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Interstate Shield

Interstate 105

Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.

Routing Routing

Inst. 105From Pershing Drive near El Segundo to Route 605.

Post 1964 Signage History Post 1964 Signage History

1963-1968 Routing

Interstate Shield X-Ed Out (105-110)In 1963, Route 105 was defined to run "in Los Angeles from Route 5 to the junction of Route 110 (now part of Route 10) and US-101."

A 1966 Thomas Brothers Map shows both US 101 and I-105 on the segment between US 101/Northern I-10 junction and the US 101/I-5 junction.

In 1968, Chapter 282 transferred that routing to Route 101.

1968-Present Routing

Post-1964 Legistlative Route Graphic In 1963 for the "Great Renumbering", Route 42 was defined as "Route 1 west of Inglewood to Route 91 in Santa Ana Canyon via the vicinity of Norwalk." This incorporated former Route 10, which had to be renumbered to accommodate I-10, incorporating former LRN 174 and LRN 176.

On June 5,1963, a public hearing was held regarding the Century Freeway (then Route 42) from the Pacific Coast Freeway (Route 1) to the Santa Ana Freeway (I-5).

In 1965, the portion of Route 42 from Route 605 to Route 39 was transferred to Route 90, and the Route 42 was redefined as (1) from Route 1 west of Inglewood to Route 605 and (2) Route 39 near La Habra to Route 91 in Santa Ana Canyon. A 1965 planning map shows this as freeway from Route 405 to Route 605, and then continuing as freeway from Route 605 to Route 91 along what is now Route 90.

In 1966, the state highway map shows the surface routing along Manchester and Firestone, but a proposed freeway routing along the future I-105 (Century Freeway) route.

In 1968, part (1) was transferred to Route 105, and part (2) was transferred to Route 90. Part (1) became the "Century Freeway", and part (2) became the "Yorba Linda Freeway". This resulted in the deletion of Route 42 (field signage notwithstanding).

Interstate Shield Chapter 282 in 1968 transferred the original downtown LA spur routing of Route 105 to US 101, and redefined Route 105 as "Route 1 west of Inglewood to Route 605." (transferring the route from Route 42)

Caltrans recommended the current route in 1968, which is also when the route was added to the Interstate highway system. 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:

Adding the route to the Interstate system prompted a highway renumbering. In 1968, a segment of Route 42 was transferred to Route 105: "Route 1 west of Inglewood to Route 605." The former surface routing of Route 42 was eventually dropped from the state system (although signs remained for years).

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.

In 1981, Chapter 292 changed the origin of the route to "The south boundary of the Los Angeles International Airport near El Segundo".

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.

In 1992, Chapter 1243 changed the origin to "Pershing Drive near El Segundo".

The freeway gradually opened to traffic in 1993 and 1994, at a cost of $2.3 billion.

The Infamous I-105 Gap Between I-605 and I-5

There are a number of reasons why I-105 doesn't go all the way to I-5:

  1. Neighborhood opposition. The main reason. The City of Norwalk is against new freeway construction in their city.
  2. Capacity. The capacity of I-5 at the time of construction, at the potential connection point, would not handle an additional interchange. Although additional capacity is planned, the I-605 interchange was a better termination point, as more space and road capacity was available for collector and transition lanes.

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.

Pre 1964 Signage History Pre 1964 Signage History

The present route of I-105 was not defined before 1964. The 1964-1968 routing of I-105 in downtown LA was part of LRN 2.

