California Highways

No current routing.

Until July 1, 1964, the following route was signed as US 466:

1. Present-day Route 41 between Route 1 and US 101 3 mi S of Paso Robles. This was LRN 125, defined in 1933.

2. Present-day Route 46 between US 101 near Paso Robles and present-day Route 99 near Famoso via Cholame Pass. Between Shandon and Cholame, the route was cosigned as Route 41/US 466. This segment was LRN 33, defined in 1915.

3. Present-day Route 58 between Bakersfield and Barstow. This was LRN 58, defined in 1919.

4. Present-day I-15 (former US 91) between Barstow and the Nevada state line. This was LRN 31, defined in 1925.

Additionally, LRN 141 was the planned rerouting for US 466 to bypass downtown Bakersfield (back when LRN 4/US 99 (and US 399) was on the Route 204/Business Route 99 alignment) back in 1933; this rerouting only occured in the 1960s however with the construction of the freeways which are now Route 58 and Route 58/Route 99 (explaining why the definition of the route is from LRN 4 to LRN 4: from Brundage at Route 204 to the current Route 99/Route 58/Route 178 interchange at Rosedale Highway/24th Street, where Oak Street ends). Looking at the bridge log, the Route 204/Business Route 99 (former LRN 4) freeway in downtown Bakersfield between LRN 141's two termini (current Route 58 and Route 99) was built in stages: the first section, the Union Avenue Y, was finished in 1957, followed by the Truxtun Avenue crossing in 1959. Most of the section north of L Street and the Chester Avenue traffic circle was also built in 1957; so the construction of the LRN 141 (99/58) freeways occured only once CalTrans decided that the old downtown bypass was more suitable for the through routes. The interchanges connecting Business Route 99 with Route 99 were built in 1962 and 1963, as part of the Bakersfield bypass. Thus by 1964, former LRN 141 had been upgraded to freeway between Brundage Lane and Rosedale Highway; however, the portion from Union Avenue (Route 204/Business Route 99) west to Route 99 would not be built until 1976, at which point Route 58 was moved off of former US 466/LRN 58 (Edison Highway) and onto the new freeway, which is part of the Bakersfield-Tehachapi Highway.

This route was signed in the mid 1930's.

• Casey Cooper's Finding US 91
• Casey Cooper's Finding US 466

No current routing.

In 1963, Route 480 was defined as "Route 80 at the San Francisco-Oakland Bay Bridge approach in San Francisco to the junction of Route 280, Funston approach, and the approach to the Golden Gate Bridge in the Presidio of San Francisco passing near the intersection of Lombard Street and Van Ness Avenue."

In 1968, Chapter 282 transferred the portion from Route 80 to Route 280 near Harrison Street to Route 280: “Route 80 at the San Francisco-Oakland Bay Bridge approach in San Francisco to the junction of Route 280, Route 280 near Harrison Street in San Francisco to the junction of Route 1, Funston approach, and the approach to the Golden Gate Bridge in the Presidio of San Francisco passing near the intersection of Lombard Street and Van Ness Avenue.”

In 1991, SB 181, Chapter 498 deleted the remainder of Route 480, from Route 280 near Harrison Street in San Francisco to the junction of Route 1, Funston approach, and the approach to the Golden Gate Bridge. The portion from Marina Boulevard to the approach to the Golden Gate Bridge was transferred to Route 101. The last signs for the route were removed in 1997.

Why did these changes occur? In 1955, it was planned to have the US 101/I-480 interchange (and co-signing) begin approximately at the Lombard/Van Ness junction (where the Embarcadero and Central Freeways would have intersected)—this is illustrated in the 1955 Trafficways Map. By 1965, there was a new plan (which was reflected in the 1968 changes) to have a Central Freeway crosstown tunnel from Turk Street to Richardson Avenue, resulting in a much shorter multiplex of Route 480 and US 101 on Doyle Drive only—as illustrated in this 1965 Caltrans Map. This is why it was Route 480 (not US 101) on Doyle Drive (for US 101 exited on Richardson and presumably to the crosstown tunnel).

This route was intended to provide a freeway connection between the Golden Gate and Bay bridges in San Francisco. It was a double-deck roadway design. The 1989 Loma Prieta quake condemned it, and it was later demolished. The route was never liked, and it was doomed in January 1959 when the San Francisco Board of Supervisors Resolution 45-59 passed, which indicated opposition to certain freeway routes. Route 480 is one of the freeways opposed by the city; and was never included in the California Freeway and Expressway System, although it was a part of the Interstate system.

The Embarcadero Freeway (Route 480) ran north along the waterfront for nearly a mile, two thick lines of concrete 70 feet high and 52 feet wide. It started at Folsom Street and ended bluntly at Broadway, running right in front of the historic Ferry Building. The freeway was designed to make a turn inland and head west past Aquatic Park, all the way to the Golden Gate Bridge.

The history of the route is fascinating; read the planning studies in the LINKS section for details. There were some plans to build it as a tube in the bay, or as a very narrow depressed highway, where there was little or no clearance to construct the road.

In 1998, there were brief plans to rebuild the Embacadero Freeway as a brief cut and cover tunnel. The proposal was to only extend to roughtly the point of where the elvated freeway structure was truncated.

Some folks claim to have seen maps where I-480 looped around San Francisco after the Golden Gate Bridge, running S as the Park Presidio and Junipero Serra Freeways. This is unlikely. It is more likely that those freeways were to have been signed as part of Route 1. Note: According to Caltrans, Park-Presidio Boulevard possesses all the attributes of a freeway and was the first such thoroughfare in northern California. It was built through the Presidio of San Francisco as an approach to the Golden Gate Bridge.

Route 480 was LRN 224, defined in 1947.

Although the route no longer exists, the CalTrans bridge log indicates that the route is signed as US 101 between post mile 2.85 and post 5.48. The Fremont St. exit off I-80 W is the former CA 480 exit. There is also a sealed-off CA 480 exit off of I-80 E.

"Golden Gate" Freeway, Embarcadero Freeway.

Route 480 was approved as chargeable interstate sometime pre-1965; it was deleted as a chargeable route in August 1965 (hence, its signage after that date with a state shield (Route 480), as opposed to an interstate shield). The old Route 480 was demolished between 1991 and 1993.

This route was first proposed as I-110. After 3di numbering conventions were developed, this was proposed as I-380. AASHTO finally approved it as I-480.

• Planning Studies for Interstate 480
• 3 Digit Interstates: I-480
• Embarcadero Replacement Project
• Octavia Blvd Project: This project has many of the same design features as the replacement project for Route 480.
• Freeways of San Francisco. Chris Sampang's site gives a lot of information about proposals for this route in the San Francisco area, including exit lists with hypothetical connections. This includes subpages on the Embarcadero, Park Presedio, and Golden Gate Bridge freeways.
• 15 Seconds That Changed San Francisco
• Vanished Embarcadero from A21 Design
• Unbuilt S.F. Freeways from A21 Design

[SHC 263.1] Originally, the entire route. Since deleted.

From Route 80 near Vacaville to Route 5 near Dunnigan.

This was part of I-5W, which started at I-5/I-580 south of Stockton, followed I-580 to I-80 in Oakland, paired with I-80 east until I-505, and then reunited with I-5 where I-505 does now. I-580 and I-505 were signed with their current numbers around 1964 (although they were submitted and approved by AASHTO in 1947). Note that a 1968 map shows no freeway for I-505.

In 1963, Route 505 was defined as “Route 80 near Vacaville to Route 5 near Dunnigan”, and it retains its 1963 definition. Before 1972, it was signed as Temporary I-505, and was a two lane road between Vacaville to Dunnigan. The freeway was constructed in sections: the first one between Route 16 and Route 128; the next from I-5 to Route 16; and the final from Route 16 to I-80. The freeway was completed by 1978. Additionally, before 1972, there was actually two sections of constructed freeway: A 2 mile section at the junction of Route 128, and a 1 mile section at Route 16. At this time, the route was unsigned but had freeway status. I-505 freeway was finished in 1977.

This route was LRN 90, defined in 1933. It appears to have been unsigned before 1964.

In April 2007, the CTC considered relinquishment of right of way in the county of Yolo, at County Road 24, consisting of reconstructed and relocated county roads and frontage roads.

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

• High Priority Project #35: Replace the structurally unsafe Winters Bridge for vehicles, bicycles and pedestrians between Yolo and Solano Counties. The Sacramento Bee stated that this was the I-505 bridge over Putah Creek Road. However, this could be wrong, as the Winters Bridge is actually in town about 1 mile west of I-505 , and was built somewhere around 1903. It has a few humps and sags, but is still in use. As bicycles and pedestrians cannot use I-505, this is likely in twon. The Winters bridge connects Railroad Avenue in town, with Winters Road and Putah Creek Road in Solano County.$1,600,000.

• Cal-NExUS Exit Numbering: Route 505
• Western Exit Guide: Route 505 (Jeff Stapleton)
• Strip Chart: I-505 (Andrew Tompkins)
  [XML Support Required]

• California @ AARoads: Interstate 505
• 3 Digit Interstates: I-505

Approved as chargeable Interstate on 7/7/1947; Freeway. In August 1957, this was tentatively approved as I-5W. In November 1957, the designation I-7 was proposed as part of the first attempt to give urban routes numbers (there were no 3-digit routes at the time). In April 1958, it was proposed to be designated I-115 as part of the first attempts to assign 3-digit numbers. It was finally approved as I-5W, and later renumbered as I-505.

