Note: The above is from the resolution, and reflects poor research. The current incarnation of Route 105 wasn't defined as Route 105 in 1963; the closest routing was pre-1968 Route 42]. At the requests of the Cities of Norwalk and La Mirada and their residents, Joe A. Gonsalves was instrumental in having Section 405 of the Streets and Highways Code amended in 1968, so that Route 105 ended at Route 605 rather than cutting through the Cities of Norwalk and La Mirada (thus, those of you who complain that I-105 doesn't go through to I-5 have Mr. Gonsalves to blame). After leaving the legislature, Joe A. Gonsalves operated the only three-generation lobbying firm in Sacramento, with his son, Anthony Gonsalves, and his grandson, Jason Gonsalves. Joe A. Gonsalves passed away on July 7, 2000. Named by Assembly Concurrent Resolution 96, Chapter 129, September 24, 2001.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 105:
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In 1933, Chapter 767 defined the following routes as state highways:
In 1935, LRN 105 was added to the highway code with the following routing:
In 1949, Chapter 1044 changed the definition to combine the first two segments into "[LRN 56] near Half Moon Bay to [LRN 5] near Hayward". This was part of an act that authorized the acquisition and operation of the San Mateo-Hayward Bridge, and that they shall be operated as state highways. This change became effective once the California Toll Bridge Authority acquired the bridge. In 1953, Chapter 1787 truncated the definition of (b) [former (c) from "Seventh and Cypress Streets in Oakland" to "High Street in Oakland" In 1961, Chapter 1271 relaxed the definition of (b) to simply originate in "Hayward". This route was signed as follows:
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No current routing.
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In 1965, Chapter 1371 transferred the portion from Route 38 to Route 10 to Route 38, thus beginning the routing at Route 10. In 1972, the entire routing for Route 106 was transferred to Route 30 by Chapter 1216.
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The pre-1972 routing of Route 106 was part of LRN 190, defined in 1933. Route 106 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 106 between 1934 and 1964.
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In April 1958, the designation I-106 was proposed for the route from the eastern terminus of the Santa Monica Freeway (I-10) with the Santa Ana Freeway (I-5) [i.e., the current US 101/I-5/I-10 junction) to the western terminus of the San Bernardino Freeway (I-10) with the Golden State Freeway (I-5). This designation was not approved (although AASHTO did seem to like the loop idea) infavor of distinct designations for the US 101 portion (I-105) and the I-10 portion (I-110). In 1968, both the I-105 and I-110 designations were dropped, with the segments going back to US 101 and I-10, respectively.
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In 1933, Chpater 767 defined the segment from "[LRN 14] near Hercules to the Walnut Creek-Antioch Road" as a state highway. In 1935, this was codified as LRN 106 in the highway code with the following routing: In 1957, Chapter 36 changed LRN 14 to LRN 7, and clarified the terminus as being "north of Concord" This is the route that runs from US 40 (now I-80) near Hercules to the Route 4/Route 24 junction N of Concord. This is signed as part of Route 4. |
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From Route 1 in Torrance to the southern city limits of Lawndale. The relinquished former portion of Route 107 in the City of Lawndale is not a state highway and is not eligible for adoption [as a state highway]. (a) The commission may relinquish to the City of Torrance the portion of Route 107 that is located within the city limits of the city, upon terms and conditions the commission finds to be in the best interests of the state. (b) A relinquishment under this section shall become effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (c) On and after the effective date of the relinquishment, both of the following shall occur: (1) The portion of Route 107 relinquished under this section shall cease to be a state highway. (2) The portion of Route 107 relinquished under this section may not be considered for future adoption under Section 81. (d) The city shall ensure the continuity of traffic flow on the relinquished portion of Route 107, including, but not limited to, any traffic signal progression. (e) For the portion of Route 107 that is relinquished, the city shall maintain within its jurisdiction signs directing motorists to the continuation of Route 107.