I-105 runs roughly parallel to Imperial Highway from El Segundo to Norwalk. The name "Imperial" refers to the Imperial Valley, which took its name from the Imperial Land Co., a subsidiary of the California Development Company charged with reclaiming the water-starved but arable land east of San Diego for agricultural purposes in the early 1900s. The company began building canals in 1900, diverting water from the Colorado River for irrigation, and forming the Salton Sea in the process. The Los Angeles area wanted to patch together a superhighway that would stretch from the Pacific all the way to Brawley in the Imperial Valley, a distance of 215 miles; the route was later extended a few miles farther south to El Centro. The most route roughly followed the old Butterfield Stage overland route, established in 1858: across the desert (Route 78) and along today’s Route 79 to Temecula, where it headed on to Corona via Lake Elsinore and Temescal Canyon (Route 71, later I-15). There the road turned left down the Santa Ana Canyon on its way to Yorba Linda (present-day Route 91) and La Habra (present-day Route 90), then across Los Angeles County to meet the sea at El Segundo (as Imperial Highway, although it is paralleled by I-105). The extension to Brawley was along Route 86 The early Imperial Highway plans involved connecting a patchwork assortment of roads of varying length and quality.  In 1912, a group of Los Angeles boosters informally known as the Committee of One Hundred, working with Los Angeles, San Bernardino, Orange, Riverside and Imperial counties, settled on a route along the edge of the inland Salton Sea that completely bypassed San Diego County, from which Imperial County had been split off in 1907. The Los Angeles section of road would be mostly a straight shot from LAX to Anaheim, where the proposed road would dip south diagonally before eventually reaching the Imperial Valley. By the 1920s, the efficacy of the Imperial Highway concept had become apparent, and a new and more forceful private group, the Imperial Highway Association, was formed in 1929 to encourage the regions involved to mount a fully cooperative effort, including working closely with San Diego County, to get the job done. The association adopted an official route for a more streamlined, uniform highway in 1931 that ran slightly west of the earlier Salton Sea route. The improved roadway, now referred to informally as “the Cannon Ball Road,” would eliminate tight right angle turns that slowed trucks, smooth and widen the various roadways involved, and have new bridges where necessary. A major section in Yorba Linda was completed in 1937. Two-lane portions of the highway through Inglewood had to be expanded to four. A  bridge over the Los Angeles River, completed in 1951, eliminated a crucial bottleneck; it replaced an old one that collapsed in 1948. The final section of the Imperial Highway as envisioned by the association was completed, and it was dedicated a scenic highway in a ceremony on the Imperial-San Diego county border in December 1961. Of its 220 total miles, 77 were county roads, with the rest being state highways. The cost to complete the project was estimated at $16 million (about $138 million in 2020 dollars). In 1965, Caltrans planned a new freeway along the path of Imperial Highway, from LAX to Norwalk. It opened in 1993 as I-105, though Imperial Highway itself remained in place, if somewhat less crucial than it once was. Through Orange County, Imperial Highway was Route 90. Major chunks of the roadway through Riverside and San Diego counties were subsumed by newer freeways and highways over the years. The 41-mile Los Angeles stretch, which passes through El Segundo, Hawthorne, Inglewood, South Los Angeles, Lynwood, South Gate, Downey, Norwalk, Santa Fe Springs and La Mirada, retains the original Imperial Highway name, as does a section of Route 86 in El Centro (also known as Imperial Avenue).
(Source: Daily Breeze, “South Bay History: Imperial Highway once figured as part of a superhighway plan”, 3/29/2021; Orange County History “The Imperial Highway”, 2011)

However, 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).

There was also signed Route 10, renumbered in 1961 as Route 42, which was the predecessor of this routing.  The pre-1964 routing for Route 42 ran only between US 101A (now Route 1) and US 101 (now Route 5). Route 42 was originally LRN 174 (defined in 1933) between Route 1 and Route 19, LRN 176, defined in 1933 between Route 39 and Route 91, and extended to Route 19 in 1959. As part of Route 10, portions were signed as Bypass US 101.

By 1956, the concept called the Century Freeway was emerging. It was distinct from the Slauson Parkway planned along Route 90. The concept 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 with the current routing. Route 42 continued with the surface routing along Manchester and Firestone
(Underlying image source: CHPW Jan/Feb 1966)

In 1961, it was reported that the Advance Planning was actively studying the Century Freeway between Lincoln Blvd (US 101A) and the Santa Ana Freeway near Norwalk. This was basic route research, focusing on the segment between US 101A and the Harbor Freeway (US 6, present-day I-110).

In 1963, route location studies were started. There were also public hearing on the Century Freeway, again with a planned number of Route 42. Also during 1963, in anticipation of the "Great Renumbering" that would take effect in 1964, Route 42 was extended to run to Route 91 in Santa Ana.

In 1965, the portion of Route 42 from Route 605 to Route 39 was transferred to Route 90, and the routing for Route 42 was redefined as (1) from Route 1 west of Inglewood to Route 605 and (2) Route 39 near La Habra to Route 91 in Santa Ana Canyon. As noted above, in 1968, section (a) was transferred to Route 105, and section (b) went to Route 90.

