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California Highways

Routes 105 through 112

 
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.


Quickindex

105 · 106 · 107 · 108 · 109 · 110 · 111 · 112


Interstate Shield

Interstate 105



Routing

From Pershing Drive near El Segundo to Route 605.

 

Post 1964 Signage History

Number History.

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."

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

Interstate Shield Chapter 282 in 1968 also redefined the route as "Route 1 west of Inglewood to Route 605." (using a transfer from Route 42)

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

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

History of Present Route.

The current route of I-105, or something similar to it, had been on the drawing board of city planners since at least 1947. It shows up in the 1949 proposed parkway system from the ACSC as the Inglewood-Slauson Parkway, but it ran a little further north than the current I-105 (specifically, it ran from roughly the present I-405/Florence Ave area to near Normandie and Slauson, then roughly along Slauson and Randolph to the Santa Ana Parkway).

By 1956, it was being called the Century freeway and was distinct from the Slauson Parkway. It was Route 42, and 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.

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).

Adopted Century FwyIn 1963, route location studies were started. There were also public hearing on the Century Freeway, again as Route 42.

During the last quarter of 1965, the CT adopted a route extended from Route 1 near the SE corner of LAX to Central Ave in Los Angeles.

Caltrans recommended the current route in 1968, which is also when the route was added to the Interstate highway system (before that, the current route was on the books as Route 42). The interstate mileage for I-105 came from 23 USC 103 and the Howard Cramer act. 10.3 miles of the 17 mile route came from 23 USC 103(e)(1), and 7 miles were Howard Cramer substitutions from 23 USC 103(e)(2). The 7 miles came from the following routes:

  • I-80: 5.2/5.3 mi withdrawn per 23 USC 103(e)(2).
  • I-280: 6.7 mi withdrawn per 23 USC 103(e)(2). Subsequent rerouting for continuity purposes actually increased its length by a little over 2 miles.
  • I-480: 5.5 mi withdrawn per 23 USC 103(e)(2).
  • I-105: 1.3 mi deleted under 23 USC 103(f).
  • I-110: 0.7 mi deleted under 23 USC 103(f).

Designing the freeway took from 1968 to 1972. By 1970, the proposed route was roughly as it is now, and the cost was estimated at $190 million. In 1972, a class action lawsuite was filed to block the freeway's construction. Under this lawsuit, all freeway construction was halted until a number of requirements, including a formal environmental impact statement and public hearings, were conducted. This lawsuit was settled by consent decree in 1979; however, the delay had substantially raised the cost of construction. To salvage the project, the scope was reduced by eliminating two traffic lanes, 11 local interchanges, and 500 units of replacement housing. The court approved the amended consent degree in 1981. The meant that there was design rework to be done, as well as new freeway agreements with local governments, right of way acquisitions, etc. Caltrans was also pressure to have construction substantially started in 1986 (deadline imposed by federal law); that law also stated the last federal funding authorization for such construction would be provided in 1990. Actual construction of the freeway began in 1982. It gradually opened to traffic in 1993 and 1994, at a cost of $2.3 billion.

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

  1. Neighborhood opposition. The main reason. The City of Norwalk is against new freeway construction in their city.

  2. Capacity. The current capacity of I-5 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.

Other Notes

Surprisingly, for such a new route, there are already segments up for relinquishment. Specifically, in February 2003, the segment from PM R5.5/R6.0 in the County of Los Angeles was on the CTC agenda for relinquishment.

 

Pre 1964 Signage History

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

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

 

Status

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

In March 2005, the CTC considered relinquishment of two segments of right of way in the City of Paramount, between Ruther Avenue and Grant Avenue, consisting of reconstructed and relocated city streets and frontage roads. The City, by freeway agreement dated June 2, 1987, agreed to accept title upon relinquishment by the State.

In 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 (note: it is unclear what Route 10S is). 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.

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

  • High Priority Project #1609. Project Study Reports for I-105 and I-405 Interchanges at Los Angeles International Airport. $320,000.

 

 

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

 

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Other WWW Links

 

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

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

The segment of Route 105 from Route 1 to Route 605 is officially the "Glenn Anderson" Freeway. The first segment opened in 1993, and the last segment opened in 1994. It was named by Senate Concurrent Resolution No. 34, Chapter 83, in 1987. Glenn Anderson was a US Congressman that represented the South Bay-Mid Cities portion of Los Angeles County. He was instrumental in getting federal funding for various transportation projects in the region, including the Metro Red Line subway and the 105 Freeway. He retired in 1993 and died in 1994. It is called the "Century" freeway in common usage.

The segment of Route 105 from Route 1 to Route 405 is also officially named the "El Segundo Freeway". It was named by Assembly Concurrent Resolution No. 46, Chapter 362, in 1969. El Segundo refers to the route's terminus in El Segundo, which its was named after the local oil refinery. The refinery was named by the Standard Oil Company in 1911 as its second (segundo) refinery in California (first was in Richmond (which was not named El Primero)).

The segment of Route 105 from Route 405 to Route 605 is also officially named the "Norwalk Freeway". It was named by Assembly Concurrent Resolution No. 46, Chapter 362, in 1969.

 

Named Structures

The freeway interchange between Route 105 and Route 405 is officially designated the "Sadao S. Munemori Memorial Freeway Interchange". Sadao S. Munemori, an American of Japanese ancestry, served in the 100th Infantry Battalion of the US Army, a unit composed mainly of Japanese-Americans from Hawaii. This battalion later became part of the 442nd Regimental Combat Team, the most highly decorated unit of World War II for its size and time in combat. In March 1945, Private Munemori and his company were ordered back to Northern Italy to join forces in the final push against the Gustav Line, a fortified German position that had held up the Allied advance for more than four months. On April 5, 1945, the company came under murderous fire, and its commander, Lt. David Novack, and squad leader, Staff Sgt. Kei Yamaguchi, were severely wounded and Private Munemori took command and single handedly, using grenades, knocked out two enemy machine guns, giving his own life to save two of his comrades when he used his own body to shield them from an exploding enemy grenade. Named by Senate Concurrent Resolution No. 41, Chapter 131, in 1994.

The freeway interchange between Route 105 and Route 605 is officially designated the "Joe A. Gonsalves Memorial Interchange". Joe A. Gonsalves was born to Joaquim Gonsalves and Elvira Silva Gonsalves in Holtville, California, on October 13, 1919. He was elected to the City Council of the City of Dairy Valley, now known as the City of Cerritos, in 1958, and was twice elected the Mayor of Dairy Valley. In 1962, he was elected to the California State Assembly, representing the 66th Assembly District (making him the first person of Portuguese ancestry to be elected to the California State Legislature). During his 12 years in the California Legislature he served as Chair of the Assembly Rules Committee, Revenue and Taxation Committee, and the Joint Committee on Rules and, served as a member of the Assembly Education Committee, and the State Allocation Board. In 1963, during his legislative tenure, Section 405 of the Streets and Highways Code was enacted, describing Route 105 as running from Route 5, to the junction of Route 101 and Route 110, which would have caused Route 105 to cut through the Cities of Norwalk and La Mirada [Note: The above is from the resolution, and reflects poor research. The current incarnation of Route 105 wasn't defined as Route 105 in 1963; the closest routing was pre-1968 Route 42]. At the requests of the Cities of Norwalk and La Mirada and their residents, Joe A. Gonsalves was instrumental in having Section 405 of the Streets and Highways Code amended in 1968, so that Route 105 ended at Route 605 rather than cutting through the Cities of Norwalk and La Mirada (thus, those of you who complain that I-105 doesn't go through to I-5 have Mr. Gonsalves to blame). After leaving the legislature, Joe A. Gonsalves operated the only three-generation lobbying firm in Sacramento, with his son, Anthony Gonsalves, and his grandson, Jason Gonsalves. Joe A. Gonsalves passed away on July 7, 2000. Named by Assembly Concurrent Resolution 96, Chapter 129, September 24, 2001.

 

Freeway

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

 


Overall statistics for Route 105:

  • Total Length (1995): 19 miles
  • Average Daily Traffic (1993): 27,000 to 65,000
  • Milage Classification: Rural: 0; Sm. Urban 0; Urbanized: 19.
  • Previous Federal Aid Milage: FAI: 17 mi; FAP: 2 mi.
  • Functional Classification: Prin. Arterial: 19 mi.
  • Counties Traversed: Los Angeles.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the following routes as state highways:

  • Coast Road near Half Moon Bay to [LRN 2] near San Mateo
  • San Jose-Richmond East Shore Highway near Mt. Eden to [LRN 5] near Hayward
  • Hayward, via Fourteenth Street in San Leandro to Seventh and Cypress Streets in Oakland

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.


Post-1964 Legistlative Route Graphic

Former State Route 106



Routing

No current routing.

 

Post 1964 Signage History

Post-1964 Legistlative Route Graphic As defined in 1963, Route 106 ran from Route 38 near Redlands to Route 30 near Highland.

In 1965, Chapter 1371 transferred the portion from Route 38 to Route 10 to Route 38, thus beginning the routing at Route 10.

In 1972, the entire routing for Route 106 was transferred to Route 30 by Chapter 1216.

 

Pre 1964 Signage History

The pre-1972 routing of Route 106 was part of LRN 190, defined in 1933.

Route 106 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 106 between 1934 and 1964.

 

Interstate Submissions

In April 1958, the designation I-106 was proposed for the route from the eastern terminus of the Santa Monica Freeway (I-10) with the Santa Ana Freeway (I-5) [i.e., the current US 101/I-5/I-10 junction) to the western terminus of the San Bernardino Freeway (I-10) with the Golden State Freeway (I-5). This designation was not approved (although AASHTO did seem to like the loop idea) infavor of distinct designations for the US 101 portion (I-105) and the I-10 portion (I-110). In 1968, both the I-105 and I-110 designations were dropped, with the segments going back to US 101 and I-10, respectively.

 

Other WWW Links

 

Pre-1964 Legislative Route

In 1933, Chpater 767 defined the segment from "[LRN 14] near Hercules to the Walnut Creek-Antioch Road" as a state highway. In 1935, this was codified as LRN 106 in the highway code with the following routing:

[LRN 14] near Hercules to [LRN 75]

In 1957, Chapter 36 changed LRN 14 to LRN 7, and clarified the terminus as being "north of Concord"

This is the route that runs from US 40 (now I-80) near Hercules to the Route 4/Route 24 junction N of Concord. This is signed as part of Route 4.


State Shield

State Route 107



Routing

From Route 1 in Torrance to the southern city limits of Lawndale.

The relinquished former portion of Route 107 in the City of Lawndale is not a state highway and is not eligible for adoption [as a state highway].

(a) The commission may relinquish to the City of Torrance the portion of Route 107 that is located within the city limits of the city, upon terms and conditions the commission finds to be in the best interests of the state. (b) A relinquishment under this section shall become effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (c) On and after the effective date of the relinquishment, both of the following shall occur: (1) The portion of Route 107 relinquished under this section shall cease to be a state highway. (2) The portion of Route 107 relinquished under this section may not be considered for future adoption under Section 81. (d) The city shall ensure the continuity of traffic flow on the relinquished portion of Route 107, including, but not limited to, any traffic signal progression. (e) For the portion of Route 107 that is relinquished, the city shall maintain within its jurisdiction signs directing motorists to the continuation of Route 107.

 

Post 1964 Signage History

In 1963, this route was defined as the route from "Route 1 near Torrance to Route 405 near Culver City." The route continued when Hawthorne changed to La Brea, and then followed Centinela to end at Route 405 in Culver City (before the interstate, the routing ended at Sepulveda Blvd, Route 7).

In 1965, Chapter 1372 changed the terminus of the route to "Route 405 near Lawndale".

In 1998, the definition was updated to allow the portion of Route 107 in Lawndale to be relinquished if the city and state agree to do so. This relinquishment was authorized by AB 2132, Chapter 877, signed September 26, 1998. However, the definition remained "From Route 1 near Torrance to Route 405 near Lawndale [Hawthorne Blvd.]".

In 2003, the legislative definition was updated (AB 1717, Chapter 525, 9/25/2003) to eliminate the portion in Lawndale.

In 2008, Chapter 639 (AB 2326, 9/30/2008) authorized the relinquishment of the portion in the city of Torrance:

(a) The commission may relinquish to the City of Torrance the portion of Route 107 that is located within the city limits of the city, upon terms and conditions the commission finds to be in the best interests of the state.

(b) A relinquishment under this section shall become effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment.

(c) On and after the effective date of the relinquishment, both of the following shall occur: (1) The portion of Route 107 relinquished under this section shall cease to be a state highway. (2) The portion of Route 107 relinquished under this section may not be considered for future adoption under Section 81.

(d) The city shall ensure the continuity of traffic flow on the relinquished portion of Route 107, including, but not limited to, any traffic signal progression.

(e) For the portion of Route 107 that is relinquished, the city shall maintain within its jurisdiction signs directing motorists to the continuation of Route 107.

