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State Shield

State Route 60

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

Routing Routing

  1. Rte 60 Seg 1From Route 10 near the Los Angeles River in Los Angeles to Route 215 in Riverside via Pomona.

    Post 1964 Signage History Post 1964 Signage History

    As defined in 1963, this segment ran from "Route 10 near Soto Street in Los Angeles to Route 395 via Pomona and Riverside." Note that although this routing was defined, Route 60 (signed with the state green signage) was not signed until the Pomona Freeway actually opened. In particular, a 1966 Thomas Brothers map shows much of the Pomona Freeway ready to open in Fall 1966, but no route number assigned (US 60 is still along I-10 as of 1966). It certainly appears that the Pomona Freeway between I-10 and Route 71 was never signed as US 60; although the portion E of the Route 71 expressway was. Based on the state highway maps, the transition from US 60 to Route 60 occurred in 1967.

    In 1968, Chapter 282 changed the western end to reflect various reroutings and redesignations that occurred in downtown Los Angeles, making the origin "Route 10 near the Los Angeles River in Los Angeles"

    In 1969, Chapter 294 changed the reference to "Route 395" to "Route 15".

    In 1976, Chapter 1354 changed the reference to "Route 15" to "Route 194"

    In 1982, Chapter 681 changed the reference to "Route 194" to "Route 215".

    In 1986, Chapter 928 changed the definition of the terminus of this segment to "Route 215 in Riverside via Pomona"

    Pre 1964 Signage History Pre 1964 Signage History

    US Highway Shield There appears to have been no State Sign Route 60 prior to the opening of the Pomona Freeway. However, US 60 was part of the original specification of US Routes in 1926, but the route defined was what later became US 66 through Los Angeles, San Bernardino, Barstow, and Needles.

    A later redefinition of the US routes created what became known as US 60. Throughout much of California, US 60 and US 70 were cosigned.

    1937 U.S. 60By 1931, the more established routing of US 60 was established; it was originally signed as follows:

    1. (Pre-San Bernardino Freeway): US 60/US 70/US 99 out of downtown Los Angeles along Ramona Blvd, later the Ramona Freeway/San Bernardino Freeway. The route then followed Garvey and Holt to Pomona. The portion between the eastern Los Angeles city limits to Colton was an extension of LRN 26 defined in 1931. The portion along Ramona Blvd from Aliso Street to Monterey Park was added in 1933. In 1935 an alternate route was added -- it is unclear if this was signed US 60, US 70, US 99, or some combination. This alternate route ran along Valley Blvd between the east city limits of Los Angeles to El Monte. It was LRN 77 until it rejoined LRN 26; LRN 77 split back off in Pomona as Route 71. US 70 was added in 1935.The terminus moved W to the "Four-Level Interchange" (i.e., the present-day Route 110/US 101 junction), and US 99 was cosigned, in 1947. In 1958, the terminus was pushed back to the split. The route then continued, with the same signage, S on Arroyo Ave to Bellview to 5th Avenue in Pomona, E along 5th, then E along California St. and Ontario Blvd. This was LRN 19, defined in 1931.
    2. (Post-San Bernardino Freeway; pre-Pomona Freeway): Between downtown Los Angeles and the junction with Route 71. This was LRN 26, defined in 1931. At one time, this was routed as just US 60 along Valley Blvd, with a portion along Main Street in La Puente. During this time, US 99 was routed along US 66. A later routing would cosign US 60 with US 70 and US 99 along Garvey. The route then continued, with the same signage, S on Arroyo and the Temescal Freeway (Signed Route 71) to 5th Avenue in Pomona, then E along California St. and Ontario Blvd. This was LRN 19, defined in 1931.
    3. Rte 60/U.S. 60 Near Pomona - 1959As US 60 between Route 57 and what is now the Route 215 junction just W of Riverside. That junction was originally the US 91/US 395 junction. This segment was LRN 19, and is present-day Route 60. The portion of LRN 19 between Route 57 and Garey Ave in Pomona was defined in 1931 (although it was not signed as US 60 W of the Corona Freeway). The remainder of the segment (from Garey to Riverside) was defined in 1909.
    4. As US 60 from Riverside to Beaumont. LRN 19 was originally defined during the 1909 First State Highway Bond as a route running from Riverside west to Claremont. In 1931 LRN 19 was extended east to Beaumont through the Moreno Valley Badlands via Jack Rabbit Trail. The new route of LRN 19 east from Riverside to Beaumont first appears on the 1932 Division of Highways State Map.At one point, this ran along Sunnymead Blvd. in Moreno Valley.
      (Source: Gribblenation Blog: "California State Route 60/Former US Route 60/70 through the Moreno Valley Badlands west to Riverside")

    Note that the proposed freeway routing that became the Pomona Freeway was LRN 172 between downtown Los Angeles and the US 60/Route 57 S junction was LRN 172 was defined in 1933. This is now signed as Route 60; it appears to never have been signed as US 60. This also includes the portion between Route 57 and Route 71.

    The history of the East LA Interchange, where US 101, I-10, I-5, and Route 60 come together, is discussed with US 101.

    Scott Parker on AARoads noted the following regarding the original routing of US 60:
    (Scott Parker (Sparker) on AARoad, "Re: US 66 1935 alignment via Eagle Rock pre-1936 via Royal Oaks Ave in Monrovia?", 5/20/2019)

    ACSC originally signed US 60 over Main St., originally from 7th Street downtown but later from Sunset Blvd. north of the Civic Center. US 66 was at that time (pre-1935) on Broadway, a couple of blocks west, so US 66 and US 60 paralleled each other -- one (66) on a state-maintained route (LRN 165) and the other with ACSC-erected US 60 signage on a non-state route, which curved east with Main St. and segued (with US 99 past Daly St.) onto Valley Blvd., which was state-maintained east of the L.A. city line at Eastern Ave. (LRN 77). This was a decidedly temporary route; the Ramona Parkway/Garvey Ave. continuum (LRN 26) was under development at that time; when it opened, both US 99 (initially east of Soto St.) and US 60 were rerouted onto the parkway, which ended at Mission St. a block south of Macy (the US 60 terminus was then the corner of Mission & Macy (US 101/LRN 2). It was deemed very vital to get the US 60 traffic off Main Street, since it crossed 4 major RR lines at grade: the SP at the Rondout curve near their Spring Street yard, the Santa Fe on the west bank of the L.A. River, the U.P. on the east bank, and the S.P. again out on Valley Blvd. at Eastern. Invariably there would be lengthy traffic stoppages due to the proximity of the yards (trains would sit across the crossing for several minutes until track clearances were given). US 66 didn't have that problem; it used North Broadway, which perched on the hillside above the yard; its L.A. River crossing cleared both the river and the adjacent tracks. After 1935, when the Figueroa Tunnels were opened (about the same time as the Ramona Parkway), the state highway routings "gelled" into the configuration that would take them through WW II -- with the addition of the Arroyo Seco Parkway (1940) northeast of the tunnels and carrying the rerouted US 66. The ACSC "interim" pre-'35 routings did what they were supposed to do during that Depression-era period with scarce funding available; provide a series of signed routes that provided egress to the downtown area from the adjoining areas. Eventually the Division of Highways selected a few of them and incorporated those into the state system, including the original US 99 path along Marengo St., Daly St., and Ave. 26 -- which continued to host an unsigned LRN 4 well after US 99 had been rerouted through the tunnels to the Civic Center, being relinquished only when replaced a quarter-century later by the I-5/Golden State Freeway.

    The route of US 60/US 70 west from Beaumont to Riverside was as follows:
    (Source: Gribblenation Blog: "California State Route 60/Former US Route 60/70 through the Moreno Valley Badlands west to Riverside")

    • US 60/US 70 departed a multiplex of US 99 on 6th Street via Jack Rabbit Trail. Jack Rabbit Trail is typically described as being very similar to the Ridge Route and San Juan Grade. The Jack Rabbit Trail is very narrow and carries steep grades through the Moreno Valley Badlands which made it unsuitable for a cross-country US Route. The construction of a new route for US 60/US 70/LRN 19 is described as being completed in three segments in a August 1937 Department of Public Works Guide. Jack Rabbit Trail is described as being replaced by a new cut through the Moreno Valley Badlands during 1935. A new route from Box Springs (near modern day Riverside) east to the Moreno Valley Badlands is described as being completed in 1936. The third part of the new route was described as being completed east of the Moreno Valley Badlands to the Beaumont by July of 1937. Although the new route from Riverside east to Beaumont would be considered conventional by today's standards the modern Route 60 alignment essentially uses the same right-of-way.
    • US 60/US 70 followed Jack Rabbit Trail westward through the Moreno Valley Badlands to Gillman Springs Road.
    • US 60/US 70 turned northwest on Gillman Springs Road to Alessandro Boulevard.
    • US 60/US 70 headed westward through Moreno (modern Moreno Valley) to US 395 (post-1934) which was on what is now known as Old 215.
    • US 60/US 70 headed northwest on an alignment largely under modern I-215/CA 60 to 8th Street (now University Avenue) in Riverside.

    By 1938 US 70 was moved off the shared alignment of US 60/LRN 19 through the Moreno Valley Badlands onto a multiplex of US 99 west of Beaumont. The Four-Lane alignment through the badlands opened in 1956.
    (Source: Gribblenation Blog: "California State Route 60/Former US Route 60/70 through the Moreno Valley Badlands west to Riverside")

    1923 Whitewater Bridge.

    The 1923 Whitewater Bridge was constructed as part of the construction of LRN 26, later US 60/US 99/US 70 and currently I-10 (although the 1923 bridge never saw the route as I-10). The 1923 Whitewater Bridge was host to several Auto Trails. The 1924 Rand McNally Highway Map of California shows the Southern National Highway and the Atlantic & Pacific Highway crossing the 1923 Whitewater Bridge. By late 1926 the US Route System was approved which led to US 99 being aligned over LRN 26 and the 1923 Whitewater Bridge. In 1932 US 60 was extended into California which multiplexed US 99/LRN 26 from Mecca over the 1923 Whitewater Bridge. US 99 and US 60 were joined by US 70 in 1934 when it was extended into California. As the 1930s and 1940s progressed traffic increased on US 99/60/70. In the 1950s much of LRN 26 and US 99/60/70 in Coachella Valley was upgraded to an expressway more in line with the present alignment of I-10. The July/August 1954 Department of Public Works Guide discusses the progress of building US 99/60/70 in Coachella Valley to an expressway. The replacement bridge was built in 1952, and currently along I-10 as RIV 27.69 (Bridges 56-0004L and 56-0004R). The original alignment of US 60 in this area is Whitewater Cutoff Road, and the bridge is currently closed to automobile and pedestrians.
    (Source: Gribblenation Blog: Former US Routes 99/60/70 on the 1923 Whitewater Bridge)

    Note the implication of the above: US 60 was signed in 1932; US 70 in 1934.

