California Highways

From Pershing Drive near El Segundo to Route 605.

Number History.

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.

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 now ran from near Century and I-405 to the Long Beach Freeway, meeting that freeway (then Route 7, now Route 710) near the junction with the Rio Honda Freeway (Route 164). This routing was 12.4 miles long, with an estimated cost to complete of $71 milllion. By 1958, the routing was recommended to extend as far at the Santa Ana Freeway (Route 5). However, it was still not in the state system.

Caltrans recommended the current route in 1968, which is also when the route was added to the Interstate highway system (before that, the current route was not on the books; the closest was Route 42). The interstate mileage for I-105 came from 23 USC 103 and the Howard Cramer act. 10.3 miles of the 17 mile route came from 23 USC 103(e)(1), and 7 miles were Howard Cramer substitutions from 23 USC 103(e)(2). The 7 miles came from the following routes:

• I-80: 5.2/5.3 mi withdrawn per 23 USC 103(e)(2).
• I-280: 6.7 mi withdrawn per 23 USC 103(e)(2).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• I-480: 5.5 mi withdrawn per 23 USC 103(e)(2).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.

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.

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

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

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

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

• Cal-NExUS Exit Numbering: Route 105 East
• Cal-NExUS Exit Numbering: Route 105 West
• Western Exit Guide: Route 105 (Jeff Stapleton)
• I-105 Exit Lists (Mike Ballard)
• I-105 Strip Chart (Andrew Tompkins)
  [XML support required]

• In Our Path. This is a site dedicated to showing the effect of the construction of I-105 in Los Angeles. There is a photo essay and other features.
• 3 Digit Interstates: I-105

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.

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.

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.

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.

[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.

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.

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

   This is present-day Route 185.

No current routing.

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.

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.

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.

• The Crosstown Freeway (Old CA 30, CA 259, BR 18, Old CA 106) (Cameron Kaiser)

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.

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].

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".

The definition was updated in 1998 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.

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. [This history based on an article in the Daily Breeze].

Pre-1940, the entire routing was the southern end of what was then designated as Route 7, so one might surmise the the number 107 was somehow related. The sign route number (107) was not part of the set of original sign route numbers in 1934. Route 107, signed as such, was appearing on maps by 1942.

Before 1964, Route 107 was LRN 164, defined in 1933.

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.

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

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.

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.

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.

In 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.

1. From Route 5 near Crows Landing to Route 99.

   
   

   	This segment remains as defined in 1963.
   	This was LRN 109 (1959 extension), and was a proposed routing. It runs roughly along Fink Road and Crows Landing Road from Crows Landing to Modesto.
   	This part is unconstructed.

   
   

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

   
   

   	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.
   	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 signed as Route 108 by 1963, 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.
   	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.
   	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.
   	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.
   	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.

   
   

   	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.
   	This segment is part of LRN 13, defined in 1909. It is cosigned as Route 108/Route 120. It was not part of the original definition of Route 108.
   	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 to Route 395 via the vicinity of Sonora and Long Barn.

   
   

   	This segment is as defined in 1963. 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.
   	This is the original Route 108 as defined in the initial signage of state routes in 1934. 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%.
   	Caltrans 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 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.
   	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".
   	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.
   	Sonora: Mono Way, Route 49. Twain Harte Long Barn

[SHC 263.6] Entire portion.

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

[SHC 164.15] Between Route 120 at Yosemite Junction and Route 395.

• California @ AARoads: California 108

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.

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.

From Route 84 to Route 101.

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.

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.”

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.

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."

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.

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.

• Palo Alto Weekly: Dumbarton proposal raising hackles (10/5/2001).

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.

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.

Route 110 is from Route 47 in San Pedro to Glenarm Street in Pasadena.

The relinquished former portion of Route 110 that is located between Glenarm Street and Colorado Boulevard in Pasadena is not a state highway and is not eligible for adoption [as a state highway].

1964-1968 Routing

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

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).

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.

The 1964-1968 definition of Route 110 was part of LRN 26, and was cosigned as US 60/US 70/US 99.

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

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

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

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

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

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

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

Route 110 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 110 between 1934 and 1964.

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

Caltrans currently has a landscape improvement project planned for some of the older portions. See http://www.dot.ca.gov/dist07/aboutdist7/projects/arroyo_seco/index.htm for details.

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:

• Downtown LA News
• LA Weekly

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 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.

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

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

Before 1954, this route was named the "Arroyo Seco Freeway". This portion is signed as State Route 110. The name came back per Caltrans statute in 1996, this was renamed the "Arroyo Seco Parkway". The Parkway has been designated (by the ASCE) as a historic engineering landmark and qualifies for inclusion in the National Register of Historic Places. There is HAER documentation on it, some of which is available on Caltrans' website. However, neither the Parkway nor the Four Level have been included on the National Register of Historic Places or been designated National Historic Landmarks.