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In 1963, this route was defined as the route from "Route 1 near Torrance to Route 405 near Culver City." The route continued when Hawthorne changed to La Brea, and then followed Centinela to end at Route 405 in Culver City (before the interstate, the routing ended at Sepulveda Blvd, Route 7). In 1965, Chapter 1372 changed the terminus of the route to "Route 405 near Lawndale". In 1998, the definition was updated to allow the portion of Route 107 in Lawndale to be relinquished if the city and state agree to do so. This relinquishment was authorized by AB 2132, Chapter 877, signed September 26, 1998. However, the definition remained "From Route 1 near Torrance to Route 405 near Lawndale [Hawthorne Blvd.]". In 2003, the legislative definition was updated (AB 1717, Chapter 525, 9/25/2003) to eliminate the portion in Lawndale. In 2008, Chapter 639 (AB 2326, 9/30/2008) authorized the relinquishment of the portion in the city of Torrance:
Planned as freeway in 1965; never upgraded. The original plan for the route would have had Route 107 (the Torrance Freeway) curve south and east through the South Bay. There were originally four color-coded proposed routes that were presented on July 15, 1968. All the proposed routes—red, blue, green and yellow—began at I-405 near Compton Boulevard (now Marine Avenue) and eventually ended in the vicinity of Five Points in Harbor City. At that point, Route 107 would link up with the Pacific Coast Freeway (Route 1). The routes were:
Planners also included three shorter segments labeled A, B and C that could be used in combination with the colored routes to create additional route options. All of the routes would have traveled through Lomita, and this was their demise. The Department of Highways estimated that more than 1,100 single-family residences, 18 to 64 commercial structures and one to eight industrial plants could be affected. Officials debated the various options, but in the end, proponents of a "no build" option found support in the Lomita City Council, which unanimously opposed all the routes. Other cities felt differently: Torrance voted in favor of a slightly modified red route, a choice later endorsed by Redondo Beach and Rolling Hills Estates. Yet Lomita's refusal was the killer, as the State Highway Code forbids the state to close any city streets for a freeway without the city's permission. At one point, Lomita officials suggested using an abandoned Pacific Electric line near Normandie Avenue (creating an option called the Orange Route. This segment would have followed the abandoned line and swing through southeast Torrance before connecting to the rest of the proposed freeway. Howevr, this outraged Torrance residents and city officials, who unanimously opposed the change (plus Lomita's didn't like it either). Redondo Beach, Torrance and Rolling Hills Estates officials eventually joined Lomita against the freeway. By 1972, the freeway was all but officially dead.
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Pre-1940, the entire routing was the southern end of what was then designated as Route 7, so one might surmise the the number 107 was somehow related. The sign route number (107) was not part of the set of original sign route numbers in 1934. Route 107, signed as such, was appearing on maps by 1942. Before 1964, Route 107 was LRN 164, defined in 1933.
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In late March 2007, the City of Torrance indicated its desire to take
over the segment of this route within its city limits. Specifically, the
Torrance City Council voted unanimously to send a letter indicating its
interest in having the state Department of Transportation relinquish control of
the 5-mile segment of Pacific Coast Highway and 6-mile stretch of Hawthorne
Boulevard within Torrance limits. Sending the letter is a precursor to an
estimate the city is required to provide to Caltrans of the cost of bringing
each road up to a "state of good repair." City staff members believe it will
cost $25M to $30M for each road, which the state would provide to the city in
the form of a one-time payment. Bringing the route under city control will
allow the city to improve the timing of signal lights to improve traffic flow
and reduce the bureaucracy needed to upgrade the roads. The intersection with Route 1 in Torrance is being reconstructed under TCRP Project #46. This project was to reconstruct the intersection of Hawthorne Boulevard (Route 107) and Pacific Coast Highway (Route 1) by adding turn pockets. The cost to complete PA&ED was significantly underestimated in the original application, and additional TCRP funds are required to complete the phase. With R/W estimated to be over $26,000,000, the overall project cost has exceeded the total TCRP funds available. Per the September 2006 CTC Agenda, until such time as the City of Torrance and the Department can identify additional funds to complete PS&E, R/W, and Construction, those phases have been put on hold. In order to complete PA&ED and closeout the phase, an additional $467,000 of TCRP funds is required. Note: According to the Daily Breeze on 3/29/2007, this project was originally began by the City of Torrance, and was to consist of a right turn lane from northbound Hawthorne Boulevard to eastbound Pacific Coast Highway. The project was estimated to cost about $2 million. Caltrans took over the project, changed the scope of the improvements to include the entire intersection, studied and designed it at a cost of $2 million, and concluded that upgrading the entire intersection would cost $15 million.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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The segment from Route 1 to Route 405 (in anticipation of freeway construction, which never materialized) was named the "Torrance Freeway". It was named by Assembly Concurrent Resolution 63, Chapter 171, in 1968. Torrance refers to the City of Torrance, which was planned in 1911 as a model city and named by the owner of the land, Jared S. Torrance. Prior to 1968, this route was named the "Hawthorne Freeway", by location. It traverses the city of Hawthorne, which was named, about 1906, for the great American novelist.
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Overall statistics for Route 107:
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In 1933, Chapter 767 added the following segments to the state highway system:
In 1935, LRN 107 was added to the state highway system with the following routing:
Later in 1935, Chapter 427 amended the last segment to be "[LRN 68] near Redwood City to [LRN 55] via Woodside." In 1949, Chapter 1044 changed the definition to include the Dumbarton Bridge, making the terminus of segment (b) "[LRN 68] near Palo Alto". This was part of an act that authorized the acquisition and operation of the Dumbarton Bridge, and that they shall be operated as state highways. This change became effective once the California Toll Bridge Authority acquired the bridge.
This route was signed as follows:
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[SHC 263.6] Entire portion.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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[SHC 164.15] From Route 132 in Modesto to Route 120 east of Oakdale, and between Route 120 at Yosemite Junction and Route 395. Note: The portion from Route 132 in Modesto to Route 120 east of Oakdale was added by SB SB 532 (Chapter 189, 10/11/2009).