    Status Status

    In June 2015, it was reported that, in its latest analysis of California Highway Patrol data from 2012, the Southern California Associations of Governments (SCAG) included sections of this route in its list of freeway sections in L.A. County and the Inland Empire with the highest concentrations of truck crashes per mile annually. These sections were I-710 at Route 60 in the East L.A. Interchange (~ LA R3.163), with 7.2 accidents; I-710 between I-105 and the Route 91, with 5.8 accidents; the convergence of Route 60 and Route 57, with six crashes; and I-5 between I-710 and I-10, also in the East L.A. Interchange, with 6.6 crashes. The analysis also identified that the second-highest number of truck crashes can be found on three parts of Route 60 between I-605 and I-710, between the I-15 and Route 71 — the Chino Valley Highway, formerly known as the Corona Expressway — and immediately east of I-215. That category also includes I-10 between Route 71 and I-215, I-605 between Route 60 and I-10, and Route 710 between Route 91 and the Port of Long Beach as well as between I-5 and I-105. With the nation's largest combined harbor, the Los Angeles area also is one of the busiest in the country, if not the world, for trucking. I-710 often handles more than 43,000 daily truck trips, Route 60 up to 27,000 and I-5 about 21,500, according to Caltrans.
    (Source: LA Times, 6/2/2015)

    Rte 60 Belvedere ParkIn November 2014, it was reported that the LA County Department of Regional Planning has started to dream about putting a cap park on top of Route 60 in East LA, once again joining the two halves of Belvedere Park (~ LA R3.882 to LA R4.01), which have been separated since the freeway cut through more than 50 years ago. The 31-acre park is the largest in East LA proper and already has an Olympic-sized pool, an amphitheater, and a skate park. If the freeway were to be capped, the new addition would cover a three-block section at Mednik Avenue that could hold more space for sports fields and courts, public art, and/or a playground; it would also vastly improve access for bikes and pedestrians looking to travel from one side of the park to the other. Unfortunately, there's no budget or money for the project yet; it's just a beautiful dream.
    (Source: Curbed LA, 11/10/2014)

    In April 2011, signs were dedicated on Route 60 directing motorists to the Armenian Genocide Martyrs Monument (~ LA R5.589). The signs, authorized by the state Legislature, point the way to a memorial tower above Garfield Avenue that commemorates the attempt a century ago to eliminate Armenians from the Ottoman Empire. Leaders of modern-day Turkey dispute the "genocide" label. The United States, worried about U.S.-Turkish relations, has not taken a formal position on the subject. Some believe that official acknowledgement such as these directional signs will send "shockwaves" through those who fail to recognize the impact that the killings and deportations still have on Armenians around the world.

    In December 2011, a tanker truck exploded at the Paramount undercrossing (LA R007.80), significantly damaging the bridge. In fact, the damage was so significant that the bridge had to be torn down and reconstructed, and the freeway itself was closed for a few days to repave the main-line. The US Department of Transportation released $2M in emergency funds for the repairs.

    A small section of this route was up for relinquishment on the February 2003 CTC agenda: the section near PM LA 11.0 in the City of South El Monte. This is probably a section of the original routing.

    In March 2016, the Los Angeles MTA presented its full proposal for what transit lines could be built -- and when -- if Los Angeles County voters approve a half-cent sales tax increase in November 2016. This proposal included funding for Route 60/I-605 Interchange HOV Direct Connectors (~ LA 11.66). This project is from the North and Southbound on I-605 from Rose Hills to I-10 and on East and Westbound Route 60 from Santa Anita to Turnbull Canyon. The Interchange improvements include adding auxiliary lanes, widening lanes and bridges, interchange connectors, ramp improvements and realignments.
    (Source: Los Angeles Times 3/18/2016; Metro Board Report 3/24/2016)

    In August 2011, the CTC approved $100,718,000 in SHOPP funding for repairs in the cities of Industry to Diamond Bar from Route 605 to Route 57 (~ LA 11.66 to LA R25.657), that will rehabilitate 48 lane miles of pavement to improve safety and ride quality. Project will replace damaged roadway slabs, grind roadway for smooth profile, replace approach and departure slabs and joint seals at 11 structures, and replace striping, markings and markers.

    In November 2011, it was reported that the Southern California Association of Governments (SCAG) had included, as part of the East-West Freight Corridor plans, the construction of a 50' high, double-decker truck lane in a creekbed along Route 60 (~ LA 12.163 to LA R22.324). SCAG envisions a dedicated truckway for electric trucks running from I-710 to I-15. The massive regional plan calls for raising gasoline taxes to pay for bridge retrofits, freeway improvements, rail lines, bicycle lanes and sidewalks. The EGPress has reported that the City of Commerce has joined other cities in opposing the plan to build truck-only lanes on Route 60. City Officials said there was not enough outreach or consideration of the impacts prior to a decision to settle on those lanes. City of Commerce planning officials say SCAG met once with city staff in April and provided no follow-up information on potential property impacts. Meanwhile SCAG "refused" to consider truck-only freight lanes on Route 91, I-10, and I-210 corridors. The Route 60 alignment was chosen, according to the City of Commerce, due to an assumption that it would result in the least impact on homes and private property, but city officials said they were never consulted to confirm that this would be true. Once the work is finished, the $22.5 million project will swap the Brea Canyon Road entrance and exit (~ LA R22.988) with a new Lemon Avenue entrance and exit a few miles to the west (~ LA R22.394).

    Lemon Avenue Interchange (~ LA R22.988)

    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 #587: Construct the Diamond Bar On-Off Ramp at Lemon Ave on Route 60. $9,600,000.

    In May 2018, it was reported that two of the three legs of the new Lemon Avenue interchange of Route 60 in Diamond Bar will open on Tuesday, May 1, 2018 in time for the busy morning commute, according to the Alameda Corridor-East Construction Authority. An eastbound freeway on-ramp — also at Lemon Avenue — scheduled to open sometime in June, will complete the three-legged interchange that has been in the works for 14 years in the eastern section of Los Angeles County, at the corner of Los Angeles, San Bernardino and Orange counties. Along with ACE, the lead agency, Caltrans, Los Angeles County and the cities of Diamond Bar and City of Industry have been working on adding the new exit/entrance to the busy freeway since 2004. A contract was signed in 2011. Construction has been ongoing for the past 1 1/2 years, including multiple weekend lane closures, detours and delays. At the same time, motorists will no longer be able to exit the freeway at Brea Canyon Road. The eastbound off-ramp at Brea Canyon Road in Diamond Bar will be permanently closed. However, just until June, the eastbound on-ramp to the freeway at Brea Canyon will remain open until construction is complete on the Lemon Avenue on-ramp. Closing the Brea Canyon Road ramps and diverting cars and trucks to Lemon Avenue is a precursor to a full-fledged reconfiguration of the larger Route 57/Route 60 freeways where they join together for a two-mile stretch in Diamond Bar, known as the 57/60 Freeway Confluence.
    (Source: San Gabriel Valley Tribune, 4/30/2018)

    57/60 Confluence Project (~ LA R23.464 to LA R25.607)

    In November 2010, it was reported that there is a project to improve the Route 57/Route 60 interchange. The "57/60 Confluence Project" has the goal of solving the problem of 16 lanes of traffic being squeezed into 12. The improvements include creating a bypass lane to reduce the need for motorists to cross several traffic lanes as they exit or enter the freeway at Grand Avenue. The project also calls for construction of an eastbound bypass ramp, which would run under Route 57 and take traffic exiting Route 60 directly to Grand. A new eastbound loop on-ramp would connect Grand to Route 60 and eliminate the need for left turn lanes. The existing westbound off-ramp at Grand would be widened and relocated about 100 feet north. Plans also include construction of a new 2,500-foot auxiliary lane on southbound Route 57 as it merges with Route 60. The third lane would eliminate the bottleneck that is currently created when the southbound Route 57 drops from three lanes to two. The Grand overpass would be raised and widened to accommodate four lanes in each direction. It also would feature a new westbound on-ramp. The project would create 5,148 jobs, with targeted completion in less than 10 years. The interchange has been designated as the No. 1 highway congestion segment in Caltrans' District 7, and the No. 3 congestion segment in the state, according to the Caltrans Highway Congestion Monitoring Program. It is also in the Metropolitan Transportation Authority's Long Range Transportation Plan, but the funds will not be available until 2029. The current goal is to complete the project by 2016. More than half of the project's $258 million price tag is eligible for federal funding, while the remainder would be funded with local sales tax and state gas tax revenues. Currently, the city of Industry has committed $35 million in local redevelopment funding to the project. MTA's contribution would be an additional $8.75 million for the construction of the westbound off-ramp at Grand. Together with MTA and Diamond Bar, the city of Industry also is seeking project funding and potential listing on the next federal reauthorization of the Transportation Act.

    In May 2013, the CTC received notice of the preparation of an EIR concerning the Route 57/Route 60 interchange. The project is proposed to be funded with federal and local dollars. Depending on the alternative selected, the total estimated project cost is between $220,000,000 and $239,000,000. Construction is estimated to begin in Fiscal Year 2015-16. The alternatives under consideration are: (1) No Build Alternative; (2) maintains the existing compact-diamond configuration with added capacity at on and off-ramps, adding a new bypass single ramp lane would connect from northbound Route 57 to the Grand Avenue off-ramp, and a bypass lane on-ramp would be constructed to connect Grand Avenue to eastbound Route 60. In the westbound direction of Route 60, the existing dropped lane would be extended all the way to Grand Avenue. The Grand Avenue overcrossing would be widened to four lanes in each direction. (3) This builds on the previous alternative, except an additional eastbound loop on-ramp from Grand Avenue is proposed as a component of the project.

    In March 2014, the CTC approved for future consideration of funding a project in Los Angeles County that will reconfigure the conflux of Route 60 and Route 57 at Grand Avenue, including widening the Grand Avenue overcrossing, adding auxiliary lanes, and reconfiguring the on- and off-ramps. The project is not fully funded. The project is fully funded for environmental only with federal and local dollars. The total estimated cost is $231,000,000 for capital and support. Depending on the availability of funding, construction is estimated to begin in Fiscal Year 2014-15.

    In September 2014, it was reported that Federal officials approved a $10-million grant for a series of fixes to the congested interchange between Route 60 and Route 57 in eastern Los Angeles County. The $10-million grant from the U.S. Department of Transportation will partially fund on- and off-ramps to eastbound Route 60. The first stage of construction is expected to cost about $53 million and will probably start in summer 2015. For two perilous miles in Diamond Bar, Route 60 and Route 57 combine, reducing 17 lanes to 14, while more traffic merges on and off from a local intersection. Cars and trucks frequently veer across up to five lanes to reach the correct exit. Intersecting freeways are typically built at 90-degree angles. But in the early 1970s, engineers built Route 57 alongside Rolute 60 because the curve of the hillside was too steep to accomodate another configuration. The goal of the construction is to separate the movements.