Planned as freeway in 1965; never upgraded. The original plan for the route would have had Route 107 (the Torrance Freeway) curve south and east through the South Bay. There were originally four color-coded proposed routes that were presented on July 15, 1968. All the proposed routes—red, blue, green and yellow—began at I-405 near Compton Boulevard (now Marine Avenue) and eventually ended in the vicinity of Five Points in Harbor City. At that point, Route 107 would link up with the Pacific Coast Freeway (Route 1). The routes were:

  • Red Route. This route roughly paralleled Inglewood and Anza avenues, curving east at Sepulveda Boulevard and following Lomita Boulevard before dipping south again near Western Avenue.

  • Blue Route. This route took a more westerly tack, heading south in Redondo Beach roughly following Prospect Avenue before turning east into Torrance and beyond. It then divered from the proposed Green Route, continuing southward into the Hollywood Riviera section of Torrance. It then diverged from the proposed Yellow Route, taking a further dip south traveling through Rolling Hills Estates on the way to its terminus.

  • Green Route. This route started the same as the Blue Route following Prospect. It then turned east around Sepulveda and headed south again around Arlington Avenue.

  • Yellow Route. This route took a more westerly tack, heading south in Redondo Beach roughly following Prospect Avenue before turning east into Torrance and beyond. It then continued southward into the Hollywood Riviera section of Torrance, diverging from the Blue Route between Hawthorne Boulevard and Western Avenues, splitting the difference between Pacific Coast Highway and Palos Verdes Drive North .

Planners also included three shorter segments labeled A, B and C that could be used in combination with the colored routes to create additional route options.

All of the routes would have traveled through Lomita, and this was their demise. The Department of Highways estimated that more than 1,100 single-family residences, 18 to 64 commercial structures and one to eight industrial plants could be affected. Officials debated the various options, but in the end, proponents of a "no build" option found support in the Lomita City Council, which unanimously opposed all the routes. Other cities felt differently: Torrance voted in favor of a slightly modified red route, a choice later endorsed by Redondo Beach and Rolling Hills Estates. Yet Lomita's refusal was the killer, as the State Highway Code forbids the state to close any city streets for a freeway without the city's permission. At one point, Lomita officials suggested using an abandoned Pacific Electric line near Normandie Avenue (creating an option called the Orange Route. This segment would have followed the abandoned line and swing through southeast Torrance before connecting to the rest of the proposed freeway. Howevr, this outraged Torrance residents and city officials, who unanimously opposed the change (plus Lomita's didn't like it either). Redondo Beach, Torrance and Rolling Hills Estates officials eventually joined Lomita against the freeway. By 1972, the freeway was all but officially dead.

 

Pre 1964 Signage History

Route 107 was not defined in the initial set of signed state routes in 1934. In fact, before 1940 the entire routing was the southern end of what was then designated as Route 7, so one might surmise the the number 107 was somehow related. Route 107, signed as such, was appearing on maps by 1942. Before 1964, Route 107 was LRN 164, defined in 1933.

 

Status

In late March 2007, the City of Torrance indicated its desire to take over the segment of this route within its city limits. Specifically, the Torrance City Council voted unanimously to send a letter indicating its interest in having the state Department of Transportation relinquish control of the 5-mile segment of Pacific Coast Highway and 6-mile stretch of Hawthorne Boulevard within Torrance limits. Sending the letter is a precursor to an estimate the city is required to provide to Caltrans of the cost of bringing each road up to a "state of good repair." City staff members believe it will cost $25M to $30M for each road, which the state would provide to the city in the form of a one-time payment. Bringing the route under city control will allow the city to improve the timing of signal lights to improve traffic flow and reduce the bureaucracy needed to upgrade the roads.
(Source: Daily Breeze, 3/29/2007)

The intersection with Route 1 in Torrance is being reconstructed under TCRP Project #46. This project was to reconstruct the intersection of Hawthorne Boulevard (Route 107) and Pacific Coast Highway (Route 1) by adding turn pockets. The cost to complete PA&ED was significantly underestimated in the original application, and additional TCRP funds are required to complete the phase. With R/W estimated to be over $26,000,000, the overall project cost has exceeded the total TCRP funds available. Per the September 2006 CTC Agenda, until such time as the City of Torrance and the Department can identify additional funds to complete PS&E, R/W, and Construction, those phases have been put on hold. In order to complete PA&ED and closeout the phase, an additional $467,000 of TCRP funds is required. Note: According to the Daily Breeze on 3/29/2007, this project was originally began by the City of Torrance, and was to consist of a right turn lane from northbound Hawthorne Boulevard to eastbound Pacific Coast Highway. The project was estimated to cost about $2 million. Caltrans took over the project, changed the scope of the improvements to include the entire intersection, studied and designed it at a cost of $2 million, and concluded that upgrading the entire intersection would cost $15 million.

 

Freeway

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

 

Naming

The segment from Route 1 to Route 405 (in anticipation of freeway construction, which never materialized) was named the "Torrance Freeway". It was named by Assembly Concurrent Resolution 63, Chapter 171, in 1968. Torrance refers to the City of Torrance, which was planned in 1911 as a model city and named by the owner of the land, Jared S. Torrance.

Prior to 1968, this route was named the "Hawthorne Freeway", by location. It traverses the city of Hawthorne, which was named, about 1906, for the great American novelist.

 

Other WWW Links

 


Overall statistics for Route 107:

  • Total Length (1995): 6 miles
  • Average Daily Traffic (1992): 42,500 to 69,000
  • Milage Classification: Rural: 0; Sm. Urban 0; Urbanized: 6.
  • Previous Federal Aid Milage: FAU: 6 mi.
  • Functional Classification: Prin. Arterial: 6 mi.
  • Counties Traversed: Los Angeles.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 added the following segments to the state highway system:

  • [LRN 55] to [LRN 2] near Menlo Park
  • San Jose-Richmond East Shore Highway near Newark to Walnut Creek-Scotts Corners Road near Sunol
  • [LRN 75] near Walnut Creek to Livermore-San Jose Mission Road near Scotts Corners

In 1935, LRN 107 was added to the state highway system with the following routing:

  1. [LRN 75] near Walnut Creek to [LRN 108] near Scotts Corners
  2. A point near Sunol, on the highway described in subdivision (a) of this section, to [LRN 69] (East Shore Highway) near Newark
  3. [LRN 2] near Menlo Park to [LRN 55]

Later in 1935, Chapter 427 amended the last segment to be "[LRN 68] near Redwood City to [LRN 55] via Woodside."

In 1949, Chapter 1044 changed the definition to include the Dumbarton Bridge, making the terminus of segment (b) "[LRN 68] near Palo Alto". This was part of an act that authorized the acquisition and operation of the Dumbarton Bridge, and that they shall be operated as state highways. This change became effective once the California Toll Bridge Authority acquired the bridge.

084-114In 1959, Chapter 1062 combined and extended (b) and (c). It then swapped the two segments, making (a) "[LRN 56] to a point near Sunol, on the highway described in subdivision (b) of this section", with (b) going from Walnut Creek. to Scotts Corners.

This route was signed as follows:

  1. From LRN 56 (Route 1) to a point near Sunol on the highway described in part (2) of the legislative defintion.

    This is all part of present-day Route 84, except that the portion between I-280 and US 101 is Route 114. It includes the Dumbarton Bridge.

  2. From LRN 108 near Scotts Corners to LRN 75 near Walnut Creek.

    This was formerly Route 21; it is present-day I-680.


State Shield

State Route 108



Routing
  1. Unconstructed From Route 5 near Crows Landing to Route 99 near Modesto.


    Post 1964 Signage History

    In 1963, this segment was defined as "From Route 5 near Crows Landing to Route 99."

    In 2009, SB 532 (Chapter 189, 10/11/2009) clarified the terminus as "Route 99 near Modesto"

     

    Pre 1964 Signage History

    This was LRN 109 (1959 extension), and was a proposed routing.

     

    Status

    This part is unconstructed. The traversable local routing runs along Fink Road and Crows Landing Road from Crows Landing to Modesto. The county has inquired about the state adopting this route, but the state has no plans to do so.


  2. From Route 132 in Modesto to Route 120 east of Oakdale.


    Post 1964 Signage History

    In 1963, this segment was defined as "(b) Route 99 to Route 120."

    In 1984, Chapter 409 changed the origin of this route from "Route 99" to "Route 132 in Modesto", and clarified the terminus as "Route 120 in Oakdale." This deleted portion of (b) from Route 99 to Route 132.

    In 2009, SB 532 (Chapter 189, 10/11/2009) changed the terminus to "Route 120 in east of Oakdale."

     

    Pre 1964 Signage History

    This was LRN 109 between Route 132 (originally from US 99) to present-day Route 219. It was defined in 1933.

    Between Route 219 and Route 120, this was LRN 13, defined as part of the state highway system in 1909.

    These segments were added to signed Route 108 in 1961, but were not part of the initial signage of Route 108 in 1934. E of this point, Route 108 is cosigned with Route 120 to Yosemite Junction.

     

    Status

    Relinquishement of the segment in Tuolumne County from PM R6.6 to PM 9.7 (it is unclear if this is the current or a past routing) was up for relinquishement in January 2002.

    In October 2004, the CTC considered relinquishment of right of way in the County of Tuolumne, between one kilometer west of Sanguinetti Road and Standard Road. Consistent with the Department’s mandatory design standards, access control is retained at specified locations to protect the operational integrity of the superseding Route 108. The County, by freeway agreement dated December 10, 1996, agreed to accept title upon relinquishment by the State and by cooperative agreement dated July 20, 2004, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

    In June 2014, the CTC authorized relinquishment of right of way in the county of Tuolumne on Route 108 (Mono Way) from Peaceful Oak Road to realigned Route 108 (East Sonora Bypass) consisting of superseded highway right of way, and along realigned Route 108 (East Sonora Bypass), consisting of collateral facilities. The County, by relinquishment agreement dated June 9, 2010, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

    [108 Oakdale]In May 2010, the CTC approved for future consideration of funding a project in Stanislaus County that would study corridor options for a future alignment of Route 108 near the city of Oakdale. There is no construction for this project because it is for route adoption only. Once the route adoption is approved by the Commission, and funding becomes available, the Stanislaus Council of Governments and the Department will conduct further environmental studies to identify a roadway alignment within the selected corridor. The construction of the new roadway is anticipated to occur in Fiscal Year (FY) 2025. Conceptual level cost estimates to build a new roadway range from $600 to $800 million (FY 2009 costs), and $1.3 to $1.5 billion (FY 2030 costs). It is expected that the future project, however, will have potential impacts to land use, farmlands, cultural resources, biological resources, relocations, hazardous waste, water quality, paleontology, and air quality.

    Specifically, the proposal is to modify the adopted route for Route 108 in Stanislaus County, in the vicinity of the cities of Modesto, Riverbank, and Oakdale. The ultimate facility is planned as a multi-lane freeway/expressway corridor, approximately 18 miles long. A Project Report was approved on April 13, 2010. An Environmental Impact Report was prepared for California Environmental Quality Act and the document was approved on April 13, 2010. This 18 mile long project, referred to as the North County Corridor (NCC) SR 108 East Route Adoption, will bypass the cities of Riverbank and Oakdale, improve interregional system connectivity, and improve regional traffic operations.

    SR 108 is generally classified as a minor arterial through most of the project limits except for sections through the cities of Riverbank and Oakdale that are classified as principal arterial. Existing SR 108 functions as a “main street” and is predominantly a two-lane undivided conventional facility. Between the intersection of SR 108 (McHenry Avenue)/SR 219 (Kiernan Avenue) and the intersection of SR 108/SR 120 with Lancaster Road, SR 108 is encumbered by 83 public street intersections and many private driveways with direct access onto SR 108. It is highly congested during peak travel times and these conditions are expected to worsen as traffic volumes on SR 108 increase in the foreseeable future. Increasing levels of traffic on both State Routes 120 and 108 into and through the City of Oakdale have led to a growing traffic congestion problem that the Department and the local community have been addressing for over five decades. Traffic on SR 108 includes a combination of commuter, local commerce, goods movement, agricultural and farm operations, and a large component of interregional recreational traffic. This elevated interregional traffic demand often conflicts with local traffic demand resulting in congestion, increased noise and air pollution. SR 108 provides direct access to local residences, farms, and other community facilities along its route but also travels through the busy downtown areas of Oakdale and Riverbank. Congestion is most severe during weekends due to recreational traffic traveling to Yosemite National Park, and to the Jamestown and Sonora areas. Weekdays can also be very congested due to the heavy commute traffic. The area most severely affected by congestion is at the junction of SR 108 and SR 120 (Yosemite Avenue) in downtown Oakdale where the level of service (LOS) in 2001 was classified as “F”, representing heavily congested traffic with long delays. These conditions are expected to worsen over time as development continues and traffic volumes increase. The LOS is projected to degrade to “very high delays” by the year 2020 in the absence of any system improvement.