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Overall statistics for Route 108:
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In 1933, Chapter 767 defined the route from [LRN 5] near Mission San Jose to [LRN 5] near Livermore. In 1935, defined LRN 108 as part of the highway code with that definition ([LRN 5] near Mission San Jose to [LRN 5] near Livermore). In 1959, Chapter 1062 extended the route to terminate at "[LRN 75] near Brentwood". This route ran from Route 9 (present-day Route 238) near Mission San Jose to Route 4 near Brentwood, and is roughly present-day I-680 between Route 238 and Route 84, and Route 84 from the I-680/Route 84 junction to Route 4. |
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In 1988, Chapter 416 extended the segment from Notre Dame Avenue to US 101, making the definition “Route 84 to Route 101.” The definition explicitly noted that “The department is not responsible for the maintenance or operation of Route 109, except for that segment between Notre Dame Avenue in East Palo Alto and Route 84” (which meant that the extension was signing purposes only). In 1997, SB 789 (Chapter 277) amended the condition, permitting Caltrans to “maintain and operate the segment of Route 109 within the City of East Palo Alto upon a determination by the department and the city that the segment is in an acceptable state of repair.” The remainder of the route is unsigned. There are some that speculate that this routing would provide a southern connector to the Dumbarton Bridge. However, any such planning would need to involve the local community planning agencies, as California Streets and Highway Code section 409 states "no study and analysis of any proposed segment of Route 109 shall be conducted without the involvement of the governing body of any city or county through which the segment would pass as an active participant in the study and analysis."
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The present routing is University Avenue between Route 84 and Route 101. This routing was not defined before 1984. The 1964-1972 routing assigned to this number was also LRN 289 (1959) Route 109 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 109 between 1934 and 1964.
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In April 1958, it appears that the designation I-109 was proposed for the route that is now I-280. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.
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Overall statistics for Route 109:
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In 1933, Chapter 767 defined the route from “[LRN 4] at Modesto Northerly to [LRN 13] between Salida and Riverbank” as part of the state highway system. In 1935, this definition was codified into the highway code as LRN 109. In 1959, Chapter 1062 changed the origin of the route to “[LRN 238] near Crows Landing”. This route ran from I-5 near Crows Landing to Route 108 (the present-day Route 219/Route 108 junction) between Salida and Riverbank. This is the first segment of present-day Route 108. |
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(b) The relinquished former portion of Route 110 that is located between Glenarm Street and Colorado Boulevard in Pasadena is not a state highway and is not eligible for adoption under Section 81. (c) (1) Notwithstanding subdivision (a), the commission may relinquish to the City of Los Angeles the portion of Route 110 located within the city limits from Route 47 to 9th Street pursuant to the terms of a cooperative agreement between the city and the department, upon a determination by the commission that the relinquishment is in the best interests of the state. (2) A relinquishment under this subdivision shall become effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (3) On and after the effective date of the relinquishment, all of the following shall occur: (A) The portion of Route 110 relinquished under this subdivision shall cease to be a state highway. (B) The portion of Route 110 relinquished under this subdivision may not be considered for future adoption under Section 81. (C) Route 110 shall be from Route 47 in San Pedro to Glenarm Street in Pasadena. (4) For the portion of Route 110 that is relinquished under this subdivision, the city shall maintain within its jurisdiction signs directing motorists to the continuation of Route 110. The above was relinquished in June 2009.
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1964-1968 Routing
In 1968, Chapter 282 repealed this definition and transferred the segment to I-10. 1981-Present Routing
In 2000, the portion between Glenarm Street and Colorado Blvd was relinquished to the City of Pasadena, per Senate Bill 1584, Chapter 270, August 31, 2000. The definition of the route on that end wasn't changed at that time, however the origin was clarified to be "Route 47 in San Pedro". This is likely the section between PM 31.9 and PM 33.1 that was up for relinquishment in September 2002. In 2003, the legislative definition was clarified to eliminate the relinqished portion and to clarify that the relinqished portion can't become a state highway again (AB 1717, Chapter 525, 9/25/2003). In 2008, Chapter 669 (AB 2211, 9/30/2008) redefined Route 110 as being
from
This was originally the Arroyo Seco Freeway, later the Pasadena Freeway. It opened in 1940 and was the first freeway in California. The first section of the Harbor opened in 1952; the last, in 1970.
