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Interstate Shield

Interstate 210

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


Routing Routing

  1. Rte 210 Seg 1From Route 5 near Tunnel Station to Route 57 near San Dimas via the vicinity of San Fernando


  2. Rte 210 Seg 2From Route 57 near San Dimas to Route 10 in Redlands via the vicinity of Highland

Post 1964 Signage History Post 1964 Signage History

As defined in 1963, this route ran from "Route 5 near Tunnel Station to Route 10 near the east boundary of Los Angeles County via the vicinity of San Fernando."

Rte 118 seg of Rte 210The first segment of this route opened in 1955; this is likely the segment that ran from Foothill Blvd. near Gould Ave. east to near the intersection of Montana Ave. and Canada Ave (cosigned with Route 118). When a new alignment over the Arroyo Seco was constructed in 1974, the original alignment was decommissioned and reliquished to the city, still containing the grade separations, ramps, mileage signs, and part of the old median. now bypassed.

There were temporary I-210 shields along a portion of Route 118 at the northern end of the route. Scott Parker (SParker) provided more information regarding this:
(Source: Scott Parker (SParker) on AARoads, "Re: Temporary Interstate 210 shields on old CA state route 118", 7/24/2016)

From its I-5 terminus, the I-210 freeway did extend only to MacLay Street (then part of Route 118) until 1981, when it was extended to the Foothill Blvd./Osborne St. exit (the access road into Little Tujunga Canyon). From the east, I-210 had been completed through the Route 2 interchange to Ocean View Ave. in La Crescenta by 1976, to La Tuna Canyon by 1979, and finally to Sunland Blvd. by 1981. The section from about 2 miles east of La Tuna west to Sunland followed the ridge line of the Verdugo mountains, complete with several substantial gradients in each direction. The final section, from Sunland Blvd. to Osborne St. was completed in 1983; this crossed the Big Tujunga Wash floodplain upstream from Hansen Dam; Caltrans bridge engineers had extreme difficulties constructing the crossing because of the depth of usable bedrock, buried under layers of sand and debris washed out of the Big Tujunga canyon. This situation was virtually identical to that found in the San Bernardino area crossings of the Santa Ana River; the eventual solution also used buried caissons, tamped down until they wouldn't go any further, with bridge columns rising up from there. From 1981 to 1983 through westbound traffic exited at Sunland Blvd., went east to Wheatland, a local arterial, then north a couple of blocks to Foothill Blvd. (old Route 118), then northwest across the existing Big Tujunga bridges before turning west to the already-completed Osborne interchange, where it resumed freeway travel. It was signed "TO I-210" in both directions. This area was the location site for several film and TV productions, most notably the film "Chinatown" — the old Route 118 bridge over the Big Tujunga Wash was where the P.I. Jake, the character played by Jack Nicholson, was searching for traces of water releases from upstream. Later (1977-81) the uncompleted I-210 between MacLay and Osborne, including the Route 118 interchange, was the go-to freeway filming site for the TV series "CHiPs".

1964 710 RoutingThe first mention of the connection to the Long Beach Freeway was in 1961, when CHPW notes that the extension was defined by SB 480, and Advance Planning was starting to determine potential routes. In 1964, it was reported that planning was underway for the Long Beach Freeway (Route 7, now Route 710) from the Foothill Freeway, Route 134 and Long Beach Freeway Interchange to Norwich Avenue. On June 3-4 1964, a routing was adopted for I-210, Route 134, and Route 710 (then Route 7). This routing extends the Long Beach Freeway four mi N-ly to Route 134, and then extends I-210 N-ly to Sunland. It also extends Route 2 to I-210. Starting at Huntington Drive, the route proceeds N-ly to connect with Route 134/I-210, swings W-ly just S of Devils Gate Dam and proceeding generally S of Foothill Blvd through the Verdugo Mtns and across Big Tujunga Wash to Wheatland Ave. Also noticable on the map is the inclusion of Route 159 (old Figueroa Blvd, and the connection on Linda Vista between Route 134 and I-210), Route 248 (which was the surface street routing of Colorado between Route 134 and I-210 near Monrovia), and Route 212 (which is the old Valley Blvd routing of US 60, former LRN 77). The legislative definitions were later amended to note that Route 159 and Route 248 ceased to be state highways after I-210 was completed. Note how this also still shows Route 118 in the area; that was later renumbered to Route 210.

In 1968, the first official few miles of Route 210 opened for business between Arcadia and Duarte. Work on the freeway west beyond Pasadena to I-5 Freeway and east into the Inland Valley moved steadily. In 1971, the route was completed to Foothill Boulevard in La Verne, where it dumped into the western stub of Route 30 (later renumbered as Route 210), its eastward movement (and years of late-afternoon traffic) ground to a dead stop, 28 miles short of San Bernardino. Route 210, at the present day Route 57 junction, continued continued south to I-10 near Pomona.

In 1989, San Bernardino County approved Measure I, adding ½¢ to the sales tax for highway projects. Shortly after, Los Angeles County followed suit, providing funds for the work in La Verne and Claremont. At this point, Route 30 (now Route 210) continued construction EB.

Turning now to the Route 30 portion in San Bernardino (more information under Route 30): Plans for this route began as early as 1957, but it was the mid-1970s when it got built as far east as Highland and Route 330 (which was originally part of Route 30). We then had the period of freeway doldrums that Route 210 faced. In 1990 that the work began between Highland and I-10 in Redlands. About $79 million later, that segment opened for traffic on July 1, 1993.

In 1998, AB 2388, Chapter 221 split the route into two segments: "(a) Route 5 near Tunnel Station to Route 57 near San Dimas via the vicinity of San Fernando. (b) Route 57 near San Dimas to Route 10 in Redlands via the vicinity of Highland." It also renumbered the I-10 (near Pomona) to I-210 (near San Dimas) portion as Route 57, and renumbered Route 30 as Route 210. The western portion of Route 30 remained signed as Route 30 until November 2002, when is was resigned as Route 210 (state shield) (the eastern portion of "Route 30" remained as Route 30) The portion of (state) Route 210 between Route 57 and Sierra opened on November 24, 2002.

Construction of the I-15/Route 30 210 interchange began in early/mid 1998, with the Route 210 freeway extending west to Haven Avenue in Rancho Cucamonga, and east to Etiwanda Avenue in Fontana. When this segment of freeway opened, it was accessible from Day Creek Blvd east to Sierra Avenue in Fontana. Later, the segment from Route 66 to Day Creek opened.. In late 1998, other San Bernardino County sections started construction, to tie in with the neighboring Los Angeles County section of Route 210 from Foothill Blvd (Route 66) to the county line through La Verne and Claremont. Construction of the Los Angeles county section started in 1997.

In November 2000, the California Transportation Commission had two Route 30 projects on its agenda (yes, as Route 30, not Route 210!). One was a $17.5 million request from SANBAG (San Bernardino Associated Governments) for Route 30 from Cucamonga Canyon Wash to Hermosa Avenue for a 6-lane freeway and two HOV lanes (with $7.44 million to be requested later, and $21.007 million from other sources. The $17.5 million is $2.008M state, $15.492M Federal). The second proejct was segment 4 from Hermosa Ave to Milliken Avenue. This is also 6-lanes plus 2 HOV. The cost for this is $10.166M ($1.167M state, $8.999M Federal), with $10.7M from other sources.

Construction of the remaining segment, between Sierra and the present Route 30 (from I-10 into San Bernardino), began in 2002 and was completed in 2007. Costs for the last section through Rialto and San Bernardino total approximately $233 million. The freeway includes three travel lanes and a carpool lane in each direction and features on-ramps and off-ramps at Alder Avenue, Ayala Drive and Riverside Avenue in Rialto, as well as State Street in San Bernardino. It was also designed to expand. There is a wide enough median so Caltrans could add another lane on either side at any point, up to five lanes on either side. Additionally, the freeway was built with "long life" pavement that can last up to 40 years. Once the City of Rialto extends Pepper Avenue north to the freeway, on-ramps and off-ramps will be built at Pepper (interchange planning for Pepper began in 2014). That segment is signed as (state) Route 210, although at times it was signed as "Temporary Route 30". It opened to the public on July 24, 2007.

As of December 2008, field reports confirmed that Route 30 is now completely resigned as Route 210 on all overhead signs and trailblazers, as well as on approaching routes. In some cases, a Route 210 shield was pasted over an Route 30 shield on the overhead signs, but in many cases, an entirely new sign panel was put up. About half of the postmila bridge ID signs at the overcrossings and undercrossings have been changed from SBD-30 to SBD-210. The postmile markers that showed the route as Route 30. There appears to be one exception, on the short Route 259 connector that links NB I-215 with eastbound Route 210. There is one interchange on that route at Highland Avenue. The shield on the freeway entrance sign at Highland for NB Route 259 (which defaults into EB Route 210) is still a Route 30 shield, rather than Route 210, and the sign designating it as the business route for Route 18 and Route 30 is still there approaching the Highland offramp. Additionally, there are Route 30 shields posted in Claremont and Upland along Baseline Ave and on 19th Street in Rancho Cucamonga as of December 2009.

In May 2014, it was reported that plans were announced for a new interchange on I-210 at Pepper Avenue. Construction of the ‘diamond style’ interchange will start the middle of 2015 with completion in 2016. The project is estimated to cost $19 million.