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

Overall statistics for Route 505:

• Total Length (1995): 33 miles
• Average Daily Traffic (1992): 8,900 to 20,800
• Milage Classification: Rural: 30; Sm. Urban: 0; Urbanized: 3.
• Previous Federal Aid Milage: FAI: 33 mi.
• Functional Classification: Prin. Arterial: 33 mi.
• Counties Traversed: Solano, Yolo.

1. From Route 5 southwest of Vernalis to Route 80 in Oakland via the vicinity of Dublin and Hayward.

   
   

   	At one time, this route was signed as I-5W. The I-5W designation was dropped in 1964 (when California regularized route numbers to match legislative definitions, and started dropping all "lettered" alternates to Interstates).
   	In 1963, I-580 was defined as "Route 5 southwest of Vernalis to Route 80 near Oakland via the vicinity of Dublin and Hayward." In 1984, Chapter 409 extended the route by transfer from Route 17: "(a) Route 5 southwest of Vernalis to Route 80 near Oakland via the vicinity of Dublin and Hayward. (b) Route 80 near Albany to Route 101 near San Rafael via the Richmond-San Rafael Bridge." In 1990, Chapter 1187 clarified segment (a): "(a) Route 5 southwest of Vernalis to Route 80 in near Oakland via the vicinity of Dublin and Hayward."
   	The portion between the I-580/I-205 junction and I-80 was LRN 5, defined in 1909. This was originally US 50. This routing was at one time US 48. The portion of this route between I-5 and the I-580/I-205 junction was LRN 110, defined in 1959. This includes the original four-lane Altamont Pass Road, which opened on 8/4/1938. On the eastern grade of the Altamont Pass, the eastbound and westbound I-580 lanes follow different alignments. The EB lanes are the original US 50 alignment. Between the I-580/I-205 split and the Business Route 205 split, most of the width of I-205 (both directions) was the old US 50. It was four-lane divided for some time before the Great Renumbering, and that section is quite a bit narrower than I-580. Of course this may not be original 1927 US 50, but it existed before I-580. US-50 (and possibly US-48) headed into Tracy via Grant Line Road and Byron Road. 11th Street in Tracy is still a divided road in some portions and has a number of old state traffic signals, signs, and lamp poles, including some with the original mercury vapor lamps still intact. As for the railroad trackage: one of the two lines in the area is the former right-of-way of the Southern Pacific Railroad. These rails were abandoned in 1986 when SP obtained trackage rights over the current ACE route from the Union Pacific Railroad. The SP line, which was constructed in 1869, was actually the final link in the true Transcontinental Railroad. As the ACE Train crosses over, then under, the eastbound and westbound lanes of Interstate 580, there is an abandoned tunnel on the SP right-of-way. The next large cut was actually WP's Tunnel 3. It was daylighted for clearance reasons in the early 1990's.
   	TCRP Project #12.3 is studying improvements for the I-580 Livermore Corridor. In 2007, the CTC recommended $72.2M from the Corridor Mobility Improvement Account (CMIA) for an EB HOV Lane from Hacienda to Greenville, and $68M for a WB HOV Lane at the Isabel Ave (Route 84) interchange, and $101.7M for a WB HOV Lane from Greenville to Foothill. In May 2007, flames from an exploding gasoline tanker melted the steel underbelly of the I-580 bridge that carried EB traffic from the Bay Bridge to I-580, I-980, and Route 24. The single-vehicle crash occurred on the lower roadway when the tanker, loaded with 8,600 gallons of unleaded gasoline and heading from a refinery in Benicia to a gas station on Hegenberger Road in Oakland, hit a guardrail. Caltrans fast-tracked the repair construction, which was expected to take 5-6 months. However, the contractor (C.C. Myers) actually completed the work in twenty-six days, opening the I-580 bridge on 8:40 PM on May 24, 2007. How was this done? Less than two days after the I-580 connector collapsed, demolition crews removed the mangled section. A day later, Caltrans engineers clambered over the charred section of I-880, drilling concrete core samples, X-raying parts of the structure and dragging chains over the roadway -- all tests to determine the extent of repairs needed. The results came back the next day -- the fourth day after the collapse. I-880 had suffered no serious structural damage to the concrete, Caltrans concluded. The freeway connector could be jacked up and supported with temporary braces while workers used a heat-straightening technique to repair warped steel girders underneath. Contractor ACC West completed the work quickly, and I-880 was reopened to traffic after being closed for just eight days. As for the I-580 overpass, Caltrans officials worked to speed the process by preparing a list of potential contractors it knew could do the work quickly and by streamlining its process, clearing as much red tape as possible. Then they drew up a contract offering a $200,000 bonus -- with a limit of $5 million -- for each day the work was done in less than 50 days and levying a $200,000 penalty for each day after that deadline. The bids were opened and the winner was the fifth bid, from C.C. Myers Inc., which came in at $867,075. The original Caltrans estimate was $5.2 million. Within hours of the bid award, Myers had workers on the site of the maze collapse. Meanwhile, in Lathrop (San Joaquin County), concrete fabrication firm ConFab started building what is essentially a big, rectangular concrete block. The block, filled with steel reinforcement bars and cables, is what's known to road builders as a bent cap -- a 243,750-pound beam that sits atop two columns and supports the frame of the elevated roadway. While the beam was being built, steel was being rushed from Pennsylvania and Texas to Stinger Welding, a steel fabrication firm in Arizona. Carl Douglas, president of Stinger, found in Pennsylvania the nation's only supply of the 2-inch steel plate needed to make the bottom flange of the steel girders. He found the half-inch and 1-inch steel needed for the rest of the girders in Texas. It was loaded onto trucks with two drivers in each rig so they could make the trips with fewer stops. Once the steel reached Arizona, Stinger crews began working two 10-hour shifts daily to get the girders built. Caltrans sent inspectors and engineers -- all authorized to make on-the-spot decisions -- to answer questions and ensure the quality of the fabrication. The first two girders were done on May 14 -- just four days after Stinger started working and seven days into C.C. Myers' contract -- and around noon they were put on trucks bound for the Bay Area. Stinger finished the girders in nine days -- a job that would normally have taken about 45. The first two girders arrived early on May 15 at ABC Painting, an industrial paint shop on the old Mare Island Naval Shipyard in Vallejo. Crews blasted the girders with steel grit to rough them up enough to hold a good coat of paint. Then they applied a zinc primer in "Caltrans gray," a sort of greenish gray. As the girders were painted, the massive concrete bent cap began making its way from Lathrop on an 18-axle truck. The load was so heavy that the truck wasn't permitted on I-580 over the Altamont Pass and had to use rural roads to get to the Tri-Valley. Still, the bent cap arrived about 15 minutes before Caltrans' scheduled 8 p.m. closure May 15 of the I-880 connector for the installation, and had to wait on the side of I-80 in Berkeley. Shortly after 8 p.m., the rig pulled onto the closed I-880 connector and parked at an angle beneath the two I-580 columns that survived the collapse and needed only minor repairs. After the beam was untied and hooked to lifting cables, a pair of cranes raised it at 8:50 p.m. and had it in place by 9 p.m. Crane operators then dropped large steel "pins" into holes in the bent cap and injected grout to secure the connection. After the first four girders were lifted into place, two more arrived each subsequent night, and they were put in place without difficulty. As soon as each pair was secured, workers swarmed the steel beams and started installing the wooden forms and steel-reinforcement bar for the concrete roadway. On a typical job, the contractor would wait until the girders were all installed before preparing for the concrete pour. After curing for 48 hours, the concrete poured on Sunday had already attained the required strength -- 3,500 pounds per square inch -- for the road deck. But Caltrans wanted it to cure -- beneath burlap and plastic blankets to keep it damp -- for at least 96 hours. For this job, C.C. Myers will collect $5 million in bonus money. The job is estimated to have cost the firm $2.5 million. (Information obtained from a 5/25/2007 article in the San Francisco Chronicle) 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 #1218: Upgrade and reconstruct I-580/Vasco Road Interchange, City of Livermore. $2,000,000. High Priority Project #1371: I-580 Interchange Improvements in Castro Valley. $960,000. High Priority Project #1653: Engineering, right of way and construction of HOV lanes on I-580 in the Livermore Valley. $9,600,000. High Priority Project #3493: Construction at I-580 and Route 84 (Isabel Avenue) Interchange. $2,000,000.
   	The portion of this route between Route 5 and Route 205 is named the "William Elton 'Brownie' Brown Freeway". It was named by Assembly Concurrent Resolution 74, Chapter 127, in 1985. William Elton "Brownie" Brown, (1912-1995), a lifetime resident of Tracy, served for 6 years as the President of the Highway 33 Association, and was instrumental in having I-5 located on the far west side of the San Joaquin valley, thus saving valuable farm land. The portion of this route between Castro Valley and Livermore is named the "Arthur H. Breed Jr. Freeway". Elected to both the California Assembly and Senate between 1935 and 1959, Arthur J. Breed, Jr., was a tireless advocate for the development of a high quality highway system in California. This section was named by Senate Concurrent Resolution 5, Chapter 73 in 1983. The portion of this route from San Francisco-Oakland Bay Bridge distribution structure (a/k/a "the Maze") in Oakland (Route 80/Route 580/Route 880 interchange) to Route 238 in Hayward/Castro Valley is named the "MacArthur Freeway". It is named for General Douglas MacArthur of WW II and the Korean War, as well as for MacArthur Boulevard which the freeway follows and was named for the general in the 1950's. It was named by Assembly Concurrent Resolution 27, Chapter 156, in 1968. Douglas MacArthur (1880-1964) was a brilliant and controversial five-star U.S. Army General. Strongly dedicated to country and duty, and gifted with superior command ability, MacArthur's military service included important command assignments in the both World Wars and the Korean War. During World War One, MacArthur commanded the 42nd "Rainbow" Division of the Allied Expeditionary Force in France. After the War, MacArthur was superintendant of West Point from 1919-1922. In January of 1930 he was promoted to full General, 4 stars and named the U.S. Army's Chief of Staff. MacArthur retired from the Army in 1937, one year after the President of the Phillipines, Manuel Quezon, appointed him Field Marshall of the Phillipine Army. In 1941 MacArthur was recalled to active duty as the U.S. prepared to enter World War Two. By 1942 MacArthur was Supreme Allied Commander of the Southwest Pacific theater. In January of 1945, MacArthur was promoted to the rank of five star General. On September 2, 1945 on board the USS Missouri in Tokyo Bay, MacArthur accepted Japan's unconditional surrender. In June 1950, with the beginning of the Korean War, MacArthur was appointed the Supreme United Nations commander. However, on April 11, 1951 he was relieved of his command by President Truman. This tunnel had been known as the "Presidio Tunnel". [Information on General MacArthur from http://members.tripod.com/~DARTO/macarthur/macarthur.html]
   	The I-580 overpass at 38th Street in Oakland is named the "Officer James Williams Memorial Overpass". This overpass is named in memory of Oakland Police Officer James Williams, Jr., who died in the line of duty on January 10, 1999. The incident started when a shotgun was discarded onto the freeway by suspects who were fleeing from the police. Officer Williams was helping to locate the weapon and was assisting in its recovery when a sniper began firing at the responding officers from the southwest side of the 38th Avenue Interstate 580 overpass in Oakland. Officer Williams was hit by the sniper's bullets and died of those injuries. Officer Williams had a wife, Sabrina, and three small children: ten-year-old Alexander, five-year-old Aaron, and four-year-old Ariana. He was formerly a police officer in New Orleans, had just graduated from the police academy and was still in training at the time of his death. Named by Assembly Concurrent Resolution 82, Chapter 12, filed 1/28/2000.
   	There are plans for eastbound and westbound HOV lanes from Tassajara Road/Santa Rita Road to Vasco Road in Alameda County. This is TCRP Project #31, requested by the Alameda County Congestion Management Authority. In August 2005, the CTC considered a TCRP Application Amendment to revise the project scope for Project #31 – Route 580; construct eastbound and westbound HOV lanes from Tassajara Road/Santa Rita Road to Vasco Road in Alameda County. Initially, the overall project was to construct eastbound and westbound HOV lanes on I-580 from west of Tassajara Road in Pleasanton to east of Vasco Road in Livermore. However, the project will now be delivered as two segments; first the eastbound direction using the TCR funds, followed by the westbound direction. The westbound segment will require additional improvements beyond the project limits of the Legislative description and will be delivered with other funds to be determined. In July 2006, the CTC considered an update to the project schedule due to delays in completing the environmental document, previously completed environmental studies have lapsed or expired and are required to be redone. This reschedules Phase 1 of the project to FY 2005/2006.
   	Finding US 48 (Casey Cooper) Finding US 50 (Casey Cooper) Lincoln Highway (James Lin)
   	[SHC 263.8] From Route 5 southwest of Vernalis to Route 80.
   	This route is part of the De Anza National Historic Trail. This was part of the Lincoln Highway. This portion of this segment from I-80 (former US 50) to I-205 was part of the coast-to-coast "Victory Highway".
   	Approved as chargeable Interstate on 7/7/1947, later adjusted in 1955 and 1957. In August 1957, this was tentatively approved as I-5W. In November 1957, the designation I-72 was proposed as part of the first attempt to give urban routes numbers (there were no 3-digit routes at the time). The proposal went back to I-5W in August 1958, and it was finally approved as I-5W, and later renumbered as I-580. In August 1958, the designation I-580 was proposed by the department for what is now I-680.