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The 1964-1968 definition of Route 110 was part of LRN 26, and was cosigned as US 60/US 70/US 99. Before the present-day Route 110 freeway was constructed, pre-1994 Route 11 traveled along Gaffey, Figueroa St, Ave 22, and Linda Vista to Route 118. It appears to have had a connection with the pre-Foothill freeway freeway segment of Route 118. At one point after the completion of the Pasadena Freeway, US 66 was the freeway, whereas Route 11 ran along Figueroa from San Fernando Road N. This reflected Figueroa's status as Alternate US 66. The route was been signed as Route 11 since the initial state signage of routes in 1934. Circa 1940, the route was co-signed with federal routes: Route 66 (US 66) between Pasadena and Downtown Los Angeles, and Route 6 (US 6) between downtown and San Pedro. On July 1, 1964, the routings for US 6 and US 66 were truncated, and the route was signed only as Route 11. Figueroa Street was named for Jose Figueroa, a governor of California under Mexico. The Figueroa Street Tunnels were constructed between 1929 and 1935. The first stage was to extend Riverside Drive to the south and extend it over the Los Angeles River, ending at San Fernando Road. This was completed in 1929. Then, three tunnels were mined through the hills between Solano Avenue and the edge of Los Angeles River in 1931. From the end of the most northerly tunnel, the new roadway was extended to join the Riverside Drive bridge over the Los Angeles River. Today this is the transition road from NB Route 110 to the NB I-5. At this point, one could access Figueroa Street from Broadway and Solano Avenue, turn right travel through the four tunnels curve to the left then turn sharply right onto the Riverside Drive bridge over the Los Angeles River. In 1935, the fourth tunnel was built. When the route was incorporated into the state highway system, Dayton Avenue (north of San Fernando Road), Pasadena Avenue (north of Avenue 39) and Annandale Boulevard (north of York Boulevard) were renamed Figueroa Street. North of Downtown, the consolidated and renamed segments of Figueroa Street replaced Broadway, Mission Road, Huntington Drive and Fair Oaks Avenue as the new official alignment of US 66. In 1937, Figueroa was extended from the first tunnel, directly over the Los Angeles River connecting with renamed Figueroa Street opposite Avenue 22 in a sweeping 90° curve. In 1939 the bypass roadway of Figueroa Street reached downtown Los Angeles. The roadway was extended southerly from Solano Avenue to a point north of Alpine Street to join the older extant segment of Figueroa Street. The extension included a grade separation at College Street. This last segment was funded in part, from the federal Public Works Administration Program. With completion of the extension to downtown Figueroa became the longest street in the City, extending from B Street in the Wilmington community to Colorado Boulevard in the Eagle Rock community, 31 miles in all, with 24 miles within the City. The segment south of downtown would become part of US 6. A roadway was envisioned along the Arroyo Seco as early as 1895. In
1924, the Major Street Traffic Plan proposed a parkway and the concept was
approved by voters that same year. During the next few years, the Avenue 26,
Avenue 43 and Avenue 60 decorative bridges were designed to span the riverbed
and a future 80-foot divided highway. The Avenue 26 and Avenue 60 bridges were
built by the City and the Avenue 43 bridge was eventually built by the State.
The completion of the Figueroa Street bridges over the Los Angeles River in
1937 and the availability of WPA and public works fund led to the start of
construction. Groundbreaking was held on March 23, 1938 for a flood control
channel and the parkway, which would provide a direct connection between
Broadway (now Arroyo Parkway) at Glenarm Street in Pasadena with Figueroa
Street at Avenue 22 in Los Angeles. The City designed and managed the
construction of the flood control channel and designed the freeway lighting,
while the Division of Highways managed the construction of the parkway. The
first segment was opened on January 4, 1939 and the entire segment of the
original Arroyo Seco Parkway was completed on December 30, 1940. Construction
continued for another 13 years on the segment to the south that involved the
conversion of the Figureoa Street bypass roadway (the one with the four
tunnels) to a freeway. A new roadway through the Elysian Hills between Avenue
22 and Castelar Street (now Hill Street) was built parallel to the bypass
roadway in 1943. Upon its completion, Figueroa Street was converted to the
northbound lanes of the Arroyo Seco Parkway and the new 1943 roadway was
converted to the southbound lanes. In 1948, a median was installed along
Figueroa Street between Hill Street and Alpine Street in order to convert it to
parkway standards. In conjunction with the median, the Arroyo Seco Parkway was
extended southerly to Sunset Boulevard on an alignment independent and westerly
of Figueroa Street. Finally, in 1953 the highway was extended through the
entire length of the four-level interchange to connect with the Harbor,
Hollywood and Santa Ana Parkways. Around 1957, the freeway had been constructed only as far as Santa Barbara Ave. From this point S, Route 11/US 6 ran along Figueroa. Prior to the completion of Figueroa street in Gardena, the route from Gardena to Wilmington involved 190th Street, Main Street, and Wilmington Boulevard, with Route 11 continuing south on Wilmington and B to reconnect with the Figueroa routing. The original routing was LRN 165, and was defined as part of the state highway system in 1933. In 1935, a new route was defined for the planned Arroyo Seco Parkway. This route was LRN 205, and corresponds to the present routing. When LRN 205 was defined, the roughly parallel LRN 165 portion was signed as Route 11 and Alt US-66. The Arroyo Seco Parkway was California's first freeway. The innermost part was originally called North Figueroa, as it was an extension of that street. The first "phase" involved the four tunnels, with their art deco facades and bracketed streetlight sconces. If you look at the bridges over the river you can see the earlier bridge style too. The Arroyo Seco parkway ended northeast of the four Figueroa tunnels across the Los Angeles river. Then both directions of travel fed into the tunnels which contained Figueroa St. From there the route followed Figueroa into downtown. On the first day, speeds reached an unprecedented 35 mph, without a single stop from Pasadena all the way into Los Angeles. When the Four Level interchange with US 101 was built, in the late 1940s, new lanes were built for southbound traffic, and the original became northbound only. Both sets of lanes then were connected to the Hollywood Fwy via the Four Level. The sharp jog in the southbound lanes of the freeway east of the Los Angeles river is where the new southbound lanes begin. [Historical Information on the Arroyo Seco routing is from postings on m.t.r by Tom Cockle, Harry Marnell and James Stewart] In March 1954, a 1.1-mile section of the Harbor Freeway between 3rd Street and Olympic Boulevard opened to traffic. The Los Angeles Times described it as "a modern maze of 'on' and 'off' ramps for almost all of the east-west streets feeding into — or out of — the downtown district" and said it was "expected to do much to alleviate traffic congestion in the business district." The elaborate ribbon-cutting ceremony included an appearance by model Ann Bradford as Miss Freeway Link. Route 110 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 110 between 1934 and 1964. The first segment of the Pasadena Freeway opened in 1940; the last segment opened in 1953.