Adopted Century FwyDuring the last quarter of 1965, the CTC adopted a route extended from Route 1 near the SE corner of LAX to Central Ave in Los Angeles. This shows on 1966 state highway map as a freeway routing for Route 42.

Rte 42/105 Central to Rte 605 Proposed RoutingsIn early 1968, discussions were continuing about the alternatives for the route (still Route 42) between Central Avenue and I-605. The Green-Orange Route was recommended by the state highway engineer.
(Source: Southside Journal, 1/4/1968 via Joel Windmiller, 2/19/2023)

Signed Route 105 was not defined in the initial set of state signed routes in 1934.

Historical Route Historical Route

In 2019, the Century Freeway-Transitway Historic District, Post Miles R0.00 through R18.1, was determined eligible for the National Register at the state level of significance under Criteria A and C.  On December 4, 2019 the California State Historic Preservation SHPO concurred with the consensus determination of eligibility.  It is considered the last urban interstate constructed and was the subject the earliest landmark environmental justice lawsuit in California.  The agreements that settled the litigation affected the displacement of residents and replacement housing, required contractors adhere to aggressive affirmative action and training programs, the route of the freeway and its intermodal use.  Its design significance is partially based on its status as the final full-length inner-city interstate, the requisite incorporation of novel Intelligent Transportation System features and design components, the integral light rail system and stations in its median and its massive intermodal interchanges. The period of significance of the linear historic district is from 1968, when it began when the initial design was prepared by Caltrans engineers. It continued through the innovative environmental justice case and consent decrees, substantial re-design driven by those agreements, implementation of environmental mitigation measures and construction of the freeway, transitway and light rail line, closing with completion of the Green Line in October of 1995.  The limits of the Century Freeway-Transitway Historic District are the Caltrans right of way from California Street in El Segundo to Studebaker Road in Norwalk, including integral ramps built as part of the project and the interchanges at I-405, I-110, I-710 and I-605.  Character-defining features include the freeway itself, its features including the Intelligent Transportation System (ITS), bridges and ramps constructed or significantly altered as part of the I-105 project, the remaining original landscaping, light rail lines and its ten freeway-related stations.  The pavement of the roadway, standard signage, soundwalls, mast lighting at the I-710 interchange, pump stations between I-710 and I-605, the Green Line outside of the median and its stations south of the Aviation/LAX Station and the Green Line Maintenance and Storage Yards beyond the I-105 corridor that were not originally constructed as part of the I-105 do not contribute to its significance.
(Source: Email from Francesca Smith, PQS Principal Architectural Historian, Caltrans District 7)

Status Status

Before the construction of the freeway, the entirety of Route 105 was signed as Route 42. The Caltrans bridge log still indicated that this is the case for a while.

I-405 Connector Tunnels Lighting Improvements (07-LA-105 R1.8/R2.3)

The 2020 SHOPP, approved in May 2020, included the following new Sign and Lighting Rehabilitation item of interest: 07-LA-105 PM R2.1 PPNO 5507 Proj ID 0719000005 EA 35510. I-105 near Los Angeles International Airport (LAX), at three connector tunnels with Route 405. Replace existing lighting with Light Emitting Diode (LED) lighting and add Transportation Management System (TMS) elements. Programmed in FY22-23, with construction scheduled to start at the end of July 2023. Total project cost is $30,377K, with $22,181K being capital (const and right of way) and $8,196K being support (engineering, environmental, etc.),
(Source: 2020 Approved SHOPP a/o May 2020)

In October 2021, the CTC approved the following SHOPP amendment: 07-LA-105 R2.1 R1.8/R2.3. PPNO 07-5507; ProjID 0719000005; EA 35510. I-105 Near Los Angeles International Airport (LAX), at three connector tunnels with Route 405. Replace existing lighting with Light Emitting Diode (LED) lighting and add Transportation Management System (TMS) elements. Note: Decrease in construction capital, construction support, and R/W capital is due to an error in calculating escalation, which has been corrected.  Update postmiles to capture entire scope of work. Allocation changes ($1000s): Con Sup $4,519 ⇒ $4,000; Const Cap $22,161 ⇒ $20,731; Total   $29,933 ⇒ $27,981.
(Source: October 2021 CTC Agenda, Agenda Item 2.1a.(1d) #5)