   
   

2. From Route 80 near Albany to Route 101 near San Rafael via the Richmond-San Rafael Bridge.

   
   

   	In 1984, Chapter 409 this segment was added by transfer from Route 17. The segment was originally submitted (1983) to have been I-180; however, state numbering rules changed it to be part of I-580. Before the transfer in 1984, the section from the junction of I-80 and I-580 ("McArthur Freeway" or "the Maze") to the interchange at Hoffman Blvd (approximately 3 miles), was signed as I-80 and Route 17. Before the completion of the freeway portion between the Hoffman Blvd/I-80 Interchange to the foot of the San Rafeal Bridge, the Route 17 routing was as follows: Hoffman Blvd, to Cutting Blvd, to Standard Ave, and then to the foot of the Richmond-San Rafael bridge. This was signed as "Temporary I-580" until construction of the freeway I-580 was completed. The 4.0-mile Richmond-San Rafael Bridge opened in 1956.
   	The most recent freeway routing of I-580 appears to have been LRN 257, defined in 1959. A previous routing was LRN 69, and the San Pablo surface street routing was LRN 114. Both LRN 69 and LRN 114 were defined in 1933. This was cosigned US 40/US 50.
   	Interstate 580 from Interstate 80 to the Richmond-San Rafael Bridge through Richmond is named the "John T. Knox Freeway". John J. Knox., elected to the California Assembly in 1960, made important legislative contributions to the upgrade of I-580 to meet interstate freeway standards. Named by Senate Concurrent Resolution 50, Chapter 78 in 1980.
   	Bridge 28-100, the Richmond-San Rafael Bridge (named by Senate Concurrent Resolution 100 Chapter 243 in 1955) between Richmond and San Rafael in Contra Costa county. It was officially renamed the "John F. McCarthy Memorial Bridge". John F. McCarthy served in the California Senate from 1950 to 1970 where he was instrumental in the creation of the Bay Area Rapid Transit District. It was built in 1956, and renamed by Senate Concurrent Resolution 19, Chapter 76 in 1981.
   	In Contra Costa County, HOV lanes once ran eastbound from Marine Street to W of Central Avenue, for a length of 4.5 mi. They ran westbound from E of Central Avenue to Marine Street for a length of 5.3 mi. They were opened in 1989, extended in 1992, and were closed through Richmond by February 2000. There is also a HOV exclusive lane on the Richmond/San Rafael Bridge. It opened in October 1989. It requires three or more occupants (two for two-seater vehicles) and operates during rush hour.
   	Approved as chargeable interstate in April 1978; originally numbered as I-180; the portion between Castro Street in Richmond and Route 101 is 139(a) non-chargeable milage.

• Cal-NExUS Exit Numbering: Route 580 East
• Cal-NExUS Exit Numbering: Route 580 West
• Western Exit Guide: Route 580 (Jeff Stapleton)
• I-580 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Interstate 580
• 3 Digit Interstates: I-180
• 3 Digit Interstates: I-580

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

Overall statistics for Route 580:

• Total Length (1995): 76 miles
• Average Daily Traffic (1992): 14,100 to 286,000
• Milage Classification: Rural: 28; Sm. Urban: 0; Urbanized: 48.
• Previous Federal Aid Milage: FAI: 68 mi; FAP: 8 mi.
• Functional Classification: Prin. Arterial: 76 mi.
• Counties Traversed: San Joaquin, Alameda, Contra Costa, Marin.

1. From Route 1 near Seal Beach to Route 405.

   
   

   	In 1963, Route 605 was defined as "Route 405 to Route 10 near the San Gabriel River." In 1968, Chapter 282 added segment (a) and (c): "(a) Route 1 near Seal Beach to Route 405. (b) Route 405 to Route 10 near the San Gabriel River. (c) Route 10 to Route 210 near Duarte." Segment (a) was a transfer from Route 240 (defined in 1964).
   	This was LRN 170. The portion between Route 22 and I-10 was defined in 1933; the portion between Route 1 and Route 22 in 1957; and the remainder in 1959.
   	This part is unconstructed.

   
   

2. From Route 405 to Route 210 near Duarte.

   
   