In September 2018, an explanation was given for why the portion E of Route 57 was still not signed as an interstate route. Joy Schneider from Caltrans District 8 (Riverside and San Bernardino counties), said state legislation authorizing number changes for Route 210 construction project was complex because the entire route for the highway was considered, beginning with Los Angeles County communities all the way east through Riverside and San Bernardino counties. Interstate status was more directly tied Route 210 Freeway construction projects, she said, explaining that interstate status was initiated, then partially rescinded to coincide with construction limits. Schneider said all highway signs should all be updated to reflect the name of I-210 once pending freeway upgrade construction through to I-10 is completed. More work on Route 210 is expected to begin in the fall of 2019 and updated interstate signs will follow.
(Source: Press-Enterprise, 9/16/2018)

As for why the Route 210 portion has not been resigned as I-210, Scott Parker provided an explanation on AARoads: On the bermed portion of the freeway from east of the Waterman Ave. (Route 18) interchange to just east of the Highland Ave. (former Business Route 30) there are several bridges with no shoulders (constructed ca. 1967); the trenched section to the west has substandard inner shoulders from the Route 259 merge to near Highland. The 1992-opened sections from Highland to I-10 in Redlands and between Route 259 and I-215 are both full interstate standard, as is the 2007 section west to Fontana. The bridges could conceivably get waivers, but it's likely the shoulders will have to be widened before that section is acceptable as an Interstate.
(Source: Scott Parker (SParker) on AARoads, "Re: I–210/CA 210 on the Foothill Freeway", 2/7/2020)

Pre 1964 Signage History Pre 1964 Signage History

This route was approximately LRN 157 (defined in 1933) between US 99 (present-day I-5) and Route 118. Before the freeway, this ran along Brand Blvd and Foothill Blvd. The route was LRN 9, defined in 1909, between Route 118 and the vicinity of La Verne, using a freeway routing. This was also part of LRN 240 between Pasadena and San Dimas, and was defined in 1957. Before the signage as I-210, this route included segments of Route 118 and US 66.

Status Status

Sylmar (I-5) to Pasadena (Route 134/Route 710 Jct)

Foothill Freeway Pavement Rehabilitation Project (~ LA R15.355 to LA R26.363)

210 Pavement RehabilitationIn April 2017, it was reported that road closures were continuing as part of the $148.5 million pavement rehabilitation project, where improvements are being made on I-210 between Glendale and Pasadena. Construction crews will excavate damaged pavement and place pre-made concrete slabs to provide a smoother drive for motorists and minimize the need for further lane closures in the future. Caltrans was closing one lane on eastbound I-210 beginning April 17, from Ocean View Boulevard to Lincoln Avenue as crews begin to replace damaged pavement. This lane closure will remain in effect through winter 2017. There were also some off-ramp closures.
(Source: Caltrans District 7 Blog, 4/11/2017)

In October 2017, it was reported that since Spring 2015, Caltrans has been working on a 9.7 mile section of I-210 from the La Crescenta-Montrose area of Glendale to Pasadena that will provide a smoother and safer drive for motorists when the project is slated to be finished by Summer 2018. The project is now 76% complete, with current work focusing on replacing concrete pavement on outside lanes between the Glendale Freeway (Route 2) and the Ventura Freeway (Route 134). In addition to repaving and replacing lanes with precast slabs, crews are adding new concrete median barriers and guardrails, re-striping lanes, upgrading signs and sign structures and reconstructing curb ramps to meet Americans with Disabilities Act (ADA) requirements. Crews will also be repainting tunnels, and adding new electrical and lighting. One interesting aspect of this construction is that there is a barrier-separated fast lane NB for a portion of the work, providing no entrances or exits, and actually running on the SB side of the freeway (i.e., normal median barrier on the right, K-rail on the left).
(Source: Caltrans District 7 Blog, 10/18/2017)

In January 2019, it was reported that the pavement rehabilitation project on I-210 was nearing its end. In early December 2018, crews poured the last amount of concrete on I-210 and began to apply final striping onto the highway. Although crews have completed the work on the pavement of the travel lanes, the contractor still has a few items to complete before the project is finalized, including: striping, landscaping, removing K-rail, testing the new tunnel lighting system, installing guardrail on several ramps and connectors, installing traffic loops, installing overhead signs on existing structures, and a number of miscellaneous items.
(Source: Caltrans District 7 Blog, 12/31/2018)

In October 2016, the CTC authorized relinquishment of right of way in the city of La Canada Flintridge along Route 210 at Meadow Grove Street (07-LA-210-PM R21.1/R21.3), consisting of nonmotorized transportation and collateral facilities. The City, by resolution dated September 20, 2016, agreed to waive the 90-day notice requirement and 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:

Note: For information on the "I-210 Stub" in Pasadena, see Route 710. That stub is technically the Route 710 portion of the interchange, constructed in anticipation of the eventual completion of the Long Beach Freeway to Route 210.

Pasadena to San Dimas (Route 57)

In June 2010, it was reported that a road was finally constructed under an I-210 overpass. When I-210 was built, a tunnel was left where the freeway passed over East Pasadena, even though there wasn't a road. City engineers at the time didn't have the funds to build a road, but a bridge was built. $9M was spent by the City of Pasadena to permit City engineers to extend Walnut Street and Kinneloa Avenue so that they intersect and so that Kinneloa continues under the freeway (~ LA R29.028). Both roads used to stop short, which cut off traffic. Now drivers and walkers can cross over - residents north of the freeway can easily cross over to the businesses on the southern side of the freeway. Once the project got the green light, the water main and electrical cables had to be upgraded. Construction crews had to build a bridge over the flood channel that cuts over Walnut Avenue. The street grade had to be leveled where there was a hump in the road. However, a report from a reader of this site clarified the situation: When I-210 was built, the Santa Fe mainline was rerouted to the center divider between just west of Lake Avenue to Arcadia, where a bridge crossed the eastbound lanes and the tracks went back onto their original alignment. However, part of the original Santa Fe mainline was far enough south of the freeway to remain. This mainline became a spur that continued to serve businesses along the tracks, ending just west of Allen Avenue at a lumber yard. The spur rejoined the new mainline by passing under the eastbound lanes of I-210 near where Walnut and Kinneloa met, then moving up a tunnel to join the new mainline at Chapman siding, near where the current Sierra Madre Villa Gold Line station is currently located--the tunnel, in fact, is now an access road for MTA. Originally, a set of tracks continued under the westbound lanes to the north side of the freeway to what had been a naval installation of some sort, which is now a self-storage establishment; however, after construction, but before it opened in the late 1970s, the installation closed and those tracks were removed. On the westbound lanes of I-210, you can still see the crossing marked as Navy Spur. The old mainline was finally abandoned in the 1980's and some of the local businesses used the westbound overpass for equipment storage. Looking at old topographic maps of the area, one can see the tracks and the bridges in question--at the time of construction (mid-1970s), the city of Pasadena had no plans to build a road under the freeway at that point as there was an active railroad operating at that time. The overpasses were not built for some unfunded future project--in fact, if you look at the actual alignment of the streets and the freeway bridge before the new project, it is clear that Kinneloa Avenue was not intended to continue northward (it did, in fact, go all the way north to Foothill Blvd before the freeway was built.) The street north of the freeway was named Titley Avenue, reflecting the lack of plans for a Kinneloa extension at that time. The westward extension of Walnut Street from Kinneloa was along the abandoned Santa Fe right-of way.
(Source: Pasadena Star News, 5/28/10)

Truck Crashes / Gold Line

Rte 210 Gold Line CrashesIn July 2018, it was reported that Metro plans to upgrade the Jersey Barrier that separates its light rail lines from I-210 for about six miles, in Pasadena and Arcadia. This is because cars and trucks have crashed through and over the current Jersey barrier separations and onto the Gold Line tracks. This has already resulted in major Metro service interruptions and costly repairs; it has the potential to kill or injure transit riders. Metro has already worked with Caltrans to install new signage on I-210 stating “trucks right 2 lanes only” and “trucks speed limit 55.” Metro’s “I-210 Barrier Replacement Project” is underway, but that construction is already flagged as a “possible problem” due to constraints imposed by Caltrans. The improved barriers are anticipated to cost $11.08 million just to design, with designs expected to be complete by June 2019. The project includes new stronger barriers, plus an intrusion detection system. Caltrans has requested “detailed traffic simulations” for temporarily shutting down a freeway traffic lane during construction, and this is “delaying the project.” Caltrans has signed off on the type of barrier, but wants them, wherever possible, confined to Metro’s right-of-way. Caltrans is also apparently requesting “mitigation measures” from Metro in order to “maintain […] the existing freeway non-standard features.”
(Source: Streetsblog LA, 7/19/2018)