In August 2023, the CTC approved the following SHOPP Construction Phase allocation: $24,756,000. 07-LA-105 R1.5/R2.6. PPNO 07-5507; ProjID 0719000005; EA 35510. I-105 Near Los Angeles International Airport (LAX), at E105-S405 Tunnel № 53-2436G, E105-N405 Tunnel № 53-2437G, and W105-S405 Tunnel № 53-2441F. Outcome/Output: Replace existing lighting with Light Emitting Diode (LED) lighting and add Transportation Management System (TMS) elements.  This project will improve visibility and have a longer service life than the current system to reduce maintenance needs. Preliminary Engineering (Budget / Expended): PA&ED $991,000 / $293,419; PS&E $2,500,000 / $1,632,750; R/W Sup $117,000 / $17,850. CEQA - CE, 5/12/2021; Re-validation 2/22/2023. NEPA - CE, 5/12/2021; Re-validation 2/22/2023. Two month allocation time extension for CONST and CON ENG approved under Waiver 23-72; June 2023. Allocation: (Programmed / Allocated): CON ENG $4,000,000 / $4,000,000; CONST $20,731,000 / $20,756,000.
(Source: August 2023 CTC Agenda, Agenda Item 2.5b.(1) #41)

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

I-105 ExpressLanes Project (07-LA-105, PM R0.5/R1 8.1; 07-LA-110, PM R13.8/R14.8)

Rte 105 Express LanesIn September 2010, the CTC approved for future consideration of funding a project in Los Angeles County will convert High Occupancy Vehicle lanes to High Occupancy Toll lanes. The project was covered environmentally with two separate environmental documents, one document for the Route 110 and Route 105 portion of the project and one document for the Route 10 and Route 10S portion of the project (Route 10S is the El Monte Busway spur to Union Station). The project is programmed in the State-Local Partnership Program and includes federal and local funds. Construction is estimated to begin in Fiscal Year 2010-11. Total estimated project cost is $69,300,000 for capital and support. The project will not involve a substantial amount of construction activities but due to public interest and controversy associated with toll lanes and the large amount of public outreach and education involved with the project it was decided to prepare a higher level of environmental document.

In March 2016, the Los Angeles MTA presented its full proposal for what transit lines could be built -- and when -- if Los Angeles County voters approve a half-cent sales tax increase in November 2016. This proposal included funding for I-105 Express Lanes from I-405 to I-605 (~ LA R2.044 to LA R17.789). The project would re-stripe the existing HOV lane to create 2 Express Lanes in each direction for a total of 16 miles, while maintaining current number of mixed flow lanes in each direction.
(Source: Los Angeles Times 3/18/2016; Metro Board Report 3/24/2016)

In late March 2019, meetings were announced for April 2019 on the I-105 Express Lanes project. Metro and the California Department of Transportation (Caltrans) are preparing engineering studies and an Environmental Document to study the possible implementation of ExpressLanes along I-105 between I-405 and I-605. The project will also study the I-105 west of the I-405 to Sepulveda Bl and east of the I-605 to Studebaker Rd to identify potential signage locations and access points into the ExpressLanes. In 2015, Caltrans completed a Project Study Report/ Project Development Support (PSR/PDS) for the I-105 corridor to assess potential improvements. The PSR/PDS identified four alternatives including a no build, conversion of the existing High Occupancy Vehicle (HOV) lane into ExpressLanes, and the addition of a second ExpressLane in each direction. In January 2017, the ExpressLanes Strategic Plan was presented to the Metro Board. The Strategic Plan identified three tiers of ExpressLanes projects, with Tier 1 projects showing the highest potential benefits. Tier 1 projects include the I-105, sections of the I-405 and I-605, and extensions of the existing I-10 and I-110 ExpressLanes. Next, Metro and Caltrans began the preparation of the Environmental Impact Report/Environmental Assessment to evaluate the environmental effects of this project pursuant to the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). As part of this effort, Metro hosted public scoping meetings along the corridor in March 2018 to get input from the community on the proposed alternatives and project. The I-105 ExpressLanes are included in Measure M, the local sales tax passed by Los Angeles County voters in 2016. Measure M provides $175 million for this project.