   	In 1963, Route 605 was defined as "Route 405 to Route 10 near the San Gabriel River." In 1968, Chapter 282 added segment (a) and (c): "(a) Route 1 near Seal Beach to Route 405. (b) Route 405 to Route 10 near the San Gabriel River. (c) Route 10 to Route 210 near Duarte." Segment (c) was transferred from Route 243. The Route 243 segment was approved for interstate construction as part of the December 1968 Federal Aid Highway act, which provided $19.0 million for the 5.5 mile segment. In 1984, Chapter 409 combined (b) and (c): "(b) Route 405 to Route 210 near Duarte." The freeway started construction in 1964, and was extended north to the I-210 in 1971.
   	This was LRN 170. The portion between Route 22 and I-10 was defined in 1933; the portion between Route 1 and Route 22 in 1957; and the remainder in 1959.
   	In December 2005, utilizing Measure M money, the OCTA authorized construction of HOV connector ramps between I-405 and I-605. 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 #574: Construction funding for I-605 Interchange Capacity Improvements in Irwindale. $1,600,000. High Priority Project #3175: Route 91/I-605 Needs Assesment Study, Whittier, CA.$12,800. According to an article in the San Gabriel Tribune, the I-10/I-605 interchange was designed in 1964 and was supposed to accommodate traffic until 1984. No major changes have been undertaken there since it was built. An average of 438,000 cars use the interchange each day, making the intersection the 19th busiest in the state. According to a 1999 study by the South Coast Air Quality Management District, the area directly around the interchange has one of the highest air-pollution- related cancer risk factors in the San Gabriel Valley. One of the main problems with the intersection is what engineers call "the weave,", where vehicles transferring from the I-10 west to the I-605 south have to weave across cars getting on the I-605 south from the I-10 east. Cars from both directions have only about 150 feet to change places with each other. Additionally, drivers who want to transfer from the southbound I-605 to the eastbound I-10 east have to take a left turn when leaving the I-605. According to Caltrans, the prospects for improvements are bleak. Caltrans is considering building a flyover from the I-605 south to the I-10 east, which would eliminate the weaving-in section. Construction for the $66 million direct connector should break ground in 2011.
   	The portion of this segment from Route 405 to Route 10 is officially designated as the "San Gabriel River Freeway." It was named by Senate Bill 99, Chapter 1101, in 1967. The first segment opened in 1964; the last in 1971. The portion between I-10 and I-210 was known during construction as the "Rivergrade Freeway", as it was virtually paved over the then-existing Rivergrade Road alignment that ran between Valley Blvd (South Terminus) and Arrow Highway (Northern Terminus). Today Rivergrade Road now only exists between Live Oak Ave and Arrow Highway, running along the eastern side of the San Gabriel River. The southern tiny portion at Valley Blvd is known as Perez Place which also intersects with Temple Ave. The interchange of I-605 and I-210 is named the Los Angeles County Deputy Sheriff David W. March Memorial Interchange. It was named in memory of Deputy David W. March of the Los Angeles County Sheriff's Department, who was killed in the line of duty at the age of 33 on April 29, 2002, in Irwindale while conducting a "routine" traffic stop. He was a longtime resident of Santa Clarita Valley and a 1988 graduate of Canyon High School where he played football and baseball. He served seven years as a law enforcement officer. It was named by Assembly Concurrent Resolution 142, July 16, 2004. Chapter 122. The portion from Route 10 to Route 210 is unnamed.
   	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.

• Cal-NExUS Exit Numbering: Route 605
• Western Exit Guide: Route 605 (Jeff Stapleton)
• I-605 Strip Chart (Andrew Tompkins)
  [XML support required]

• California @ AARoads: Interstate 605
• 3 Digit Interstates: I-605

Commuter lanes are under construction on this route between Telegraph Road and I-10. They are scheduled to open in April 1998.

Lanes are planned between the Los Angeles/Orange County line and South Street; construction starts in 1999. That date, however, was optimistic. In June 2002, there was a STIP proposal on the CTC agenda for constructing HOV lanes from Route 405 to the Los Angeles County line. This also shows on the regional transportation improvement plan.

Approved as chargeable Interstate from Route 405 to Route 10 on 9/15/1955; the Route 10 to Route 210 portion was approved as chargeable in December 1968 as a result of the December 1968 Federal Aid Highway Act.

In November 1957, the California Department of Highways proposed this as I-13. When that was rejected for an urban route, the department tried it as a 3 digit interstate, I-105. This was before the numbering conventions were established, and sequential 3dis were being used. That number was also rejected. In August 1958, the department proposed I-605, which was accepted.

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

Overall statistics for I-605:

• Total Length (1995): 27 miles traversed; 3 miles unconstructed.
• Average Daily Traffic (1992): 34,000 to 247,000.
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 30.
• Previous Federal Aid Milage: FAI: 27 mi.
• Functional Classification: Prin. Arterial: 27 mi.
• Counties Traversed: Los Angeles, Orange.

1. From Route 101 near San Jose to Route 780 at Benicia passing near Warm Springs, Mission San Jose, Scotts Corners and Sunol, and via Walnut Creek.

   
   