    In November 2015, it was noted that the 2014 TIGER grant is going toward the $260 million total cost of the Route 57/Route 60 interchange project, expected in three phases. November 2015 marked the kickoff of construction of phases one and two. The complete project includes ramp and interchange reconfigurations and the addition of mainline and bypass lanes to reduce weaving. The $10 million TIGER grant will be used specifically for construction of a westbound freeway off-ramp at Grand Avenue in the project’s second phase. But, while phases one and two are moving forward, funding for the third and largest phase of the 57/60 Confluence Project has yet to be identified. Considered the bulk of the project —with the mainline improvements and bypass roads on Route 57 and Route 60 to eliminate the weaving— it currently has secured zero funding and is an unfortunate reminder of the great need for funding throughout the country where projects are not moving forward.
    (Source: Transportation.Gov, 11/23/2015)

    In March 2016, the Los Angeles MTA presented its full proposal for what transit lines could be built -- and when -- if Los Angeles County voters approve a half-cent sales tax increase in November 2016. This proposal included funding for Route 57/Route 60 Interchange Improvements that include adding a new westbound on-ramp to Route 60 at Grand Ave., street widening improvements in the vicinity of Grand Ave. and Golden Springs Dr., a new westbound off-ramp to Route 60 and auxiliary lane to Grand Ave., freeway mainline improvements and by-pass connectors, for a total of 2 miles.
    (Source: Los Angeles Times 3/18/2016; Metro Board Report 3/24/2016)

    In April 2018, it was reported that Metro was applying for TCRP (Trade Corridor Relief Program) funds in addition to SB1 funds for the Route 57/Route 60 interchange project.
    (Source: Metro The Source, 4/19/2018)

    In May 2019, the CTC approved an allocation of $5,000,000 for 07-LA-57 R4.3/R4.8,, 07-LA-60 R23.3/R26.5: Route 57/60 Confluence: Chokepoint Relief Program. In Los Angeles County, in Diamond Bar and the City of Industry on Route 60 from EB Route 60 to Route 57 connector overcrossing to near Golden Springs Drive Undercrossing and Route 57 from NB Route 57 to WB Route 60 connector overcrossing to South Route 57/Route 60 separation. Interchange modifications, including auxiliary lanes and three new bridges. R/W allocation.
    (Source: May 2019 CTC Minutes, Agenda Item 2.5s.(5))

    In December 2020, it was reported that the CTC approved $217.9 million in Trade Corridor Enhancement Program funds for the Route 57/Route 60 Confluence Chokepoint Relief Program to make the notorious interchange safer by reducing weaving and smoothing out traffic flow through the interchange. The funds will construct highway improvements and bypass connectors to reduce accidents and alleviate a truck bottleneck at a location that is critical to goods movement operations across the region, state and nation.
    (Source: Metro "The Source" 12/2/2020)

    60 Swarm Project - Pipeline Ave (SBD R 0.86) to Route 91/I-215 (RIV 12.124)

    60 Swarm MapIn July 2019, it was reported that Route 60 would be undergoing repairs for 15 weekends starting in July 2019 and continuing through November 2019. Excluding Labor Day weekend, eastbound lanes between I-15 and the Route 60/Route 91/I-215 junction in Riverside would be closed for eight weekends starting July 26, followed by westbound closures for the following seven weekends. Lanes will be closed from 10p Friday to 5a Monday and on weekday nights from 10p to 5a. The closures are part of a $134-million project to replace deteriorating pavement and stripe lanes from Ontario to Riverside. The work also includes replacement of bridges in Chino (that work will continue through Summer 2021) as part of the so-called 60 Swarm projects: Pipeline Avenue (SBD R000.86, Bridge 54-0744), Monte Vista Avenue (SBD R001.87, Bridge 54-0746), and Benson Ave (SBD R002.87, Bridge 54-0748). It includes $16.9 million in funding from Senate Bill 1 and the Road Repair and Accountability Act of 2017.
    (Source: LA Times, 7/19/2019)

    The pavement rehabilitation portion of the project will include 18-mile of concrete and asphalt rehabilitation on Route 60 lanes, shoulders and on/off ramps, as well as upgrading pedestrian sidewalk ADA ramps at the on/off ramp intersections. The bridge replacements are raising the vertical clearances on these bridges, which were constructed in 1970,to current standards to mitigate over-height loads from hitting the structures. The current bridges are continuous concrete box or girder bridges. Current clearances range from 14.9' to 15.1'; for comparison, the nearby Central Avenue bridge has a clearance of 17.1'.
    (Source: 60 Swarm Webpage)

    In November 2019, it was reported that mid-November marked the final "60 Swarm" closure, when construction workers planned to tear down half of the Benson Avenue bridge in Chino, triggering alternating closures on Route 60 there. The westbound lanes would be closed Friday night, and the eastbound lanes on Saturday night. While this marks the end of full freeway closures, pavement repairs will continue to prompt periodic nighttime lane closures during the week through fall 2021 between Euclid Avenue and the Route 60/Route 91/I-215 interchange. Additionally, the replacement of bridges at Pipeline Avenue, Monte Vista Avenue and Benson Avenue will trigger closures.
    (Source: $$ Press Enterprise, 11/14/2019)

    Route 60/Central Avenue Interchange (08-SBd-60 R2.1/R2.6)

    In June 2020, the CTC approved amending the Trade Corridors Improvement Funding (TCIF) Program to include the Route 60 Central Avenue Interchange Project and to program $8,638,000 for the project. Funding for this amendment is made available by cost savings on completed Trade Corridors Improvement Funding Program projects. This amendment is consistent with the Trade Corridors Improvement Funding Program Guidelines and the May 2019 Program Close-Out Policy. The Route 60 Central Avenue Interchange is a primary freeway access point for major industrial, commercial, and residential uses for the City of Chino, and Central Avenue is a designated truck route. The project addresses a key bottleneck in the system and will promote cleaner, more efficient goods movement that will generate at least 318,000 new trade-related jobs by 2030. Travel time savings are a significant benefit to this project not only for passenger vehicles, but for freight as well. It is anticipated there will be $32.8 million in passenger time savings and an additional $13.1 million in freight benefits. The project will widen the Central Avenue Bridge over Route 60, provide two back-to-back left turn lanes and receiving lanes for both freeway on-ramp intersections on Central Avenue, and add a High Occupancy Vehicle preferential lane. Additionally, both ramp intersections will receive improvements to bring sidewalks and curb ramps up to Americans with Disability Act standards. Lastly, the project will add an auxiliary lane on the Route 60 mainline, seismically retrofit the Central Avenue Bridge, and accommodate future planned widening of Central Avenue.
    (Source: June 2020 CTC Agenda, Agenda Item 4.17)

    In June 2020, the CTC approved an allocation of $8,638,000 for the locally-administered Proposition 1B (Prop 1B) Trade Corridor Improvement Fund (TCIF) State Route 60/Central Avenue Interchange (PPNO 3017C) project: 08-SBd-60 R2.1/R2.6 PPNO 08-3017C ProjID 0800000064 EA 0C870 Route 60/Central Avenue Interchange. In the city of Chino. Widen existing bridge, widen on-ramps in both directions and construct a  transition/acceleration lane on Route 60 (TCIF 135). (The programmed TCIF funds are to be split: $0 for construction engineering and $8,638,000 for construction capital.) (Contribution from other sources: $20,337,000.) (Concurrent TCIF Program Amendment under Resolution TCIF-P-1920-09; June 2020) (Concurrent TCIF Baseline Agreement approval under Resolution TCIF-P-1920-08B; June 2020) ALLOCATION IS CONTINGENT UPON THE APPROVAL OF A BUDGET REVISION BY THE DEPARTMENT OF FINANCE AND ON THE PASSAGE OF THE 2020 BUDGET ACT
    (Source: June 2020 CTC Agenda, Agenda Item 2.5g.(5b))

    Haven Avenue to Milliken Avenue Auxiliary Lane (08-SBD-60 R7.3/R10.0)

    In October 2017, a SHOPP amendment to correct a project number highlighted the following project: 08-SBD-60 R7.3/R10.0: On Route 60 in San Bernardino County: In Ontario, from Haven Avenue to Milliken Avenue/Hamner Avenue. Construct auxiliary lane and widen connector and ramps. The project was also included in the final adopted 2018 SHOPP in March 2018.

    In June 2019, the CTC approved the following SHOPP scope amendment: 08-SBd-60 R7.3/R10.0 PPNO 3003N ProjID 0817000075. Route 60 In Ontario, from Haven Avenue to Milliken Avenue/Hamner Avenue. Construct auxiliary lane and widen connector and ramps. During the preparation of the Project Report, constuction capital costs increased, primarily due to increases in costs for pavements, sound walls, state furnished materials, and Time Related Overhead (TRO). Construction support dropped after a reevaluation of construction inspection needs. Sound wall locations have moved, and there is no need for construction easements, so R/W capital cost has gone down. Updated cost: $42,528K.
    (Source: June 2019 CTC Minutes, Agenda Item 2.1a.(1) Scope Item 98)

    In June 2019, the CTC approved the following SHOPP support allocation: $3,870,000 08-SBD-60 R7.3/R10.0 PPNO 3003N ProjID 0817000075. Route 60 In Ontario, from Haven Avenue to Milliken Avenue/Hamner Avenue. Construct auxiliary lane and widen connector and ramps. PS&E $3,850,000 R/W Support $20,000 (Concurrent SB 1 Baseline Agreement approval under Resolution SHOPP-P-1819-13B.) (Concurrent amendment under SHOPP Amendment 18H-010.)
    (Source June 2019 CTC Minutes, Agenda Item 2.5b.(2a) Item 34)

    In December 2020, the CTC approved the following SHOPP Construction Phase allocation: $38,947,000 for San Bernardino 08-SBd-60 R7.3/R9.958. PPNO 08-3003N ProjID 0817000075 EA 0E33U. Route 60 In Ontario, from 0.4 mile east of Vineyard Avenue to Milliken Avenue/Hamner Avenue.   Outcome/Output: Construct auxiliary lane and widen connector and ramps to improve operational efficiency and reduce congestion. Con Eng: $6,100,000; Const $29,518,000. (CEQA - CE, 12/3/2018; Re-validation 5/20/2020) (NEPA - CE, 12/3/2018; Re-validation 5/20/2020) (SB 1 Baseline Agreement approved under Resolution SHOPP-P-1819-13B; June 2019.)
    (Source: December 2020 CTC Agenda, Agenda Item 2.5b.(1) #13)

    Route 60 Archibald Avenue Interchange Improvement Project (08-SBD-60 R7.8/R7.9)