In April 2019, this subject made the news again. In April 2018, a traffic collision in the middle of the night sent a FedEx truck crashing across the I-210 in Pasadena and onto the tracks of the Metro Gold Line, which is separated from the roadway by a squat concrete barrier. The collision shut down the Gold Line through the San Gabriel Valley for more than a day, and caused $137,959 in damage to train tracks, power poles and overhead wires. Two more crashes followed in the in the next half of 2018. In all, in the last decade, 10 trucks and one sedan have crashed onto the Gold Line along the six-mile stretch where the tracks run in the median of I-210. All but two collisions occurred in the last five years, an increase in frequency that officials cannot explain. Six of the 11 crashes occurred while the Gold Line was running. In late April the Metropolitan Transportation Authority is considering doubling the budget — to $22.6 million — to design 12 miles of new concrete barriers aimed at beefing up the line’s protections. The original $11-million estimate, approved in summer 2018, reflected engineers’ assumptions that fixing the problem would be as simple as swapping out the existing barriers for a taller, sturdier model, said Androush Danielians, Metro’s executive engineering officer. Since then, he said, engineers have realized that the narrow median leaves little room for crews and equipment to maneuver, and that they will need to shut down carpool lanes through Pasadena for as long as two years. The replacement will happen in two phases, Danielians said, because “there’s no way we are going to close six miles of the freeway at the same time.” Construction will start six to nine months after Metro finishes environmental work, which should take about a year, he said. The precast concrete barriers along the Gold Line are just shy of three feet high, with a familiar K-rail shape: a wide base that tapers slightly to a straight, vertical wall. The barriers were installed in 1969 and 1976, when the roadway was built, said Caltrans spokeswoman Lauren Wonder. Until the 1990s, they separated freeway traffic from freight trains running through the median. Metro’s new design calls for barriers that are 4 feet, 8 inches tall, with a smoother edge that is designed to force truck wheels back onto the freeway. At the end of April 2019, the Metro Board approved an additional $11 million to finish design and environmental clearance.
(Source: LA Times, 4/7/2019; StreetsblogLA 4/26/2019)

In August 2019, it was reported that an out-of-control car from the I-210 Freeway has, again, landed on the Gold Line Metro tracks, and the answer to the question of exactly when the planned barrier between the two byways will be erected is finally set: Fall 2020. It was the eleventh such incursion onto a six-mile stretch of Metro Gold Line tracks by cars knocked from I-210. Each time, the Gold Line has been closed, sometimes for weeks, in order to repair the damage. In April, and in response, the Los Angeles County Metropolitan Transit Authority (Metro) board of directors approved an additional $11 million into a barrier replacement project with a total contract value of $41 million. It was reported at the time that a plan to construct stronger, taller barriers and install an intrusion detection system, turned out to be more complicated than Metro staff originally anticipated. HOV lanes were to be pulled from operation on the freeway and tracks on the Gold Line would be shuttered too. Such actions signified an increase in pollution caused by the project which, in turn, required a more expansive environmental study than originally expected.Metro, he explained, just received approval from the California Department of Transportation on proposed stage construction plans for Project 1. “Metro is still working with Caltrans on getting our Project 1 design plans approved,” said Haas. Project 1 will run from Michillinada Avenue to the Iconic Bridge for about 1.5 miles along the I-210. Project 2 will span from the Marengo Tunnel to Michillinda Avenue. Construction on Project 1 is expected to last 18 months from its fall 2020 starting date, said Haas. Project 2, he explained, “is about a year behind Project 1.”
(Source: Pasadena Now, 8/21/2019)

Arcadia Bridge (~ LA R31.899)

Arcadia Basketwork BridgeIn 2009, plans were revealed for a replacement of the railroad bridge in Arcadia. The Gold Line Foothill Extension Authority unveiled a San Gabriel Valley-themed design for a rail bridge honoring local wildlife and native cultures. The 739-foot bridge will stretch diagonally across I-210 to Santa Anita Avenue in Arcadia. It will be adorned by four basket-shaped columns that pay tribute to the basket-weaving of local indigenous peoples, specifically the Chumash who lived along the coast. The columns will contain bright lights to illuminate the dark area under the bridge. The bridge itself will have individual grooves, like the scales of a snake, to honor local wildlife, said artist and designer Andrew Leicester. The design was one of many Leicester had conceptualized, but its selection received approval from both the Foothill Extension board and the California Department of Transportation (Caltrans). Officials estimate the bridge will cost $20 million to $25 million. Officials hope to get construction going in June 2010, with an eye on completion by 2013. The Metropolitan Transportation Authority, which oversees funding for the project, lists the project's completion date as 2017. Following the August 2010 release of the Phase 2A (Pasadena to Azusa) Request for Proposals for Design-Build-Finance services (to construction the track, stations, a 25-acre Maintenance and Operations Facility, crossings, bridges, utilities and more), the three short listed teams are preparing proposals. Proposals for the $450+ million project are due in late January 2011, and an award is anticipated for April 2011. This schedule keeps us on track for a late 2014 project completion. IFS design-build team Skanska USA/AECOM is Fall and Winter 2010 finalizing designs for the 584-foot bridge over the eastbound lanes of the I-210 freeway. They are currently working with the California Department of Transportation (CALTRANS) to get the necessary permits to conduct some additional geologic testing at the IFS site location, which will help finalize the design (testing will take place in October 2010). Installation begin in mid-2011.
(Image source: Arcadia's Best, 10/14/2010)

In September 2011, it was reported that foundation work for the Arcadia Bridge had begun. The entire bridge work is expected to be completed in the summer of 2012, while the whole 11.5 mile extension of the Metro Gold Line is due to be finished in 2015. The extension will continue the Gold Line east into Arcadia, Monrovia, Duarte, Irwindale and Azusa. Skanska, the contractor, began serious work on the $18.6-million bridge in early summer 2011, and is scheduled to be complete in July 2012. The steel frame for two of the three bridge columns (and their associated deep foundations) are in the ground and the third was installed in October 2011. The two deep completed foundations are 110-feet-deep and 11-feet in diameter — motorists on the 210 can only see the 16 feet steel skeletons that are above ground. The three deep foundations have nearly 11 miles of rebar, as well as more than 1,300 cubic yards of concrete from Irwindale. They also have a relatively new technology — never used before by Metro — that that in the future will allow Metro to check the structural integrity of the concrete after earthquakes by measuring electrical pulses traveling along wires inside each abutment. In December 2011, work crews will begin installing the falsework allowing them to build the bridge itself. The temporary support for the bridge must span the width of the freeway for the entire stretch across the freeway, which will create a tunnel of sorts for the eastbound 210 while work is being done.

In March 2012, it was reported that construction of the falsework for the bridge was completed. The 584-foot-long falsework consists of nearly 50 beams that are 90 to 100 feet long and hundreds of smaller beams. It will help support over 5,000 tons of concrete that will form part of the bridge's superstructure during an 18-hour period in May.

In October 2012, additional information was provided on the baskets themselves. The two massive decorative baskets, which are each made of 60 different cast segments that weigh 800 pounds each. The concrete segments will form nine rings around the baskets, ultimately stacked and locked together to create the towering forms of woven baskets.First, a pattern for the curvy segment is made, then a mold is taken and the concrete is cast into the mold. The baskets are being made of cement that includes several kinds of glass, stone and sand from the Vulcan Rock Quarry in Azusa to give it a flashier look. About 15 tall concrete reeds will protrude out of each of the baskets as if they were unfinished. The baskets themselves will be installed before the bridge's 12/15/12 dedication. The fabrication and installation cost of the bridge baskets is about $500,000.

In December 2012, it was reported that the bridge was completed on time and on budget.

In March 2008, Caltrans activated four freeway-to-freeway ramp meters: from both the northbound San Gabriel River Freeway (I-605) to the eastbound and westbound Foothill Freeway (I-210) (~ LA R36.317) and the northbound Orange Freeway (Route 57) (~ LA R44.351) interchanges within the cities of San Dimas to Irwindale in the San Gabriel Valley. On March 10, the meters to the westbound I-210 were activated for the morning commute and the eastbound meters were turned on for the afternoon commute on March 24. The project, just one part of congestion relief on this 50-mile I-210 corridor, will by fall 2008, meter all on-ramps and connectors in both directions from the San Bernardino County line to the Golden State Freeway (I-5). Four freeway-to-freeway connector meters onto eastbound and westbound I-210 will be activated at northbound Glendale Freeway (Route 2) and eastbound Ronald Reagan Freeway (Route 118). Another meter will be activated at eastbound Ventura Freeway (Route 134) to westbound I-210. Construction for the metering project was more than halfway complete by April 2008 and operational.

San Dimas to San Bernardino (I-215)

A side effect of the extension of Route 210 has been an increase in traffic. In 2001, the average daily traffic in both directions on Route 210 at San Dimas Avenue (~ LA R45.475) was 67,000 vehicles. That number jumped to 177,000 in 2007, with Caltrans expecting it to rise further when the final leg opens. Route 210 is now among the Southland's busiest freeways. Officials in some San Gabriel Valley communities have complained about spillover traffic on surface streets. San Marino officials said traffic on Huntington Drive jumped 20% after the last section of Route 210 opened in 2002. After Route 210 was extended 20 miles east to Fontana in 2002, Fontana noticed an increase not just in freeway traffic but surface street congestion as folks exited the freeway to avoid its congestion.

In April 2009, the CTC approved relinquishment of right of way in the city of La Verne along Route 210U and 210 from Foothill Boulevard to the Claremont city limits, consisting of superseded highway right of way and collateral facilities (7-LA-210U-PM 1.8/R4.1, 7-LA-210-PM R46.6/R48.7).