   	In 1963, Route 680 was defined as "Route 280 in San Jose to Route 80 in Vallejo passing near Warm Springs, Mission San Jose, Scotts Corners and Sunol, and via Walnut Creek and Benicia." In 1965, Chapter 1371 changed the origin of the route: "Route 280 Route 101 near San Jose to Route 80 in Vallejo passing near Warm Springs, Mission San Jose, Scotts Corners and Sunol, and via Walnut Creek and Benicia." In 1976, Chapter 1354 added a second segment and change terminus of (a): "(a) Route 101 near San Jose to Route 780 in Vallejo at Benicia passing near Warm Springs, Mission San Jose, Scotts Corners, and Sunol, and via Walnut Creek and Benecia. (b) Route 780 at Benicia to Route 80 near Cordelia." This was the result of a transfer from Route 21, combined with a concurrent transfer to new I-780. This segment was once signed as Route 21 (and for a while, during the numbering changeover, was cosigned as Route 21). The segment from US 101 to Route 262 (along Oakland Road in San Jose [which runs just east of the present-day I-880], Main Street in Milpitas, and Warm Springs Blvd) was designated as Route 17 when first proposed. Under the plans, Route 17 would have turned east in San Jose onto what is now I-280, crossed US 101, and then joined with I-680 in Fremont using the present-day I-680 alignment. I-280 would have turned north on present-day I-880 (then signed as Route 17) at Route 17, switched to I-680 at US 101, and then would have joined the proposed Route 17 at Fremont near Route 262. Apparently, Route 17 would have crossed over somewhere at that point to its then-existing routing up to Oakland. At this time (i.e., before the section south of Fremont opened), I-680 was routed along present-day I-880 to US 101 in San Jose. The section from Mission Blvd to Route 237 opened in 1971, and the section south of that opened in 1974. The I-280/US 101 interchange opened in 1982. For a time, I-680 was routed along Route 17 (now I-880) to Route 237, across Route 237, and then up the current I-680 from Route 237. After the new I-680 alignment was finalized, Oakland Road and Main Street were signed as Route 238, since that portion of Mission Blvd south of the present terminus of Route 238 was signed as Route 238 to Warm Springs. Today's I-880 freeway was signed as Route 17 and Temporary I-680 north of US 101 to the junction of Route 262 and Route 17 and Temporary I-280 south of US 101 to the junction of US 280. Note that Mission Blvd crosses I-680 twice. At the first (northern) crossing it is signed as Route 238 and this is the present terminus of Route 238. At the second (southern) crossing it is signed as a connection to I-880; this is the eastern terminus of (unsigned) Route 262. Also, the city of Milpitas built a new alignment for Main Street, so present-day maps do not show how Oakland Road connected with Mission Blvd in Warm Springs via Main Street. When I-680 was built in the hills through Fremont's east side in the 1963-1964, an overpass and roadway was also constructed heading northwest where I-680 now turns east up through Mission Pass, between the Washington Boulevard and Auto Mall Parkway exits. That section, about 1,000 feet long, was the start of the aborted Mission Freeway that was to have run northwest under Lake Elizabeth through the middle of Fremont and Union City to connect with I-580 in Hayward. These plans were scuttled in the 1970s. This "bridge to nowhere" was demolished in 2002 to accomodate widening of I-680. However, the Caltrans Bridge Log dates the bridge as 1971, and refers to it as "FUTURE 238/680". The Benicia-Martinez bridge opened on September 15, 1962, replacing a ferry. They are working on a new Benicia Bridge, but it may not happen because of some the construction of the foundation piers may be interfering with salmon and delta smelt migration. The project experienced a delay in November 2002 due to rock boring problems and problems with the collapsing of mud in the underwater bores. These delays pushed back the opening seven years and increased the cost to nearly $1.3 billion. The first major construction problem came when the noise and vibration from pile-driving operations killed fish in the Carquinez Strait. The work stopped while engineers designed an air bubble curtain to protect aquatic life. Contractors then hit unexpectedly soft rock at the base of the pilings used to support the bridge's piers. To anchor the pilings deep beneath the riverbed, the contractor inserted steel sleeves into the pilings and filled them with concrete and rebar, a costly and time-consuming task. Later, as workers began pouring the first of 344 16-foot segments, the chemistry of the lightweight concrete produced too much heat. To cool down the concrete, the contractor pumped water from the river into a series of pipes to each segment until each cured properly. It opened at the end of August 2007. Details on the project can be found here and here. The basic project includes the following features: Construction of a new five lane bridge (four mixed-flow lanes one slow-vehicle lane), east of the existing bridge and rail span with provisions to accommodate future light rail Construction of a new 9-booth toll plaza – including one carpool bypass lane, two open road tolling lanes and accommodation for electronic toll collection – as well as an administration building at the southern approach to the new bridge in Contra Costa County Reconstruction of the Interstate 680 interchanges at I-780 in Benicia and Marina Vista/Waterfront Road in Martinez to accommodate the new bridge and toll plaza Modifications of the existing bridge to accommodate four mixed-flow lanes of southbound traffic and two-way bicycle/pedestrian lane Restoration of a 22.8 acre parcel of tidal marsh in the City of Benicia This was the first bridge in Northern California to have FasTrak Express lanes. Unlike existing FasTrak lanes, which use treadles mounted in the pavement and laser-light curtains to count axles and measure vehicles, the technology used for open-road tolling does the job from above in a fraction of a second. And if it doesn't recognize the vehicle, it snaps photographs of it and its license numbers. Drivers, if they're paying attention, will hear the familiar "beep-beep" from their FasTrak transponder as they pass the toll plaza and speed toward the bridge. The new equipment can collect tolls at speeds up to 100 mph. A California Highway Patrol officer, testing the system by zipping through the plaza at 85 mph, had his toll collected electronically. The equipment also snapped a clear image of his license plate. Bridge officials also have tested the lanes by flooding them with vehicles to make sure the equipment works in crowded conditions. And they've installed cameras and detectors over the wide shoulders to make sure drivers straddling the line or trying to sneak through without paying will be charged. The new Benicia-Martinez Bridge, funded with voter-approved toll increases, will carry northbound traffic, and the existing bridge will carry southbound traffic in three lanes. Over the next two years, crews will remove the median and convert the old span to four traffic lanes and one bicycle/pedestrian lane. Before 1976, the north end of I-680 went along present-day I-780 to I-80 in Vallejo, and Route 21 continued as a freeway to Fairfield. In May 2003, the CTC considered relinquishment of the segment from PM 12.9 to PM 14.1 in the County of Alameda. This is likely an original surface street or frontage routing.
   	The portion of this route between US 101 and present-day Route 238 was signed until 1964 as Alternate US 101. This was built from the following LRNs: The portion of LRN 5 between US 101 (Bypass US 101) and the vicinity of Irvington. This LRN was defined in 1909, and was originally part of Route 21. LRN 108 between Irvington and Sunol. This LRN was defined in 1933. LRN 107 between Sunol and Walnut Creek. This LRN was defined in 1933. The portion of LRN 75 between Walnut Creek and Benecia. This segment of LRN 75 was defined in 1933.
   	The CTC is funding a study for a cross connector freeway (Route 262) between I-680 and I-880 near Warm Springs. There are plans to add NB and SB auxilliary lanes on Route 680 in San Ramon from Bollinger Canyon Road to Crow Canyon Road and in Danville from Sycamore Valley Road to Diablo Road. September 2005 CTC Agenda. In 2007, the CTC considered a request for $10.5M from the Corridor Mobility Improvement Account (CMIA) to extend the NB HOV from North Main St. to Route 242 in Contra Costa County, but didn't recommend it for funding. In January 2008, the CTC relinquished right of way in the city of Walnut Creek, at North Main Street, from approximately 250 feet south of Sun Valley Drive to the Walnut Creek/Pleasant Hill city limit line, consisting of reconstructed city streets. In March 2008, the CTC relinquished right of way in the city of Pleasant Hill, on North Main Street, Contra Costa Boulevard, and Monument Boulevard, between the southerly city limit line and north to Monument Boulevard, consisting of relocated and reconstructed city streets, frontage roads, and other State constructed local roads. 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 #1812: Upgrade and reconstruct the I-80/I-680/Route 12 Interchange, Solano County. $17,480,000. High Priority Project #3787: Construct High Occupancy Toll (HOT) lanes in Alameda County. $2,000,000.
   	The portion of this route from the Route 280/US101 junction to the Santa Clara/Alameda County line is named the "Sinclair Freeway". Joseph P. Sinclair was District Engineer for the District 4 Division of Highways (now Caltrans) from 1952 to 1964. Named by Assembly Concurrent Resolution 104, Chapt. 168 in 1967. The portion of this route between Alcosta Boulevard and the intersection with I-580 is officially named the "Officer John Paul Monego Memorial Freeway." It was named after Dublin Police Officer John Paul Monego, who died on December 12, 1998, in the line of duty at the age of 33 years, while responding to a takeover robbery. Named by Senate Concurrent Resolution 60, enrolled August 18, 2000. The portion of this route from Route 24 to Route 4 is historically part of "El Camino Sierra" (The Road to the Mountains). The portion of this route from about the Livorna Road interchange in Walnut Creek/Alamo to the Alcosta Blvd. interchange in San Ramon appears to be named the "Donald D. Doyle Highway". While serving in the California Assembly from 1953 to 1958, Donald D. Doyle co-authored the Short-Doyle Mental Health Act and authored legislation creating the ferry boat transportation system between Benecia and Martinez. The signs indicating this were erected in 1998.
   	Bridge 28-153 on Route 680 between Martinez and Benicia in Contra Costa and Solano counties is named the "George Miller Jr. Bridge", and is also known as the "Benicia-Martinez Bridge". George R. Miller, Jr., represented Contra Costa County in the State Assembly (1947-1949) and the State Senate (1947-1968). Benicia-Martinez refers to the cities connected by the bridge. They were named after the mid-19th century figures Ignacio Martinez—commandante of the Presidio at San Francisco and owner of Rancho El Pinole that extended from San Pablo Bay to Martinez—and General Mariano Vallejo's wife, Francisca Benicia. It was built in 1962, and was named by Assembly Concurrent Resolution 59, Chapter 84 in 1975. The new northbound Benicia-Martinez Bridge is named the "Congressman George Miller Benicia-Martinez Bridge". This segment was named in honor of Congressman George Miller, who was born in Richmond, California, on May 17, 1945. Congressman Miller graduated from San Francisco State University and received his law degree from the University of California, Davis. He thereafter served on the staff of former State Senate Majority Leader George Moscone. He has been a member of the United States Congress, representing the Seventh District of California since 1975. His myriad achievements include authoring laws concerning environmental protection and resource management, energy policy, child care, mental health, aid to victims of domestic violence, and numerous education reforms. He has consistently championed federal support for California's diverse, multimodal transportation system. His work was instrumental in accomplishing all of the following: extending the BART rail system, upgrading the Vallejo Baylink ferry service, reconfiguring the interchange of I-680 and Route 24, establishing the intermodal rail and bus stations in Martinez and Richmond, widening Route 4 between Martinez and Hercules and between Pacheco and Pittsburg, and advancing the Vallejo Station complex. He has been a tireless advocate for children and was one of the four original authors of the historic No Child Left Behind Act of 2001, which passed with strong bipartisan support in 2001 and was signed into law in 2002. Reflecting Congressman Miller's ability to reach across party lines, the act fulfilled many of his longstanding legislative efforts to improve teacher quality requirements, to hold schools accountable for the education of all children, and to provide federal financial support to meet the act's goals. In January 2007, Congressman Miller was elected by his colleagues to serve as chairman of the House Education and Labor Committee, a panel on which he has served since his arrival in Congress and as Senior Democrat since 2001. Congressman Miller continues to serve on the House Natural Resources Committee, a panel he chaired from 1991 to 1994; in this capacity, he orchestrated a federal and state effort to meet technical and environmental challenges created by construction of the new Benicia-Martinez Bridge, an effort that led to several important engineering advances, including the use of pumped air to create a bubble curtain around underwater pile driving to protect migratory fish from potentially lethal shockwaves. The original Benicia-Martinez Bridge, which opened in 1962, was designated the George Miller, Jr., Memorial Bridge in 1975 to honor Congressman Miller's father, who represented Contra Costa County in the California State Assembly from 1947 to 1948, and in the California State Senate from 1949 until his death in 1969. Named by Assembly Concurrent Resolution (ACR) 62, Resolution Chapter 107, on 8/23/2007. The Fostoria Overcrossing on I-680 in the City of San Ramon is named the "Thomas E. Burnett, Jr. Memorial Bridge". Named in honor of Thomas E. Burnett, Jr., who lived with his wife Deena and daughters Halley, Madison, and Anna Claire in the City of San Ramon. On September 11, 2001, terrorists hijacked four civilian aircraft, crashing two of them into the twin towers of the World Trade Center in New York City, and a third into the Pentagon outside Washington, D.C., and a fourth hijacked aircraft that crashed in southwestern Pennsylvania. Thomas E. Burnett, Jr. was a passenger on the fourth flight (United Airlines 93), and led the passengers in trying to take control of the aircraft in order to prevent the hijackers from probably crashing the aircraft in Washington D.C.. These heroic actions taken by Thomas E. Burnett, Jr. and his fellow passengers likely prevented the further loss of life. Named by Assembly Concurrent Resolution 38, Chaptered 7/2/2003, Chapter 84.
   	Approved as chargeable Interstate on 9/15/1955; routing in San Jose adjusted in 10/64; Freeway. In the first attempt to number urban routes, the California Department of Highways proposed this as I-5. The first proposal as a 3-digit route was as I-113. Once the numbering scheme for 3-digit interstates was finalized, the proposal changed to I-580. AASHTO finally approved this as I-680.
   	[SHC 263.8] From the Santa Clara-Alameda county line to Route 24 in Walnut Creek.

   
   

2. From Route 780 at Benicia to Route 80 near Cordelia.

   
   

