Click here for a key to the symbols used. An explanation of acronyms may be found at the bottom of the page.
From Route 10 near the Los Angeles River in Los Angeles to Route 215 in Riverside via Pomona.
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 1986, Chapter 928 changed the definition of the terminus of this segment to "Route 215 in Riverside via Pomona"
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.
By 1931, the more established routing of US 60 was established; it was originally signed as follows:
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.
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")
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
(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.
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)
In 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
(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:
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)
In 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
(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
(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
(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
(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.
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:
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.
Riverside: Mission Blvd and University Avenue appears to be the old Route 60 Business Loop. There may be some signs remaining.
The 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)
The 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)
The 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)
The 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)
The 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)
The 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
(Image sources: Daily Breeze, CHP)
The 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)
The 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)
The 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)
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
(Image source: Chino Police Officer Foundation)
The 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)
From Route 215 near Moreno Valley to Route 10 near Beaumont.
In 1963, this segment was defined as "Route 395 to Beaumont."
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.
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).
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)
Nason Street Interchange (~ RIV 18.352)
In 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
In 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)
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:
The project alternatives developed for consideration in the Draft EIR/EA were:
Some of the other alternatives considered in earlier design passes, but later discarded, included:
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)
In 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
(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)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
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)
Phase 1A consisted of:
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:
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)
HOV lanes are planned from the E Route 215 junction to Redlands Blvd.
The 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)
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[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.
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.
This route is part of the De Anza National Historic Trail.
The portion of this route from Moreno/Beaumont to Blythe (and likely beyond into Arizona) was part of the "Jack Rabbit Trail".
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 “...to 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:
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:
Route 59 Route 61
© 1996-2020 Daniel P. Faigin.
Maintained by: Daniel P. Faigin <email@example.com>.