Metro and Caltrans are studying the following proposed Alternatives:
(Source: Image from I–105 Express Lanes Fact Sheet)

In May 2020, it was reported that the Draft EIR for this project had been released for public review. Based on the conceptual analysis and preliminary engineering studies, the Draft EIR proposed two Build Alternatives in addition to a “No-Build” Alternative:
(Source: Metro "The Source" 5/22/2020; Draft EIR, April 2020)

It appears that the original Alternative 4 was dropped due to various significant environmental impacts. Fifty-four structures would need to be widened or modified and thirty-six structures would need to be reconstructed. In addition, fifty-four on and off ramps will be impacted and require reconfiguration. Approximately, thirty-two residential buildings and 2 large commercial/industrial parcels would need to be  entirely acquired. An agreement with Union Pacific Railroad (UPRR) would be needed to relocate tracks between Budlong Avenue and Vermont Avenue. Right-of-way acquisition would be needed at an estimated cost of $50 to $100 million. Figures 1-5 and 1-6 provide examples of the potential impact of Alternative 4. During the scoping period, comments received from the public and agencies indicated support for dropping Alternative 4 from further evaluation due to right-of-way impacts. Other alternatives considered were: (1) Operational Alternative Single ExpressLane 2+ occupancy policy; and (2) Reversable Lanes.
(Source: Metro "The Source" 5/22/2020; Draft EIR, April 2020)

In December 2020, it was reported that the CTC approved $150 million in Solutions for Congested Corridors Program funds for the I-105 ExpressLanes Expansion. The project will build ExpressLanes on I-105 for 16 miles between I-405 and I-605 — a very busy stretch of freeway used by many people to travel to and from LAX. There will be two ExpressLanes in each direction, including the existing HOV lane that will be converted to an ExpressLane. The project is expected to reduce daily vehicle delays in both the ExpressLanes and general purpose lanes — and shave minutes off travel time in all lanes.
(Source: Metro "The Source" 12/2/2020)

In August 2021, the CTC approved the following project for future consideration of funding: 07-LA-105, PM R0.5/R1 8.1; 07-LA-110, PM R13.8/R14.8. I-105 ExpressLanes Project. Construct a continuous managed lanes facility on I-105 Los Angeles County. (FEIR) (PPNO 4858) (STIP). This project is located on I-105 between the Sepulveda Boulevard/Imperial Highway Intersection and Studebaker Road and on I-110 between the I-105 Separation and 103rd Street, in Los Angeles County. The Department proposes to convert the existing High Occupancy Vehicle lane on the I-105, from I-405 to Studebaker Road, to two express lanes in each direction with nonstandard lane and shoulder widths. The two express lanes will be separated from the general-purpose lanes by a two-foot wide buffer. The project would also include a new overhead tolling system and signage with dynamic pricing on the express. The project is fully funded and is currently programmed in the 2020 STIP for a total of $609,121,000, which includes local funds, Solutions for Congested Corridors Program funds, and Congested Mitigation and Air Quality Program funds. Construction is estimated to begin in 2023-24. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2020 STIP. A copy of the FEIR has been provided to Commission staff. Impacts associated with the project are less than significant, but public interest necessitated preparation of an FEIR.  As a result, an FEIR was prepared for the project.
(Source: August 2021 CTC Agenda, Agenda Item 2.2c.(3))

In February 2003, the segment from PM R5.5/R6.0 in the County of Los Angeles was on the CTC agenda for relinquishment.

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 (~ LA R14.706 to LA R15.177), 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.

Commuter Lanes Commuter Lanes

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.

Interstate Submissions Interstate Submissions

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.

Naming Naming

Glenn Anderson FreewayThe segment of Route 105 from Route 1 (LA R0.528) to Route 605 (LA R18.083) 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 I-105 Freeway. Anderson received a Bachelor of Arts from University of California, Los Angeles in 1936, and worked as a real estate developer and served in the United States Army before entering politics. Anderson was mayor of Hawthorne from 1940 to 1943 and a member of the California State Assembly from 1943 to 1950. He served as Lieutenant Governor of California from 1959 to 1967 but was defeated in a bid for a third term by Republican Robert Finch. During his office on August 13, 1965, he signed off on the orders to send 1,336 National Guard Troops into Los Angeles County, 48 hours after the Watts riots begun. Anderson was first elected to the 91st Congress in 1968 and served 12 terms from 1969 to 1993. In Congress he became chair of the Committee on Public Works and Transportation. He decided not to run for re-election in 1992. He retired in 1993 and died in 1994.
(Image Source: Subway Nut,
AAroads, Wikipedia)

Century FreewayThe segment of Route 105 from Route 1 (LA R0.528) to Route 605 (LA R18.083) is called the Century Freeway in common uages. This relates to the fact that the route roughly follows Century Blvd.
(Image Source: Interstate 105 - The Fight for a Changing Los Angeles)

The segment of Route 105 from Route 1 (LA R0.528) to Route 405 (LA R2.155) 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 (LA R2.155) to Route 605 (LA R18.083) is also officially named the "Norwalk Freeway". It was named by Assembly Concurrent Resolution No. 46, Chapter 362, in 1969.