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In August 2001, the artist Rick Ankrom modified one of the signs leading up to the NB I-5 offramp to add a "NORTH" placard and I-5 shield. Construction was based on MUCTD standards and the signs were riveted onto the sign structure, even fooling Caltrans who allowed the modification to remain. There have been a number of articles on this modification, some of which are as follows: As of 2005, these signs were still there and looked to be standing up better to the elements than the standard Caltrans issue signs! The signs were removed in 2009, as noted by LA Observed. The new signs that replaced the gurilla button copy additions are much more reflective, and also for the first time give equal weight to both I-5 and Route 110. The new signs designate I-5 North for drivers in the left two lanes, and Route 110 North for the right two lanes. In July 2009, it was reported that Caltrans has contracted with a New Zealand company to pilot a "dynamic-lane" system on Route 110 where traffic backs up in a tunnel at the single-lane connector to northbound I-5. At peak hours, the "smart studs" would illuminate to automatically open a second connector lane on Route 110, easing the long lines. The $3.2-million project will launch in November 2009, and, if successful, could be installed at other L.A. County junctions. The "smart stud" devices convert magnetic energy to electrical energy, known as inductive power transfer, which allows them to function independently from a fixed- cable system. Energy is delivered by a central cable that emits a magnetic field, but the studs do not need to be fixed by electrical wire to harness the electricity. The studs used in the Caltrans project will have embedded sensors that can transmit information over a frequency widely used in aircraft monitoring systems. The data on traffic flow and road and weather conditions are sent to a control center, which relays the information to electronic roadway signs, alerting drivers to resulting lane changes. The Caltrans project requires about 650 of the lights mounted close together in twin lines. The particular interchange is between a cliff and a reservoir, so no structural changes are possible. In this interchange, the #1 lane is a left exit from northbound Route 110 to northbound I-5, and the #2-#4 lanes are for through traffic only. This will change the #2 lane to an option lane that can continue north on Route 110 or go north onto I-5. Caltrans can't just make the #2 lane into an option lane at all times, because the curve is so sharp that most drivers can't make the curve at 50-55 MPH without slopping into the (now closed) onramp 2nd lane. By opening the extra lane only when congestion slows traffic to 40 MPH or below, Caltrans is relying on the congestion to keep traffic at a safe speed. An article on this lane may be found at http://www.dot.ca.gov/dist07/Publications/Inside7/story.php?id=330. The lane was opened in mid-January 2010. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
In August 2008, Caltrans released for bid a proejct to construct concrete barrier in median and outside shoulder areas.from I-5 to Glenarm Street. This would be replacement of one of the longest existing stretchs of old style median. Curbing would more than likely be destroyed the same as it was for the Hollywood Freeway a few years back. Additionally, the signs are scheduled to be replaced very soon. In June 2009, the CTC approved relinquishment of right of way in the city of Los Angeles on Route 110. City of Los Angeles is scheduled to approve the cooperative agreement in late May 2009. The City, by said agreement, will waive the 90-day notice requirement and agree to accept title upon relinquishment by the State under terms and conditions to be in the best interest of the State. Authorized by Chapter 669, Statutes of 2008, which amended Section 410 of the Streets and Highways Code.