   	In 1963, Route 680 was defined as "Route 280 in San Jose to Route 80 in Vallejo passing near Warm Springs, Mission San Jose, Scotts Corners and Sunol, and via Walnut Creek and Benicia." In 1965, Chapter 1371 changed the origin of the route: "Route 280 Route 101 near San Jose to Route 80 in Vallejo passing near Warm Springs, Mission San Jose, Scotts Corners and Sunol, and via Walnut Creek and Benicia." In 1976, Chapter 1354 added a second segment and change terminus of (a): "(a) Route 101 near San Jose to Route 780 in Vallejo at Benicia passing near Warm Springs, Mission San Jose, Scotts Corners, and Sunol, and via Walnut Creek and Benecia. (b) Route 780 at Benicia to Route 80 near Cordelia." This was the result of a transfer from Route 21, combined with a concurrent transfer to new I-780.
   	This was LRN 74 (former Route 29) between Benicia and I-80 (former US 40). This segment was defined in 1933.
   	The California Transportion Commission, in September 2000, considered a Traffic Congestion Relief Program proposal to reconstruct the I-80/I-680/Route 12 interchange; it would be a 12-interchange complex constructed in seven stages. The proposal was $1 million for stage 1; the total estimated cost was $13 million. This is TCRP Project #25, requested by the Solano Transportation Authority. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing the I-80/I-680/Route 12 Interchange Complex, including HOV Connector Lanes. According to Sean Tongson in June 2004, they are constructing a new Northbound Benicia Bridge. The current structure, that carries North and Soutbound traffic, will revert to a 5 lane, southbound only bridge. The toll plaza, currrently located on the Northbound lanes at the North end of the bridge, will be reconstructed, still using the Northbound lanes, to the south start of the Bridge. In addition, the I-680/I-780 interchange is being re-configured. In particular, the EB I-780 to NB I-680 left exit connector will be eliminated in favor of a huge flyover ramp, soaring over the current but soon to moved toll plaza.
   	Interstate 680 from Interstate 780 to Interstate 80 in Solano County is named the "Luther E. Gibson Freeway". Luther E. Gibson, State Senator from 1949 to 1966, was a long time proponent of transportation development and authored legislation which resulted in the construction of the Carquinez Bridge and the Benecia-Martinez Span. It was named by Senate Concurrent Resolution 21, Chapter 160 in 1967.
   	In Contra Costa County, HOV lanes run northbound from 0.4 mi S of the Alcosta on-ramp to the Livorna on-ramp, for a length of 11.9 mies. Southbound, they run from 0.5 mi N of the Livorna on-ramp to 0.6 mi S of the Alcosta Blvd on-ramp, for a length of 12.6 mi. These lanes were opened in 1994 and extended in 1995. These lanes operate weekdays between 6:00am and 9:00am, and between 3:00pm and 6:00pm. HOV lanes exist in Solano County on the Benicia/Martinez Bridge. These require three or more occupants, and operate weekdays between 5:00am and 10:00am, and between 3:00pm and 7:00pm. HOV lanes exist from the Junction of I-580 and I-680 in Dublin to near Alamo. As part of the Route 24/I-680 junction rebuild that has been going on for two years, commute lanes will be extended to above the junction of I-680 and Route 242 just north of Walnut Creek (Marina Vista Drive). Construction starts in January 1999. New car-pool lanes along Interstate 680 from Center Avenue in Concord to North Main Street in Walnut Creek opened in 2004. There is also a project to construct a northbound HOV lane over the Sunol Grade, Milpitas to Route 84 in Santa Clara and Alameda Counties. This was first discussed during the June 2001 CTC meeting under Agenda Item 2.1c.(1). It is TCRP Project #4, requested by the Alameda County Congestion Management Agency. On June 6, 2001, the Commission designated the northbound and southbound Route 680 HOV lanes over the Sunol Grade in Alameda and Santa Clara Counties as one corridor project (STIP Amendment 00S-031). Both projects are proceeding concurrently. The northbound project is in the environmental process and the southbound project is under construction. In November 2002, the first section of this project opened: a carpool lane from Washington Blvd in Fremont to Route 237 in Milpitas—a 7 mile section only in the southbound direction. The southbound interim section from Washington Blvd to Route 84 opened in December 2002. The fourth and final phase of the southbound work is currently in design with a Ready to List target of August 2007. The northbound project’s final environmental document was completed in June 2005. However, the northbound HOV project has experienced delays due to a lawsuit that was filed in response to the environmental document. In April 2006, the CTC considered a proposal to amend the scope of work to continue with design on the northbound project and utilize $58,000,000 in TCRP funds to fully fund the southbound project and provide delivery in an earlier fiscal year. The increase in scope and shift of funds was to allow time for the legal challenges of the northbound environmental document to be resolved. The revised completion dates are: Phase 1: FY 2005/2006; Phase 2: FY 2009/2010; Phase 3: FY 2009/2010; Phase 4: FY 2012/2013. Note that High Occupancy/Toll lanes are proposed for I-680 SB from Route 84 to Route 237. For this project the current HOV lane (opened recently) would be converted to HOT, separated from general-purpose lanes by two double yellow lines, and outfitted with transponder devices a la EZPass/FastPass. Tolls would vary depending on congestion. Carpoolers would ride free. There are also plans to add HOV lanes from Walnut Creek to Martinez (N Main Street to Marina Vista). [June 2002 CTC Agenda]
   	Approved as 139(a) non-chargeable milage in 1973.

• Cal-NExUS Exit Numbering: Route 680 North
• Cal-NExUS Exit Numbering: Route 680 South
• Western Exit Guide: Route 680 (Jeff Stapleton)
• I-680 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Interstate 680
• I-680 Page (Kurumi)

The portion of this route from the Alameda county line to the Benicia-Martinez Bridge was designated as a "Blue Star Memorial Highway" by Senate Concurrent Resolution 38, Ch. 175 in 1970.

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

Overall statistics for Route 680:

• Total Length (1995): 71 miles
• Average Daily Traffic (1993): 46,000 to 203,000
• Milage Classification: Rural: 13; Sm. Urban: 0; Urbanized: 58.
• Previous Federal Aid Milage: FAI: 58 mi; FAP: 13 mi.
• Functional Classification: Prin. Arterial: 71 mi.
• Counties Traversed: Santa Clara, Alameda, Contra Costa, Solano.

From Route 1 to Route 210 in Pasadena. The route also includes that portion of the freeway between Route 1 and the northern end of Harbor Scenic Drive, that portion of Harbor Scenic Drive to Ocean Boulevard, that portion of Ocean Boulevard west of its intersection with Harbor Scenic Drive to its junction with Seaside Boulevard, and that portion of Seaside Boulevard from the junction with Ocean Boulevard to Route 47.

Until July 1, 1964, this routing was signed as Route 15. When the Route 15 signage had to be applied to the new Interstate that had previously been US 91 (between I-10 and Las Vegas), the routing was renumbered as Route 7:

In 1963, Route 7 was defined as "from Route 11 [Present-Day Route 110] in San Pedro to Route 210 in Pasadena via Long Beach and including a bridge, with at least four lanes, from San Pedro at or near Boschke Slough to Terminal Island." In 1965 the southern end was truncated by Chapter 1372, transferring the San Pedro portion and bridge to Route 47. This left the route definition as "from Route 1 to Route 210 in Pasadena." In 1982, Chapter 914 extended the definition to include that portion of the freeway between Route 1 and the northern end of Harbor Scenic Drive, that portion of Harbor Scenic Drive to Ocean Boulevard, that portion of Ocean Boulevard west of its intersection with Harbor Scenic Drive to its junction with Seaside Boulevard, and that portion of Seaside Boulevard from the junction with Ocean Boulevard to Route 47. It was noted that this extension didn't become operative unless the commission approves a financial plan.

In 1984, Chapter 409 defined Route 710 as "Route 1 to Route 210 in Pasadena." The additional conditions regarding the Harbor Scenic Drive and the financial conditions were also transferred. This reflected the approval of Route 7 as 139(a) non-chargable interstate for continuity of numbering with Route 10 (I-10), off of which it spurs. [One might argue that it could have been considered a loop route around the center of the city, and as such, would more appropriately have an (even digit)05 number. However, all of the (even-digit)05 numbers are in use: I-205 (Sacramento), I-405 (Los Angeles), I-605 (Los Angeles), I-805 (San Diego).

The legislative description of Route 710 includes a portion between Route 1 and the northern end of Harbor Scenic Drive, a portion of Harbor Scenic Drive to Ocean Blvd, a portion of Ocean Blvd west of its intersection with Harbor Scenic Drive to its junction with Seaside Blvd, and a portion of Seaside Blvd from the junction with Ocean Blvd to Route 47. This will apparently be signed as part of the route after planned port-related improvements by the cities of Long Beach and Los Angeles. The segment from Ocean Blvd to Route 1 is non-chargeable 139(b) milage.

Note that the south end of I-710 actually follows the west riverbank, not the east riverbank (into downtown Long Beach). Caltrans only maintains the east riverbank spur until the 9th Street exit; the City of Long Beach has control of the road (Shoreline Drive) past this point. Supposedly, once improvements are made, I-710 will then continue west along Ocean Boulevard to the Terminal Island Freeway (Route 47). The southern extension (towards the Queen Mary) is Harbor Scenic Drive.

The route is unconstructed and unsigned between Columbia St and I-210 in Pasadena, although there is a stub of Route 710 (not Interstate) at the Route 134/I-210 junction. There has been intense local opposition to completion of this freeway as it would have a potentially adverse impact on historic homes in Pasadena and South Pasadena. On the other hand, it is a critical link in the overall Southern California freeway system.

Currently, the 6.2 mile, $670 million extension is planned to start after the year 2000. There will be six lanes and two HOV lanes, with room for light rail in the median. Interchanges are planned at Hellman Ave., Valley Boulevard/Alhambra Ave., Huntington Dr., California Blvd, Del Mar Blvd., and Green St. To decrease the impact on South Pasadena, the proposed interchange with I-110 has been removed. There are also two tunnels planned: a 1200-foot "cut and cover" near South Pasadena High School, and a 100-foot tunnel near the Buena Vista district. There may be more tunneling if this speeds the project without destroying homes. In fact, the MTA has asked a consultant to study two parallel, 4.5-mile tunnels to close the gap.

In the interim, the CTC (November 2002) has considered $8,540,000 in improvements to local streets in Los Angeles, Alhambra, and South Pasadena (07S-LA-710-26.7/32.1). This would be a grant to the cities to fund improvements.

According to an article in the Los Angeles Times, in late January 2005, the Metropolitan Transportation Authority board approved a $5.5-billion plan to rebuild I-710, despite protests from residents. This plan would reconstruct an 18-mile stretch of the freeway from the harbors to rail yards in Commerce and East Los Angeles, transforming it from a 1950s-style road with six to 10 lanes to a modern 14-lane highway, with four lanes designed exclusively for trucks. Some portions of the truck lanes could be elevated. Construction would not begin until 2015 or later, and no one can say where funding would be found. Although most residents near the corridor agree the road needs to be rebuilt, many fear the project would create a massive truck artery without reducing air pollution. The Gateway Cities Council of Governments, made up of cities along the 710 corridor, made its first request to transportation officials to expand I-710 in 1999, and formal planning began a year later. But the process stalled in the spring of 2003, when residents learned that up to 800 homes could be demolished, and they accused officials of ignoring health concerns. The council then launched an elaborate process for community input. New design plans, meanwhile, call for the demolition of only five residential buildings and 61 industrial or commercial structures. Transportation officials say community health concerns will be addressed as part of the environmental review process, which could begin next year and take three to four years, at a cost of $35 million to $40 million.