    In December 2018, the CTC approved adding the following project to the Trade Corridor Improvement Fund (TCIF) funding list: Project 130 – Route 60 Archibald Avenue Interchange Improvement Project. (~ SBD R7.9). With the support of the Southern California Consensus Group, the San Bernardino County Transportation Authority proposes to amend the Trade Corridor Improvement Fund Program by including the Route 60 Archibald Avenue Interchange Improvement Project as Project 130. The proposed project will improve the existing interchange by adding left-turn lanes and right-turn pockets, extending the left-turn lane storage lengths, widening all ramps, and constructing retaining walls. These improvements will improve the flow of commerce into and out of the truck terminals and logistics centers along Route 60 and the surrounding area. The Route 60 Archibald Avenue Interchange Improvement Project is estimated to cost $17.216 million and construction is expected to begin in October 2019.
    (Source: December 2018 CTC Minutes, Agenda Item 4.22)

    In May 2019, the CTC approved the Project Baseline Agreement for the Trade Corridors Improvement Fund Project 130, State Route 60 Archibald Interchange Improvement Project, in San Bernardino County.
    (Source: May 2019 CTC Minutes, Agenda Item 4.26)

    In June 2019, the CTC approved an allocation of $1,310,000 for the locally-administered Proposition 1B Trade Corridors Improvement Fund (TCIF) Route 60 Archibald Avenue Interchange Improvement project (PPNO 1250, ProjID 0814000194) (08-SBD-60 R7.8/R7.9). Route 60 in the city of Ontario. Construct left-turn lanes in each direction on Archibald Avenue, construct right-turn pockets approaching the eastbound and westbound on-ramps on Archibald, extend left-turn lane storage length by approximately 190 feet south of the interchange for northbound traffic accessing the westbound on-ramp and widen all ramps to provide an additional lane and standard shoulder widths. Also construct a 250 feet retaining wall along the westbound on-ramp 225 feet long retaining wall along with CHP reinforcement areas on both sides.(TCIF 130)
    (Source: June 2019 CTC Minutes, Agenda Item 2.5g.(5a))

    In April 2007, the CTC considered a request for a new connection at Valley Way (~ RIV 7.537). This would be an interchange to Route 60 in the county of Riverside, at Post Mile 7.5. The existing connection has difficulties due to increasing traffic volumes on Route 60 and congestion at the Valley Way interchange. This project will revise the connection to Route 60 at Valley Way. The Commission adopted the portion of Route 60 in the vicinity of Valley Way as a freeway on November 28, 1941. The existing route is a sixlane facility west of the Valley Way interchange and an eight-lane facility east of the Valley Way interchange. Future widening to ten lanes is planned west of the Valley Way interchange to accommodate high occupancy vehicle lanes. In August 1992, a Project Study Report (PSR) was approved to modify the existing Valley Way interchange. The Project Report was approved on July 12, 2005. Route 60, including the Valley Way interchange, was constructed to freeway standards in 1962. The continuing urbanization of Riverside County has placed more demand on the Valley Way ramps to and from Route 60. This project will remove the existing eastbound diamond exit ramp at Valley Way and construct a new eastbound exit hook ramp one-half mile west of Valley Way connecting to the Mission Boulevard/Byrne Road intersection. A new eastbound entrance hook ramp will be constructed adjacent to the new eastbound exit hook ramp. The existing eastbound diamond entrance ramp at Valley Way will remain in operation. The revised interchange at Valley Way will be an elongated interchange. The proposed improvements will increase the capacity of the existing interchange and considerably improve interchange operations.

    91/215/60 Interchange Improvements (~ RIV 12.109)

    There is a significant project to reconstruct the Route 91/I-215/Route 60 interchange. The project includes rebuilding the Spruce Street bridge; relocating the existing eastbound on-ramp to Route 60 from Orange Street to Main Street; and widening the existing highway undercrossing bridges at University Avenue, Mission Inn Avenue and Third Street. There are also plans to replace the existing southbound (to I-215) loop ramp with a direct freeway-to-freeway connector, as well as replacing the northbound to westbound (to Route 91) loop ramp with a direct freeway-to-freeway connector. There are also plans to remove the existing I-215 southbound off-ramp and northbound on-ramp at Spruce Street. These ramps will be relocated to Route 91 as an eastbound off-ramp and a westbound on-ramp at the new Spruce Street overcrossing bridge. The project will also realign East La Cadena Drive between 1st and Spruce Street, and provide a grade separation at the railroad crossing, as well as realigning West La Cadena Drive to accommodate the new interchange connectors. The Route 91 main line will be widened, and auxiliary lanes added between University and the 60/91/215 interchange. Additionally, I-215 (Route 60) will be widened from the 60/91/215 interchange to the 60/215 junction, including extending the existing carpool lanes from University Avenue to the 60/215 junction, and providing auxiliary lanes leading to and departing from the new freeway connectors. The existing I-215 (Route 60) Blaine Street, Iowa Avenue and Linden Street overcrossing bridges will be reconstructed to span the new freeway widening, and the existing I-215 (Route 60) Blaine Street, University Avenue and Central Avenue/Watkins Drive interchanges will be improved, including ramp widening. Sycamore Canyon Boulevard will be realigned at Central Avenue. The project will construct a new interchange at Martin Luther King Boulevard, and remove the existing El Cerrito Drive interchange. The existing railroad overhead bridges at Down Street and Chicago Avenue will be widened. At the 60/215 junction, a truck by-pass connector will be constructed from southbound I-215 to eastbound Route 60 and southbound I-215. On Route 60, the existing Day Street interchange will be modified. On I-215, the Box Springs Road interchange will be rebuilt with an overcrossing bridge. Lastly, there will be a a concrete barrier on northbound I-215 at the junction to westbound Route 60. This project has taken three years, cost over $317-million, and should conclude in Spring 2008. Caltrans officials plan to open two new connector ramps by the end of 2007, including one that soars 72 feet high and measures just over a mile long.

    In May 2014, it was reported that the Chino city council voted to spend $12.5 million to cover the city’s share of the cost of interchange improvements at Central Avenue and Route 60. The project calls for widening of the Central Avenue bridge over the freeway and widening of the eastbound and westbound ramps. Landscaping will be replaced. Construction is tentatively scheduled for June 2019 through December 2020. SANBAG will maintain the landscaping for five years after completion.

    Commuter Lanes Commuter Lanes

    In San Bernardino County, HOV lanes exist between the Los Angeles County line and the Riverside County line. These opened in February 1997, require two or more occupants, and are always in operation.

    HOV lanes are planned, under construction or opened as follows:

    • I-605 to Brea Canyon.
    • Brea Canyon to Route 57 NB. This will include a direct HOV-to-HOV connector.
    • Route 57 NB to the San Bernardino County line.
    • From I-15 to Valley Way. This is TCRP Project #63. $200K for the funding of this project was on the September 2002 CTC agenda. $21K of Phase 4 funding was on the March 2005 CTC agenda. This addition will provide the missing portion between the completed westerly section from the Los Angeles County line to the I-15 junction and the currently under construction section, between Valley Way and I-215. The project involves adding 2 HOV and 2 mixed-flow lanes, widening 5 undercrossings and 1 overhead. Construction is scheduled to be completed in October, 2007. This project appears to have had significant cost overruns, at least according to the September 2005 CTC agenda.
    • From Valley Way to Route 215.

    According to Don Hagstrom in May 2003, Caltrans has announced the beginning of a long-awaited project to connect the two carpool (HOV) lanes between the northbound Route 57 (Orange) Freeway and the eastbound Route 60 (Pomona) Freeway. It is unclear if this is a two-way connector.

    According to the Los Angeles Times in September 2006, Caltrans was set to begin creating the HOV lanes between the Route 57 and I-605 freeways in January 2007. The $100-million project includes sound walls. Caltrans will use the existing freeway median for the new lanes. Construction began in early 2006 to add 7½ miles of carpool lanes between Route 91 and the Valley Way exit in Riverside County. The new lanes will cost an estimated $55 million and are slated to open in late 2007. This may be one of the phases of TCRP #63. By 2010, there should be 48 miles of continuous HOV lanes through Los Angeles, San Bernardino and Riverside counties. As of April 2007, the completion date had been changed to 2011. The lanes opened for traffic in October 2010.

    Business Routes Business Routes

    Riverside: Mission Blvd and University Avenue appears to be the old Route 60 Business Loop. There may be some signs remaining.

    Naming Naming

    Eugene A. Obregon, USMCThe I-5/I-10/Route 60/U 101 interchange (~ LA 0.163), commonly referred to as the East Los Angeles Interchange, is named the “Medal of Honor Recipient , Eugene A. Obregon, USMC, Memorial Interchange” (it was originally named the “Marine Private First Class Eugene A. Obregon Interchange”). This interchange was named in memory of Medal of Honor Recipient Eugene A. Obregon, USMC. While serving as an ammunition carrier with Golf Company, Third Battalion, Fifth Marine Regiment, First Marine Division (Reinforced), during the Korean War, PFC Obregon was killed in action on September 26, 1950. The machine-gun squad of Private Obregon was temporarily pinned down by hostile fire; and during this time, he observed a fellow marine fall wounded in the line of fire. Armed only with a pistol, Private Obregon unhesitantly dashed from his cover position to the side of the fallen marine. Firing his pistol with one hand as he ran, Private Obregon grasped his comrade by the arm, and despite the great peril to himself, dragged the marine to the side of the road. Still under enemy fire, Private Obregon was bandaging the marine's wounds when hostile troops began approaching their position. Quickly seizing the wounded marine's rifle, Private Obregon placed his own body as a shield in front of the wounded marine and lay there firing accurately and effectively into the approaching enemy troops until he, himself, was fatally wounded by enemy machine-gun fire. By his courageous fighting spirit, and loyal devotion to duty, Private Obregon enabled his fellow marines to rescue the wounded marine. By fate and courage, Private Obregon is one of the valiant Mexican Americans to receive the Congressional Medal of Honor, the nation's highest military honor for bravery. Named by Senate Concurrent Resolution (SCR) 109, Resolution Chapter 66, on 6/26/2008.
    (Image source: Flikr; Alchetron)

    Los Angeles Police Officer Steven Gajda Memorial HighwayThe segment of Route 60 between its interchange with I-10 at PM LA 0.118 and the Indiana Street overpass at PM LA 1.94 in the City of Los Angeles is named the "Los Angeles Police Officer Steven Gajda Memorial Highway" This segment was named in memory of LAPD Officer Steven Gajda, born in October 1968, in Parkridge, Illinois. Steven Gajda served as a helicopter crew member in the United States Army, and Steven Gajda entered the Los Angeles Police Academy on May 21, 1990, where he earned a reputation as a conscientious cadet. After his appointment as an officer with the Los Angeles Police Department, Steven Gajda was assigned to the department's anti-gang unit, called the Community Resources Against Street Hoodlums (CRASH) unit, which operates in the most violent neighborhoods in Los Angeles. While serving in the CRASH unit, Gajda was shot on December 31, 1997, when identified gang members wanted on murder charges were fleeing the scene of a New Year's Eve disturbance. Steven Gajda died from these injuries the following day, January 1, 1998, his wife's birthday. Steven Gajda was known as an officer who was willing to accept responsibility and for his humor and artistic talents, drawing caricatures that showed life with the CRASH unit, and his spirit always brought support to his fellow officers. Named by Senate Concurrent Resolution (SCR) 38, Resolution Chapter 90, on 7/10/2007.
    (Image sources: Flikr, LAPD Online)