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The segment of Route 110 in San Pedro to US 101 is named the "Harbor" Freeway. It was named by location. The first segment of the Harbor Freeway opened in 1952; the last segment opened in 1970. This portion is signed I-110. "Harbor" refers to San Pedro, which was originally named (in October 1542, by Spanish explorer Juan Cabrillo) as "Bahia de los Fumos" (Bay of Smokes). It was later named after Saint Peter, patron saint of fishermen. The segment N of the four-level interchange with US-101 is named the "Pasadena Freeway". It was named by the State Highway Commission on November 18, 1954. This portion is signed as CA 110. Pasadena refers to the route's terminus in the city of Pasadena, which was adopted by the stockholders of the Indiana Colony in 1875, and was taken from the language of the Chippewa Indians of the Mississippi Valley and means "valley." Before 1954, this route was named the "Arroyo Seco Freeway". This portion is signed as State Route 110. The name came back per Caltrans statute in 1996, this was renamed the "Arroyo Seco Parkway". The Parkway has been designated (by the ASCE) as a historic engineering landmark and qualifies for inclusion in the National Register of Historic Places. There is HAER documentation on it, some of which is available on Caltrans' website. However, neither the Parkway nor the Four Level have been included on the National Register of Historic Places or been designated National Historic Landmarks. The portion of this route that was cosigned with US 6 (i.e., from Route
5 to Route 1 in Long Beach) was named the "Grand Army of the Republic
Highway" by Assembly Concurrent Resolution 33, Chapter 73, in 1943. The GAR
is a membership organization founded in Decatur, Illinois on April 6, 1866 by
Benjamin F. Stephenson. It's membership was limited to honorably discharged
veterans of the Union Army, Navy, Marine Corps or the Revenue Cutter Service
who had served between April 12, 1861 and April 9, 1865. The GAR is responsible
for the establishment of Memorial Day, which began in 1868 when GAR
Commander-in-Chief John A. Logan issued General Order No. 11 calling for all
Departments and Posts to set aside the 30th of May as a day for remembering the
sacrifices of fallen comrades. The final Encampment of the Grand Army of the
Republic was held in Indianapolis, Indiana in 1949 and the last member, Albert
Woolson died in 1956 at the age of 109 years. The portion of this route between Route 210 and Route 101, as well as the parallel surface routings along Fair Oaks and Figueroa, are part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.
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Tunnel 53-201R, at Figueroa Street in Los Angeles in Los Angeles county, is named the "Figueroa Street Tunnels". They were built in 1936. Colloquially, the intersection of US 101 and Route 110 is called the "Four Level Interchange". Plans for it were unveiled in 1947 and it was constructed and open to traffic by 1949 or 1953-54, depending on who you believe. (SCAQMD and Library of Congress say 1949; Caltrans' own website says 1953; a historian at USC has material on the Web that says 1954). According to the Automobile Club, by the early 1950s the uppermost roadway was open for traffic on the Hollywood Freeway. The connections to the Harbor/Pasadena Freeway were completed a year later. This was the world's first four-level interchange. The Four Level itself has been recognized as a historic resource in its own right for some time. This has resulted in ill-advised cosmetic modifications, such as a cast-concrete bridge rail installed because it was considered to look "historic" (in fact the Four Level opened with very modern-looking steel bridge rails), as shown in the famous 1954 photo Caltrans Public Affairs has put online. The Four Level Interchange is officially named the Bill Keene Interchange. It was named in honor of Bill Keene, a traffic and weather reporter for KNX Radio in Los Angeles from 1957 until his retirement in 1993. Mr. Keene served in a similar capacity on KNXT/Channel 2 and was part of the highly successful "The Big News" with Jerry Dunphy and sports announcer Gil Stratton. Mr. Keene was born on July 1, 1927, and started his professional career in Scottsbluff, Nebraska, winning an audition at his high school, and served in the United States Air Force in World War II as a pilot. Mr. Keene became interested in weather reporting as a career after an unruly winter interrupted his private flying lessons. Mr. Keene worked at KBOL-Boulder and later hosted the Bill Keene Show" in Los Angeles, which was a local variety show, where he met his future wife Louise Vienna. In his traffic and weather-reporting days, Mr. Keene made traffic reports more interesting by referring to accidents with words like "cattywampus," "chrome cruncher," and "paint peeler". Named by Senate Concurrent Resolution 78, Chapter 165, August 30, 2004. The I-10/I-110 interchange is officially named the "Dosan Ahn Chang Ho Memorial Interchange". Dosan Ahn Chang Ho was born in a small village in Korea in 1878. He arrived in America in 1902 with his newlywed wife, Lee Hae Ryon (Helen Ahn). As the steamship approached Hawaii, Ahn Chang Ho resolved to stand tall above the sea of turmoil existing at that time in Korea, and resolved to call himself "Dosan," which means Island Mountain. While living in San Francisco, Dosan organized the San Francisco Social Meeting on September 23, 1903, and initiated a social reform movement that was in desperate need in the Korean American society. As an accomplished orator and leader at the age of 24, Dosan guided his countrymen to form a respectable community for Koreans in the United States. He and his family settled in Riverside, California, in March 1904 and worked tirelessly to unite Korean Americans and to revive the patriotic spirit of the Korean people. He moved to Los Angeles in 1913, where the Dorothy Chandler Pavilion now stands, and played a significant role in the growth of