In July 2007, the CTC relinquished right of way in the city of Claremont, between Williams Avenue and the Los Angeles/San Bernardino County line, consisting of superseded highway right of way, reconstructed and relocated city streets, frontage roads and cul-de-sacs (~ LA R48.716 to LA 52.148).

In October 2016, the CTC amended the SHOPP to add the following: 08-SBd-210 0.0/10.3 | Route 210 In the cities of Upland and Rancho Cucamonga, from Los Angeles County line to east of Etiwanda Avenue. Convert existing limited access HOV lanes to continuous access HOV lanes to allow safer ingress and egress movements for HOV. Project split. FY 16/17.

In December 2002, the CTC considered relinquishment of the former surface routing in Rancho Cucamonga (PM SBD 9.4/9.9).

In April 2003, the CTC considered relinquishment of quite a few segments of what was presumably the old routing: 08-SBd-15, 30-PM 9.2/9.4 Routes 15, 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 9.4/9.6 Route 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 12.7/15.0 Route 30 in the City of Fontana; 08-SBd-30, 210-PM 4.0/9.4 Routes 30, 210 in the City of Rancho Cucamonga; and 08-SBd-30, 210-PM 9.2/12.6 Routes 30, 210 in the City of Fontana.

In October 2004, the CTC considered relinquishment of right of way in the City of Fontana, from Knox Avenue to Sierra Avenue (~ SBD 13.428 to SBD 14.936), consisting of superseded highway right of way, reconstructed and relocated city streets and cul-de-sacs. The City, by freeway agreement dated November 14, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expired September 15, 2004, without exception.

In May 2017, the CTC relinquished right of way in the city of Fontana along Route 210 on Oleander Avenue and Sierra Lakes Parkway (Casmalia Street) (08-SBd-210 PM 14.19/15.18), consisting of collateral facilities. The City, by freeway agreement dated November 14, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expires April 26, 2017.

In January 2011, the CTC relinquished right of way in the city of Rialto along Route 210 between Mango Avenue and Lilac Avenue (~ SBD 15.197 to SBD 18.175), consisting of collateral facilities.

In June 2008. the CTC relinquished right of way in the city of Rialto, on West Easton Street, between the west city limit line and North Ayala Drive, consisting of relocated and reconstructed city streets and frontage roads (210U SBD 16.266 to SBD 18.278, ~ 210 SBD 15.459).

In June 2011, the CTC relinquished right of way in the city of Rialto along Route 210 on Highland Avenue and between Lilac Avenue and the east city limits, consisting of superseded highway right of way and collateral facilities (~ SBD 18.175 to SBD 19.948, 210U SBD 19.028 to SBD 20.805).

210 Pepper InterchangeIn October 2015, the CTC approved for future consideration of funding a project in San Bernardino County that will construct a new interchange on Route 210 at Pepper Avenue in the city of Rialto (08-SBd-210, PM 19.3/20.1). The project is fully funded with federal and local dollars. The total estimated cost is $23,770,000 for capital and support. Construction is estimated to begin in Fiscal Year 2015/16. A copy of the ND has been provided to Commission staff.

In October 2016, the CTC authorized relinquishment of right of way in the city of San Bernardino along Route 210 from Macy Street to 26th Street, along Route 210U (West Highland Avenue) from the westerly city boundary to 0.1 miles east of Route 210, and along Route 215 from Route 210 to 27th Street (08-SBd-210-PM 20.0/22.2, 08-SBd-210U-PM 20.8/22.2, and 08-SBd-215-PM 9.7/9.9), consisting of superseded highway and collateral facilities. The City, by freeway agreements dated January 7, 2002, agreed to accept title upon relinquishment by the State. The 90-day notice period expired August 29, 2016.

Route 215/Route 210 Interchange (~ SBD 21.71 to SBD R22.092)

In late 2007, the final $233-million, 8-mile extension between the "Route 30" portion of Route 210 in San Bernardino and the Route 210 portion that continues West was completed. However, the I-210/Route 215 interchange will not be complete for a few more years. Construction was originally scheduled begin on the interchange in mid-to-late 2008, with completion around 2011/2012. However, in October 2008, SANBAG increased the delay by turning the project over to Caltrans, moving the date past 2013. A combination of factors, including seismic and structural concerns, are causing the delay of the interchanges that will include elevated "flyover" connectors, similar to those used at the I-215/Route 91 interchange. SANBAG officials made the connectors a separate project because of design changes to deal with seismic and liquefaction concerns at the site. The transition to Caltrans was felt to be beneficial because it would expedite permits and reviews, which had to go through Caltrans anyway. Another advantage to having Caltrans manage construction is that it has access to the State Transportation Improvement Program construction contingency funds that otherwise wouldn't be available to SANBAG. A potential $7.2 million could be made available.

Until the connectors are constructed, it will not be possible to go directly from the EB Route 210 to SB I-215, nor will it be possible to go from NB I-215 to WB Route 210. Other transitions that connect Route 210 to I-215 already exist. The transition from SB I-215 to EB Route 30 (Route 210) is already open. The connector road that will bridge SB I-215 to the WB Route 210 will be operational once Route 210 opens. However, those connectors are not designed to handle the heavy traffic loads (2,500 cars/hour) the final connectors can; the current connectors can only carry 1,500 cars/hour. The delays are primarily seismic: in late 1999 and early 2000, a geologist conducting work in the area identified tell-tale signs of the potential for a seismic phenomenon known as fault rupture. Fault-rupture damage can differ greatly from other seismic activity so special planning is needed.
(Source: San Gabriel Daily Bulletin, 5/29/2007)

In February 2010, the CTC approved an adjustment to the allocation amount for the Route 210/I-215 Connectors project (PPNO 0194Q) in San Bernardino County, from $45,634,000 to $18,672,000, in accordance with Assembly Bill 608. Specifically, on April 16, 2009, the Commission approved Resolutions CMIA-A-0809-012 and STIP1B-A-0809- 015 allocating $29,000,000 Corridor Management Improvement Account (CMIA) and $45,634,000 Regional Improvement Program (RIP) funds to the Route 210/I-215 Connectors project programmed in the State Transportation Improvement Program (STIP). Both RIP and CMIA allocations were made possible by SANBAG's purchasing of a Private Placement bond from the State Treasurer's Office. The project was awarded on October 25, 2009, for $47,672,000 ($29,000,000 CMIA and $18,672,000 RIP), including supplemental work, state furnished materials, and contingencies. Section 188.8 of the Streets and Highways Code allows the Commission to adjust an allocation amount for a capital outlay project in the STIP if the construction contract award amount for the project is less than 80% of the engineer’s final estimate. As a result, Caltrans requested a downward adjustment of $26,962,000 to San Bernardino County’s regional share balance.

San Bernardino to Redlands (I-10)

Route 210 Lane Addition: Highland Ave to I-10 (~ SBD R25.0/R33.1)

Rte 210 Highland Lane AdditionThe 2018 STIP, approved at the CTC March 2018 meeting, appears to show completion of PPNO 0195N Rt 210 Lane addition, Highland Ave to I-10 (SBD R25.0/R33.1). In San Bernardino. Construct one mixed flow-lane in each direction from Highland Avenue (PM SBD R26.835) to San Bernardino Avenue (~ SBD R32.374) and also construct auxiliary lanes at various locations within the project limits. The project description notes that since facility construction in the 1970s, the municipalities serviced by the corridor have experienced accelerated growth. Areas along the corridor have reached or exceeded the carrying capacity of the facility, resulting in significant congestion at major local street interchanges. Corridor improvements west of the project limits resulted in a lane imbalance condition leading to bottlenecks within the unimproved segment. In order to maintain desirable LOS and overall safety, it is proposed to add a mixed flow lane in each direction, auxiliary lanes between Base Line and 5th Street, an acceleration lane at 5th Street E/B on-ramp and deceleration lane at the Highland Avenue E/B off-ramp. Construction supposedly was beginning in Jan 2018 and ending in August 2020. Total allocated in the 2016 STIP was $25.5M.