Los Angeles County Sheriff’s Deputy Didier M. Hurdle Memorial HighwayThe portion of I-105 from I-110 (~ LA R7.386) to the Long Beach Boulevard Undercrossing (~ LA R11.506) in the County of Los Angeles is named the "Los Angeles County Sheriff’s Deputy Didier M. Hurdle Memorial Highway". It was named in memory of Los Angeles County Sheriff’s Deputy Didier M. Hurdle who was killed in the line of duty. Deputy Hurdle was shot and killed on Friday, November 25, 1977, in the community of Willowbrook, California at the intersection of South Oleander Avenue and East Knopf Street. Deputy Hurdle was shot and killed when he and a cadet trainee stopped a car containing suspected gang members, and as one of the suspects exited the vehicle and opened fire, the cadet was wounded in the leg and shoulder, but was able to return fire. During the gun battle, Deputy Hurdle and the cadet were able to wound one of the suspects while the responding deputy sheriffs were able to follow the suspect’s blood trail and apprehend all of the suspects who were charged with murder of a police officer and possession of PCP. Deputy Hurdle, although wearing a ballistic vest, was shot in the shoulder and the bullet deflected downward into his chest causing his death from the wound. Deputy Hurdle was only 36 years of age at the time of his passing, and had served 8 years and 6 months and 10 days since his appointment as a deputy sheriff on May 15, 1969. Even today, more than 40 years since his passing, Deputy Sheriff Didier M. Hurdle is remembered by his fellow officers, colleagues, and his surviving family and loved ones who honor his memory annually. Named by Assembly Concurrent Resolution (ACR) 214, Res. Chapter 170, 8/28/2018.
(Image Sources: Twitter post from LA County Sheriff; OfficerDown Memorial Page)

Named Structures Named Structures

Sadao S. Munemori Memorial Freeway InterchangeThe 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. Munemori was born in Los Angeles, California to Japanese immigrant parents Kametaro and Nawa Munemori. He was a Nisei, a second generation Japanese American. He grew up in the suburb of Glendale and graduated from Abraham Lincoln Senior High School in 1940 before becoming an auto mechanic. Munemori had volunteered for the U.S. Army in November 1941, one month before the Japanese attack on Pearl Harbor, and he was inducted in February 1942. Along with all other Japanese American soldiers, he was soon after demoted to 4-C class, removed from combat training and assigned to menial labor. While he was transferred to a series of Midwestern and Southern army bases (eventually winding up at Camp Savage, Minnesota), his parents and siblings were incarcerated at Manzanar. When Japanese American soldiers were allowed to reenter active service in March 1943, Munemori volunteered to be part of the all-Nisei 442nd Regimental Combat Team. After the Allied capture of Rome, the battalion withdrew from the front and became the 1st Battalion of the 442nd RCT. Munemori was sent to Camp Shelby in January 1944 and, after completing his combat training three months later, joined the 100th Battalion in the European Theater. Fighting in Italy and France, he participated in the rescue of the Lost Battalion before arriving on the Gothic Line, where he was killed in action. Named by Senate Concurrent Resolution No. 41, Chapter 131, in 1994.
(Image Source: AAroads; Wikipedia)