    North County ConnectorThe ultimate facility is planned as a multi-lane freeway, approximately ten miles long, from SR 219 and McHenry Avenue to just east of Albers Road and as a multi-lane controlled access highway for the remaining eight miles until it connects with SR 120, approximately six miles east of the City of Oakdale. The freeway segment will serve the urban areas of Modesto, Riverbank, and Oakdale. The controlled access highway segment is planned for the rural area of Stanislaus County south-east of Oakdale. The route adoptions will be executed as two concurrent CTC actions on this month’s agenda (see also Resolution HRA 10-03). Although the North County Corridor encompasses a roadway facility between SR 99 and SR 120, the proposed State route adoption is only for the segment between SR 108 (McHenry Avenue) and SR 120. These limits are a result of discussions occurring June 2008 to February 2009 between State and local entities. A freeway adoption connecting to SR 99 was interfering with the development of a modification proposal at the Hammett Road/SR 99 interchange. The Project Study Report for that project has assumed Hammett would remain a local road and proposes a local type interchange at SR 99. The Department concurred to pursue evaluating the new NCC SR 108 East Route Adoption. This request is for the Freeway Route Adoption, and a separate request is being submitted for the Controlled Access Highway Route Adoption (Resolution HRA 10-03). These two route adoptions will allow for the execution of a freeway agreement and a controlled access highway agreement with Stanislaus County.

    Relinquishment of the existing SR 108 will occur after construction of the new bypass. Relinquishment will transfer the State’s right of way, title, and interest of the superseded section of SR 108 to the City of Oakdale, City of Riverbank, and Stanislaus County as depicted in the attached Route Adoption Map.

     

    Naming

    The portion of Route 108 beginning in Modesto at Five Points (J Street, Needham Street, Downey Avenue, McHenry Avenue, and 17th Street) continuing east to Riverbank is named the "R. Kirk Lindsey Memorial Highway" This segment was named in memory of R. Kirk Lindsey, whose indomitable spirit, forthright and honest demeanor, and fine personal example were an inspiration to the people throughout the State of California and the nation. A 1969 graduate of Abilene Christian College with a Bachelor of Science degree in business, R. Kirk Lindsey attended graduate school at Abilene Christian College and went on to earn a Master of Business Administration degree from Pepperdine University. He served his country with honor and distinction in the United States Army for almost four years beginning in 1969 and was honorably discharged at the rank of Captain. He became the Superintendent of Seattle Stevedore Company in 1972, and later brought immense credit and distinction to himself as Managing Partner of B & P Bulk, partner of P & L Properties, salesperson for Federal Crop Insurance Corporation, and owner of Pizza Machine, Cable Car Food & Deli, and Saratoga Travel. R. Kirk Lindsey served as the girls' aquatics coach for swimming and water polo at Beyer High School for over 20 years. He was appointed to the California Transportation Commission (CTC) in 2000, and served two four-year terms during which he upheld CTC's mission to enhance the economic, social, and environmental welfare of all Californians by providing for a comprehensive, multimodal state transportation system that is consistent and compatible with orderly economic and social progress of the state. In addition to his professional responsibilities, R. Kirk Lindsey was active in the community as a member of numerous local and statewide boards, associations, commissions, and professional organizations. He died on June 10, 2009. Named by Senate Concurrent Resolution (SCR) 54, Resolution Chapter 79, on 8/11/2010.

    The portion of Route 108 located in Tuolumne County is designated the "Tuolumne County Vietnam Veterans Memorial Highway." It was named in honor of the veterans from California that served in the Vietnam War. The State of California has the largest United States veteran population in the nation, comprised of some 3.3 million armed services veterans who represent 12.3 percent of the nationwide veteran population of nearly 27 million. More than 350,000 California veterans served in the Vietnam War, which resulted in 40,000 of them being wounded and 5,822 killed or missing in action, representing more than 10 percent of the nation's total casualties. In fact, more California residents died in the Vietnam War than residents of any other state, and more Californians received the Medal of Honor, the Bronze Star, and the Purple Heart than veterans of any other state. Named by Assembly Concurrent Resolution 17, Chaptered 7/8/2003, Chapter 89.

     

    Named Structures

    Bridge 32-011, the Riverbank overhead in Stanislaus county, is named the "W. W. Brookey Overhead Memorial Bridge". W.W. Brookey served the City of Riverbank as City Engineer from the time the city was incorporated on September 1, 1922 until his death on May 13, 1971. The bridge was built in 1972, and named by Senate Concurrent Resolution 9, Chapter 138, in 1973.

     

    National Trails

    Historically, this segment has been part of the "Mark Twain-Bret Harte Trail".


  3. From Route 120 near Yosemite Junction to Route 49 south of Jamestown.


    Post 1964 Signage History

    As defined in 1963, this segment was not part of Route 108; rather, it was part of Route 120. In 1965, Chapter 1372 transferred the segment from Route 120 to this route, allowing for a realignment of Route 49: (c) Route 120 near Yosemite Junction to Route 49 south of Jamestown. It was transferred to Route 108 in 1965.

     

    Pre 1964 Signage History

    This segment is part of LRN 13, defined in 1909. It is cosigned as Route 108/Route 120. It was added to signed Route 108 in January 1961.

     

    Naming

    The portion of this route from Route 120/Route 108 junction to the Route 108/Route 49 junction is named the "Frank F. Momyer Bypass". It was named by Assembly Concurrent Resolution 112, Chapter 97, in 1986. Frank F. Momyer, General Manager of Pickering Lumber Company, led a widely supported and extensive public effort from 1963 to 1982 to secure construction of the Sonora Bypass, a portion of Route 108 in Tuolumne county.


  4. From Route 49 south of Jamestown to Route 395 via the vicinity of Sonora and Long Barn.


    Post 1964 Signage History

    In 1963, this segment was defined as "From Route 49 to Route 395 via the vicinity of Sonora and Long Barn."

    In 2009, SB 532 (Chapter 189, 10/11/2009) changed the origin to "Route 49 south of Jamestown".

    Back in the sixties, Caltrans wanted to upgrade Route 108 to a freeway all the way over the pass. They had detailed plans drawn up that included a seven mile long tunnel that would start in what is now the Carson Iceberg Wilderness and terminated near the Marine base. The proposal was abandoned due to community opposition. Today, Caltrans is slowly upgrading portions of Route 108 to a freeway using some of the ROW bought in the sixties, according to a posting by Travis DeCoster.

     

    Pre 1964 Signage History

    This is the original Route 108 as defined in the initial signage of state routes in 1934 (Jct. Route 49 at Sonora to Jct. Route 7 (US 395) at Sonora Junction). It was LRN 13. The portion to Sonora was defined in 1909, the remainder in 1910 or 1901. One record shows the portion from Sonora to Long Barn as having been defined in 1919. This segment has grades as steep as 26%.

     

    Status

    Route 108 in SonomaCaltrans plans to build a new 2-lane expressway from Sanuinetti Road to Standard Road near Sonora (Tuo PM R1.8 to R4.6), bypassing the current alignment. The proposal went before the CTC in November 2000 for $34.052M. Construction on this has started. In 2007, the CTC authorized using the Corridor Mobility Improvement Account (CMIA) to fund Stage 2 of the East Sonora Bypass ($17,233K requested).

    In October 2009, the CTC considered (but the issue was withdrawn) a project that will construct a 4-lane freeway replacing the existing 2-lane conventional highway currently known as Mono Way; construct interchanges near Fir Drive, Hess Avenue, and Standard Road; construct a new bridge over Sullivan Creek; and construct roadway improvements in the city of Sonora. This project is programmed in the Corridor Mobility Improvement Account and the 2008 State Transportation Improvement Program. Total estimated project cost is $65,920,000, capital and support. Construction is estimated to begin in Fiscal Year 2009-10. The scope as described for the preferred alternative is consistent with the project scope set forth in the approved project baseline agreement.

    In February 2010, the CTC approved for consideration of funding a project in Tuolumne County that will construct a 4-lane freeway replacing the existing 2-lane conventional highway currently known as Mono Way; construct interchanges near Fir Drive, Hess Avenue, and Standard Road; construct a new bridge over Sullivan Creek; and construct roadway improvements in the city of Sonora. This project is programmed in the Corridor Mobility Improvement Account and the 2008 State Transportation Improvement Program. The total estimated project cost is $65,920,000 for capital and support. Construction is estimated to begin in Fiscal Year 2009-10. The scope as described for the preferred alternative is consistent with the project scope set forth in the proposed project baseline agreement amendment (CMIA-PA-0910- 018, STIP Amendment 08S-067). A Final Environmental Impact Report (FEIR) has been prepared, as construction activities will occur in habitat areas of several endangered or threatened plant and animal species. The project will also cause impacts to visual, cultural, and riparian resources that will be mitigated by aesthetic treatments, establishing environmentally sensitive areas, and riparian restoration.

    In June 2010, the CTC revised the project scope for the East Sonora Bypass project. The baseline scope was to construct a 2-lane expressway from Peaceful Oak Road to Via Este Road, with a full interchange at Peaceful Oak Road. In June 2008, extensive analysis predicted that the baseline budget would be exceeded by $9.4 million (support and capital). A corrective action plan (CAP) committee developed and evaluated various corrective measures to stay within budget. The CAP committee recommended removing the westbound Peaceful Oak Road off-ramp and eastbound Peaceful Oak Road on-ramp from the project scope, and purchasing right of way for a two-lane expressway instead of a four-lane expressway. The deletion of the two ramps were stated as having minimal impact to travelers because there are nearby alternatives. The eastbound Peaceful Oak Road off-ramp and westbound Peaceful Oak Road on-ramp will remain in the project scope. The schedule was also revised; construction is expected to complete in December 2012 or early 2013.

    In June 2013, the CTC approved a project that will construct operational and safety improvements on Mono Way from Peaceful Oak Road to Via Este Road. This segment of Mono Way is currently Route 108, but it will be relinquished to Tuolumne County upon completion of the East Sonora Bypass Stage II project (PPNO 0021B); which is currently scheduled for construction completion in March 2014.

    In February 2008, the CTC relinquished a portion of the route at Mono Way, between 0.15 miles west of Sanguinetti Road (Loop Road) and the easterly city limit line, consisting of superseded highway and collateral facilities.

     

    Naming

    The portion of this route from Sonora to US 395 was named the "Sonora and Big Meadows Wagon Road" by Senate Bill 289 in 1901. It was also named the "Sonora and Mono Wagon Road" by Resolution Chapter 11 in 1901, and extended by Resolution Chapter 510 in 1919.

    The portion of this route from Sonora to Long Barn has historically been called the "Long Barn to Sonora Road".

     

    Named Structures

    Bridge 32-0008, at Sonora Sullivan Creek in Tuolumne county, is named the "Leslie G. Delbon Memorial Bridge". It was built in 1991, and named by Senate Concurrent Resolution 48, Chapter 105, the same year. Leslie G. Delbon, (d. 1990), as Manager and Chief Engineer of Tuolumne Water District number 2, oversaw the development and operation of a water, sewer and wastewater treatment system that serves a significant portion of the county.

     

    Business Routes
    • Sonora: Mono Way, Route 49.
    • Twain Harte
    • Long Barn

Scenic Highway

[SHC 263.6] Entire portion.

 

Freeway

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

 

Interregional Route

[SHC 164.15] From Route 132 in Modesto to Route 120 east of Oakdale, and between Route 120 at Yosemite Junction and Route 395.

Note: The portion from Route 132 in Modesto to Route 120 east of Oakdale was added by SB SB 532 (Chapter 189, 10/11/2009).

 

Other WWW Links

 


Overall statistics for Route 108:

  • Total Length (1995): 99 miles traversable; 21 miles unconstructed.
  • Average Daily Traffic (1992): 220 to 37,500
  • Milage Classification: Rural: 108; Sm. Urban 5; Urbanized: 7.
  • Previous Federal Aid Milage: FAP: 99 mi.
  • Functional Classification: Prin. Arterial: 89 mi; Minor Arterial: 10 mi.
  • Counties Traversed: Stanislaus, Tuolumne, Mono.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from [LRN 5] near Mission San Jose to [LRN 5] near Livermore. In 1935, defined LRN 108 as part of the highway code with that definition ([LRN 5] near Mission San Jose to [LRN 5] near Livermore).

In 1959, Chapter 1062 extended the route to terminate at "[LRN 75] near Brentwood".

This route ran from Route 9 (present-day Route 238) near Mission San Jose to Route 4 near Brentwood, and is roughly present-day I-680 between Route 238 and Route 84, and Route 84 from the I-680/Route 84 junction to Route 4.


State Shield

State Route 109



Routing

From Route 84 to Route 101.

 

Post 1964 Signage History

Post-1964 Legistlative Route Graphic As defined in 1963, this route ran from "Sunset Cliffs Boulevard near Mission Bay southeasterly to Route 5 in San Diego." Chapter 526 later that year deleted "near Mission Bay southeasterly" from the definition. This definition was repealed by Chapter 1216 in 1972, when the segment was transferred to I-8.

State Shield In 1984, Chapter 409 added the current incarnation of Route 109: “…the vicinity of Notre Dame Avenue in East Palo Alto to Route 84.”

In 1988, Chapter 416 extended the segment from Notre Dame Avenue to US 101, making the definition “Route 84 to Route 101.” The definition explicitly noted that “The department is not responsible for the maintenance or operation of Route 109, except for that segment between Notre Dame Avenue in East Palo Alto and Route 84” (which meant that the extension was signing purposes only).

In 1997, SB 789 (Chapter 277) amended the condition, permitting Caltrans to “maintain and operate the segment of Route 109 within the City of East Palo Alto upon a determination by the department and the city that the segment is in an acceptable state of repair.”