    Pomona FreewayThe segment of Route 60 from I-5 to Route 83 in Chino is named the "Pomona Freeway" (~ LA R0.92 to SBD R4.537). It was named by the State Highway Commission on November 15, 1955. The first segment opened in 1965. It was named because it traverses the city of Pomona, CA, which was named in 1875 after the Roman goddess of orchards.
    (Image source: Youtube)

    Roberto (Bobby) Salcedo Memorial HighwayThe portion of Route 60 between Atlantic Boulevard in the City of Monterey Park and the city limit of the City of Rosemead in the County of Los Angeles (~LA R4.461 to LA R8.211) is officially named the "Roberto "Bobby" Salcedo Memorial Highway" This segment was named in honor of Roberto "Bobby" Salcedo, who was a victim in a senseless killing spree on December 31, 2009, in Gomez Palacio, Durango, Mexico, where he and his wife Betzy were visiting her family for the Christmas holidays. Mr. Salcedo graduated in 1994 from Mountain View High School in El Monte, and continued his education at California State University, Long Beach, where he earned a bachelor of arts degree in history, with a specialization in the history of the United States and Latin America. While earning his degree, Mr. Salcedo worked as a program assistant in the California Student Opportunity and Access (Cal-SOAP) program at Mountain View High School, promoting the value of higher education and assisting students with college applications and financial aid documents. In 1998, Mr. Salcedo began his teaching career in the Social Sciences Department at South El Monte High School, where he was highly regarded as an excellent role model and an enthusiastic teacher. In 2004, Mr. Salcedo earned a master of arts degree in educational administration at California State University, San Bernardino, and was promoted to Assistant Principal of Activities at South El Monte High School. Mr. Salcedo was later appointed as Assistant Principal for Instruction at Mountain View High School. Most recently, Mr. Salcedo served the El Monte High School District as Assistant Principal for Instruction at El Monte High School, following his appointment in September, 2009, and also had been reelected to a third term on the Board of Trustees of the El Monte City School District. At the time of his death, Mr. Salcedo was working on his doctorate degree at the University of California, Los Angeles. Named by Assembly Concurrant Resolution (ACR) 174, 9/9/2010, Resolution Chapter 144.
    (Image sources: Google Streetview, Alhambra Source)

    Los Angeles County Deputy Sheriff Jerry Ortiz Memorial HighwayThe segment of Route 60 between Rosemead Boulevard and I-605, in Los Angeles County (~ LA 9.504 to LA 11.831) is named the "Los Angeles County Deputy Sheriff Jerry Ortiz Memorial Highway". This segment was named in memory of Deputy Jerry Ortiz of the Los Angeles County Sheriff's Department who was killed in the line of duty on June 24, 2005, in Hawaiian Gardens while conducting an investigation. Deputy Ortiz faithfully served the residents of Los Angeles County as a Gang Enforcement Deputy. He was a resident of Diamond Bar and served in the United States Army from 1988 to 1996. He was also a boxing fan and a member of the Los Angeles County Sheriff's Department Boxing Team. The designation recognizes the hazardous work, serious responsibility, and strong commitment that Deputy Ortiz willingly accepted during his 15 years as a law enforcement officer. Named by Assembly Concurrent Resolution (ACR) 27, Resolution Chapter 68, on 7/32007.
    (Image source: Flikr via Google Images, Michael Parker on Twitter)

    CHP Officer David M. Romero Memorial HighwayThe portion of Route 60 eastbound from Route 605 (LA 11.71) to Hacienda Boulevard (LA 15.93) and westbound from Hacienda Boulevard (LA 15.96) to Route 605 (LA 11.59) in the County of Los Angeles is named the "CHP Officer David M. Romero Memorial Highway" This segment was named in memory of California Highway Patrol (CHP) Officer David M. Romero, born on April 2, 1958, in West Covina, California. Officer Romero attended Los Altos High School in Hacienda Heights, California, and graduated in June 1976, after which he attended Rio Hondo College in Whittier, California. Prior to working for the CHP, Officer Romero worked in the service department for a Chevrolet dealer in the City of La Puente. Officer Romero was selected for the cadet position and entered the CHP Academy on January 11, 1982. Upon graduation from the CHP Academy on May 27, 1982, Officer Romero, badge number 10116, was assigned to the Santa Fe Springs area office as a motorcycle officer. Officer Romero also served in the Riverside area office before transferring back to the Santa Fe Springs Area, serving the State of California as a CHP Officer for 23 years and 4 months. Officer Romero was killed in the line of duty on September 23, 2005. While, stopped at a red light on his departmental motorcycle in the City of Industry, he was rear-ended by a vehicle traveling at a high rate of speed, driven by an intoxicated driver. Officer Romero was a dedicated officer who loved his job and enjoyed the people with whom he worked. Named by Senate Concurrent Resolution (SCR) 57, Resolution Chapter 123, on 9/25/2009.
    (Image sources: Daily Breeze, CHP)

    CHP Officer Joseph P. Sanders Memorial HighwayThe portion of Route 60 eastbound (LA 15.96) from Hacienda Boulevard to (LA 20.44) Nogales Street and westbound from (LA 20.44) Nogales Street to (LA 15.96) Hacienda Boulevard, as well as the portion of northbound Hacienda Boulevard to eastbound and westbound Route 60, as well as the Hacienda Boulevard off ramp from westbound Route 60, as well as the eastbound and westbound on ramps and off ramps for Azusa Avenue and Fullerton Road, as well as the eastbound off ramp to Nogales Street and southbound Nogales Street to eastbound and westbound Route 60 is named the "CHP Officer Joseph P. Sanders Memorial Highway." It was named in memory of California Highway Patrol (CHP) Officer Joseph P. Sanders, born March 7, 1979, to Wayne and Beverly Sanders in Sacramento, California. Officer Sanders attended Galt High School in Galt, California, and graduated in June 1997. Upon graduation from high school, Officer Sanders joined the United States Marine Corps where he attained the rank of sergeant. Officer Sanders was selected for the position of cadet and entered the CHP Academy on June 18, 2007. Upon graduation from the CHP Academy on December 21, 2007, Officer Sanders, badge number 18781, was assigned to the Santa Fe Springs area office where he served the State of California as a highway patrol officer for nearly a year. Officer Sanders was married to Tondria Bryn Myrick on October 8, 2004, and had five wonderful children, Trentten, John, Silas, Savannah, and Elizabeth. Officer Sanders was killed in the line of duty on December 15, 2008, when he was directing traffic at the site of a traffic collision on eastbound Route 60, west of Azusa Avenue in the city of Hacienda Heights. A subsequent collision between two vehicles caused one of the vehicles to veer out of control, striking Officer Sanders and causing major injuries. Officer Sanders was airlifted to USC Medical Center in Los Angeles where he succumbed to his injuries. Officer Sanders was admired for his faithfulness and loyalty to family, friends, and work, his honesty and determination in all aspects of his life, his dedication to community and willingness to serve his community, and his kindness and quiet good nature. Named by Assembly Concurrent Resolution (ACR) 94, Resolution Chapter 116, on 9/23/2009.
    (Image sources: Tiktok, California Assn of Highway Patrolmen)

    Tanaka Memorial Sign UnveilingThe portion of Route 60 from Lemon Avenue (LA 22.377) on the west to Golden Springs Drive (LA 26.526) on the east, in the City of Diamond Bar in the County of Los Angeles, is designated the Jack Tanaka Memorial Highway. It was named in memory of Former Diamond Bar Mayor Jack Tanaka, who was a man of many accomplishments, receiving a number of international awards and inspiring students through his involvement at Diamond Bar High School. Tanaka died on August 3, 2017, after a long battle against lung cancer. ;Tanaka was a retired United States Army Sergeant, worked as a former peace officer with the California Youth Authority in the California Department of Corrections and Rehabilitation, was elected to the City of Diamond Bar City Council, and later served as Mayor of Diamond Bar. Jack Tanaka and his wife, Wanda, were well known on the Diamond Bar High School campus for their work as dedicated Leo Club advisers, and the couple received the Lions Clubs International’s Lion of the Year Award in 2012. In addition to volunteering, Jack Tanaka was well known by many Diamond Bar residents for being an active member of city government, serving two terms as mayor after he was first elected as mayor in 2005, and continuing on to serve on the City of Diamond Bar Planning Commission as vice chairman for over three years. In November 2016, when Jack Tanaka announced his retirement after 10 years of community service to the city, he was praised by the Diamond Bar City Council with a standing ovation, and served his last day in office on December 1, 2016. Named by Senate Concurrent Resolution 11 (SCR 11), Resolution Chapter 118, 7/19/2019.
    (Image source: Snarfed from Rafu Shimpo, the Los Angeles Japanese Daily News, 10/28/2019)

    CHP Officer Thomas J. Steiner Memorial HighwayThe segment of Route 60 in the City of Pomona, beginning with Phillips Ranch Road and ending at Reservoir Street (~ LA R28.042 to LA R30.351) is named the "CHP Officer Thomas J. Steiner Memorial Highway". This segment was memory of CHP Officer Thomas J. Steiner, who was killed in the line of duty in the afternoon of April 21, 2004. Officer Thomas J. Steiner was slain by an armed assailant while leaving Los Angeles Superior Court in Pomona, and succumbed to his injuries as a result of the assault. Thomas J. Steiner was born on February 14, 1969, in Richmond, Virginia. His family lived in Long Beach, California, where he attended and graduated from Millikan High School. Prior to beginning his career with the CHP, Thomas J. Steiner attended Cal Poly Pomona where he received a Bachelor's Degree in business. He joined the CHP on October 19, 1998. After successfully completing his academy training, he reported to the Santa Fe Springs Area, where he made significant contributions to traffic safety and to the motoring public while assigned to the Santa Fe Springs Area office. He served five years as a sworn peace officer for the California Highway Patrol 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 Senate Concurrent Resolution (SCR) 20, Resolution Chapter 2, on 1/31/2006. The actual naming ceremony was held in April 2008.
    (Image sources: Twitter, Calif. Assn of Highway Patrolmen)