In October 2018, the CTC approved for future consideration of funding the following project for which a Mitigated Negative Declaration (MND) has been completed: Route 210 in San Bernardino County (08-SBd-210, PM R25.00/R33.2). Widen and construct other roadway improvements on a portion of Route 210 in the cities of Highland, San Bernardino, and Redlands. (PPNO 0195N) This project is located on Route 210 in the cities of Highland, San Bernardino and Redlands in San Bernardino County. The project proposes to widen Route 210. The project also proposes to widen three of four existing interchange ramps. The proposed project will address the need to reduce congestion and improve operational efficiency by providing lane continuity with the existing segments of Route 210, to the east and west of the project limits. This proposed project is estimated to cost $183.7 million in construction (capital and support) with funding currently programmed in the State Transportation Improvement Program (STIP), SHOPP and local measure funds for a combined amount of $138.4 million. Construction is estimated to begin in 2019. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2016 STIP.
(Source: October 2018 CTC Minutes, Agenda Item 2.2c.(1))

In May 2019, the CTC approved the following allocation for a locally-administered STIP project: $25,000,000 08-SBD-210 R25.0/R33.1. Route 210 Widening. In San Bernardino County. Construct one mixed flow-lane in each direction from Highland Avenue to San Bernardino Avenue and also construct auxiliary lanes at various locations within the project limits. Construction funding. PPNO 08-0195N. ProjID 0812000164.
(Source: May 2019 CTC Minutes, Agenda Item 2.5c.(2) Item 3)

In February 2020, it was reported that the San Bernardino County Transportation Authority was breaking ground on on a long-awaited project to add two lanes to Route 210 and expand the Base Line Bridge. The project is actually three projects in one totaling $167 million. Approximately $99.9 million of the total cost will be funded by Measure I and $42.1 million will be funded by State Highway Operation and Protection Program funds. The interchange improvements will be a $31.7 million project with 42 percent, $18.4 million, funded by the city of Highland and the rest by Measure I funds. (Measure I, the half-cent sales tax approved by voters in 1989 and extended in 2004 to 2040.) According to the Transportation Authority, the project will add additional capacity in both directions between Sterling Avenue in San Bernardino and San Bernardino Avenue in Redlands. The new lanes will go in the middle. The Base Line Bridge in Highland will be expanded in both directions. The 6.1 miles of Route 210 from Sterling Avenue in San Bernardino (~ SBD R26.29) to San Bernardino Avenue in Redlands (~ SBD R32.355) are the only portion of the freeway without six lanes from where it starts in Santa Clarita to to where it ends in Redlands . Concentrations of housing and retail along the corridor have created significant bottlenecks at critical times during the day, according to the Transportation Authority. The eastbound and westbound onramps will be widened to three lanes. The westbound offramp will be widened to two lanes. The project also includes:

The project will not require the acquisition of new permanent right of way. In general, the majority of the project improvements will occur within existing Caltrans right of way. The project is expected to take at least 3.5 years to complete. However, the Transportation Authority is working with contractors to shorten the duration of construction.
(Source: Highland News, 2/20/2020)

The 2020 STIP, approved at the March 2020 CTC Meeting, continues the programmed funding of $25,000K for PPNO 0195N Rt 210 Lane addition, Highland Av-Rt 10 (ext 6-18)(SHOPP).
(Source: March 2020 CTC Agenda, Item 4.7, 2020 STIP Adopted 3/25/2020)

According to the Project Page in July 2020, the project, called the SR 210 Lane Addition/Base Line Interchange project, is designed to provide increased traffic flow throughout the corridor. It will be built as one project. There are two aspects to the project. First, to eliminate the existing bottleneck and provide lane continuity, Route 210 will be widened from Sterling Avenue to San Bernardino Avenue in the cities of San Bernardino, Highland, and Redlands, as well as an unincorporated portion of San Bernardino County. Second, the Base Line Interchange will also be widened from Buckeye Street to Seine Avenue in the City of Highland. Specifically, the project will add one mixed-flow lane in each direction between Highland Avenue and San Bernardino Avenue, auxiliary lanes (merge lanes) between Base Line and 5th Street, and an acceleration lane at the 5th Street eastbound ramp. The project also includes pavement rehabilitation. Construction is expected to begin in February 2020, with completion planned for Summer 2023. According to a construction report in May 2020, bridge demolition was proceeding at Highland, Arden, San Creek, and Victoria Ave. Daytime bridge construction activity was ongoing at 5th Street, Pioneer Avenue, Victoria Avenue, and Base Line Street. Activities includd pile driving, excavating the bridge abutments (structures at the end of the bridges), and pouring concrete for the new bridge abutments/footings.
(Source: SBCTA Construction Alert, Week of May 4; Project Website)

Greenspot Road Widening

In March 2013, the CTC approved $577,000 to widen ramps on northbound Route 210 and widen Greenspot Road (~ SBD R30.245) from 4 lanes to 6 lanes in Highland, on Route 210 at Greenspot Road, and on Greenspot Road from Route 210 to Boulder Avenue.

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

In June 2012, the CTC approved for future consideration of funding a project that will improve a section of Greenspot Road between Route 210 and Boulder Avenue, including Route 210 northbound termini ramps and the Boulder Avenue intersection in San Bernardino County. This is the interchange just to the E of the former Norton AFB (San Bernardino International Airport), where 5th Avenue turns into Greenspot Road.

As of 2008, the eastern terminus of Route 210 at Route 10 is no longer signed as Route 30/Route 330, Highland/Running Springs. It's now signed as Route 210/Route 330, Pasadena/Running Springs. Also, at the junction of Route 210 and Route 18, freeway entrance shields/overheads have been replaced with Route 210 shields. Other junctions (like Highland Ave/Fwy 210) still have Route 30 freeway entrance shields. The entire former Route 30 Fwy has Route 210 reassurance shields, but certain overheads still contain Route 30 signs (notably with the junction of Route 330), but they may be updated in early 2008.

It is believed that in September 2007 the entire route will be resubmitted to AASHTO to be redesignated as I-210 (clearly, this didn't happen).

Commuter Lanes Commuter Lanes

Commuter lanes exist on this route between Route 134 and Sunflower Avenue. These were opened in December 1993, require two or more occupants, and are always in operation.

As of late 2007, there were some proposals to convert some future lanes E of I-605 into High-Occupancy Toll (HOT) lanes, as well as the lanes between Route 134 and I-605. In April 2008, the federal government offered Los Angeles County $213 million to convert these lanes to special, congestion-pricing toll lanes. In the proposed deal, the federal money would go toward the purchase of about 60 high-volume buses that would use the new toll lanes. That would free up MTA funds for creating the toll lanes. CTC approval would be required.

In the former Route 30 portion, HOV lanes are under construction or planned as follows:

Naming Naming

Foothill FreewayThe portion of this freeway from Route 5 to Route 10 is named the "Foothill Freeway". It was officially named by Senate Concurrent Resolution 29, Chapter 128, in 1991 (although the name had been in use long before then). The first segment opened in 1955; the last segment in 1999.
(Image source: Pasadena Independent)

Jackie RobinsonThe portion of I-210 from Gould Avenue to Orange Grove Boulevard in the County of Los Angeles (~ LA R20.59 to LA R24.64) near where Jackie Robinson grew up is named the "Jackie Robinson Memorial Highway". Jack Roosevelt “Jackie” Robinson was born in January 1919, in Cairo, Georgia, to a family of sharecroppers. Jackie Robinson and his four brothers (and their sister) were raised by a single mother who in 1920 managed to move the family to Pasadena, California, and they became the first and only black family on their block. Jackie Robinson was a natural athlete and succeeded at John Muir High School and attended Pasadena City College where he continued his athletic career by succeeding in basketball, football, baseball, and track in 1938 when he was named the region’s Most Valuable Player. Jackie Robinson transferred to the University of California at Los Angeles (UCLA) in 1939 where he became the first Bruin to letter in four sports: baseball, basketball, football, and track. Jackie Robinson served as a second lieutenant in the United States Army from 1942 to 1944 and was arrested and court martialed during boot camp for refusing to move to the back of a bus. He was later acquitted of all charges and received an honorable discharge. In early 1945, the Kansas City Monarchs sent him a written offer to play professional baseball in the Negro leagues. In all, Jackie Robinson played 47 games for the Monarchs, hitting .387 with five home runs and registering 13 stolen bases. In 1946, Jackie Robinson arrived at Daytona Beach, Florida, for spring training with the all-white Montreal Royals of the Class Triple-A International League and farm team for the Brooklyn Dodgers. On April 15, 1947, Jackie Robinson made his major league debut for the Brooklyn Dodgers at Ebbets Field before a crowd of 26,623 spectators, including more than 14,000 black patrons, marking the first time ever that an African American athlete played in major league baseball. Jackie Robinson faced the constant onslaught from the public and from players objecting to playing with him. Jackie Robinson stood firm and focused on beating the critics on the field, despite the umpires who were supposed to protect all the players, including Jackie Robinson, turning a blind eye to the abuse and pitches aimed at his head that he endured, putting his life in danger. Jackie Robinson finished the 1947 season having played in 151 games for the Dodgers with a batting average of .297, an on-base percentage of .383, and a .427 slugging percentage. He had 175 hits, scoring 125 runs, including 31 doubles, 5 triples, and 12 home runs, driving in 48 runs for the year. He led the league with 28 sacrifice hits and 29 stolen bases. His cumulative performance earned him the inaugural Major League Baseball Rookie of the Year Award. Jackie Robinson retired on January 5, 1957, from professional baseball with an impressive career batting average of .311. Jackie Robinson became a vocal champion for African American athletes, civil rights, and other social and political causes, so that, after baseball, he became active in business and continued his work as an activist for social change and served on the board of the National Association for the Advancement of Colored People (NAACP) until 1967. Jackie Robinson was the first African American to be inducted into the Baseball Hall of Fame in 1962. In 1972, the Dodgers retired his uniform number of 42. His number, 42, is the only number to be retired by all of baseball in honor of his accomplishments, including being the first African American to break the color barrier. Jackie Robinson died from heart problems and diabetes complications in October 1972, in Stamford, Connecticut. Jackie Robinson’s life and legacy will be remembered as one of the most important in American history. In 1997, the world celebrated the 50th anniversary of his breaking major league baseball’s color barrier, and in doing so, honored the man who stood defiantly against those who would work against racial equality and acknowledged the profound influence of one man’s life on American culture;. Every year on the anniversary of Jackie Robinson’s historic debut, all major league baseball teams across the nation celebrate this milestone by wearing jerseys with only “42” on the back. To this day Jackie Robinson is regarded as an inspiring example of how to combat hate and discrimination in the world. Named by Assembly Concurrent Resolution (ACR) 198, Res. Chapter 165, Statutes of 2016, on September 1, 2016.
(Image source: Black Voice News; Tribune Democrat)