Unconstructed This route is unconstructed from US 101 to 1 mile north. It turns into University Ave in E Palo Alto, and runs from Route 84 to Notre Dame Avenue. It looks like the route will soon be signed, however, per an article in the San Jose Mercury News. In 2002, it was noted that there have been attempts to persuade the city of Palo Alto to relinquish the portion of University Avenue between Notre Dame and US 101 to the state as a continuation of Route 109. However, the city remains reluctant to such a proposal. Further, the city of E Palo Alto has requested the state to terminate the process of determining a traversable local highway for Route 109.

The remainder of the route is unsigned.

There are some that speculate that this routing would provide a southern connector to the Dumbarton Bridge. However, any such planning would need to involve the local community planning agencies, as California Streets and Highway Code section 409 states "no study and analysis of any proposed segment of Route 109 shall be conducted without the involvement of the governing body of any city or county through which the segment would pass as an active participant in the study and analysis."

 

Pre 1964 Signage History

The present routing is University Avenue between Route 84 and Route 101. This routing was not defined before 1984.

The 1964-1972 routing assigned to this number was also LRN 289 (1959)

Route 109 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 109 between 1934 and 1964.

 

Interstate Submissions

In April 1958, it appears that the designation I-109 was proposed for the route that is now I-280. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.

 

Other WWW Links

 


Overall statistics for Route 109:

  • Total Length (1995): 1 mile traversable; 1 mile unconstructed.
  • Average Daily Traffic (1993): 20,700
  • Milage Classification: Rural: 1; Sm. Urban 0; Urbanized: 1.
  • Previous Federal Aid Milage: FAU: 1 mi.
  • Functional Classification: Prin. Arte!rial: 1 mi.
  • Counties Traversed: San Mateo.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from “[LRN 4] at Modesto Northerly to [LRN 13] between Salida and Riverbank” as part of the state highway system. In 1935, this definition was codified into the highway code as LRN 109.

In 1959, Chapter 1062 changed the origin of the route to “[LRN 238] near Crows Landing”.

This route ran from I-5 near Crows Landing to Route 108 (the present-day Route 219/Route 108 junction) between Salida and Riverbank. This is the first segment of present-day Route 108.


Interstate Shield

Interstate 110



Routing

Interstate Shield State Shield (a) Route 110 is from Route 47 in San Pedro to Glenarm Street in Pasadena.

(b) The relinquished former portions of Route 110 that are located between 9th Street and Gaffey Street in the City of Los Angeles and Glenarm Street and Colorado Boulevard in Pasadena are not state highways and is are not eligible for adoption under Section 81. For the relinquished former portions of Route 110, the Cities of Los Angeles and Pasadena shall maintain within their respective jurisdictions signs directing motorists to the continuation of Route 110 and shall ensure the continuity of traffic flow on the relinquished portion of Route 110, including any traffic signal progression.

 

Post 1964 Signage History

1964-1968 Routing

Interstate Shield X-Ed Out (105-110)As defined in 1963, Route 110 was defined to run “in Los Angeles from the northerly terminus of Route 105 to the junction of Routes 5 and 10."

In 1968, Chapter 282 repealed this definition and transferred the segment to I-10.

1981-Present Routing

State Shield Interstate Shield In 1981, Chapter 292 renumbered former Route 11 as Route 110, making the definition "San Pedro to Colorado Boulevard in Pasadena." This was a side effect of P.L 95-599 Surface Transportation Assistance Act of 1978 (11/6/1978), which authorized the renumbering of Route 11 between Route 47 and I-10 as I-110. See the notes on Route 6, Route 66, and Route 11 for more information on this routing and its history.

In 2000, the portion between Glenarm Street and Colorado Blvd was relinquished to the City of Pasadena, per Senate Bill 1584, Chapter 270, August 31, 2000. The definition of the route on that end wasn't changed at that time, however the origin was clarified to be "Route 47 in San Pedro". This is likely the section between PM 31.9 and PM 33.1 that was up for relinquishment in September 2002.

In 2003, the legislative definition was clarified to eliminate the relinqished portion and to clarify that the relinqished portion can't become a state highway again (AB 1717, Chapter 525, 9/25/2003).

In 2008, Chapter 669 (AB 2211, 9/30/2008) redefined Route 110 as being from Route 47 9th Street in San Pedro to Glenarm Street in Pasadena, and provided for the relinquishment of the portion of Route 110 from Route 47 to 9th Street in San Pedro to the City of Los Angeles under specified conditions. After that relinquishment, Route 110 would be defined as starting at Route 47 in San Pedro.

(1) Notwithstanding subdivision (a), the commission may relinquish to the City of Los Angeles the portion of Route 110 located within the city limits from Route 47 to 9th Street pursuant to the terms of a cooperative agreement between the city and the department, upon a determination by the commission that the relinquishment is in the best interests of the state.

(2) A relinquishment under this subdivision shall become effective immediately following the recordation by the county recorder of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment.

(3) On and after the effective date of the relinquishment, all of the following shall occur: (A) The portion of Route 110 relinquished under this subdivision shall cease to be a state highway. (B) The portion of Route 110 relinquished under this subdivision may not be considered for future adoption under Section 81. (C) Route 110 shall be from Route 47 in San Pedro to Glenarm Street in Pasadena.

(4) For the portion of Route 110 that is relinquished under this subdivision, the city shall maintain within its jurisdiction signs directing motorists to the continuation of Route 110.

The above was relinquished in June 2009.

In 2012, Chapter 769 (AB 2679, 9/29/2012) redefined Route 110 as being from "9th Street Route 47 in San Pedro..." and changed the relinquishment language to:

(b) The relinquished former portions of Route 110 that are located between 9th Street and Gaffey Street in the City of Los Angeles and Glenarm Street and Colorado Boulevard in Pasadena are not state highways and is are not eligible for adoption under Section 81. For the relinquished former portions of Route 110, the Cities of Los Angeles and Pasadena shall maintain within their respective jurisdictions signs directing motorists to the continuation of Route 110 and shall ensure the continuity of traffic flow on the relinquished portion of Route 110, including any traffic signal progression.

This was originally the Arroyo Seco Freeway, later the Pasadena Freeway. It opened in 1940 and was the first freeway in California. The first section of the Harbor opened in 1952; the last, in 1970.

 

Pre 1964 Signage History

The 1964-1968 definition of Route 110 was part of LRN 26, and was cosigned as US 60/US 70/US 99. It was originally signed as part of Route 11. Route 110 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 110 between 1934 and 1964.

Before the present-day Route 110 freeway was constructed, pre-1994 Route 11 traveled along Gaffey, Figueroa St, Ave 22, and Linda Vista to Route 118. It appears to have had a connection with the pre-Foothill freeway freeway segment of Route 118. At one point after the completion of the Pasadena Freeway, US 66 was the freeway, whereas Route 11 ran along Figueroa from San Fernando Road N. This reflected Figueroa's status as Alternate US 66. The route was been signed as Route 11 since the initial state signage of routes in 1934. Circa 1940, the route was co-signed with federal routes: Route 66 (US 66) between Pasadena and Downtown Los Angeles, and Route 6 (US 6) between downtown and San Pedro. On July 1, 1964, the routings for US 6 and US 66 were truncated, and the route was signed only as Route 11. Figueroa Street was named for Jose Figueroa, a governor of California under Mexico.

North portal of fourth tunnel on Figueroa Street under construction, Los Angeles, 1935The Figueroa Street Tunnels were constructed between 1930 and 1936 by the city of Los Angeles. They originally carried Figueroa Street through Elysian Park. Two lanes traveled in either direction, separated by white double stripes. Pedestrians were welcome, if not expected; a single five-foot sidewalk (since removed) ran alongside the forty-foot wide roadway. Designed by municipal engineer Merrill Butler, the tunnels bore the aesthetic flourishes that distinguished Butler's more-celebrated Los Angeles River bridges. Art Deco patterns and ornamental street lamps adorned the concrete faces of the portals and retaining walls. Inside, reflective tiles reinforced a sense of motion. And above each of the eight portals, a stylized version of the Los Angeles city seal was cast in concrete. However, the tunnels were first and foremost a traffic relief measure, the key part of a program to widen and extend Figueroa Street between downtown and Pasadena. (The grade-separated intersection of Temple and Figueroa is another legacy of this program.) Previously, the principal route north of downtown had been North Broadway, which often choked with traffic where it crossed the Los Angeles River. The four tunnels represented a shortcut around North Broadway and through Elysian Park, whose southeastern flank was sacrificed in the name of traffic flow. Workers with contractor's H.W. Rohl's construction firm began drilling through the sandstone and mudstone of the Elysian Hills in April 1930. Tunnels two and four (counting from the south) they built by drilling outward from the center of the bore toward each portal. Tunnel three -- the shortest -- they constructed using the cut-and-cover method. These three tunnels opened to traffic in Nov. 1931. A second burst of construction activity from 1935 to 1936 gave birth to tunnel one -- the longest -- which burrowed 755 feet through the hills between Bishops Road and Solano Avenue. On August 4, 1936, two-way traffic flowed through all four of the Figueroa Street Tunnels for the first time. The first stage was to extend Riverside Drive to the south and extend it over the Los Angeles River, ending at San Fernando Road. This was completed in 1929. Then, three tunnels were mined through the hills between Solano Avenue and the edge of Los Angeles River in 1931. From the end of the most northerly tunnel, the new roadway was extended to join the Riverside Drive bridge over the Los Angeles River. Today this is the transition road from NB Route 110 to the NB I-5. At this point, one could access Figueroa Street from Broadway and Solano Avenue, turn right travel through the four tunnels curve to the left then turn sharply right onto the Riverside Drive bridge over the Los Angeles River.

The 1940 opening of the Arroyo Seco Parkway to Pasadena created a chronic traffic jam at the tunnels, where several lanes merged into two. To eliminate the bottleneck, state highway engineers rushed to upgrade Figueroa Street to freeway standards. Blasting through the hills above and to the west of the tunnels, workers built a new open-cut roadway to carry four lanes of southbound traffic through Elysian Park to Castelar (now Hill) Street. Northbound lanes were routed through the tunnels. By Dec. 30, 1943, the sidewalk was gone, and four one-way lanes had replaced two-way traffic.
(Source for information on the Figueroa Tunnels: KCET LA as Subject, 7/14/14. This includes loads and loads of pictures of the early days of the tunnels)

When the route was incorporated into the state highway system, Dayton Avenue (north of San Fernando Road), Pasadena Avenue (north of Avenue 39) and Annandale Boulevard (north of York Boulevard) were renamed Figueroa Street. North of Downtown, the consolidated and renamed segments of Figueroa Street replaced Broadway, Mission Road, Huntington Drive and Fair Oaks Avenue as the new official alignment of US 66. In 1937, Figueroa was extended from the first tunnel, directly over the Los Angeles River connecting with renamed Figueroa Street opposite Avenue 22 in a sweeping 90° curve. In 1939 the bypass roadway of Figueroa Street reached downtown Los Angeles. The roadway was extended southerly from Solano Avenue to a point north of Alpine Street to join the older extant segment of Figueroa Street. The extension included a grade separation at College Street. This last segment was funded in part, from the federal Public Works Administration Program. With completion of the extension to downtown Figueroa became the longest street in the City, extending from B Street in the Wilmington community to Colorado Boulevard in the Eagle Rock community, 31 miles in all, with 24 miles within the City. The segment south of downtown would become part of US 6.

Arroyo Seco PlanA roadway was envisioned along the Arroyo Seco as early as 1895. In 1924, the Major Street Traffic Plan proposed a parkway and the concept was approved by voters that same year. During the next few years, the Avenue 26, Avenue 43 and Avenue 60 decorative bridges were designed to span the riverbed and a future 80-foot divided highway. The Avenue 26 and Avenue 60 bridges were built by the City and the Avenue 43 bridge was eventually built by the State. The completion of the Figueroa Street bridges over the Los Angeles River in 1937 and the availability of WPA and public works fund led to the start of construction. Groundbreaking was held on March 23, 1938 for a flood control channel and the parkway, which would provide a direct connection between Broadway (now Arroyo Parkway) at Glenarm Street in Pasadena with Figueroa Street at Avenue 22 in Los Angeles. The City designed and managed the construction of the flood control channel and designed the freeway lighting, while the Division of Highways managed the construction of the parkway. The first segment was opened on January 4, 1939 and the entire segment of the original Arroyo Seco Parkway was completed on December 30, 1940. Construction continued for another 13 years on the segment to the south that involved the conversion of the Figureoa Street bypass roadway (the one with the four tunnels) to a freeway. A new roadway through the Elysian Hills between Avenue 22 and Castelar Street (now Hill Street) was built parallel to the bypass roadway in 1943. Upon its completion, Figueroa Street was converted to the northbound lanes of the Arroyo Seco Parkway and the new 1943 roadway was converted to the southbound lanes. In 1948, a median was installed along Figueroa Street between Hill Street and Alpine Street in order to convert it to parkway standards. In conjunction with the median, the Arroyo Seco Parkway was extended southerly to Sunset Boulevard on an alignment independent and westerly of Figueroa Street. Finally, in 1953 the highway was extended through the entire length of the four-level interchange to connect with the Harbor, Hollywood and Santa Ana Parkways. All its original bridges are intact, as well as four others crossing the Arroyo Seco prior to construction: The 1895 Santa Fe Arroyo Seco Railroad Bridge (now part of the Metro Gold Line), the 1912 York Boulevard Bridge, The 1925 Avenue 26 Bridge, and the 1926 Avenue 60 Bridge. The original Arroyo Seco Parkway was built to handle about 27,000 cars a day. By 2011, it was carrying more than 122,000 cars daily.
[The historical information above on the Arroyo Seco Parkway and Figueroa Tunnels was derived from "Transportation Topics and Tales: Milestones in Transportation History in Southern California" by John E. Fisher, P.E. PTOE, available at http://ladot.lacity.org/pdf/PDF100.pdf. There's another good article on the Arroyo Seco with lots of great images, including the map to the right, that was posted by the LA Metro Digital Library]

Around 1957, the freeway had been constructed only as far as Santa Barbara Ave. From this point S, Route 11/US 6 ran along Figueroa.