    Officer Russell M. Miller, Sr.The section of Route 60 between Ramona Avenue and Mountain Avenue in Chino (~ SBD R1.375 to SBD R3.626) is officially named the “Officer Russell M. Miller, Sr. Memorial Highway”. This segment was named in memory of Officer Russell M. Miller, Sr., a 12-year veteran of the Chino Police Department, who died in the line of duty on February 1, 2000. While on a routine traffic stop, and, while approaching the stopped vehicle, he was struck from behind by a second vehicle, whose driver was under the influence of alcohol. Miller was critically injured, and was transported to a nearby trauma center where he died while undergoing surgery. Officer Miller was born on December 27, 1948; and upon graduating from Magnolia High School in Anaheim, California, in 1967, joined the United States Navy, where he served six years at the height of the Vietnam War. After leaving the Navy, Miller held a series of jobs working as a welder, truck driver, and construction worker, and later applied to become a police officer. After completing training, Miller graduated from the San Bernardino County Sheriff's Academy on February 5, 1988, and joined the Chino Police Department, later acting in the capacity as a field training officer and part of the department's mounted enforcement team. Miller was known as an officer who was well-liked and respected, and a stabilizing force in his patrol unit. Officer Miller's memory lives on through an annual memorial 5K "Run for Russ" race, established in 2001 in Chino, California, an event that brings the community together to celebrate Officer Miller's life and that forges stronger neighborhood bonds. Named by Senate Concurrent Resolution (SCR) 83, Resolution Chapter 122, on 9/7/2010.
    (Image source: Chino Police Officer Foundation)

    CYA Counselor Ineasie M. BakerThe segment of Route 60 from Euclid Avenue to Milliken Avenue (~ SBD R4.553 to SBD R9.941) is named the "CYA Counselor Ineasie M. Baker Memorial Freeway". This segment was named in memory of Ineasie M. Baker. Ineasie M. Baker, a graduate of California State University, Fullerton (1975) with a degree in Physical Education, eventually became a correctional officer and was later promoted to a counselor for the California Youth Authority (CYA) She worked for CYA for 13 years, and was highly respected and often worked long hours to fulfill the needs of others. She was known as a "dedicated and inspirational counselor whose main concern was the inmates." On August 9, 1996, Ineasie M. Baker was slain at the Herman G. Stark Youth Correctional Facility, an institution for young adult criminals, where she worked. Named by Assembly Concurrent Resolution (ACR) 63, Resolution Chapter 115, on 9/12/2005.
    (Image source: Officer Down Memorial Page)

    The segment from Route 83 to Route 215 is not officially named (~ SBD R4.553 to RIV 12.156).

  2. Rte 60 Seg 2From Route 215 near Moreno Valley to Route 10 near Beaumont.

    Post 1964 Signage History Post 1964 Signage History

    In 1963, this segment was defined as "Route 395 to Beaumont."

    In 1969, Chapter 294 changed the reference to "Route 395" to "Route 15".

    In 1976, Chapter 1354 changed the reference to "Route 15" to "Route 194", and changed the terminus to "Route 10 near Beaumont."

    In 1982, Chapter 681 changed the reference to "Route 194" to "Route 215".

    In 1986, Chapter 928 changed the definition of the origin of this segment to "Route 215 east of Riverside"

    In 1994, Chapter 1220 changed the origin again, this time to "Route 215 near Moreno Valley"

    Riverside International Raceway (which existed from 1959 to 1988 and held NASCAR, IMSA and Indycar/CART events) was located at the Day Street exit off of Route 60, where Moreno Valley Mall now stands. This site can also be accessed via the Eucalyptus Avenue exit off of I-215. A housing development just east of the mall, off of Atlantic Circle, contains several street names after famous racers: (Mario) Andretti Street; (Sir Jack) Brabham Street; (Cale) Yarborough Court; (Roger) Penske Street; (Dan) Gurney Place; (John) Surtees Court; and (Mark) Donohue Court.

    Pre 1964 Signage History Pre 1964 Signage History

    US Highway Shield This segment was signed as US 60, and was LRN 19, defined in 1931. This extension was a former county highway commonly referred to as the Jackrabbit Trail. It was used as a bypass of LRN 26 in breaking across the country. It was also anticipated to be significant for truck traffic, and the deflection of truck traffic was felt to be significant.

    When the Jackrabbit Trail opened, it was not the official name of the road – the Riverside County Board of Supervisors tried desperately to have people use names such as the Beaumont-Moreno Road, but the Jack Rabbit epithet stuck.,For many years, traversing the Badlands between what is today Moreno Valley and the Pass area meant using the trail, which was very windy. In the early 1930s, there was a plan afoot to grade a road through the Badlands that would ease many of the problems with the Jack Rabbit Trail. In 1935, the State of California did just that, completing the first incarnation of LRN 19 (which became US 60) through the Badlands. This was a highway at the time, and was joined in 1936 to a new segment running from Box Springs to the Badlands (present-day Sunnymead Boulevard in Moreno Valley), and in 1937 to the final segment joining the Badlands route to Beaumont. This was a major improvement in east-west travel through Riverside County, and knocked fully 4 miles off of the trip from Moreno to Beaumont. With the massive growth of the county’s population after World War II and the resulting increase in freeway construction, it was natural that US 60 / LRN 19 through the Badlands would be improved. In the mid-1950s, much of the 1935 highway was replaced by the new freeway, and on Feb. 16, 1956, many state and local officials gathered for a ribbon-cutting ceremony at the freeway’s intersection with the original routing of Route 79. Here, they opened the new segment of freeway which, with later improvements, is much the same route we use today through the region.
    (Source: Press Enterprise, 10/10/2019)

    US 60 originally continued E from the present junction with I-10 near Beaumont. See the I-10 page for the remainder of the history of the eastern segment of US 60 (which corresponds to LRN 26 between Beaumont and Mecca, and LRN 64 from Mecca to the California-Arizona border near Blythe).

    Status Status

    In August 2011, it was reported that the HOV lanes on Route 60 in Moreno Valley (~RIV R12.377 to RIV 22.092) have been converted from standard full-time car-pool lanes to part-time lanes. They have been restriped from the double yellow lines with specific entry and exit points to being delineated with broken white lines. As a result, solo drivers may use the car-pool lanes once rush hour is over. Use is restricted to HOV-2 from 6 am to 10 am, and from 3 pm to 7pm, Monday through Friday. Further, at any hour of the day, drivers may enter or exit the lanes at any point.

    In July 2019, it was reported that the RCTC is considering an ambitious plan for additional HOT lanes in the county:
    (Source: $$ Press Enterprise, 7/6/2019)

    • Two express lanes in each direction on Route 91 from I-15 Freeway in Corona to the Route 60/Route 91/Route 215 interchange in Riverside, a distance of 14 miles, by converting carpool lanes and constructing toll lanes.
    • Two express lanes in each direction on Route 60 Freeway from I-15 Freeway in Jurupa Valley to the Route 60/Route 91/Route 215 interchange, a distance of 10 miles, by converting carpool lanes and constructing toll lanes.
    • Two express lanes in each direction on the Route 60/I-215 Freeway from the Route 60/Route 91/Route 215 interchange to the Route 60/I-215 split in east Riverside near Moreno Valley, a distance of 5 miles, by converting carpool lanes and constructing toll lanes.
    • One express lane in each direction on Route 60 in Moreno Valley from the Route 60/I-215 split to Theodore Street/World Logistics Center Parkway, a distance of 10 miles, by converting carpool lanes.
    • One toll lane in each direction on I-215 in Riverside and Moreno Valley from the Route 60/I-215 split to Van Buren Boulevard, a distance of 4 miles, by constructing toll lanes.

    Nason Street Interchange (~ RIV 18.352)

    Nason InterchangeIn April 2012, the CTC approved for future consideration of funding a project in Riverside County that will replace the existing two-lane bridge overcrossing at Nason Street/Route 60 with a new five-lane overcrossing; including median, shoulders that accommodate bicycles, and 6.5 foot-wide sidewalk. The project will also widen Nason Street to four through lanes, including landscaping and soundwall. The project is programmed in the State-Local Partnership Program (SLPP). The total estimated project cost is $17,130,000 for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the SLPP.

    In May 2012, the CTC authorized $1 million to rebuild the Route 60 intersection with Nason Street in Moreno Valley.

    In December 2018, the CTC relinquished right of way in the city of Moreno Valley (City) on and along Nason Street, consisting of collateral facilities (08-Riv-60-PM 18.33/18.36). The City, by Resolution No. 2017-52 adopted October 2, 2017, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
    (Source: December 2018 CTC Minutes, Agenda Item 2.3c)

    In December 2020, the CTC approved an allocation of $16,800,000 for the locally-administered Senate Bill 1 (SB 1) Trade Corridor Enhancement Program (TCEP) Route 60 Truck Safety and Efficiency Project (08-Riv-60 PM 18.8/19.6) – Phase 1A (PPNO 08-3010T ProjID 0812000059 EA 32303). This project is located on Route 60 and Moreno Beach Drive in the City of Moreno Valley, County of Riverside. This specific project component is the second phase of an interchange project that will replace a 50-year old 2-lane bridge with a new 6-lane bridge, reconfigure the north side of Route 60/Moreno Beach Drive Interchange, and build an associated freeway auxiliary lane. Because the bridge is so narrow, trucks are restricted on the eastbound offramp to right- hand (southerly) turns only. The allocation provides $16,800,000 in Const. funding.
    (Source: December 2020 CTC Agenda, Agenda Item 2.5s.(4))

    In May 2019, it was reported that the name of a planned Moreno Valley warehouse complex will appear on Route 60 Freeway exit signs after action by the Moreno Valley City Council, replacing the name of a city pioneer will soon disappear from the freeway corridor. Caltrans spokeswoman Jocelyn Whitfield said the new freeway signs likely will be put up in early 2020. In February 2018, the council changed the name of part of Theodore Street (RIV 21.378) — earlier named for Theodore Clark, a city founder — to World Logistics Center Parkway south of Route 60. The World Logistics Center is Highland Fairview’s planned 40.6-million-square-foot development on the city’s east side. At the time, the council left the Theodore name intact to the north. However, in order for Caltrans to post only one name on freeway signs and not charge Moreno Valley a significant amount of money for them, city officials were told the street name had to be the same on both sides of the freeway. So city staff members sought, and received, narrow council approval Tuesday for changing the name from Theodore Street to World Logistics Center Parkway in the section between the freeway and Hemlock Avenue, too. Some freeway signs will have a shortened version, “WLC Parkway,” while others will say, “World Logistics Center Parkway.” City street signs will read, “World Logistics Center Parkway.”
    (Source: Press Enterprise (Paywall), 5/24/2019)

    World Logistics Parkway (nee Theodore St.) Interchange Replacement - RIV 20.0/22.0

    World Logistics Center Interchange ProjectIn April 2020, it was announced that a draft EIR was available for public review regarding the Route 60/World Logistics Center Parkway (WLC Pkwy) Interchange Project. According to the draft EIR, the City of Moreno Valley (City), in cooperation with Caltrans District 8, proposes to reconstruct and improve the Route 60/WLC Pkwy interchange in order to:
    (Source: Rte 60/World Logistics Center Parkway Interchange Project Draft EIR/EA, April 2020, provided via email)

    • Improve existing interchange geometric deficiencies;
    • Provide increased interchange capacity, reduce congestion, and improve traffic operations to support the forecast travel demand for the 2045 design year;
    • Improve existing interchange geometric deficiencies; and
    • Accommodate a facility that is consistent with the City of Moreno Valley General Plan.