Mack Robinson The world remembers Jackie. The world does not remember his brother, Mack Robinson, who was equally important to the world and to Pasadena. At the 1936 Summer Olympics in Berlin, Jesse Owens demonstrated to Hitler that athletic prowess wasn't exclusively Aryan. The runner who took silver in the 200-meter sprint was also a black American. He was Mack Robinson, from Pasadena, Jackie's brother. In 1914, the city opened a whites-only swimming pool, called Brookside Plunge. After black protests, they allowed blacks to use it once a week. Then the city drained it and refilled it with fresh water. This is the Pasadena that Mack Robinson, Jackie Robinson, and his family found when they arrived from Georgia in 1920. Deserted by her husband and providing for five children, Mack’s mother worked as a maid, and by 1923 saved enough money to buy a home. But the home was in a white neighborhood. Some neighbors proposed buying them out, but Mack’s sister later recalled the plan died out when a white resident declared that the Robinsons were good neighbors. In the early 1930s, Mack Robinson went to Muir High School, but didn’t take part in sports right away because of a heart problem. His mother signed a waiver, and Mack persevered, helping Muir win the state championship in 1934. Mack had one year at Pasadena Junior College — now PCC — before he won a regional Olympic qualifying. But it seemed unlikely that Mack would even make it to the final trials, because they were in New York, because Pasadena Junior College didn’t have the money to send him to New York. A group of Pasadena businessmen stepped in and raised the money, and Mack won his spot at the 1936 Olympics. On race day in Berlin, Mack found himself in front of thousands of Germans, and just 15 feet from Adolf Hitler. In the 200-meter, Mack finished less than a half second behind Jesse Owens. And it’s even more impressive given the fact that Mack was wearing old worn down spikes (Jessie Owens had new spikes from Adidas). Gold medalist Jesse Owens got a ticker-tape parade in Manhattan and $10,000 in cash. The winner of the bronze was recognized as a hero in the Netherlands, where he was honored across the nation as the “best sprinter of the white race.” Mack was ignored by Pasadena when he returned. Mack won national collegiate and Amateur Athletic Union track titles at the University of Oregon, but quit school to go home and support his family. He got a job with the City of Pasadena as a street sweeper and later dug ditches and sewer lines. Mack sometimes swept the streets in his Olympic sweatshirt, his silver medal around his neck. In 1970, Pasadena earned the dubious distinction of being the first non-Southern city ordered to desegregate its schools. And Pasadena’s public schools are where Mack Robinson found his true calling. He became a truant officer at Muir and an activist against blight and crime in northwest Pasadena. An LA Times article from 1983 referred to Mack as a “crusader for law, order, decency, small children, good neighborhoods and good government.” The 1980s saw Pasadena get its first black mayor and Rose Queen, and Mack finally began to receive some recognition for his athletic accomplishments. In 1984, he helped carry the Olympic flag into the LA Coliseum for the opening ceremonies of the 1984 Olympics. At 101 Garfield Street in Pasadena, a bit S of where I-210 makes its 90° turn, there is a memorial to the two Pasadena brothers, Jackie and Mack Robinson.
(Source: KPCC Southern California Public Radio / Hidden History of LA, 5/19/2016); Image source: Atlas Obscura; Black Past)

Pasadena Police Agent Richard Morris Memorial HighwayThe portion of Route 210 from Allen Avenue on the west to Rosemead Boulevard on the east in the City of Pasadena (~ LA R27.435 to LA R29.496) is officially designated the "Pasadena Police Agent Richard Morris Memorial Highway". It was named in memory of Pasadena Police Agent Richard Frank Morris, who was born in 1940 and grew up in Temple City and Rosemead, attending Muscatel Junior High School and Rosemead High School in the San Gabriel Valley. Between 1958 and 1960, Richard Morris attended Mt. San Antonio College, graduating with an Associate’s Degree in Political Science prior to enlisting in the United State Marine Corps Reserve. Richard Morris directed his commitment to public service and sense of adventure into a career in police work, joining the Pasadena Police Department in February of 1962 and entering the basic training academy. Richard Morris graduated from the police academy training program on March 30, 1962, and began his career as a police officer in the City of Pasadena. Richard Morris was promoted to the rank of Police Agent in the Detective, Narcotics Unit in February of 1968. Throughout his tenure with the Pasadena Police Department, Police Agent Morris was regarded as a rising star within the police force. Police Agent Morris was protecting the ideals and values of the Pasadena community when he was shot and killed in the line of duty on March 13, 1969, while pursuing an assault suspect. Police Agent Morris is remembered within the City of Pasadena for his honor, courage, and commitment to the residents of the City of Pasadena. It was named by Assembly Concurrent Resolution 170, Resolution Chapter 181, 09/11/14.
(Image source: Vasken Gourdikian on Twitter; Pasadena Police Officers Assn)

 William H. Lancaster Memorial Highway.The portion of the route from the City of Duarte to I-15 (~ LA R35.271 to SBD 11.129) is named the William H. Lancaster Memorial Highway. William H. ("Bill") Lancaster was born in Bakersfield. He was elected to the Duarte City Council in 1958 and reelected in 1962, and served three terms as the city's mayor. He was elected to the California Assembly in 1972 where he served on the Assembly Committee on Rules, the Assembly Committee on Transportation, and the Assembly Committee on Local Government. He was honored as Legislator of the Year by the League of California Cities in 1991 for his efforts to protect city finances. During his tenure on the Assembly Committee on Transportation, Bill Lancaster fought for the extension of Route 210. He retired from the Assembly in 1992. Named by Assembly Concurrent Resolution 2, Chapter 76, 6/27/2003.
(Image source: AARoads)

Martin A. Matich HighwayThe portion of this route from the existing interchange of Route 210 30 and Route 215, in the City of San Bernardino at SBD 21.84, to the existing interchange of Route 210 30 and Route 10, in the City of Redlands at SBD 33, is officially named the "Martin A. Matich Highway". This segment was named in honor of Martin A. Matich. Matich served as a Colton City Council member from 1956 to 1958, and served as the mayor of the City of Colton from 1958 to 1960. He also served since 1950 as the president and then the chairman of Matich Corporation, which has been a California company since 1918 and which was founded by his father, John Matich; the company is a leader in providing the highways, airports, and public works projects. He also served his community and state as a member of the Loma Linda University Medical Center, the Loma Linda University Children's Hospital, and the St. Bernardine's Medical Center; as a member of the board of the National Orange Show Foundation; as a member of the board of the Boy Scouts of America-Inland Empire Council; as a member of the board of the Girl Scouts of America-San Gorgonio Council; and as a member and past director of the San Bernardino Chamber of Commerce. He has provided endowed scholarships to the University of Notre Dame under the names of the John Matich Undergraduate Scholarship and the Joyce Athletic Scholarship, and has provided a scholarship to the University of Redlands in the name of Williamina Matich. He also had a constant record of leadership on state transportation issues and, in particular, long-term support for the construction of the Foothill Freeway. Named by Assembly Concurrent Resolution (ACR) 156, Resolution Chapter 144, on 9/12/2006.
(Image source: Matich Corporation; Bobbitt Memorial Chapel)

Named Structures Named Structures

Rte 210 Fallen Workers Memorial InterchangeThe interchange at I-210 and I-5 (LA 5 R43.904; LA 210 R0.000) in the County of Los Angeles is designated as the "Caltrans District 7 Fallen Workers Memorial Interchange". Highway construction is one of the most dangerous occupations in the United States. The risk of death is seven times higher for highway workers than for other workers, according to a study conducted by the Occupational Safety and Health Administration of the United States Department of Labor. The Department of Transportation (Caltrans) has lost 185 employees since 1921. On average, 1,000 Caltrans vehicles are struck each year, and, in addition to the danger to workers, an estimated 85 to 90 percent of people who are killed in highway work zones are drivers and their passengers. The following workers in District 7 are memorialized with this designation:

  1. On June 10, 1926, a Powderman and a Powderman Helper, Thomas Gilbride and Jose Dominguez, were killed while placing a charge for a blast on the Coast Highway near the City of Oxnard.
  2. On April 9, 1927, a Maintenance Foreman, Albert W. Schmuck, was killed while operating a grader.
  3. In 1939, a Highway Maintenance Worker, Fred Pettit, was killed while working on a highway.
  4. On March 31, 1958, a Highway Superintendent, Vaughn O. Sheff, was killed during a landslide while clearing another landslide in the Santa Monica Canyon.
  5. In 1965, a Construction Inspector, Leroy Exum, was killed while working on a highway.
  6. On January 16, 1968, a Caltrans Maintenance Worker, Roger Myhre, was killed by a drunk driver while working on the northbound lane of the San Diego Freeway (I-405) near the City of Inglewood.
  7. In 1970, a Construction Inspector, Thomas R. Brungardt, was killed while working on a highway.
  8. On February 25, 1971, a Maintenance Worker, Donald Parker, was killed by a hit and run driver while working on a lane closure on Route 91 and I-5.
  9. In 1972, a Caltrans worker, Norman Lubig, was killed while working on a highway.
  10. In 1973, a Highway Resident Engineer, Emory Price, was killed while working on a highway.
  11. On September 25, 1974, a Highway Engineering Technician, Claude A. Thiel, was killed by an errant driver while working with a survey crew.
  12. On June 5, 1975, a Highway Maintenance Worker, Arthur Silva, was killed by an errant driver while picking up debris from the center median.
  13. On July 7, 1976, a Highway Maintenance Worker, David Guillen, was killed due to electrocution caused by the branches of a tree touching overhead powerlines while he was helping cut down a tree.
  14. On May 5, 1978, a Highway Maintenance Worker, Donald S. Beasley, was killed by a drunk driver while he was loading trash along a highway.
  15. On May 16, 1978, a Highway Maintenance Worker, Kanika F. Burroughs, was killed by an out of control truck on Route 57 while performing litter pickup on a highway.
  16. On December 12, 1978, a Highway Maintenance Worker, John L. Haynes, was killed by an out of control truck while he was repairing paddle markers on northbound I-405.
  17. On June 29, 1979, an Equipment Operator, Richard A. Singleton, was killed by an errant driver while he was stopped to repair a sweeper along a highway.
  18. On October 22, 1979, two Highway Maintenance Workers, Glen P. Fenwick and Raul Arismendez, were killed by an errant driver on the northbound lane of the Santa Ana Freeway (I-5).
  19. On November 16, 1979, a Highway Electrician I, Samuel Ho, was killed due to electrocution while replacing a ballast for overhead lighting on eastbound Route 134, west of the Harvey exit in the City of Glendale.
  20. On May 29, 1980, a Highway Maintenance Leadworker, Thomas E. Davis, was killed by an errant driver on Route 133 in the Big Bend area of Laguna Canyon Road during an asphalt concrete paving operation.
  21. On January 26, 1981, a Highway Landscape Worker, James H. Copeland, was killed by a hit and run driver while clearing brush along the shoulder of the northbound lanes of the Golden State Freeway (I-5) in the City of Glendale.
  22. On October 5, 1981, a Maintenance Supervisor, Robbie R. Haney, was killed by being pinned under the left wheel of a truck while he was doing repairs.
  23. On October 31, 1988, a Maintenance Supervisor II, Dennis Sparks, was killed in a traffic accident while driving to a field office.
  24. On November 9, 1988, a Heavy Equipment Operator, Cedric Dubenion was killed in a traffic accident.
  25. On December 12, 1988, a Maintenance Equipment Operator, Henry “Rick” Mendoza, was killed while preparing for a lane closure from northbound Route 2 to westbound I-210 when he was struck by an errant truck.
  26. On June 12, 1992, a Landscape Worker, Jerry R. Alcala, was killed by a drunk driver while he was loading debris into a cargo truck.
  27. On July 29, 1992, a Surveyor Supervisor, Callie Joel Buser, Jr., was killed by an errant driver while painting symbols on the shoulder of a highway.
  28. On April 28, 1993, a Landscape Leadworker, Juan Thome, was killed by an errant driver under the influence of marijuana while working on the eastbound lanes of Route 60, the Pomona Freeway, west of Lemon Avenue.
  29. On January 20, 1999, a Maintenance Worker, Paul J. Chavez, was killed in a traffic accident after completing a mud jacking operation on I-210.
  30. On February 23, 2000, a Maintenance Worker, Charles F. Deming, was killed when his truck went over the embankment while he was clearing debris on Route 39 in the Angeles National Forest.
  31. On September 1, 2016, a Caltrans Electrician I, Jorge Lopez, was killed by an errant tractor trailer on the shoulder of Route 14, the Antelope Valley Freeway, in the County of Los Angeles.

In addition to law enforcement and Department of California Highway Patrol officers, contracted highway workers are also at risk of death. The latest data shows that speeding was a factor in more than 35 percent of all fatal work zone crashes, and most work zone fatalities are the result of rear-end collisions caused by driver distraction, inattention, or aggressive driving. Caltrans has adopted a “Slow for the Cone Zone” campaign to raise public awareness and to ask motorists to be alert, slow down, allow extra following room, expect sudden stops, never drive impaired, and avoid distractions, including the use of cell phones, in highway work zones. Fines are doubled in highway work zones and can easily total $1,000 or more for drivers who speed, drive aggressively, text, are otherwise distracted, or cause collisions in a highway work zone. Named by Assembly Concurrent Resolution (ACR) 263, Res. Chapter 220, 9/11/2018.

In November 2018, it was reported that the interchange was formally dedicated as the memorial. The dedication ceremony video is available on YouTube. State Assemblymember Luz Rivas, who authored a resolution to memorialize the interchange stated, “The Caltrans District 7 Fallen Workers Memorial Interchange honors the legacies of those who lost their lives building, maintaining, and operating one of California’s most valuable assets: its transportation system.” The back of the memorial sign contains messages from the families of the fallen.
(Source: Caltrans District 7, 11/27/2018; Image from Tweet by Assemblywoman Luz Rivas, @AsmLuzRivas)

Arroyo Seco Victims Memorial OvercrossingThe North Arroyo Boulevard Overcrossing (LA R22.495) on I-210 is named the "Arroyo Seco Victims Memorial Overcrossing". Few people know about the Foothill Bridge collapse that occurred on the Foothill Freeway, which consists of contiguous segments of I-210 and Route 210 near Devil’s Gate in the City of Pasadena (hereafter the Foothill Freeway) on Tuesday, October 17, 1972, but the memory remains for the families of those who died during that tragedy. When the bridge collapsed over the Arroyo Seco, six workers who were working on the bridge were killed. The bridge was being built to pass the Foothill Freeway over the Arroyo Seco below Devil’s Gate Reservoir, near Arroyo Boulevard and Rosemont Avenue in the City of Pasadena. At approximately 1:30 p.m. on October 17, 1972, faulty scaffolding on a 60-foot stretch of the Foothill Freeway collapsed while concrete was being poured for the bridge construction, crushing victims who were under the construction at the time of the collapse. Between 17 and 35 workers were on the job when the bridge collapsed and many leaped into action to assist others or run to safety .An army of 500 rescue workers labored throughout the night to locate missing workers who were buried under six feet of concrete. The six workmen killed while working on the bridge included Jesus Jose Quinonos of Pasadena, Richard Calleros of Santa Ana, Frank Scharf of Upland, Robert Queenan of Alhambra, Hector Delgado Gonzalez of Pico Rivera, and James Glass of Los Angeles. The bodies of three of the workmen who were entombed in a 100-ton mass of concrete were found by rescue workers who used jackhammers to rip through the debris of a fallen 100-foot-high freeway bridge section. The other three workmen were killed when building materials plummeted from 100 feet high to the ground, carrying dozens of workers to the ground. A total of 21 men were seriously injured with six of them listed in critical condition. Search and rescue crews, construction workers, fire fighters, and police officers from nearby cities and the County of Los Angeles assisted in the rescue efforts. The bridge collapse caused an unexpected tragedy that created intense pain for families of those who were injured or died as a result. The overcrossing is named as an appropriate tribute in honor of the six men who lost their lives over the Arroyo Seco. Named by Assembly Concurrent Resolution (ACR) 250, Res. Chapter 208, 9/7/2018.
(Image source: Pasadena Star News)

Los Angeles County Deputy Sheriff David W. March Memorial InterchangeThe interchange of I-605 and I-210 (~ LA R36.193) is named the Los Angeles County Deputy Sheriff David W. March Memorial Interchange. It was named in memory of Deputy David W. March of the Los Angeles County Sheriff's Department, who was killed in the line of duty at the age of 33 on April 29, 2002, in Irwindale while conducting a "routine" traffic stop. The suspect, Armando "Chato" Garcia, a Mexican citizen who had previously been deported multiple times, had told friends that he wanted to kill a police officer during a traffic stop. The suspect intentionally got stopped and waited for Deputy March to get in front of his patrol car so he could open fire, as Deputy March would have no place to take cover. Deputy March was shot several times in the head and chest. The suspect, who was identified shortly after the shooting, fled to Mexico where he remained for four years. On Feb. 23, 2006, the suspect was arrested in Mexico by U.S. Marshals and Mexican federal agents following a joint investigation. He was extradited back to California and on March 2, 2007. He plead guilty to second-degree murder and was sentenced to life in prison without the possibility of parole. Dep. Sheriff March was a longtime resident of Santa Clarita Valley and a 1988 graduate of Canyon High School where he played football and baseball. He served seven years as a law enforcement officer. It was named by Assembly Concurrent Resolution 142, July 16, 2004. Chapter 122.
(Image source: SCV History)