Prior to the completion of Figueroa street in Gardena, the route from Gardena to Wilmington involved 190th Street, Main Street, and Wilmington Boulevard, with Route 11 continuing south on Wilmington and B to reconnect with the Figueroa routing.

The original routing was LRN 165, and was defined as part of the state highway system in 1933.

In 1935, a new route was defined for the planned Arroyo Seco Parkway. This route was LRN 205, and corresponds to the present routing. When LRN 205 was defined, the roughly parallel LRN 165 portion was signed as Route 11 and Alt US-66.

The Arroyo Seco Parkway was California's first freeway. The innermost part was originally called North Figueroa, as it was an extension of that street. The first "phase" involved the four tunnels, with their art deco facades and bracketed streetlight sconces. If you look at the bridges over the river you can see the earlier bridge style too. The Arroyo Seco parkway ended northeast of the four Figueroa tunnels across the Los Angeles river. Then both directions of travel fed into the tunnels which contained Figueroa St. From there the route followed Figueroa into downtown. On the first day, speeds reached an unprecedented 35 mph, without a single stop from Pasadena all the way into Los Angeles. When the Four Level interchange with US 101 was built, in the late 1940s, new lanes were built for southbound traffic, and the original became northbound only. Both sets of lanes then were connected to the Hollywood Fwy via the Four Level. The sharp jog in the southbound lanes of the freeway east of the Los Angeles river is where the new southbound lanes begin. [Historical Information on the Arroyo Seco routing is from postings on m.t.r by Tom Cockle, Harry Marnell and James Stewart]

In March 1954, a 1.1-mile section of the Harbor Freeway between 3rd Street and Olympic Boulevard opened to traffic. The Los Angeles Times described it as "a modern maze of 'on' and 'off' ramps for almost all of the east-west streets feeding into — or out of — the downtown district" and said it was "expected to do much to alleviate traffic congestion in the business district." The elaborate ribbon-cutting ceremony included an appearance by model Ann Bradford as Miss Freeway Link.

Some nice pictures of the construction of this route may be found on the KCET website.

The first segment of the Pasadena Freeway opened in 1940; the last segment opened in 1953.

 

Status

In June 2012, the CTC amended the TCIF project baseline agreement for Project 19 – I-110 Freeway/Route 47 Interchange (PPNO TC19) to revise the schedule and project funding plan. This project is located at the interchange of the I-110 and Route 47 (Vincent Thomas Bridge). The project will eliminate an existing weaving condition of slow uphill moving trucks and fast downhill moving vehicles with the addition of a lane on the westbound to northbound Route 47/I-110 connector. Completion of the environmental phase has been delayed due to an extended public review period and the need to respond to numerous public comments regarding a nearby skate park. The design phase has also been delayed due to design changes relating to the addition of sound walls on the project.

In August 2012, the CTC approved for future consideration of funding a project that will widen the Route 47/I-110 connector from one to two lanes, extend the additional through lane on the northbound I-110 past the John S. Gibson Boulevard off-ramp, modify the northbound ramps at the I-110/John S. Gibson Boulevard interchange, and improve the intersection of John S. Gibson Boulevard and the northbound I-110 ramps. The project is programmed in the Trade Corridor Improvement Fund. The total estimated cost is $39,068,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed in the Trade Corridor Improvement Fund.

In March 2013, the CTC approved revising the funding plan for Project 19 to increase construction support by $3,200,000, from $2,800,000 to $6,000,000 to account for the inadvertent omission of $3,000,000 for consultant construction management and $200,000 for in-house inspection work.

In August 2012, the CTC approved for future consideration of funding a project that will construct a northbound off-ramp for access to Harry Bridges Boulevard, modify the northbound on-ramp from C Street, realign Harry Bridges Boulevard, and combine the I-110 ramp terminal/C Street/Figueroa Street intersection with the John S. Gibson Boulevard/Harry Bridges Boulevard intersection. The project is programmed in the Trade Corridor Improvement Fund. The total estimated cost is $34,176,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed in the Trade Corridor Improvement Fund.

The construction schedule has been revised to reflect these delays. At the same meeting, the CTC also made amendments to Project 20, the I-110/C Street Interchange. This project is located at the I-110/C Street Interchange and adjacent to congressionally designated National Highway System Intermodal Connector Routes, all within the Port of Los Angeles. The project will consolidate two closely spaced intersections and construct a new northbound I-110 offramp with a direct connector ramp to eastbound Harry Bridges Boulevard. In May 2013, the CTC adjusted the project schedule and funding plan.

In December 2010, there was a report on a Caltrans District 7 project that seeks to improve the flow of downtown traffic by adding lanes, improving the Route 110/I-10 interchange and several ramp improvements. This project involves the widening of Route 110 and on- and off-ramps near the interchange of I-10. Northbound Route 110 from the 10 to 6th street will be widened to accommodate an additional lane. Southbound Route 110 from Olympic Boulevard to 4th Street will see a similar change. As far as the surrounding ramps, the on- and off-ramps of 9th Street as well as the off ramps of 8th Street and Olympic Boulevard will each be widened to accommodate an additional lane in attempts to relieve traffic backup. A lane will also be added on the southbound 11th street on- ramp and to the bridges at the 9th street and Olympic Boulevard overcrossing. The construction, which began in early 2010, is forecast for completion in the spring of 2013 and is budgeted at $54.9 million

In August 2001, the artist Rick Ankrom modified one of the signs leading up to the NB I-5 offramp to add a "NORTH" placard and I-5 shield. Construction was based on MUCTD standards and the signs were riveted onto the sign structure, even fooling Caltrans who allowed the modification to remain. There have been a number of articles on this modification, some of which are as follows:

As of 2005, these signs were still there and looked to be standing up better to the elements than the standard Caltrans issue signs! The signs were removed in 2009, as noted by LA Observed. The new signs that replaced the gurilla button copy additions are much more reflective, and also for the first time give equal weight to both I-5 and Route 110. The new signs designate I-5 North for drivers in the left two lanes, and Route 110 North for the right two lanes.

In July 2009, it was reported that Caltrans has contracted with a New Zealand company to pilot a "dynamic-lane" system on Route 110 where traffic backs up in a tunnel at the single-lane connector to northbound I-5. At peak hours, the "smart studs" would illuminate to automatically open a second connector lane on Route 110, easing the long lines. The $3.2-million project will launch in November 2009, and, if successful, could be installed at other L.A. County junctions. The "smart stud" devices convert magnetic energy to electrical energy, known as inductive power transfer, which allows them to function independently from a fixed- cable system. Energy is delivered by a central cable that emits a magnetic field, but the studs do not need to be fixed by electrical wire to harness the electricity. The studs used in the Caltrans project will have embedded sensors that can transmit information over a frequency widely used in aircraft monitoring systems. The data on traffic flow and road and weather conditions are sent to a control center, which relays the information to electronic roadway signs, alerting drivers to resulting lane changes. The Caltrans project requires about 650 of the lights mounted close together in twin lines. The particular interchange is between a cliff and a reservoir, so no structural changes are possible. In this interchange, the #1 lane is a left exit from northbound Route 110 to northbound I-5, and the #2-#4 lanes are for through traffic only. This will change the #2 lane to an option lane that can continue north on Route 110 or go north onto I-5. Caltrans can't just make the #2 lane into an option lane at all times, because the curve is so sharp that most drivers can't make the curve at 50-55 MPH without slopping into the (now closed) onramp 2nd lane. By opening the extra lane only when congestion slows traffic to 40 MPH or below, Caltrans is relying on the congestion to keep traffic at a safe speed. An article on this lane may be found at http://www.dot.ca.gov/dist07/Publications/Inside7/story.php?id=330. The lane was opened in mid-January 2010.

In 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 (note: it is unclear what Route 10S is). 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 September 2012, it was reported that the Route 110 lanes were nearing completion.

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

  • High Priority Project #2713: Conduct necessary planning and engineering and implement comprehensive Corridor Management Plan for Arroyo Seco Historic Parkway, Los Angeles. $1,120,000.

  • High Priority Project #2885: I-110/Route 47/Harbor Blvd. Interchange Improvements, San Pedro. $4,000,000.

In August 2008, Caltrans released for bid a project to construct concrete barrier in median and outside shoulder areas.from I-5 to Glenarm Street. This would be replacement of one of the longest existing stretchs of the old sterile steel and wood guardrails. Curbing would more than likely be destroyed the same as it was for the Hollywood Freeway a few years back. In addition, ornamental historical looking lighting will take the place of the regular highway overhead lighting. Additionally, the signs are scheduled to be replaced very soon. In June 2010, it was reported that these improvements would cost $17 million. The new medians, barriers and lighting are designed to improve safety and enhance the scenic feel of the road. Decorative concrete center dividers and rock-like side walls topped by fencing will replace metal guardrails.

In August 2011, the CTC approved $2,000,000 in SHOPP funding for repairs in and near the city of Los Angeles, from Channel Street to Fremont Avenue, that will repair bridge decks, replace seal joints and repair rails on 34 bridges to extend the service life of the structures.

In August 2012, Caltrans proposed lowering the speed limit on the Arroyo Seco Parkway portion of Route 110 to 45 mph.

In June 2009, the CTC approved relinquishment of right of way in the city of Los Angeles on Route 110. City of Los Angeles is scheduled to approve the cooperative agreement in late May 2009. The City, by said agreement, will waive the 90-day notice requirement and agree to accept title upon relinquishment by the State under terms and conditions to be in the best interest of the State. Authorized by Chapter 669, Statutes of 2008, which amended Section 410 of the Streets and Highways Code.

 

 

Naming

The segment of Route 110 in San Pedro to US 101 is named the "Harbor" Freeway. It was named by location. The first segment of the Harbor Freeway opened in 1952; the last segment opened in 1970. This portion is signed I-110. "Harbor" refers to San Pedro, which was originally named (in October 1542, by Spanish explorer Juan Cabrillo) as "Bahia de los Fumos" (Bay of Smokes). It was later named after Saint Peter, patron saint of fishermen.