    According to the draft EIR, the proposed project would construct modifications to the existing Route 60/WLC Pkwy interchange from Post Mile (PM) 20.0 to PM 22.0 on Route 60, approximately 2 miles (mi). Major improvements to the interchange will include:

    • Reconstruction of the westbound and eastbound SR-60 on- and off-ramps;
    • Replacement of the existing WLC Pkwy Overcrossing to provide a minimum 16.5 ft vertical clearance and additional through and turn lanes;
    • Addition of auxiliary lanes in each direction from Route 60/WLC Pkwy to the Redlands Boulevard (west) and Gilman Springs Road (east) interchange on- and off-ramps; and
    • Improvements to Theodore Street/WLC Pkwy north to Ironwood Avenue and south to Eucalyptus Avenue and Dracaea Avenue.

    The project alternatives developed for consideration in the Draft EIR/EA were:

    • PA/ED Alternative #1 – No Build alternative
    • PA/ED Alternative #2 – Construction of new modified partial cloverleaf interchange with direct on-ramps, an eastbound loop on-ramp, and a direct eastbound off-ramp and westbound loop off-ramp, and a six-lane overcrossing
    • PA/ED Alternative #6 – Construction of a new modified partial cloverleaf interchange with direct on-ramps, a direct eastbound off-ramp and westbound loop off-ramp, a four￾lane overcrossing, and addition of roundabout intersection control at the ramps

    Some of the other alternatives considered in earlier design passes, but later discarded, included:

    • PSR-PDS Alternative #3 – Construction of a spread diamond interchange with direct on￾and off-ramps and a six-lane overcrossing
    • PSR-PDS Alternative #4 – Construction of a modified spread diamond interchange with direct on- and off-ramps, an additional westbound loop off-ramp, and a six-lane overcrossing
    • Alternative #5 – Construction of a modified spread diamond interchange with direct on￾and off-ramps, an additional westbound loop off-ramp, a four-lane overcrossing, and addition of a collector/distributor road between WLC Pkwy and Gilman Springs Rd
    • Alternative #7 – A Single Point Urban Interchange (SPUI)

    Two design variations (Design Variations 2a and 6a) were also under consideration. After comparing and weighing the benefits and impacts of all feasible alternatives, the project proponent (the City of Moreno Valley) has identified Build Alternative 6 as the Locally Preferred Alternative (LPA). According to the Draft EIR, partial grading for the eastbound off-ramp was completed in 2010 as part of a separate project and approved by Caltrans under Encroachment Permit No. 08-09-6-DD-0825. No right-of-way for the eastbound off-ramp or other improvements have been acquired for the proposed project.
    (Source: Rte 60/World Logistics Center Parkway Interchange Project Draft EIR/EA, April 2020, provided via email)

    Badlands Truck Lanes (RIV 22.1/26.5)

    Badlands Truck Climbing LanesIn June 2012, it was reported that accident statistics prompted Riverside County transportation officials to make construction of truck lanes along Route 60 in the Badlands (i.e., between Moreno Valley and Beaumont) a high priority, and that they have forged an agreement with Caltrans to fund the work. Construction is expected to begin in 2016. Specifically, in June 2012, the RCTC approved partnering with Caltrans to spend $84 million to build the truck climbing lanes in both directions along Route 60 from Gilman Springs Road east of Moreno Valley to Jack Rabbit Trail near Beaumont. Trucks account for about one-sixth of the 53,000 vehicles that use Route 60 in both directions at Gilman Springs each day, according to 2010 traffic counts conducted by Caltrans. Construction will rely on $27 million from Caltrans and up to $57 million from the transportation commission. Much of the money will come from federal funds awarded to the transportation commission for congestion relief intended to achieve air quality improvements. Since 2009, transportation crews have raised the height of the median dividing east- and westbound traffic, installed rumble strips along the shoulders to warn drivers when they stray from the driving lanes and erected electronic signs that alert drivers of their speed. The truck climbing lanes were included when they asked voters in 2002 to extend the county’s half-cent sales tax for transportation improvements. The lanes are among $4.6 billion in road, rail and transit projects planned through 2039. It was also noted that the project received an infusion of funds in late 2012 for planning and engineering; these funds coming from earmarks that were not ready for construction. One of these projects was the new interchange at Potero Blvd and Route 60 in Beaumont (see below).

    In November 2015, it was reported that the reserved truck lanes on Route 60 between Gilman Springs Road and Jack Rabbit Trail are closer. In cooperation with the California Department of Transportation, the Riverside County Transportation Commission has proposed an eastbound truck-climbing lane and westbound truck-descending lane on a 4.5-mile stretch of Route 60. Inside and outside standard shoulders in both directions are also part of the $138 million project, according to official Caltrans documents. The suggested truck lanes were brought to the table as a safety project. Mountainous terrain, inside narrow shoulders, and a concrete median barrier have caused problems for passenger vehicles passing slower moving trucks. With trucks already regulated to drive slower than other motorists, an uphill climb reduces truck speed even more, up to a 14 mph difference. On downgrade slopes, truck speed is also reduced for safety purposes. Caltrans crash data for the targeted westbound section of Route 60 reveal a rate more than twice that of total statewide crash rates. Eastbound Route 60 also reported a higher rate of crashes. Most crashes were either a rear-end collision or a hit object. Eastbound lanes experienced more sideswipes, consistent with more vehicles trying to pass trucks on a steep incline. Less than 20% of crashes in either direction of Route 60 involved a tractor-trailer. However, more than 20% of reported crashes involved a pickup/panel truck. Primary factors in the majority of crashes were either speeding or an improper turn. A 0.5-cent sales tax will fund a portion of the costs, with state and federal funds also contributing. Caltrans hopes to begin the project in mid-2017 and complete the lanes by early 2020.
    (Source: Landline Magazine, 11/18/2015)

    In October 2016, the CTC approved for future consideration of funding a project in Riverside County will construct an eastbound truck-climbing lane, a westbound truck-descending lane, and shoulders in both directions on Route 60 near the city of Moreno Valley. The project is programmed in the 2016 State Highway Operation and Protection Program. The total programmed amount is $15,000,000 for capital and support. Construction is estimated to begin in Fiscal Year 2017-18. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2016 State Highway Operation and Protection Program.

    In May 2017, the CTC requested delay in the implementation of this project due to current litigation surrounding the approved Environmental Document. Specifically, they requested to delay construction from FY 2017-18 to FY 2018-19. The project received Environmental approval in May 2016. Subsequently, a lawsuit was filed claiming that a higher-level environmental document should have been processed for compliance with the California Environmental Quality Act (CEQA). Currently, RCTC and the Department are proceeding with the Design phase and Right of Way acquisition. However, the project advertisement schedule will be on hold until the lawsuit is settled or a judgement becomes available. The Department is optimistic that a construction allocation delay to FY 2018-19 will allow sufficient time for the resolution of legal proceedings. This delay was approved in June 2017.

    The 2018 STIP, approved at the CTC March 2018 meeting, appears to make a technical adjustment in the allocation of the construction funding, which appears to be in FY18-19. This is PPNO 0046J, Near Beaumont. Construct new eastbound and westbuond truck lanes from Gilman Springs Road to 1.47 miles west of Jack Rabbit Trail and upgrade existing inside and outside shoulders to standard width.

    In August 2018, it was reported that the Badlands project received a boost when the California Transportation Commission allocated $71.5 million in state money for the truck lanes. As is typical with transportation projects, this one is being financed by cash cobbled together from various sources: $80 million in state grants, $47 million in federal dollars and $11 million from Measure A, Riverside County’s half-cent transportation sales tax. The decision follows last month’s announcement that environmental groups were dropping a legal challenge. The groups included the Center for Biological Diversity, Sierra Club, Residents for a Livable Moreno Valley, San Bernardino Valley Audubon Society and Friends of the Northern San Jacinto Valley. They sued in 2016, arguing the project would lure more truck traffic to the area. Proponents maintained the special lanes were about improving safety, not increasing the road’s capacity. This provides the remaining funding piece for the $138 million project, allowing construction to commence. Some of the funding was made possible by SB1, state legislation that provided funding for transportation projects throughout California. Construction is set to begin in summer of 2019, with an estimated completion date of 2022. The agency intends to build a truck lane in each direction in a 4.5-mile stretch between Gilman Springs Road near Moreno Valley and the base of a hill 1.4 miles west of Jack Rabbit Trail, close to Beaumont. While they’re at it, construction workers will widen the narrow shoulders to standard 10-feet and 12-feet widths, while reducing steepness and moderating the sharpest curves. The finished product would be similar, though not as long or straight, as the system of truck lanes Las Vegas-bound travelers encounter on I-15 in the Mojave Desert near the town of Baker. While it's a project designed first and foremost to improve safety in the area, it should also reduce commute times.
    (Source: KABC, 8/21/2018; PressEnterprise, 8/17/2018)

    In August 2018, the CTC approved an allocation of $31,555,000 for the locally-administered State Transportation Improvement Program (STIP) Route 60 Truck Climbing/Descending Lanes project (PPNO 0046J), in Riverside County. Contribution from other sources: $87,085,000 that includes SHOPP funding of $40,000,000.
    (Source: August 2018 CTC Agenda Item 2.5c(2))

    In June 2019, it was reported that construction has begun on two truck lanes that will widen four-and-a-half miles of Route 60, between Gilman Springs Road and Jack Rabbit Trail. The project will include construction of an eastbound truck climbing lane and a westbound truck descending lane that will be 11 feet on the interior shoulder and 12 feet on the outside shoulder. It also will increase the median barrier height by 6 to 10 inches and flatten roadway curves. There also will be two wildlife crossings. Lastly, the project also will add 18 feet on either side. Westbound lane closures will commence at the end of July and continue through the end of December. There will be one lane open during the construction. The project will go through five phases and should be completed by the end of 2021. Funding for the $135 million project is derived from federal, state funds and the Measure A voter-approved half-cent sales tax for transportation improvements in Riverside County.
    (Source: Record Gazette, 6/2/2019)