The following freeway-to-freeway connections were never constructed:

• NB I-710 to SB I-5. Rationale: Illogical Reverse Move. The angle between the two freeways is too acute.

This was formerly signed as Route 15, and was LRN 167, defined in 1933. Until the construction of the freeway, Route 15 ran between Pacific Coast Highway and US 99 along Atlantic Blvd. In 1964, the freeway routing was renumbered as Route 7, and was later renumbered as Route 710 and I-710.

An August 1941 report issued by the Regional Planning Commission of Los Angeles County entitled “A Report on the Feasibility of a Freeway Along the Channel of the Los Angeles River” proposed a four-lane roadway on each levee from Anaheim Street in Long Beach north to Sepulveda Boulevard in the San Fernando Valley; excepting between Soto Street and Dayton Street in downtown Los Angeles, where, due to a lack of right-of-way along the river, the alignment matches the future alignment of the US 101 portion of the Santa Ana Freeway. There is no mention in the report of a master plan of freeways like that issued in 1947, although the maps showed connections to the already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo Parkways.
(Thanks to Daniel Thomas for hunting down this information)

Studies are currently ongoing (see the Gateway Council of Governments, http://www.gatewaycog.org/) regarding improving mobility in the 710 corridor. The plan is controversal ('natch), for some proposals involve the acquisition and demolition of nearly 700 homes and up to 259 businesses in Commerce, Bell Gardens, Bell, Long Beach and other cities. As many as 10,800 people could be affected in some way—of which 10,070 are minority residents. Commerce could lose two of its four parks, Bandini and Bristow. However, the actual improvement may be delayed due to the financial condition of the state, for according to the Los Angeles Times in October 2003:

"California's financial problems have stalled indefinitely a long-awaited $400- million plan to construct new barriers and shoulders along the Long Beach Freeway, sparking fresh concerns about safety on the truck-clogged route. The project would improve safety on most of the outmoded 24-mile freeway, including the area where six people recently died in a big-rig crash. Most of the freeway's medians and shoulders are narrower than state standards, and old wood-and-metal median barriers have not been replaced with the concrete barriers recommended for congested roadways with narrow medians, state Department of Transportation officials said. "

The project had been scheduled for completion in 2007. Most of the freeway has 16-foot medians, while current standards call for 22-foot medians. As for the shoulders, most of the freeway has 8-foot wide shoulders, while current standards call for 10-foot-wide shoulders. According to the LA Times article, I-710 carries 15% of the nation's seaborne cargo volume, or 47,000 trucks each day, a number projected to double or even triple in the coming years.

In June 2006, the Metropolitan Transportation Agency Board of Directors authorized an environmental study of the project, which will cost $30 million and take three years. The ports of Long Beach and Los Angeles, the MTA, Caltrans and the Gateway Cities Council of Governments each contributed $5 million to help fund the study of the work; the overall project could cost up to $5.5 billion. The final project will involve building 10 mixed-flow lanes, four exclusive truck lanes, improving interchanges and arteries and direct truck ramps into railroad yards in Vernon and Commerce.

According to the Daily News, new pavement will be laid in a $164.5 million project along nine miles of I-710. The project includes shoulder reconstruction, new concrete barriers, a soundwall and widening of the Atlantic Boulevard undercrossing and of the southbound lanes at the Compton Creek bridge. Construction is scheduled to start in summer 2007.

In May 2007, the Los Angeles Times reported that there are plans for a $20M project to create a connector from the current end of I-710 around Valley Boulevard to Mission Road. Supposedly, the City of Los Angeles will soon (Spring/Summer 2007) release a draft Environmental Impact Report on the project. The connector road would carry traffic another 1,400 feet from I-710 onto Mission Road, possibly sending 40,000 cars daily winding through residential streets like Westminster and Meridian Avenue. The road would alleviate traffic problems through some El Sereno neighborhoods, according to Los Angeles officials, but create others as Mission, a collector street, is not as wide as Valley, an arterial street. This road would be needed only until I-710 is completed and connected to I-210.

In April 2004, the Pasadena Star News reported that the city of South Pasadena dropped its lawsuit against the state after receiving assurances that the state had withdrawn its approval of the 4.5-mile stretch of road. Although South Pasadena believed this killed the freeway, it actually moved the issue into the Legislature and the Congress. The only thing about which both sides agree is that the California Transportation Commission action put the entire issue back to square one. The California Transportation Commission withdrew its support four months after the Federal Highway Administration issued a letter saying that the state's environmental reviews were outdated, inadequate and had to be redone. Caltrans has said it intends to move forward with the new environmental reviews. Caltrans still holds 600 homes in the 710 corridor, and it still says it intends to demolish them so that the freeway can be built.

According to an article in the Los Angeles Times on 10 August 2005, a potential solution to the completion of I-710 lies in the SAFETEA-LUA bill approved in August. This bill contains an appropriation of $2.4 million to study the possibility of extending the freeway through a five-mile, $2-billion tunnel that would run under South Pasadena and part of Pasadena. This would be the longest continuous highway tunnel in the United States. After the feasibility study would be environmental impact reports, engineering plans and financial wrangles. Part of the problem is real estate values. Over the last 30 years, Caltrans purchased more than 500 homes that occupy the potential freeway right of way, many at prices in the $50,000 range. One was recently appraised for $780,000. Building a tunnel would allow Caltrans to sell most of the homes, although a change in state law would be needed to sell them at full-market prices. If the freeway were to be completed above ground, an additional 400 homes would need to be purchased, at a price of about $1 million each. These costs (or income), combeind with new techniques pioneered in Europe that lower the price of tunneling and the cost to taxpayers of putting the road 100 feet to 200 feet below ground may be not much more expensive than building on the surface. The five-mile tunnel, if built, would begin where the freeway ends in a stump on Valley Boulevard in Alhambra. It would surface between California and Del Mar avenues in Pasadena before connecting to a mile strip of the freeway that already exists south of the Foothill Freeway. Engineers said the tunnel would be unbroken, except for a possible interchange at Huntington Drive in El Sereno. The route would be nearly twice as long as Boston's Big Dig or a similarly long passageway in Alaska, the longest road tunnels in the United States. Exhaust from the underground roadway would be released and filtered through an elaborate venting system at ground level. The so-called air scrubbers would filter enough of the exhaust that it could actually result in cleaner emissions than with a surface freeway. Engineers said the tunnel could have two levels — one for northbound traffic, the other for southbound traffic. The tunnel idea has already been the subject of a study by the Southern California Council of Governments, which enlisted help from consultants who built the Chunnel that links England and France below the English Channel. The consultants believed the tunnel could be built using a technique popular in Europe in which a large machine bores through the Earth and coats the tunnel way with a steel membrane That technique is considered less expensive than other tunnel-digging methods.

According to the Los Angeles Times in June 2006, there are three possible routes for twin 4½-mile tunnels that would connect I-210 in Pasadena with current terminus of I-710 in Alhambra. The proposed tunnel routes are:

• Along the same path that had been suggested for the street-level extension, known as the Meridian alignment because it runs mostly along Meridian Avenue. At four miles, it is the shortest and most direct route. It would be built under more than 1,000 homes in Pasadena, South Pasadena and the El Sereno district of Los Angeles.

• A slightly longer path that would pass under the existing Fremont Avenue corridor. It also would be under mostly residential and some commercial property.

• A more eastern path that would follow under the Huntington Drive and Fair Oaks Avenue corridor, a mix of residential and commercial property.

The tunnels would be as much as 72 feet in diameter to handle four lanes of traffic, and would be the world's largest. Parsons Brinckerhoff compared the proposal to giant tunnels being built underneath Seattle, Paris and Barcelona, Spain, and calculate that the L.A. tunnels would take nine to 11 years to construct. The study recommended that trucks be allowed to use the tunnels and that a proposed freeway exit at Huntington Drive be abandoned as too costly at an estimated $1 billion. The tunnels may require a toll to help pay for construction. The full report can be found at http://www.mta.net/images/710_final_report.pdf.

In April 2008, a radical proposal surfaced regarding Route 710. This proposal would have the underground highway funded entirely by the private sector. Metro officials have confirmed they have been approached by a financial broker representing major international corporations interested in investing in the plan, which would use giant tunnel-boring machines to build a completely subterranean 6-mile, multi- lane roadway. The route would link the current terminus of the northbound I-710 in Alhambra with a short northern Route 710 segment of the freeway in Pasadena. The discussions are very preliminary and more details about the plan need to be hashed out before a private-partnership could even be considered. Under some public-private partership agreements, the private contractor pays for and builds the infrastructure in exchange for future revenues, such as fees collected through tolls. This latest proposal addresses all the concerns of South Pasadena residents and elected officials, by being entirely subterranian, not cut and cover. However, Route 710 extension plans also have to contend with opposition from nearby La Cañada Flintridge, which has objected to any proposed tunnel plans because of officials' fears of increased traffic on I-210 through their city.
[Source: Whittier Daily News, April 7, 2007]

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 #266: Reconstruct the southern terminus off ramps of I-710 in Long Beach. This was noted in the Long Beach Press Telegraph, and actually disappointed Long Beach. The disappointment arose because the bill did not provide funding for a multi-billion project to rebuild the Long Beach Freeway. The city lobbied for $395 million and got nothing. Another $3.2 million was awarded to widen and realign Cherry Avenue from 19th Street to one block south of Pacific Coast Highway. There was $4.8 million set aside for freight transportation management systems, part of $1.3 billion dedicated to freight movement in the state in the new bill. Lastly, there was $100 million to replace the Gerald Desmond Bridge. $2,400,000.