The Florence Avenue exit of Route 110 in the City of Los Angeles is officially named the "Deputy Chief Kenneth O. Garner Memorial Exit". This exit was named in memory of Kenneth O. Garner, who was born on November 28, 1955, in Hot Springs, Arkansas, the third of four children born to Otto and Mary Garner. Because his parents were both enlisted in the United States Army during his childhood, he traveled the world and lived in Taiwan, Germany, and Japan. Kenneth O. Garner graduated from San Pedro High School in 1973 and received his Associate of Arts Degree in Administration of Justice from Los Angeles Harbor College in 1975. He received his Bachelor of Arts Degree in Psychology from the California State University, Dominguez Hills in 1981. He was a graduate of the Federal Bureau of Investigation (FBI) National Academy, and the Supervisory Leadership Institute and the Senior Management Institute Program (Boston University). Kenneth O. Garner was appointed to the Los Angeles Police Department (LAPD) on June 6, 1977. As a police officer his assignments included Southwest Area, 77th Street Area, Central Area, 77th Street Vice, and Southeast Area. Upon promotion to Sergeant in 1986, his assignments included Central Area, Operations-South Bureau C.R.A.S.H., 77th Street Area, Internal Affairs Division, and Operations-South Bureau, where he served as a Commander's Aide. After being promoted to Lieutenant he was assigned to Wilshire Area and South Traffic Division as a Watch Commander. In 1998, Lieutenant Garner was promoted to the rank of Captain. His first assignment was in Foothill Area as the Commanding Officer of the Operations-Support Division. He was also assigned as the Commanding Officer of South Traffic Division, Foothill Area, Transit Bus Division, and the 77th Street Area. On October 2, 2005, Captain Garner was promoted to the rank of Commander and assigned as the commanding officer of Personnel Group. In this assignment, and among his many responsibilities, Commander Garner was responsible for overseeing sworn, civilian, and reserve recruitment and hiring for the department. He was charged with the enormous task of furthering the mayor's hiring initiative to increase the LAPD's authorized strength to 10,000 sworn employees by 2010, the highest number of officers in LAPD history. Due in large part to Commander Garner's efforts, the LAPD's current sworn deployment is now at 9,895, a milestone achievement for the department. This accomplishment is indicative that the department is on pace to reach the mayor's goal of 10,000 officers later this year. On July 1, 2007, a month after celebrating his 30th year with the department, Commander Garner was promoted to the rank of Deputy Chief of Police. He was soon assigned as the Commanding Officer of Operations-West Bureau, where he oversaw all police operations in the Hollywood, Wilshire, West Los Angeles, and Pacific Areas and West Traffic Division. On March 2, 2008, Deputy Chief Garner returned to the community where he grew up and assumed command of Operations-South Bureau, where he led the Criminal Gang/Homicide Group, 77th Street, Southwest, Southeast, Harbor Areas, and South Traffic Division. Deputy Chief Garner was a member in good standing with the Oscar Joel Bryand Foundation and the Association of Black Law Enforcement Executives, and was a member of the Epsilon Kappa Chapter of the Kappa Alpha Psi Fraternity. He was also a member of the FBI National Academy Association, the Northeast Toastmasters Club, and the Los Angeles Police Command Officers Association. He was recipient of the Trailblazer Award in 2008, where he was recognized for his outstanding contribution to the progress of African Americans in the City of Los Angeles. He received numerous community citations as well as awards from the United States Congress, California State Assembly, and various church and community organizations for his involvement and dedication to the community. Deputy Chief Garner was a firm believer that teamwork played a significant role in achieving success. He was truly determined to create fundamental change for the people who live and work in the south region of the City of Los Angeles. He supported residential, business, and community organizations such as neighborhood Watch, the Watts Gang Task Force, and the Los Angeles Urban League and Community Build. Deputy Chief Garner was also committed to increasing the recognition and effectiveness of gang intervention in the most troubled parts of the community. He also initiated an innovative program for community re-entry and rehabilitation of parolees, believing they deserved an opportunity for a better life. Deputy Chief Garner enjoyed music, smooth jazz, and R&B, was an avid reader, and a huge fan of the Los Angeles Dodgers and Lakers. He was also a volunteer coach for youth basketball, baseball, and football at the Mar Vista Recreation Center. Deputy Chief Garner passed away unexpectedly on February 28, 2009, at the age of 53 years. Named by Senate Concurrent Resolution (SCR) 106, Resolution Chapter 124, on 9/7/2010.

The segment N of the four-level interchange with US-101 (signed as State Route 110) was named the "Pasadena Freeway" until 2010. It was named by the State Highway Commission on November 18, 1954. Pasadena refers to the route's terminus in the city of Pasadena, which was adopted by the stockholders of the Indiana Colony in 1875, and was taken from the language of the Chippewa Indians of the Mississippi Valley and means "valley."

The roadway was called the Arroyo Seco Parkway when its first six-mile section between Pasadena and Avenue 22 opened in 1940. At some point, it morphed into the "Arroyo Seco Freeway"—a name that lasted until 1954. The name came back per Caltrans statute in 1996, when the segment was renamed the "Arroyo Seco Parkway". The Parkway has been designated (by the ASCE) as a historic engineering landmark and qualifies for inclusion in the National Register of Historic Places. There is HAER documentation on it, some of which is available on Caltrans' website. However, neither the Parkway nor the Four Level have been included on the National Register of Historic Places or been designated National Historic Landmarks. In 2010, the Los Angeles Times reported that the Arroyo Seco Parkway name has replaced the Pasadena Freeway name. The new "Parkway" signs are being erected along I-5 between Route 2 and 1st Street; along US 101 from Alvarado Street to Soto Street; and on Route 110 between Wilshire Boulevard and Pasadena. The signs will cost about $650,000 and should be installed by Fall 2010; the other improvements will cost $17 million and should be finished by Spring 2011. In October 2010, the LA City Cultural Heritage Commission reviewed a staff recommendation to support having the West’s oldest freeway listed on the National Register of Historic Places. The Highland Park Heritage Trust said it supports the nomination. The effort to designate the freeway a national historic monument comes only months after Caltrans angered the Highland Park Heritage Trust and other preservationists by demolishing sections of the freeway median and other features for a safety improvement project. In the end, the motion was supported with modifications.

The portion of this route that was cosigned with US 6 (i.e., from Route 5 to Route 1 in Long Beach) was named the "Grand Army of the Republic Highway" by Assembly Concurrent Resolution 33, Chapter 73, in 1943. The GAR is a membership organization founded in Decatur, Illinois on April 6, 1866 by Benjamin F. Stephenson. It's membership was limited to honorably discharged veterans of the Union Army, Navy, Marine Corps or the Revenue Cutter Service who had served between April 12, 1861 and April 9, 1865. The GAR is responsible for the establishment of Memorial Day, which began in 1868 when GAR Commander-in-Chief John A. Logan issued General Order No. 11 calling for all Departments and Posts to set aside the 30th of May as a day for remembering the sacrifices of fallen comrades. The final Encampment of the Grand Army of the Republic was held in Indianapolis, Indiana in 1949 and the last member, Albert Woolson died in 1956 at the age of 109 years.
[Information on the GAR excerpted from the pages of the Sons of Union Veterans of the Civil War].

The portion of this route between Route 210 and Route 101, as well as the parallel surface routings along Fair Oaks and Figueroa, are part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

 

Named Structures

Tunnel 53-201R, at Figueroa Street in Los Angeles in Los Angeles county, is named the "Figueroa Street Tunnels". They were built in 1936.

Colloquially, the intersection of US 101 and Route 110 is called the "Four Level Interchange". Plans for it were unveiled in 1947 and it was constructed and open to traffic by 1949 or 1953-54, depending on who you believe. (SCAQMD and Library of Congress say 1949; Caltrans' own website says 1953; a historian at USC has material on the Web that says 1954). According to the Automobile Club, by the early 1950s the uppermost roadway was open for traffic on the Hollywood Freeway. The connections to the Harbor/Pasadena Freeway were completed a year later. This was the world's first four-level interchange. The Four Level itself has been recognized as a historic resource in its own right for some time. This has resulted in ill-advised cosmetic modifications, such as a cast-concrete bridge rail installed because it was considered to look "historic" (in fact the Four Level opened with very modern-looking steel bridge rails), as shown in the famous 1954 photo Caltrans Public Affairs has put online.

The Four Level Interchange is officially named the Bill Keene Interchange. It was named in honor of Bill Keene, a traffic and weather reporter for KNX Radio in Los Angeles from 1957 until his retirement in 1993. Mr. Keene served in a similar capacity on KNXT/Channel 2 and was part of the highly successful "The Big News" with Jerry Dunphy and sports announcer Gil Stratton. Mr. Keene was born on July 1, 1927, and started his professional career in Scottsbluff, Nebraska, winning an audition at his high school, and served in the United States Air Force in World War II as a pilot. Mr. Keene became interested in weather reporting as a career after an unruly winter interrupted his private flying lessons. Mr. Keene worked at KBOL-Boulder and later hosted the Bill Keene Show" in Los Angeles, which was a local variety show, where he met his future wife Louise Vienna. In his traffic and weather-reporting days, Mr. Keene made traffic reports more interesting by referring to accidents with words like "cattywampus," "chrome cruncher," and "paint peeler". Named by Senate Concurrent Resolution 78, Chapter 165, August 30, 2004.

The I-10/I-110 interchange is officially named the "Dosan Ahn Chang Ho Memorial Interchange". Dosan Ahn Chang Ho was born in a small village in Korea in 1878. He arrived in America in 1902 with his newlywed wife, Lee Hae Ryon (Helen Ahn). As the steamship approached Hawaii, Ahn Chang Ho resolved to stand tall above the sea of turmoil existing at that time in Korea, and resolved to call himself "Dosan," which means Island Mountain. While living in San Francisco, Dosan organized the San Francisco Social Meeting on September 23, 1903, and initiated a social reform movement that was in desperate need in the Korean American society. As an accomplished orator and leader at the age of 24, Dosan guided his countrymen to form a respectable community for Koreans in the United States. He and his family settled in Riverside, California, in March 1904 and worked tirelessly to unite Korean Americans and to revive the patriotic spirit of the Korean people. He moved to Los Angeles in 1913, where the Dorothy Chandler Pavilion now stands, and played a significant role in the growth of the Korean American community in the City of Los Angeles. Together with his friends, he formed the Gonglip-Hyuphoe, or Cooperative Association, which would become the basis for the Korean National Association, which Dosan later led as president. This association maintained structure within the Korean American community, both to build character of individuals and to enhance the image of Koreans within the mainstream community. Dosan also established one of the first English schools for Koreans so that his fellow Korean Americans could learn English and the Bible. He helped to relieve blighted living conditions for his fellow Korean Americans in the Greater Los Angeles area, and became the spiritual leader of the Korean Independence Movement. Following Japan's annexation of Korea in 1910, Dosan formulated the basis for the Provisional Government of Korea, and conceived Hung Sa Dahn (Young Korean Academy), an organization to develop leaders for the independence movement, in 1913. In 1915, Dosan promoted the development of the Korean language program for second generation Korean Americans as an opportunity to pass on Korean traditions, values, and identity to younger generations. Through his work, Dosan Ahn Chang Ho had an enormously beneficial impact and significance on the history of modern Korea and Korean Americans. Dosan's philosophy and teachings serve as a model for Korean American youths. The interchange was named in honor of the 100th Year Centennial Immigration for Korean Americans to the United States. Named by Senate Concurrent Resolution 104, Chapter 160, September 11, 2002.

Bridge 53-958 on I-110, the I-110/Route 91 interchange, is named the "Edmond J. Russ Interchange". It was built in 1985, and was named by Assembly Concurrent Resolution 135, Chapter 162. Ed Russ is a former mayor of Gardena; during his term (which ended in 1982) he was able to push for the extension of the then Redondo Beach Freeway to the Route 110. This extension relieved the traffic that plagued Artesia Blvd from the end of the freeway at Broadway to Route 110. When the extension was completed in 1985, it was given the legislative name in his honor, but it was up to the private sector to produce the funds to make and install the signs for the interchange. It wasn't until 1998-99 that a group of Gardena businesspeole and citizens, led by the Gardena Valley News, began a campaign to raise the money needed. The signs were installed in the latter half of 1999.

The interchange of I-405 and I-110 in the City of Carson in the County of Los Angeles is named the "CHP Officer Merle L. Andrews Memorial Interchange". This interchange was named in memory of CHP Officer Merle L. Andrews, who was killed in the line of duty on December 20, 1967. Officer Andrews was attempting to arrest a man wanted in connection with a stolen vehicle, robbery, and kidnaping when the man opened fire on Officer Andrews, and Officer Andrews succumbed to his injuries as a result of the shooting. Officer Andrews was born on February 4, 1928, in Redondo Beach, California; his family settled in Compton where he graduated from Compton High School and attended Compton Junior College. He enlisted in the United States Navy serving from 1945 through 1949, and also followed in the footsteps of his father and brother by joining the Compton Police Department. He joined the CHP on July 8, 1958. After successfully completing his academy training, he reported to the South Los Angeles area on October 3, 1958. During his CHP career, Merle L. Andrews made significant contributions to traffic safety and assisting the motoring public and was known by his fellow officers for his dedication to the department and to the protection of the citizens of our state. Named by Assembly Concurrent Resolution (ACR) 20, Resolution Chapter 65, on 07/07/2005.

 

National Trails

Arrowhead Trail Sign This portion of this route from Route 210 to Route 101 (i.e., the segment that was US 66) 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 portion of this route from Route 210 to Route 101 (i.e., the segment that was US 66) was part of the "National Old Trails Road".

New Santa Fe Trail Sign This portion of this route from Route 210 to Route 101 (i.e., the segment that was US 66) was part of the "New Santa Fe Trail".

National Park to Park Highway Sign Pikes Peak Ocean to Ocean Highway Sign This portion of this route from Route 210 to Route 101 (i.e., the segment that was US 66) appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

Midland Trail Sign The portion of this route from I-5 (former US 99) to Route 1 (i.e., former US 6) was part of the "Midland Trail".

 

Commuter Lanes

Commuter lanes exist on this route between Adams Boulevard in downtown Los Angeles and the Route 91 Freeway interchange. The portion between Slauson and 39th Street is an elevated HOV lane. They were opened to traffic in June 1993, require two or more occupants, and are in operation 24 hours a day. There has been talk of converting these into HOT lanes.

In June 2009, it was reported that Los Angeles County transportation officials were considering charging solo motorists 25 cents to $1.40 a mile to use the high occupancy toll lanes proposed for the Harbor and San Bernardino freeways. Officials plan to use congestion-based pricing, which means that tolls will rise and fall in direct relation with the flow of traffic — a formula designed to keep individual motorists, carpools, van pools and buses in the high occupancy lanes at a minimum of 45 mph, even during rush hour. Under the proposed pricing schedule, 25 cents a mile would be charged when demand is lowest for the lanes, while the maximum, $1.40 a mile, would be the toll during the busiest part of the day. Before the toll schedule is finalized in late July 2009, the public will be allowed to comment on the prices at five community hearings this month in Los Angeles, Torrance, Carson, El Monte and West Covina. The yearlong demonstration project has received $210.6 million in federal funds to help reduce traffic and improve bus service along the two freeways -- the largest congestion-easing grant awarded to any city to date, according to the U.S. Department of Transportation. Caltrans and the MTA will use the money to convert existing carpool lanes to high-occupancy toll lanes on 14 miles of the San Bernardino Freeway from Alameda Street to the 605 Freeway interchange and on 11 miles of the Harbor Freeway from Adams Boulevard to the Artesia Transit Center at 182nd Street. A second high-occupancy toll lane will be added in both directions to the San Bernardino Freeway. The project also calls for automated toll plazas, road improvements and additional transit services, including 57 clean-fuel buses for both freeway corridors. The entire project is expected to be completed by December 2010.