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

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.

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.

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".

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".

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".

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 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.

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

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.

• Cal-NExUS Exit Numbering: Route 110 North
• Cal-NExUS Exit Numbering: Route 110 South
• Western Exit Guide: Route 110 (Jeff Stapleton)
• I-110 Strip Chart (Andrew Tompkins)
  [XML support required]

• Arroyo Seco Parkway Project (Caltrans)
• Arroyo Seco Master Plan and Environmental Impact Report (City of Pasadena)
• California @ AARoads: California/Interstate 110
• Finding US 6 (Casey Cooper)
• Finding US 66 (Casey Cooper)
• High Priority Corridors @ AARoads.com: Alameda Corridor (Corridor 22)
• Other Route 66 Links
• Pasadena Freeway
• Roadgap: The Arroyo Seco Freeway: CA 110 (Old CA 11, Old US 66) (Cameron Kaiser)
• Route 66 on the Internet
• 3 Digit Interstates: I-110

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

[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.

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.

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

   
   

   	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".
   	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 definition of Route 111. It was signed as part of Route 111 by 1963.
   	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. 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.
   	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.
   	This route also has the following Safety Roadside Rest Areas: Two Rivers, in Imperial County 2.5 mi S of Calipatria.
   	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).
   	Finding US 99 (Casey Cooper) Caltrans Fact Sheet: Route 78/Route 111 Expressway, and Route 111 Ross.
   	[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.
   	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.

   
   

   	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"
   	This is LRN 187, defined in 1933. It has been signed as Route 111 since the initial state signage of routes in 1934.
   	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.
   	[SHC 263.6] From Bombay Beach in Salton Sea State Park to Route 195 near Mecca.
   	[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in 1959.

   
   

3. From Route 10 near Indio to the southeastern city limits of Rancho Mirage.

   The relinquished former portions of Route 111 within the Cities of Cathedral City and Rancho Mirage are not a state highway and are not eligible for adoption [as a state highway].

   The commission may 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 portions in INdio and Palm Desert have been relinquished.

   
   

   	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 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. 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.
   	This is LRN 187, defined in 1933. It has been signed as Route 111 since the initial state signage of routes in 1934. A portion of this route was at one time part of US 99.
   	Historically, a portion of this segment (from Route 74 to Rancho Mirage) has been named the "Pines to Palms Highway".
   	[SHC 263.6] Entire portion.

   
   

4. From the western city limits of Cathedral City to Route 10 near Whitewater.

   (b) (1) The commission may relinquish to the Cities of Indian Wells, Indio, La Quinta, 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. (2) A relinquishment under this subdivision shall become effective immediately following the county recorder's recordation 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, the relinquished portions of Route 111 shall cease to be a state highway. (4) The portions of Route 111 relinquished under this subdivision shall be ineligible for future adoption under Section 81. (5) For the portions of Route 111 that are relinquished under this subdivision, the Cities of Indian Wells, Indio, La Quinta, and Palm Desert, as applicable, shall maintain within their respective jurisdiction signs directing motorists to the continuation of Route 111. (c) The relinquished former portions of Route 111 within the Cities of Cathedral City and Rancho Mirage are not a state highway and are not eligible for adoption under Section 81.

   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 1963, this segment was part of "(c) Route 10 near Indio to Route 10 near White Water passing near Palm Desert." In 1976, Chapter 1354 changed "White Water" to "Whitewater" The route was relocated via the Gene Autry Trial and Vista Chino Road in Palm Springs per a route adoption dated 3/20/1991. The former routing of the segment was on Palm Canyon Drive. 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. Senate Bill 224, Chaptered October 14, 2007, Chapter 718, added the City of La Quinta to the list of cities authorized for relinquishment.
   	This is LRN 187, defined in 1933. It has been signed as Route 111 since the initial state signage of routes in 1934. In the 1950s, it was cosigned with Route 74.
   	Historically, a portion of this segment (from Rancho Mirage to Palm Springs) has been named the "Pines to Palms Highway".
   	[SHC 263.6] Entire portion.
   	[SHC 253.6] From San Rafael Dr. in Palm Springs to Route 10. Added to the Freeway and Expressway system in 1959.

• California @ AARoads: Historic US 99 (Andy Field)
• California @ AARoads: California 111

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.

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

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.

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.

From Route 61 to Route 185 in San Leandro.

The definition of this route is unchanged from 1963.

This route is signed as Route 61 via Davis Street.

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.

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.

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.

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.

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.

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.