• High Priority Project #701: Develop and implement traffic calming measures for traffic exiting I-710 into Long Beach. $1,600,000.

• High Priority Project #2178: Alameda Corridor East Gateway to America Trade Corridor Project, Highway-Railgrade separation along 35 mile corridor from Alameda Corridor (Hobart Junction) to Los Angeles/San Bernardino County Line. $12,400,000.

• High Priority Project #2193: I-710 Freeway study to evaluate technical feasibility and impacts of a Tunnel Alternative to close I-710 freeway gap. $2,400,000.

• High Priority Project #3018: Valley Boulevard (former US 60) Capacity Improvement between I-710 Freeway and Marguerita Avenue, Alhambra. This is the route that takes the current end-traffic from I-710. $1,600,000.

• High Priority Project #3773: Reconstruct I-710 interchanges at I-405, at Route 91, and at I-105. $5,500,000.

The portion of this route between Route 1 and the northern end of Harbor Scenic Drive, from Harbor Scenic Drive to Ocean Boulevard, from Ocean Boulevard west of its intersection with Harbor Scenic Drive to its junction with Seaside Boulevard, and from Seaside Boulevard from the junction with Ocean Boulevard to Route 47 is not officially named.

The portion of this route from Route 1 to Route 5 is named the "Long Beach Freeway". It was named by the State Highway Commission on November 18, 1954. Long Beach refers to the route's terminus in Long Beach. Long Beach was first applied to the development (because of its beaches) in the boom year, 1887.

The portion of I-710 between East Cesar E. Chavez Avenue and Route 60 in the County of Los Angeles is named the Ruben Salazar Memorial Highway. This segment was named in memory of Ruben Salazar, who was born in Ciudad Juarez, Chihuahua, across the Rio Grande from El Paso on March 3, 1928. Eleven months later his parents, Luz Chavez and Salvador Salazar, a watch repairman, moved across the river to El Paso, Texas, where Ruben was raised. After high school he entered the United States Army, where he served a two-year tour of duty just before the Korean conflict. Out of the service and now an American citizen, Salazar entered the University of Texas at El Paso (UTEP) and received his bachelor of arts in journalism in 1954. During his last two years as a student at UTEP he worked as a reporter for the El Paso Herald Post, where he demonstrated both great interest and skill in investigative reporting, While working as a reporter at the El Paso Herald Post, he became deeply aware of police mistreatment of Mexicans and wrote extensively on the brutality against Mexican-Americans in Texas prisons. After graduation, Salazar took a job with the Press Democrat in Santa Rosa, California. Three years later, he left the staff of the Press Democrat for a reportorial position with the San Francisco News. Having served his seven years of apprenticeship, in 1959 he moved south as a reporter on the city staff of the Los Angeles Times. During his six years at the Los Angeles Times in the city room, he persuaded his superiors to allow him to write a column, sometimes troublesome for the Times, in which he gave voice to the problems and concerns of eastside Chicanos. He continued to give evidence of his ability as a reporter, writing a series of articles on the Los Angeles Latino community in 1963, for which he received an award from the California State Fair, the Los Angeles Press Club, and the Equal Opportunity Foundation. In addition to his awards, the series also earned him a well-deserved reputation for conscientious and objective reporting. In 1965, Salazar was sent to cover the civil war in the Dominican Republic, where he described the views of the rebels and the reaction to the U.S. involvement. Later that year, Salazar was sent by the Times to Vietnam as a foreign correspondent to cover the rapidly escalating American involvement there, of special interest to the Latino community because of the proportionately large number of Mexican-Americans in the U.S. forces and among the casualties. He was one of two Times correspondents in Vietnam during the period of increased U.S. involvement. In late 1966, Ruben Salazar left Vietnam and was called back by the Times and placed as the bureau chief in Mexico City, thus becoming the first Mexican-American to hold such a position at a major newspaper. He covered stories throughout Latin America including the first conference of the Latin American Solidarity Organization in Cuba in 1967. In 1968, he covered a student demonstration in Mexico City when Mexican soldiers opened fire. In late 1968, Salazar returned to Los Angeles with a special assignment to cover the Mexican-American community, in which the Chicano movement was beginning to move into high gear. Aware of the increasing importance and rising militancy of Mexican-Americans, in the following year the Times took steps, involving Salazar, to focus more sharply on the Chicano community. In early 1970, he began writing a weekly column featured on the Friday Opinion page explaining and interpreting Chicano life and culture to the greater Los Angeles community. In January of 1970, Salazar decided to accept a position as news director of station KMEX-TV and planned to leave the Times. The response of the Times was to suggest that in his new position Salazar continue writing his weekly column. He decided he could handle both jobs and subsequently used both forums to articulate the many grievances that Mexican-Americans had nursed for so long. A political moderate, he nevertheless spoke out fearlessly, condemning racism, prejudice, and segregation. Abuses by the police became the special target of his hard-hitting weekly essays, and he repeatedly pointed out in his column the much higher than average Mexican-American casualty rate in the Vietnam War. As a result of his articles, he was under investigation by the Los Angeles Police Department and the FBI, and pressure was put on him to tone down his language. When the National Chicano Moratorium, a committee of Chicanos who opposed the Vietnam War, called a march for August 29, 1970, in Los Angeles, Ruben Salazar naturally was present at the event in his dual capacity. Approximately 20,000 members from all over the United States had gathered to decry the Vietnam War since Chicanos had the highest number of casualties in proportion to their population. With his crew from KMEX he covered the march from Belvedere Park to Laguna Park. As trouble began at a nearby liquor store, it quickly led to a confrontation between the police and marchers, which led to rioting and looting covering 28 blocks. The violence led to 200 arrests, 60 injured, and three deaths. As the day grew late into the afternoon, the riot moved east on Whittier Boulevard toward the Silver Dollar Cafe. Attempting to avoid the riot-ridden streets, Ruben Salazar and his news crew stopped to have a drink in the Silver Dollar Cafe. Shortly after they entered the Silver Dollar Cafe, a deputy fired a high-velocity 10-inch tear gas projectile meant for piercing walls, into the cafe and hit Salazar in the head. Ruben Salazar was killed instantly, suffering a projectile wound of the temple area causing massive injury to the brain. The subsequent 16-day coroner's inquest ruled Salazar's death a homicide, but there was never any legal action. Salazar's tragic death was a consequence of the contentious and often racially heated period of time. His informed, articulate, and level-headed voice for social change inspired many in the Latino community, and his legacy has encouraged Latinos to enter the field of journalism. In 1971, he was posthumously awarded a special Robert F. Kennedy Journalism Award for his columns, which communicated the culture and alienation of Chicanos effectively and compassionately. He received the highest Raza accolade, a corrido describing his contributions to La Raza . Ruben Salazar's life and death has been recognized and honored with awards, scholarships, public schools, and community centers in his name. Most notably, after the controversy of his death had subsided, Laguna Park was renamed Salazar Park in his honor. In July of 1976, Salazar was honored by the California State University of Los Angeles in the renaming of South Hall to Ruben Salazar Memorial Hall. On the 10th anniversary of his death, his widow, Sally Salazar, was the guest of honor at the dedication of the Ruben Salazar Library in Santa Rosa, California. Named by Senate Concurrent Resolution (SCR) 37, Resolution Chapter 78, on 7/12/2005.

Before 1954, the route was named the "Los Angeles River Freeway". The first segment opened in 1952. The Los Angeles River was named Rio de Porciuncula by the Portolá expedition, August 2, 1769, for it was the day of Nuestra Señora de los Angeles de Porciúncula (Our Lady of the Angels of Portiuncula). Portiuncula was the chapel in Assisi, Italy, cradle of the Franciscan Order. The full name of the river was recorded by Palou, December 10, 1773. The pueblo was founded in 1781 with the name Reina de los Angeles, but almost invariable appeared on maps and often in documents as Pueblo de los Angeles. Various forms of the name were used ("City of the Angels" in 1847) until the county and city became officially Los Angeles in 1850.

The portion of this route from Route 5 to Route 210 (not all constructed) is not officially named.

Bridge 53-958 on I-710, the I-710/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. [Note: According to the CalTrans logs, this bridge is actually on Route 110; thus the named interchange is at the Route 110/Route 91 junction.] 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 Atresia 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 businesspeople 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 I-5/I-710 interchange in Los Angeles County is officially named the "Marco Antonio Firebaugh Interchange". This interchange was named in memory of Marco Antonio Firebaugh, who at the age of 39 years was running for the California State Senate when he succumbed to health ailments on March 21, 2006. Born in Tijuana, Mexico on October 13, 1966, Firebaugh emigrated to the United States when he was a young boy. He worked hard to pay his own way through school and earned his bachelor of arts degree in political science from the University of California, Berkeley and a law degree from the UCLA School of Law. He was the first in his family to attend college and was committed to the notion that free universal public education is the cornerstone of our democratic society and worked hard to improve educational opportunities for all California students. Firebaugh was elected to the California State Assembly at the age of 32 years; and he served in the California State Assembly from 1998 to 2004, representing the 50th Assembly Distri