In March 2011, it was reported that the HOT lanes are expected to be complete in 2012. They will allow solitary drivers to enjoy the perks of car-pool lanes by paying a minimum of 25 cents per mile and a maximum $1.40 per mile. Tolls will be adjusted according to traffic conditions to maintain a free-flowing level of traffic. Buses, motorcycles, vanpools and carpools that currently use the car-pool lanes will not be charged a toll. General purpose lanes will continue to remain toll-free. Construction for the project, which is funded with a $210 million grant from the U.S. Department of Transportation, will begin in summer 2011.

In July 2011, ground was officially broken on the ExpressLanes project that will convert existing carpool (HOV) lanes along the Harbor Freeway (I-110) and the San Bernardino Freeway (I-10) to High-Occupancy Toll (HOT) lanes. The one-year demonstration program will covert 11 miles of existing carpool lanes on the I-110 (Harbor Freeway Transitway) between the Artesia Transit Center/182nd Street and Adams Boulevard near downtown Los Angeles and 14 miles on the I-10 (El Monte Busway) between Union Station/Alameda Street and the I-605 to toll lanes. During the construction phase of the program, workers will be installing a host of power and utility support units needed for the operation of 27 dynamic message signs (DMS) along the two freeway corridors as well as the installation of 22 toll transponder readers and approximately 145 signs to provide commuters information on the ExpressLanes and the tolls being charged to use the lanes. In addition, along the I-10 (San Bernardino Freeway) an additional toll lane will be constructed in each direction between the I-605 and the I-710 freeways to add capacity along that heavily traveled corridor. Currently, there is only one carpool lane operating in each direction along the El Monte Busway. None of the general purpose lanes will be taken away to covert the lanes and make the improvements. Construction crews also will widen Adams Boulevard off-ramp, add a right turn lane on Adams Boulevard, construct a pedestrian bridge, and re-stripe Figueroa Way in Los Angeles in support of the ExpressLanes project.

In June 2012, it was reported that drivers (even HOV drivers) will require a transponder for those routes. The so-called “suggestion pricing” ranges between a minimum toll per mile of $0.25 and a maximum of $1.40 and will debut first in on I-110 in November, followed by I-10 early in 2013. Caltrans said the toll prices will fluctuate according to traffic levels in the carpool lane. Information on the project and the transponders can be found at the Metro ExpressLanes website.

In June 2014, LA Metro voted to make the HOT lanes permanent (they had previously been a demonstration project). The agency expected to distribute 100,000 of the transponders required to use the lanes, but ended up handing out more than 260,000.

 

Interstate Submissions

Interstate Shield The portion from Route 47 in San Pedro to Route 10 was approved as chargeable interstate in December 1978.

State Shield The portion from I-10 to I-210 was submitted for inclusion in the system in 1945, but it was not accepted. Only the portion from Route 47 to Route 10 is signed as Interstate. However, it appears that the SB section of Route 110 between US 101 and I-10 may be signed as I-110. See notes on Route 101 for past use of the Route number.

In April 1958, the designation I-110 was proposed for the Embarcadero Freeway, as part of the first attempts to number urban routes (in that proposal, what was later I-110 in downtown was proposed as part of I-106). The Embarcadero was later proposed as I-380, which was later approved as I-480, downgraded to Route 480, and ultimately relinquished and destroyed.

At the time the Embarcadero was proposed as I-380, the stub connector between the current I-10/I-5 junction and the current I-10/US 101 junction was proposed as I-110 (with I-10 actually being cosigned with I-5 between the nothern segment of I-10 (San Bernardino Fwy) and the southern segment of I-10 (Santa Monica Freeway). This was the designation until 1968, when that I-110 stub was numbered as part of I-10, and the section of US 101 between the US 101/I-10 junction and the I-10/I-5/US 101 junction was renumbered from I-105 to US 101.

 

exitinfo.gif

 

Other WWW Links

 

Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 110 0.76 1.25
Los Angeles 110 1.35 11.24
Los Angeles 110 11.52 11.95
Los Angeles 110 12.13 17.98
Los Angeles 110 18.03 19.49
Los Angeles 110 20.03 20.34
Los Angeles 110 20.59 25.47
Los Angeles 110 25.64 26.62
Los Angeles 110 29.95 31.69

 

Freeway

[SHC 253.5] From Route 47 to Colorado Boulevard in Pasadena. Added to the Freeway and Expressway system in 1959.

 

Historical Route

[SHC 283] Between milepost 25.7 and milepost 31.9 is designated the "Arroyo Seco Parkway". This allows for reduced speed, and stimulated efforts to pursue preservation and rehabilitation of the historic roadway. There is a plan to turn this section into a Scenic Byway.

 


Overall statistics for Route 110:

  • Total Length (1995): 33 miles
  • Average Daily Traffic (1993): 16,000 to 286,000
  • Milage Classification: Rural: 0; Sm. Urban 0; Urbanized: 33.
  • Previous Federal Aid Milage: FAI: 20 mi; FAU: 13 mi.
  • Functional Classification: Prin. Arterial: 33 mi.
  • Counties Traversed: Los Angeles.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "Fresno-Tracy West Side Highway to the Sonora-Mariposa Road via Modesto" as a state highway. In 1935, LRN 110 was codified into the highway system as:

[LRN 41] to [LRN 65] via Modesto

In 1957, Chapter 36 changed the orign from LRN 41 to "[LRN 5] near Tracy"

In 1959, Chapter 1062 changed the origin to "[LRN 75] near Brentwood", and explicitly added a connection to "[LRN 238] southwest of Vernanlis".

This route ran from Route 4 near Brentwood to Route 49 via Modesto, and included a connection to I-5 SW of Vernalis.

The segment between Route 49 and I-580 was Route 132. The segment between I-5 and I-580 at the San Joaquin/Alameda county line was I-580.

The remainder of the route ran from the I-580/I-205 split to Route 4 near Brentwood, and was unconstructed Route 239.


State Shield

State Route 111



Routing
  1. From the international border south of Calexico to Route 78 near Brawley, passing east of Heber.


    Post 1964 Signage History

    In 1963, this segment was defined as "(a) Calexico to Route 78 near Brawley passing east of Heber. "

    In 1972, Chapter 1216 extended (a) south to change the origin of this segment to "The international boundary south of Calexico".

     

    Pre 1964 Signage History

    Between Calexico and Route 86 E of Haber, this was an extension of LRN 26, defined in 1931. It was originally signed as part of US 99.

    Between Route 86 E of Haber and Route 78 near Brawley, this was LRN 201, defined in 1933. It is not part of the original 1934 signing of Route 111. It was signed as part of Route 111 by 1963.

     

    Status

    According to Don Hagstrom in October 2002, Route 111 is undergoing a conversion to 4-lane expressway on parallel alignment between I-8 north of Calexico and the city of Brawley. The first segment from Ross Road (just north of I-8, near IMP PM 8.0) to Worthington (County Route S28, IMP PM 12.9) opened on 23 September 2002. Segment 2 of 3 from Ross Road to Keystone Road (San Diego CR S27) is under construction now and is scheduled for completion in Fall 2003; Segment 3 from Keystone Road to the current Route 78 (Mead Road) in Brawley will go under construction soon and is scheduled for completion in Fall 2004. This would tie Route 111 into the planned Brawley Bypass (Route 78/Route 86) that would also be constructed as an expressway and would tie into the current Route 86 expressway. This Bypass will also be done by 2006-7. As part of this, the former routing will be relinquished and turned into a frontage road. According to Gary Rotto of Caltrans in September 2005, Route 111 in Imperial County is completed and opened to traffic. In November 2007, bids went out for construction of a 4-lane divided expressway and interchange on "old" Route 111 near Brawley from 0.5 Km South of Shank Road to the New River Bridge.

    In March 2012, it was reported that not only is the Brawley Bypass under construction (the signs project completion later in 2012), but the eastern part of it has been opened and Route 111 has been moved onto it. That change appears to be recent, as there still is Route 111 signage in downtown Brawley on the old multiplex with Route 78, though the bypassed part of Route 111 north of Route 78 has already been renamed "Old Highway 111". The open part of the bypass is a four-lane expressway with one interchange (tie-in to Route 111/Old Highway 111 north of Brawley) and two at-grade crossings (Best Road, and Route 78).

    In May 2012, the CTC amended the the Trade Corridor Improvement Fund (TCIF) baseline agreement for Project No. 77 – Brawley Bypass (Route 78/Route 111 Expressway) – Stage 3 Project (PPNO 0021G) in Imperial County. The amendment revised the project schedule and split off a follow-up landscape mitigation project (PPNO 0021Y). The approved baseline schedule was been revised to update the end of construction and closeout phases. The original construction schedule was developed assuming minimal structural construction on the project. However, during the design phase, a bridge was added to allow for canal maintenance, triggering an extended construction period.

    In September 2010, the CTC approved relinquishment of right of way in the county of Imperial along Route 111 between Robinson Road and 0.5 miles north of Keystone Road, consisting of superseded highway right of way and collateral facilities.

    In August 2011, the CTC approved relinquishment of right of way in the county of Imperial on Route 111 from the northerly city limits of Brawley to the realigned Route 78, consisting of superseded highway right of way.

    In December 2011, the CTC authorized relinquishment of right of way in the city of Brawley along Route78 at Best Road and along Route 111 from the south Brawley city limits to Route 78, consisting of superseded highway right of way and collateral facilities. The County of Imperial, by controlled access highway agreement dated May 6, 2003, agreed to accept title upon relinquishment by the State to roads which on that date were within an unincorporated area of the county and have since been annexed by the City of Brawley. The City, by controlled access highway agreement dated May 20, 2003, agreed to accept title upon relinquishment by the State.

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

    • High Priority Project #926: Construct highway connecting Route 78/Route 86 and Route 111, Brawley. This is likely the route being explored by the CTC back in April 2003. $7,600,000.

    In February 2010, the CTC approved relinquishment of right of way in the county of Imperial along Route 111 between Ross Road and Robinson Road, consisting of superseded highway right of way and collateral facilities.

    In October 2012, the CTC amended the 2012 STIP to delete the Calexico Border Gateway and 1st Street Promenade project (PPNO 0508) on Route 111 in Imperial County. This project was originally programmed in the 2010 STIP - Transportation Enhancement Program for $2,301,000 in Interregional Improvement Program (IIP) funds. The project consists of pedestrian and bicycle improvements in the vicinity of the pedestrian border crossing at the United States/Mexico Border Inspection Station. However, a conflict between this project and a General Services Administration (GSA) contract has resulted in the need to delete this project from the STIP. Following the programming of this project, the GSA condemned the Department’s right of way within the limits of this project in order to construct a new port of entry. This prevented the Department from moving forward with the pedestrian and bicycle improvements project.

     

    Naming

    The portion of this route from the international border S of Calexico to Route 86 is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993.

    The portion of Route 111 from I-8 to E. Jasper Road near the City of Calexico in the County of Imperial is named the Fire Chief F.S. "Pete" Pedroza Memorial Highway. It was named in memory of Froilan S. Pedroza, who was involved in a tragic vehicular accident on October 22, 2003, that took his life. This naming recognizes his service as Fire Chief to the City of Calexico Fire Department. Named by Senate Concurrent Resolution 64, July 8, 2004. Chapter 116.

    The portion of Route 111 from Washington Street in the City of La Quinta to Jefferson Street in the City of La Quinta in Riverside County is officially named the "Deputy Bruce Lee Memorial Highway". It was named in memory of Deputy Bruce Lee of the Riverside County Sheriff's Department, who died while responding to a domestic disturbance call. His untimely death at 45 years of age brought immense sorrow to the people of the community and the state, and to countless individuals whose lives he touched. Deputy Bruce Lee was recognized throughout the community as a fair man who treated people with respect and always went out of his way to help others, as the friendly officer on the beat, and as the officer who enjoyed his job and liked working for and serving the community. He began his career with the Riverside County Sheriff's Department on September 2, 1980, and in his assignment to the Indio Station, he demonstrated the highest standards of law enforcement. Named by Senate Concurrent Resolution (SCR) 5, Resolution Chapter 15, on 04/22/2005.