the Korean American community in the City of Los Angeles. Together with his friends, he formed the Gonglip-Hyuphoe, or Cooperative Association, which would become the basis for the Korean National Association, which Dosan later led as president. This association maintained structure within the Korean American community, both to build character of individuals and to enhance the image of Koreans within the mainstream community. Dosan also established one of the first English schools for Koreans so that his fellow Korean Americans could learn English and the Bible. He helped to relieve blighted living conditions for his fellow Korean Americans in the Greater Los Angeles area, and became the spiritual leader of the Korean Independence Movement. Following Japan's annexation of Korea in 1910, Dosan formulated the basis for the Provisional Government of Korea, and conceived Hung Sa Dahn (Young Korean Academy), an organization to develop leaders for the independence movement, in 1913. In 1915, Dosan promoted the development of the Korean language program for second generation Korean Americans as an opportunity to pass on Korean traditions, values, and identity to younger generations. Through his work, Dosan Ahn Chang Ho had an enormously beneficial impact and significance on the history of modern Korea and Korean Americans. Dosan's philosophy and teachings serve as a model for Korean American youths. The interchange was named in honor of the 100th Year Centennial Immigration for Korean Americans to the United States. Named by Senate Concurrent Resolution 104, Chapter 160, September 11, 2002. Bridge 53-958 on I-110, the I-110/Route 91 interchange, is named the "Edmond J. Russ Interchange". It was built in 1985, and was named by Assembly Concurrent Resolution 135, Chapter 162. Ed Russ is a former mayor of Gardena; during his term (which ended in 1982) he was able to push for the extension of the then Redondo Beach Freeway to the Route 110. This extension relieved the traffic that plagued Artesia Blvd from the end of the freeway at Broadway to Route 110. When the extension was completed in 1985, it was given the legislative name in his honor, but it was up to the private sector to produce the funds to make and install the signs for the interchange. It wasn't until 1998-99 that a group of Gardena businesspeole and citizens, led by the Gardena Valley News, began a campaign to raise the money needed. The signs were installed in the latter half of 1999. The interchange of I-405 and I-110 in the City of Carson in the County of Los Angeles is named the "CHP Officer Merle L. Andrews Memorial Interchange". This interchange was named in memory of CHP Officer Merle L. Andrews, who was killed in the line of duty on December 20, 1967. Officer Andrews was attempting to arrest a man wanted in connection with a stolen vehicle, robbery, and kidnaping when the man opened fire on Officer Andrews, and Officer Andrews succumbed to his injuries as a result of the shooting. Officer Andrews was born on February 4, 1928, in Redondo Beach, California; his family settled in Compton where he graduated from Compton High School and attended Compton Junior College. He enlisted in the United States Navy serving from 1945 through 1949, and also followed in the footsteps of his father and brother by joining the Compton Police Department. He joined the CHP on July 8, 1958. After successfully completing his academy training, he reported to the South Los Angeles area on October 3, 1958. During his CHP career, Merle L. Andrews made significant contributions to traffic safety and assisting the motoring public and was known by his fellow officers for his dedication to the department and to the protection of the citizens of our state. Named by Assembly Concurrent Resolution (ACR) 20, Resolution Chapter 65, on 07/07/2005.
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Commuter lanes exist on this route between Adams Boulevard in downtown Los Angeles and the Route 91 Freeway interchange. The portion between Slauson and 39th Street is an elevated HOV lane. They were opened to traffic in June 1993, require two or more occupants, and are in operation 24 hours a day. There has been talk of converting these into HOT lanes. In June 2009, it was reported that Los Angeles County transportation officials were considering charging solo motorists 25 cents to $1.40 a mile to use the high occupancy toll lanes proposed for the Harbor and San Bernardino freeways. Officials plan to use congestion-based pricing, which means that tolls will rise and fall in direct relation with the flow of traffic — a formula designed to keep individual motorists, carpools, van pools and buses in the high occupancy lanes at a minimum of 45 mph, even during rush hour. Under the proposed pricing schedule, 25 cents a mile would be charged when demand is lowest for the lanes, while the maximum, $1.40 a mile, would be the toll during the busiest part of the day. Before the toll schedule is finalized in late July 2009, the public will be allowed to comment on the prices at five community hearings this month in Los Angeles, Torrance, Carson, El Monte and West Covina. The yearlong demonstration project has received $210.6 million in federal funds to help reduce traffic and improve bus service along the two freeways -- the largest congestion-easing grant awarded to any city to date, according to the U.S. Department of Transportation. Caltrans and the MTA will use the money to convert existing carpool lanes to high-occupancy toll lanes on 14 miles of the San Bernardino Freeway from Alameda Street to the 605 Freeway interchange and on 11 miles of the Harbor Freeway from Adams Boulevard to the Artesia Transit Center at 182nd Street. A second high-occupancy toll lane will be added in both directions to the San Bernardino Freeway. The project also calls for automated toll plazas, road improvements and additional transit services, including 57 clean-fuel buses for both freeway corridors. The entire project is expected to be completed by December 2010.