Judge Harry PregersonThe I-110/I-105 interchange is named the "Judge Harry Pregerson Interchange". It was named in honor of Judge Harry Pregerson, who was born in Los Angeles, California in 1923. Judge Pregerson received his Bachelor of Arts from the University of California, Los Angeles in 1947, and was awarded a Bachelor of Laws from the University of California, Berkeley, Boalt Hall School of Law in 1950. He served his country as a United States Marine Corps First Lieutenant from 1944 to 1946 and was severely wounded in the battle of Okinawa in World War II. Pregerson was an attorney in private practice from 1951 to 1965, was a judge of the Los Angeles Municipal Court from 1965 to 1966, was a judge of the Los Angeles Superior Court from 1966 to 1967, was appointed to the United States District Court for the Central District of California on December 7, 1967, and was appointed to the United States Court of Appeals for the Ninth Circuit on November 2, 1979. Judge Pregerson presided over the Century Freeway lawsuit for more than two decades starting in 1972, and kept control of the case for more than a dozen years after he was elevated to the appeals court even though he could have surrendered it to another judge. Additionally, Judge Harry Pregerson ensured the construction of nearly 5,000 affordable housing units to replace homes removed to make way for the Century Freeway and oversaw the housing program under a consent decree from 1972 to 1995. Pregerson insisted that a major portion of the construction jobs involved in the building go to minorities and women and, when there were not enough minorities and women qualified for the jobs, he helped to create a construction apprenticeship program for them. The Century Freeway Housing Program, now known as the Century Housing Corporation, a nonprofit organization, grew out of the settlement of the Century Freeway lawsuit presided over by Judge Harry Pregerson, and provided funds to acquire the Westwide Residence Hall which houses 500 formerly homeless veterans and is the largest housing and employment center for homeless veterans in the country. The settlement of the Century Freeway lawsuit permitted construction of I-105, known as the Century Freeway. In 1988 Judge Harry Pregerson founded the Bell Homeless Shelter, of which one-third of the clients are veterans, at a federal supply center in southeast Los Angeles County. The next year, Pregerson partnered with charities, veterans groups, labor organizations, the federal General Services Administration, and then Los Angeles Mayor Tom Bradley to start the Westwood Transitional Village, which provided furnished apartments for homeless families, with preference given to veterans. Five years later, in 1994, Judge Pregerson helped start the Salvation Army’s Haven Program, which arranges housing and provides support services for homeless veterans. Additionally, Judge Pregerson helped bring together judges, law enforcement, and county officials to create a “homeless court,” which can clear an offender’s record of minor violations, providing an incentive for homeless individuals to complete a rehabilitation program and return to a productive life. Until December 2015, Judge Harry Pregerson was the oldest active judge on the Ninth Circuit Court of Appeals. He retired 12/27/2015 at the age of 92. The article on his retirement included the following quote: "I can't think of anything more important than to try to help as many people as you can. That is a big motivator for me. Sometimes the law is not very compassionate." Named by Assembly Concurrent Resolution 142, Resolution Chapter 43, May 3, 2002.
(Image Source: BerkeleyLaw, 11/30/2017)

Joe A. GonsalvesThe freeway interchange between Route 105 and Route 605 (~ LA R17.789) 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.
(Image source: JoinCalifornia)

Freeway Freeway

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

Statistics Statistics

Overall statistics for Route 105:

Classified Landcaped Freeway Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 105 R0.15 R1.49
Los Angeles 105 R1.54 R2.358
Los Angeles 105 R2.362 R9.79
Los Angeles 105 R9.89 R10.26
Los Angeles 105 R10.920 R11.51
Los Angeles 105 R11.53 R11.59
Los Angeles 105 R11.61 R13.53
Los Angeles 105 R13.68 R18.05

Exit Information Exit Information

Other WWW Links Other WWW Links

Pre-1964 Legislative Route Pre-1964 Legislative Route

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:

  1. [LRN 56] near Half Moon Bay to [LRN 2] near San Mateo
  2. [LRN 69] (East Shore Highway) near Mt. Eden to [LRN 5] near Hayward
  3. Hayward, via Fourteenth Street in San Leandro to Seventh and Cypress Streets in Oakland

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:

  1. From LRN 56 (Route 1) near Half Moon Bay to LRN 5 (Route 9; now Route 238) near Hayward.

    This is present-day Route 92 to Route 238 near Hayward. It appears to have run along Crystal Springs Avenue and 3rd Avenue in San Mateo. It is Jackson St. in Hayward.

  2. Hayward to High Street in Oakland (Route 77).

    This is present-day Route 185. At one point, this was signed as Route 17.

Tom Fearer, on the Gribblenation Blog California State Route 185 from Interstate 238 to CA 112 (2/18/2019), has a good history of the different routings of LRN 105.

Acronyms and Explanations:

Back Arrow Route 104 Forward Arrow Route 106

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