    The portion of Route 111 between I-8 and Route 78, in Imperial County, is officially named the "Imperial Valley Pioneers Expressway" This segment was named in honor of the pioneers of Imperial Valley. In 1849, advancements in engineering made it possible for water to be conveyed from the Colorado River to the interior desert of Southern California, creating the opportunity for year-round farming. By 1901, courageous pioneers from throughout the world, staking their future on the region's agricultural promise, began to relocate to the vast desert area now called the Imperial Valley. These pioneers reflected the cultural melting pot of the early twentieth century, a patchwork quilt of peoples–including African American, Chinese, East Indian, Filipino, French, German, Greek, Irish, Italian, Japanese American, Lebanese, Mexican, Portuguese, and Swiss–that has contributed to California's rich diversity today. These pioneers envisioned the potential for prosperous and thriving communities in the harsh environment of the low desert, leveling their own land and constructing the first roads and canals, making way for the development of homes, schools, businesses, and places of worship. The determination, ingenuity, and hard work of the Imperial Valley pioneers helped to create a thriving $1 billion annual agricultural economy, making it one of the most productive farming regions in California. Imperial Valley pioneers became leading members of the community, helping to establish civic, religious, charitable, and other organizations to advance quality of life in the region. The Imperial Valley Pioneers Association was established in 1928 for the purpose of uniting pioneer families in the area and educating newcomers about the history of the early settlers to keep history alive for future generations. The Pioneers Museum and Cultural Center, located at Pioneers Park near the City of Imperial, is operated by the Imperial County Historical Society and is a rich archive of documents, newspapers, personal letters, period furniture, photographs, clothing, and sundry equipment used by early settlers, with galleries honoring the different ethnic communities and their history of settlement in the Imperial Valley. It is valuable and important to commemorate the remarkable modern history of the irrigated desert and of the people who settled it, to learn from the inspiring American story of diverse people uniting around the common dream of a better future, and to honor the vision and daring of those who opened the rugged desert frontier and built a community enjoyed by succeeding generations. Named by Assembly Concurrant Resolution (ACR) 160, 9/10/2010, Resolution Chapter 147.

     

    Named Structures

    This route also has the following Safety Roadside Rest Areas:

    • Two Rivers, in Imperial County 2.5 mi S of Calipatria.

     

    Business Routes

    Apparantly, there is at least one sign for Business Route 111 pointing towards the pre-1990 routing in Palm Springs (South Palm Canyon Drive and East Palm Canyon Drive).

     

    Other WWW Links

     

    Freeway

    [SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.

     

    Blue Star Memorial Highway

    The portion of this route that is former US 99 was designated as a "North-South Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.


  2. From Route 78 near Brawley to Route 86 via the north shore of the Salton Sea.


    Post 1964 Signage History

    As defined in 1963, this segment was "(b) Route 78 near Brawley to Route 86 near Indio via the north shore of Salton Sea."

    In 1972, Chapter 1216 extended (b) north, changing the terminus to "Route 86 near Mecca via the north shore of the Salton Sea."

    In 1981, Chapter 292 removed the reference to "near Mecca"

     

    Pre 1964 Signage History

    In 1934, Route 111 was signed along the route from Jct. US 99 at Brawley to Jct. US 60 at Whitewater, via Mecca, Indio, and Palm Springs. This is LRN 187, defined in 1933.

     

    Status

    In June 2011, the CTC relinquished right of way in the city of Brawley on Route 111 between Route 78 (Main Street) and the northerly city limits, consisting of superseded highway right of way.

    A new Route 86 expressway has been built almost to its entire Route 195 length. Currently, the expressway runs from I-10 at Coachella to Mecca, and will eventually join Route 86 at Oasis. The expressway ends near Route 111 in Mecca, and Route 111 between Mecca and Coachella has been rerouted to it. Route 111 thus joins Route 10 at Coachella for a short time and separates from it at Indio to head for Palm Desert and Palm Springs. The segment from Mecca to Coachella will be a joint section of 86 and 111 (it may be signed as such now) upon completion of the remainder of the expressway (at which time, Route 195 will be eliminated).

    There are also plans to build a 4-lane expressway from between Worthington Road and Keystone Road near Brawley and Imperial (March 2001 CTC Agenda). In June 2002, there was more on this: An agenda item for Route 111 near Brawley from Keystone Road to Route 78 to construct a four-lane expressway.

    In March 2011, the CTC authorized relinquishment of right of way in the county of Imperial along Route 111 from 0.5 mile south of Carey Road to 0.2 mile north of Mead Road, consisting of superseded highway right of way and collateral facilities.

     

    Scenic Highway

    [SHC 263.6] From Bombay Beach in Salton Sea State Park to Route 195 near Mecca.

     

    Freeway

    [SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.


  3. The western city limits of Cathedral City to Route 10 near Whitewater.

    (b) The relinquished former portions of Route 111 within the unincorporated area of the County of Riverside and the Cities of Cathedral City, Coachella, Indian Wells, Indio, La Quinta, Palm Desert, and Rancho Mirage are not state highways and are not eligible for adoption under Section 81. For the relinquished former portions of Route 111, the County of Riverside and the Cities of Cathedral City, Coachella, Indian Wells, Indio, La Quinta, and Palm Desert, as applicable, shall maintain within their respective jurisdictions signs directing motorists to the continuation of Route 111 and shall ensure the continuity of traffic flow on the relinquished portions of Route 111, including any traffic signal progression.


    Post 1964 Signage History

    In 1963, this segment was defined as "(c) Route 10 near Indio to Route 10 near White Water passing near Palm Desert."

    In 1976, Chapter 1354 changed "White Water" to "Whitewater"

    In 1996, Chapter 1154 deleted the portions in Rancho Mirage and Cathedral City, splitting this into two segments "(c) Route 10 near Indio to the southeast city limit of Rancho Mirage. (d) West city limits of Cathedral City to Route 10 near Whitewater, passing near Palm Desert."

    In 2003 (AB 1717, Ch. 525, 9/25/03), the definition was amended to clarify that the portions in Rancho Mirage and Cathedral City cannot become a state highway again. It also made some minor wording changes in the definition "(c) Route 10 near Indio to the southeastern city limits of Rancho Mirage. (d) The western city limits of Cathedral City to Route 10 near Whitewater."

    Senate Bill 186, Ch. 594, 10/6/2005 deleted the phrase "passing near Palm Desert", and permitted the CTC to relinquish to the Cities of Indian Wells, Indio, and Palm Desert the respective portions of Route 111 that are located within the city limits of those cities, upon terms and conditions the commission finds to be in the best interests of the state, if the department and the applicable city enter into an agreement providing for that relinquishment. The Cities of Indian Wells, Indio, and Palm Desert, as applicable, are required to maintain within their respective jurisdiction signs directing motorists to the continuation of Route 111.

    In October 2006, pursuant to the above, the CTC had a resolution to relinquish right of way of Route 111 in the city of Indian Wells, under terms and conditions determined to be in the best interest of the State as stated in the cooperative agreement to be approved by the city in October 2006. Authorized by Chapter 594, Statutes of 2005, which amended Section 411 of the Streets and Highways Code.

    In January 2007, the CTC considered relinquishment of right of way in the city of Indio, under terms and conditions determined to be in the best interest of the State, as stated in the cooperative agreement with the City, which is anticipated to be approved in January 2007. Authorized by Chapter 594, Statutes of 2005, which amended Section 411 of the Streets and Highways Code.

    Senate Bill 224, Chaptered October 14, 2007, Chapter 718, added the City of La Quinta to the list of cities authorized for relinquishment.

    In January 2008, the CTC relinquished the right of way in the city of La Quinta, under terms and conditions as stated in the relinquishment cooperative agreement, dated December 6, 2007, determined to be in the best interest of the State. Authorized by Chapter 718, Statutes of 2007, which amended Section 411 of the Streets and Highways Code.

    In March 2008, the CTC relinquished right of way in the city of Palm Desert, under terms and conditions as stated in the cooperative agreement, dated December 10, 2007, determined to be in the best interest of the State. Authorized by Chapter 594, Statutes of 2005, which amended Section 411 of the Streets and Highways Code.

    In February 2009, the CTC relinquished right of way in the city of Cathedral City along Route 111 east of Golf Club Drive, consisting of highway right of way that is no longer part of the State Highway System.

    In 2010, Chapter 421 (SB 1318, 9/29/10) changed the definition to reflect all the relinquishments: "(c) From Route 10 near Indio to the southeastern city limits of Rancho Mirage. (d) western city limits of Cathedral City to Route 10 near Whitewater"

    In 2012, Chapter 769 (AB 2679, 9/29/12) updated the reliquishment text to reflect the relinquishment in the unincorporated areas of the County of Riverside.

     

    Pre 1964 Signage History

    In 1934, Route 111 was signed along the route from Jct. US 99 at Brawley to Jct. US 60 at Whitewater, via Mecca, Indio, and Palm Springs. This is LRN 187, defined in 1933. A portion of this route was at one time part of US 99.

    In the 1950s, portions were cosigned with Route 74.

     

    Naming

    Historically, a portion of this segment (from Route 74 to Rancho Mirage) has been named the "Pines to Palms Highway".

     

    Status

    In July 2008, the CTC relinquished right of way in the county of Riverside on: Route 86 between Route 86S and Avenue 54 including adjacent right of way along Route 86 for drainage purposes; Route 111 between Route 195 and Route 86S, and between Route 86S and the boundary line between Riverside County and the city of Coachella; and Route 195 between Route 86 and Route 86S, consisting of superseded highway right of way and collateral facilities.

    In March 2013, the CTC approved for future consideration of funding a project that is located on Route 111 in the City of Indian Wells in Riverside County. The project will widen Route 111 from four to six lanes for a distance of approximately 4 miles. Other proposed roadway improvements include but are not limited to: installation of landscaped medians, dual left turn lanes, construction of bus turnouts, traffic signal modifications, storm drain catch basin relocations and rubberized asphalt overlay. The project will be constructed in phases. Phase III of the project will widen Route 111 from four to six lanes and construct other roadway improvements from 950 feet east of Cook Street to Hospitality Court, for a distance of approximately 3,000 feet and is programmed in the SLPP program of projects. Phase III of the project is estimated to cost $3,100,000. The project is fully funded through construction with SLPP ($1,550,000) and Local ($1,550,000) funds. Construction is estimated to begin in fiscal year 2012/13.

     

    Scenic Highway

    [SHC 263.6] Entire portion.

     

    Freeway

    [SHC 253.6] From San Rafael Dr. in Palm Springs to Route 10. Added to the Freeway and Expressway system in 1959.

Other WWW Links

 

Blue Star Memorial Highway

The portion of this route that is former US 99 was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.

 

Interregional Route

[SHC 164.15] Between the Mexico border near Calexico and Route 10 near Whitewater.

 

National Trails

De Anza Auto Route This route is part of the De Anza National Historic Trail.

 


Overall statistics for Route 111:

  • Total Length (1995): 129 miles
  • Average Daily Traffic (1992): 2,850 to 37,000
  • Milage Classification: Rural: 93; Sm. Urban 5; Urbanized: 31.
  • Previous Federal Aid Milage: FAP: 97 mi; FAU: 16 mi; FAS: 8 mi.
  • Functional Classification: Prin. Arterial: 54 mi; Minor Arterial: 62 mi; Collector: 13 mi.
  • Counties Traversed: Riverside, Imperial.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "[LRN 23] near Rush Creek via June Lake to [LRN 23]" as a state highway. In 1935, this was added to the highway code as LRN 111. The definition remained unchanged until the 1963 renumbering The route ran from US 395 near Rush Creek via June Lake back to US 395, and was present-day Route 158, the June Lake Loop.


Unsigned

Unsigned State Route 112



Routing

From Route 61 to Route 185 in San Leandro.

 

Post 1964 Signage History

The definition of this route is unchanged from 1963.

This route is signed as Route 61 via Davis Street. According to Chris Sampang, Route 112 signage is starting to appear.

 

Pre 1964 Signage History

This is LRN 226, defined in 1948. It was not signed.

Route 112 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 112 between 1934 and 1964.

 

Status

In May 2005, the CTC considered relinquishment of a portion of Route 112 property, specifically right of way in the City of San Leandro, at Carden Street, consisting of reconstructed and relocated city streets and service roads.

 

Named Structures

Bridge 33-082, at Davis Street in San Leandro in Alameda county, is named the "Jack D. Maltester/Mario Polvorosa Bridge". It was named by Senate Concurrent Resolution 52, Chapt. 10 in 1978. Mayor Jack D. Maltester and Vice Mayor Mario Polvorosa worked tirelessly for the construction in 1978 of the grade separation structure on Davis Street at Warden Avenue in the City of San Leandro.

 

Interstate Submissions

In April 1958, it appears that the designation I-112 was proposed for the route that is now I-205. This was part of the first attempt to assign 3-digit interstates n California. The number was rejected by AASHTO.

 

Other WWW Links

 


Overall statistics for Route 112:

  • Total Length (1995): 2 miles
  • Average Daily Traffic (1992): 15,100 to 40,000
  • Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 2.
  • Previous Federal Aid Milage: FAU: 2 mi.
  • Functional Classification: Prin. Arterial: 2 mi.
  • Counties Traversed: Alameda.

 

Pre-1964 Legislative Route

In 1933, Chapter 767 defined the route from "[LRN 23] to Mammoth Lakes" as a state highway. In 1935, this was codified into the highway code as LRN 112. It ran from US 395 to Mammoth Lakes, and is present-day Route 203.



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