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In April 1958, the designation I-110 was proposed for the Embarcadero Freeway, as part of the first attempts to number urban routes (in that proposal, what was later I-110 in downtown was proposed as part of I-106). The Embarcadero was later proposed as I-380, which was later approved as I-480, downgraded to Route 480, and ultimately relinquished and destroyed. At the time the Embarcadero was proposed as I-380, the stub connector between the current I-10/I-5 junction and the current I-10/US 101 junction was proposed as I-110 (with I-10 actually being cosigned with I-5 between the nothern segment of I-10 (San Bernardino Fwy) and the southern segment of I-10 (Santa Monica Freeway). This was the designation until 1968, when that I-110 stub was numbered as part of I-10, and the section of US 101 between the US 101/I-10 junction and the I-10/I-5/US 101 junction was renumbered from I-105 to US 101.
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[SHC 253.5] From Route 47 to Colorado Boulevard in Pasadena. Added to the Freeway and Expressway system in 1959.
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[SHC 283] Between milepost 25.7 and milepost 31.9 is designated the "Arroyo Seco Parkway". This allows for reduced speed, and stimulated efforts to pursue preservation and rehabilitation of the historic roadway. There is a plan to turn this section into a Scenic Byway.
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Overall statistics for Route 110:
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In 1933, Chapter 767 defined the route from "Fresno-Tracy West Side Highway to the Sonora-Mariposa Road via Modesto" as a state highway. In 1935, LRN 110 was codified into the highway system as: In 1957, Chapter 36 changed the orign from LRN 41 to "[LRN 5] near Tracy" In 1959, Chapter 1062 changed the origin to "[LRN 75] near Brentwood", and explicitly added a connection to "[LRN 238] southwest of Vernanlis". This route ran from Route 4 near Brentwood to Route 49 via Modesto, and included a connection to I-5 SW of Vernalis. The segment between Route 49 and I-580 was Route 132. The segment between I-5 and I-580 at the San Joaquin/Alameda county line was I-580. The remainder of the route ran from the I-580/I-205 split to Route 4 near Brentwood, and was unconstructed Route 239. |
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The portion of this route that is former US 99 was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.
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[SHC 164.15] Between the Mexico border near Calexico and Route 10 near Whitewater.
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Overall statistics for Route 111:
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In 1933, Chapter 767 defined the route from "[LRN 23] near Rush Creek via June Lake to [LRN 23]" as a state highway. In 1935, this was added to the highway code as LRN 111. The definition remained unchanged until the 1963 renumbering The route ran from US 395 near Rush Creek via June Lake back to US 395, and was present-day Route 158, the June Lake Loop. |
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From Route 61 to Route 185 in San Leandro.
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The definition of this route is unchanged from 1963. This route is signed as Route 61 via Davis Street.
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This is LRN 226, defined in 1948. It was not signed. Route 112 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 112 between 1934 and 1964.
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In May 2005, the CTC considered relinquishment of a portion of Route 112 property, specifically right of way in the City of San Leandro, at Carden Street, consisting of reconstructed and relocated city streets and service roads.
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Bridge 33-082, at Davis Street in San Leandro in Alameda county, is named the "Jack D. Maltester/Mario Polvorosa Bridge". It was named by Senate Concurrent Resolution 52, Chapt. 10 in 1978. Mayor Jack D. Maltester and Vice Mayor Mario Polvorosa worked tirelessly for the construction in 1978 of the grade separation structure on Davis Street at Warden Avenue in the City of San Leandro.
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In April 1958, it appears that the designation I-112 was proposed for the route that is now I-205. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.
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Overall statistics for Route 112:
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In 1933, Chapter 767 defined the route from "[LRN 23] to Mammoth Lakes" as a state highway. In 1935, this was codified into the highway code as LRN 112. It ran from US 395 to Mammoth Lakes, and is present-day Route 203. |
 Highways 97-104 |
Return to State Highway Routes |
 Highways 113-120 |
In 1963, Route 105 was defined
to run "in Los Angeles from Route 
In 1959, Chapter 1062 combined and extended
(b) and (c). It then swapped the two segments, making (a) "[LRN 
From Route 
In
October 2009, the CTC considered (but the issue was withdrawn) a project that
will construct a 4-lane freeway replacing the existing 2-lane conventional
highway currently known as Mono Way; construct interchanges near Fir Drive,
Hess Avenue, and Standard Road; construct a new bridge over Sullivan Creek; and
construct roadway improvements in the city of Sonora. This project is
programmed in the Corridor Mobility Improvement Account and the 2008 State
Transportation Improvement Program. Total estimated project cost is
$65,920,000, capital and support. Construction is estimated to begin in Fiscal
Year 2009-10. The scope as described for the preferred alternative is
consistent with the project scope set forth in the approved project baseline
agreement.
This portion of this route from Route 
This portion of this route from Route 
This portion of this route from Route 
The portion of this route from I-
This route is part of the 