    In October 2019, it was reported that Caltrans was continuing to make headway with construction of the Route 60 Truck Lanes Project, with a focus in September on excavation, drainage, wildlife crossings, and dust control. On the north side of Route 60, crews are building large slopes to excavate and deposit excess dirt from the hillsides. The team is moving an average of 15,000 cubic yards of dirt per day to adjacent fill locations. This will prevent dirt from needing to be hauled off-site, saving 14,000 truck trips to and from the project area. During this intensive earthwork period, known as Stage 2A, crews are moving a total of 2.1 million cubic yards of dirt. The stage began August 22 with the closure of one westbound lane on Route 60 for about six months. This single lane closure will be in place 24/7 for the safety of construction crews and motorists. Stage 2A also requires crews to extend drainage systems on the north side of Route 60 so that the roadway can be widened. Our crews are constructing a total of 123 drainage systems. In addition, crews are building two 20-foot by 20-foot wildlife crossings during Stage 2A. Deer, mountain lions, bobcats, coyotes, raccoons, skunks, and other animals will be using these crossings beneath the roadway. The large crossings will allow daylight to enter, making it more likely for animals to use the underground crossings for safe passage.
    (Source: October 2019 Shifting Gears Newsletter)

    In February 2020, it was reported that crews were ready to reopen the right westbound lane in the Route 60 badlands, removing the limitation of travelers to one lane while heading to Moreno Valley and Riverside. A paving phase is expected to begin in summer 2020 in the westbound lanes and that will be followed by work in the eastbound lanes. The project covers a 4.5-mile stretch and construction is scheduled to last through most of 2021. Once completed, the road will have the truck lanes, widened shoulders, higher center medians, improved visibility and wildlife crossings under the road. Construction crews were using the right westbound lane to set up shop and work on that direction's truck lane from Gilman Springs Road and 1.4 miles west of Jack Rabbit Trail. According to the traffic commission, crews excavated 1.3 million cubic yards of dirt and that represents 60% of the amount that needs to be removed to make space for the new lanes and widened shoulders. The lane reduction forced motorists into a single, narrow lane and a line of vehicles often stretched east beyond the construction zone during the busiest hours of a day.
    (Source: Desert Sun, 2/21/2020)

    In March 2020, the CTC approved the 2020 STIP, which continued the programmed funding for PPNO 0046J "Rt 60Truck Climb/Descend Ln w/shoulders (SHOPP)(16S-14)"
    (Source: March 2020 CTC Agenda, Item 4.7, 2020 STIP Adopted 3/25/2020)

    Potrero Blvd Interchange (~ RIV 29.447)

    Potrero InterchangeThe 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 #2153: Design and construct new interchange at Potrero Blvd and Route 60 in Beaumont. $1,600,000.

    In May 2013, the CTC approved for future consideration of funding a project on Route 60 that will construct new interchange at Potrero Boulevard in the city of Beaumont. It will do this in two phases. Phase 1 will construct an overcrossing on Route 60 at Potrero Boulevard and use an existing connection at Western Knolls Avenue for temporary access to Route 60. Phase 2 will widen Potrero Boulevard to six lanes, construct exit and entry ramps, realign Western Knolls Avenue, and remove the connection at Western Knolls Avenue to Route 60. The project is entirely funded with federal and local dollars. The project will need an approval for a new public road connection from the Commission. The total estimated cost for construction and support for both phases is $78,330,000. Construction for Phase 1 is estimated to begin in Fiscal Year 2013-14.

    According to a Beaumont planning document, Phase 1 was later divided into Phases 1 and 1A. Phase 1 consists of:
    (Source: Potrero Interchange, not dated)

    • Extending Potrero Boulevard over Route 60.
    • Construction of a six (6) lane bridge, with a center median and bicycle lanes.
    • Connect ramp on Western Knolls to Potrero Boulevard north of the freeway.
    • Freeway widening at the Western Knolls and the Route 60 connection (north and south sides).
    • Freeway widening at the Potrero Bridge location (a few hundred feet east and west of the new bridge) .

    Phase 1A consisted of:

    • Construction of acceleration and deceleration lanes on Route 60.
    • Construction of median barriers on Route 60.

    These phases were to be constructed under Caltrans Permit Process, a streamlined process to complete minor improvements on Caltrans right of way, with a cost of approximately $2.23 million. The City obtained a permit for Phase 1A, but the work was never completed and the permit expired in 2015.

    Phase 2 consisted of:

    • Construction of the partial cloverleaf interchange and ramps providing full freeway access (ingress and egress both directions)
    • Realignment of Western Knolls Avenue.
    • Provides increased safety on Route 60 and Western Knolls Avenue.
    • Access to the existing properties adjacent to the Potrero Bridge location.

    In 2016, the City restarted the process, with a planned completion of Phases 1 and 1A in May 2018. At that time Portrero Boulevard functioned mainly as a frontage road along Route 60, though it has standard entrance and exit points on the freeway where it meets Western Knolls Avenue. In February 2018, it was reported that more than a dozen years after federal funding kicked off the Potrero Boulevard Interchange Project, Pass Area leaders broke ground. The first phase of the Potrero Boulevard Interchange Project is expected to be completed in February 2019 and will involve constructing a six-lane bridge over Route 60, between Jack Rabbit Trail and the I-10/Route 60 junction in Beaumont. The new overcrossing will feature a partial cloverleaf design and enable motorists to smoothly and directly transition on and off Route 60 using Portrero, which ends at the freeway and stretches north to Oak Valley Parkway, where there are multiple subdivisions. In October 2018, it was reported that Potrero Blvd and Western Knolls would be re-opening on Wednesday, October 17th following a realignment with the interchange. According to city officials, additional phases of the project are planned that include construction of an extension of Western Knolls from the westbound side of Route 60 to Portrero, further reducing traffic congestion near the I-10/Route 60 junction. Phase 2 also includes westbound and eastbound diagonal and loop entry ramps (2 lanes plus HOV lane); extended ramp acceleration/deceleration lanes; realignment of Western Knolls Avenue; and removal of Western Knolls Avenue connections to Route 60. More funding must come available before the additional phases can be initiated.
    (Source: Potrero Interchange Project Website a/o 4/3/2019; Banning/BeaumontPatch, 2/2/2018)

    Commuter Lanes Commuter Lanes

    HOV lanes are planned from the E Route 215 junction to Redlands Blvd.

    Naming Naming

    This segment of Route 60 is named the "Moreno Valley Freeway". It was named by Senate Concurrent Resolution 45, Chapter 103, in 1989.

    Named Structures Named Structures

    Sonny BonoThe Nason Street Interchange in Moreno Valley (~ RIV 18.352) is named the "Sonny Bono Memorial Interchange". As if you didn't know the story, Sonny Bono left his boyhood home in Detroit, Michigan for Hollywood, California at a young age to become a star in show business. His quest led him to a laborer's job as a meat truck driver and deliveryman and then in promotions for a record company. Sonny Bono parlayed those jobs into an opportunity to showcase his ability as a showman and entertainer. Those talents eventually led to a career of fame as a recording and television star as part of the duo Sonny and Cher. Later, Sonny Bono pursued another dream as a restaurant owner in Palm Springs. His concern on behalf of his community as a businessman led him to public service eventually leading to his election as Mayor of Palm Springs in 1988. Sonny Bono's public service career eventually led him to the halls of the Congress of the United States in 1994 as the Representative from the Coachella Valley and Western Riverside County areas of southern California. Sonny Bono's achievements as a Congressman brought needed national attention to the environmental needs of the Salton Sea; he also worked on behalf of bringing the needed federal funding for transportation and infrastructure projects for the Coachella Valley, leading to funding for significant highway improvements throughout the Coachella Valley and Riverside County. Named by Senate Concurrent Resolution 99, Chapter 160, on September 20, 2000.
    (Image source: Wikipedia)

Classified Landcaped Freeway Classified Landcaped Freeway

The following segments are designated as Classified Landscaped Freeway:

County Route Starting PM Ending PM
Los Angeles 60 0.39 6.31
Los Angeles 60 R7.54 8.89
Los Angeles 60 9.37 9.65
Los Angeles 60 10.03 11.26
Los Angeles 60 11.47 17.45
Los Angeles 60 17.45 17.52
Los Angeles 60 17.52 17.90
Los Angeles 60 19.74 19.80
Los Angeles 60 19.80 20.00
Los Angeles 60 20.43 20.90
Los Angeles 60 21.81 22.38
Los Angeles 60 22.47 22.95
Los Angeles 60 R25.14 R26.53
Los Angeles 60 29.37 30.39
San Bernardino 60 R0.54 R7.52
San Bernardino 60 R7.57 R8.65
San Bernardino 60 R8.73 R9.08
Riverside 60 R1.58 R1.79
Riverside 60 R2.03 R2.23
Riverside 60 R2.67 R4.73
Riverside 60 R4.87 R5.16
Riverside 60 R5.24 R5.78
Riverside 60 R6.12 R6.65
Riverside 60 6.81 9.79
Riverside 60 10.06 10.50
Riverside 60 10.70 12.20
Riverside 60 12.83 17.52
Riverside 60 19.04 19.74

Exit Information Exit Information

Other WWW Links Other WWW Links

Freeway Freeway

[SHC 253.1] Entire route. All of part (1) and the portion of part (2) from Route 215 to Beaumont is constructed to freeway standards. Added to the Freeway and Expressway system in 1959.

Statistics Statistics

Overall statistics for Route 60:

According to the Los Angeles Times in September 2006: An average of 341,000 vehicles a day drove past the Route 57 interchange in Diamond Bar in 2005, up from 287,000 in 1995. In Moreno Valley, 69,000 vehicles passed the Perris Boulevard exit in 2005, an increase of 24,000 vehicles a day since 1995. More than 1,200 drivers a day on average used the carpool lanes on the Route 60 in Los Angeles County during the morning rush hour in 2005, according to a Caltrans report.

National Trails National Trails

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

US Highway Shield The portion of this route from Moreno/Beaumont to Blythe (and likely beyond into Arizona) was part of the "Jack Rabbit Trail".

Pre-1964 Legislative Route Pre-1964 Legislative Route

The route that would become LRN 60 was first defined in the 1919 Third Bond Act as running from San Juan Capistranto (originally, the town of Serra) to Oxnard (originally, the town of El Rio). In 1925, Chapter 309 extended the route via an act that directed the department “ acquire necessary rights of way and to construct and maintain a highway, which shall constitute and be a state highway, and to take over any existing public highway along the route hereinafter designated as a part of said state highway, from the town of Oxnard to a point to be selected by the state highway commission at or near the town of El Rio, Ventura county, upon the state highway extending from Los Angeles to Ventura.”

In 1935, the route was codified into the highway code as:

[LRN 2] near El Rio via Oxnard to [LRN 2] south of San Juan Capestrano

In 1957, Chapter 1911 softened the definition to delete the "via Oxnard".

This route ran from LRN 2 (US 101) near El Rio to LRN 2 (US 101) S of San Juan Capistrano. It was originally signed (1935) as Route 3. In 1935, when signage for alternate US highways was introduced it was resigned as US 101A (the numbering as US 101A was approved in 1938). In 1964, it became part of Route 1.

Acronyms and Explanations:

Back Arrow Route 59 Forward Arrow Route 61

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