Officer Louie PompeiThe interchange with Route 57 (i.e., the former Route 30/Route 210 interchange) (~ LA R43.999) is named the "Police Officer Louie Pompei Memorial Interchange". Louis ("Louie") A. Pompei was born August 4, 1964, in Shenandoah, Pennsylvania. He was a physical fitness buff, and body builder, who earned a silver medal in the bodybuilding competition of the 1994 California Police Olympics, and who was a runner on the Glendora-Monrovia-Arcadia Police relay team, which annually competes in the Baker to Vegas 120-mile Challenge Cup relay race. He graduated from Mansfield University, Pennsylvania, in 1986 with a BA degree in Criminal Justice Administration; and was hired as a Police Officer trainee by the Glendora Police Department on October 12, 1987. He graduated from the Los Angeles County Sheriff's Academy on March 4, 1988, and worked in the Patrol Division of the Glendora Police Department from 1988 to 1992 where he developed an enthusiasm for working narcotics cases, working as a narcotics investigator in the Detective Division of the Glendora Police Department from 1992 to 1995. During this time, he was assigned to a position with L.A. IMPACT, a major crimes multijurisdictional task force, composed of officers from agencies throughout the county, primarily dedicated to investigating major drug suppliers through southern California. On June 9, 2002, while off duty in a Vons Market in Via Verde, Officer Pompei attempted to stop an armed robbery takeover in which a box boy was being pistol whipped, and was killed in a fire fight. His colleagues remember him for his love of life, contagious enthusiasm, positive and outgoing attitude, and generous, helpful, and dependable personality. Named by Senate Concurrent Resolution 64, Chapter 105, on August 8, 2002. Surprisingly, the resolution refers to the Route 30/Route 210 interchange, even thought at the time of passage, Route 30 no longer existed. I guess the legislative analyst missed finding that error.
(Image source: Patch)

William E LeonardThe I-15/Route 210 interchange (~ SBD 11.129) is named the "William E. Leonard Interchange". William E. Leonard served as Chairman for both the California Highway Commission and the California Transportation Commission (1973-1974). In 1946, William E. Leonard joined Leonard Realty and Building Co., a firm established by his grandfather in 1905. By the early 1960s, he was a leading developer and a founding director of Inland Action, Inc., a group of business, government and education leaders whose positive effect continues in the region to this day. Over the years, Mr. Leonard's civic influence has included chairing the California Highway Commission (1973-77) and the California Transportation Commission (1985-93). He was active with the National Orange Show, serving as its president in 1966. He was also a member of the State Athletic Commission and the University of California at Riverside Foundation. He also chaired the San Bernardino Valley College Foundation Board and served as a trustee of the St. Bernardine's Hospital Foundation, in addition to work on many other local boards and charities. An investment and business consultant in recent years, he has been active with the Inland Valley Development Authority's work to convert the former Norton Air Force Base to a technology park and other private uses. A veteran of World War II, he served in the U.S. Army in the Pacific Theater, achieving the rank of First Lieutenant. He later received his bachelor's degree in business administration from the University of California, Berkeley. California State University, San Bernardino, honored him and his wife in 2006 by naming the university's new federally funded center the "William and Barbara Leonard University Transportation Center. Named by Senate Concurrent Resolution 104, Resolution Chapter 171, in 1998.
(Image / biographic information source: Find a Grave; CSUSBHonorary Degree page)

Gary Moon Memorial InterchangeThe Route 210/I-215 interchange (~ SBD R21.789) is named the "Gary Moon Memorial Interchange". This interchange was named in memory of Gary Moon, whoserved with utmost distinction as the Director of Freeway Construction for San Bernardino Associated Governments (SANBAG) between October 1990 and March 2003. Mr. Moon earned the respect of the public, elected officials and colleagues for his problem solving abilities, willingness to listen and to take action, sensible and creative approaches to design and construction challenges, fair and kind treatment of staff and coworkers, quick wit and dry sense of humor. During his tenure with the transportation planning agency, Mr. Moon was responsible for the construction of Route 210 in Upland, Rancho Cucamonga, and Fontana, as well as improvements to I-10, Route 60 and Route 71. During his tenure, he was also instrumental in leading project development for the widening of I-215, improvements to congested freeway interchanges, the widening and extension of major streets and the separation of rail crossings from surface streets throughout the San Bernardino Valley. Mr. Moon held a bachelor's degree from Claremont Men's College and both master's and doctorate degrees from Claremont Graduate School, was a former Navy Lieutenant, was a political science instructor at California State University, San Bernardino, and the University of Nevada, Las Vegas, and worked as a principal planner for the Southern California Association of Governments. Too soon after his retirement in March 2003, Mr. Moon was diagnosed with cancer and died after a short battle with the disease at the age of 59 in October 2005. Named by Senate Concurrent Resolution (SCR) 16, Resolution Chapter 86, on 7/10/2007.
(Image source: Memorial Dedication on Flikr; Mobility 21)

Chresten KnudsenBridge 54-0592 on I-10, the I-10/Route 210 (former Route 30) (SBD 33.0) interchange in San Bernardino county, is designated the "Chresten Knudsen Interchange".  It was built in 1962, and was named by Assembly Concurrent Resolution 21, Chapter 47, in 1991. Chresten Knudsen served as a member of the Redlands City Council and in the 1960's was appointed by Governor Ronald Reagan to the Santa Ana Regional Water Quality Control Board. When he retired from the Redlands City Council after three terms, he cited increasing responsibilities for his civil engineering business as the major factor in his decision. A Redlands native, Knudsen said he will "continue to be keenly interested in the politics of the city and county." As a councilman, Knudsen has represented Redlands and the council on many boards and commissions. Among them are the city Redevelopment Commission, Recreation Commission. Public Works Commission and San Bernardino Associated Governments (SANBAGl, which he served as chairman in 1978-79 and as a member of the executive committee. He has also served on the Regional Water Quality Control Board, Redlands Highland Yucaipa Resource Conservation District, National Forest Recreation Association, Redlands YMCA, Barton Flats Cabin Owners' Association. East Valley Planning Agency and East Valley Airport Land Use Commission."
(Image/biography source: UCR Center for Bibliographic Studies and Research, California Digital Newspaper Collection, SB Sun, 2/3/1980, Page 26)

Historical Route Historical Route

The portion of this route that approximates the path of old US 66, as well as the parallel original surface routings, are part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

National Trails National Trails

Arrowhead Trail Sign This portion of this route from Route 66 to Route 110 was part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925.

National Old Trails Road Sign This route replaced a surface routing (i.e., old US 66) that was part of the "National Old Trails Road".

New Santa Fe Trail Sign This route replaced a surface routing (i.e., old US 66) that was part of the "New Santa Fe Trail".

National Park to Park Highway Sign Pikes Peak Ocean to Ocean Highway Sign This route replaced a surface routing (i.e., old US 66) that appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

Classified Landcaped Freeway Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 210 R0.50 R5.15
Los Angeles 210 R10.86 R11.52
Los Angeles 210 R15.37 R19.49
Los Angeles 210 R19.61 R22.16
Los Angeles 210 R22.22 R36.51
Los Angeles 210 R38.58 R42.18
Los Angeles 210 R42.27 R42.53
Los Angeles 210 R42.94 R52.11
San Bernardino 210 0.00 R8.31
San Bernardino 210 R8.31 R15.02
San Bernardino 210 R15.02 R16.33
San Bernardino 210 R16.33 R18.32

Interstate Submissions Interstate Submissions

Approved as chargeable Interstate on 9/15/1955. Removing interstate status from the former routing between (former) Route 30 and Route 10 (current Route 57), and transferring it to routing from Route 57 to Route 10 in Redlands was submitted to AASHTO in 1998, deferred on November 6, 1998 because AASHTO was unsure whether the FHWA had received a request from Caltrans. It was resubmitted on March 9, 1999, and then withdrawn on March 22, 1999 "until after they [complete] construction of the 42.5 mile segment of Route 30 to Interstate standards in the year 2005." The request was never resubmitted, and the FHWA has no current request exists Interstate designation. As such, the portion of Route 210 E of Route 57 is "exempt' (or State-authorized), per the FHWA/Caltrans Stewardship Agreement. Other designations proposed for this route were I-12 (November 1957), I-14 (December 1957), and I-102 (April 1958).

Exit Information Exit Information

Other WWW Links Other WWW Links

Scenic Route Scenic Route

[SHC 263.8] From Route 5 near Tunnel Station to Route 134, and from Route 330 near Highland to Route 10 near Redlands.

Freeway Freeway

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

Statistics Statistics

Overall statistics for Route 210 (before the addition of former Route 30 and the transfer to Route 57):

Pre-1964 Legislative Route Pre-1964 Legislative Route

In 1939, Chapter 338 added the route “[LRN 28] near Canby to the Oregon State Line near Merrill” to the state highway system, provided that the United States Government, through its agencies the Bureau of Public Roads and Forest Service construct or reconstruct [the highway] with highway funds or any other funds made available by congress for highway purposes within the state of California. No number was assigned.

In 1943, Chapter 964 repealed the 1939 definition and added the route, with the same routing, as LRN 210.

In 1959, Chapter 1062 reworded the route and added a second segment:

  1. [LRN 28] near Canby to the Oregon line near Hatfield.
  2. From a point on the highway in segment (1) near Hatfield to [LRN 72] near Dorris.

This was numbered as follows:

  1. From LRN 28 (Route 139; present-day Route 139/Route 299 junction) near Canby to the Oregon line near Hatfield.

    This was present-day Route 139.

  2. From a point on the highway in segment (1) near Hatfield to LRN 72 (US 97) near Dorris.

    This is present-day Route 161.


Acronyms and Explanations:


Back Arrow Route 209 Forward Arrow Route 211

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