Wikipedia

Arroyo Seco Parkway

"Pasadena Freeway" redirects here. For the freeway in Texas, seeTexas State Highway 225.

TheArroyo Seco Parkway,also known as thePasadena Freeway,is one of the oldestfreewaysbuilt in theUnited States.The parkway connectsLos AngeleswithPasadenaalongside theArroyo Secoseasonal river. It is notable not only for being an early freeway, mostly opened in 1940, but for representing the transitional phase between early parkways and later freeways. It conformed to modern standards when it was built, but is now regarded as a narrow, outdated roadway.[4]A 1953 extension brought the south end to theFour Level Interchangeindowntown Los Angelesand a connection with the rest of the freeway system.

State Route 110 marker

Arroyo Seco Parkway

Pasadena Freeway
Part of HistoricUS Route 66
Map
Arroyo Seco Parkway highlighted in red
Route information
Maintained byCaltrans
Length8.162 mi[1](13.135 km)
HistoryOpened in 1940; renamed in 1954; name reverted in 2010
Tourist
routes		Arroyo Seco Parkway Scenic Byway
RestrictionsNo trucks over 3 tons (including buses, unless authorized by the California Public Utilities Commission)[2]
Major junctions
South endUS 101/SR 110inLos Angeles
North endGlenarm Street inPasadena
Location
CountryUnited States
StateCalifornia
CountiesLos Angeles
Highway system
Southern California freeways
Arroyo Seco Parkway Historic District
NRHP referenceNo.10001198[3]
Added to NRHPFebruary 17, 2011

The road remains largely as it was on opening day, though the plants in itsmedianhave given way to a steelguard rail,and most recently toconcrete barriers,and it now carries the designationState Route 110,not historicU.S. Route 66.Between 1954 and 2010, it was officially designated the Pasadena Freeway. In 2010, as part of plans to revitalize its scenic value and improve safety, theCalifornia Department of Transportation(Caltrans) restored the original name to the roadway.[5]All the bridges built during parkway construction remain, as do four older bridges that crossed the Arroyo Seco before the 1930s. The Arroyo Seco Parkway is designated aState Scenic Highway,National Historic Civil Engineering Landmark,andNational Scenic Byway.It was listed in theNational Register of Historic Placesin 2011.

Route description

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Northbound over theLos Angeles River

The six-lane Arroyo Seco Parkway (part ofState Route 110) begins at theFour Level Interchange,a symmetricalstack interchangeon the north side ofdowntown Los Angelesthat connects the Pasadena (SR 110 north),Harbor(SR 110 south), Hollywood (US 101north), andSanta Ana(US 101 south) Freeways. The first interchange is with the north end ofFigueroa Streetat Alpine Street, and the freeway then meets the north end ofHill Streetat a complicated junction that provides access toDodger Stadium.Beyond Hill Street, SR 110 temporarily widens to four northbound and five southbound lanes as it enters the hillyElysian Park,where the northbound lanes pass through the fourFigueroa Street Tunnelsand the higher southbound lanes pass through acutand over low areas on bridges. One interchange, with Solano Avenue and Amador Street, is located between the first and second tunnels. Just beyond the last tunnel is a northbound left exit and corresponding southbound right entrance forRiverside Driveand the northboundGolden State Freeway(I-5). Immediately after those ramps, the Arroyo Seco Parkway crosses a pair of three-lane bridges over theLos Angeles Riverjust northwest of its confluence with theArroyo Seco,onerail lineon each bank, and Avenue 19 andSan Fernando Roadon the north bank. A single onramp from San Fernando Road joins SR 110 northbound as it passes under I-5, and a northbound left exit and southbound right entrance connect to the north segment ofFigueroa Street.Here the original 1940 freeway, mostly built along the west bank of the Arroyo Seco, begins as the southbound lanes curve from their 1943 alignment over the Los Angeles River into the original alignment next to the northbound lanes.[6]

TheAvenue 26 Bridge

As the original freeway begins, it passes under an extension to the 1925Avenue 26 Bridge,one of four bridges over the Arroyo Seco that predate the parkway's construction. A southbound exit and northbound entrance at Avenue 26 complement the Figueroa Street ramps, and similar ramps connect Pasadena to both directions of I-5. SR 110 continues northeast alongside the Arroyo Seco, passing under theA Linelight railand Pasadena Avenue before junctioning Avenue 43 at the first of manyfolded diamond interchangesthat feature extremely tight (right-in/right-out) curves on the exit and entrance ramps. The next interchange, at Avenue 52, is a normaldiamond interchange,and soon after is Via Marisol, where the northbound side has standard diamond ramps, but on the southbound side Avenue 57 acts as a folded diamond connection. The 1926Avenue 60 Bridgeis the second original bridge, and is another folded diamond, with southbound traffic using Shults and Benner Streets to connect. The 1895Santa Fe Arroyo Seco Railroad Bridge(now A Line) lies just beyond, and after that is ahalf diamond interchangeat Marmion Way/Avenue 64 with access towards Los Angeles only. After the freeway passes under the 1912York Boulevard Bridge,the pre-parkway bridge, southbound connections between the freeway and cross street can be made via Salonica Street. As the Arroyo Seco curves north to pass west of downtown Pasadena, the Arroyo Seco Parkway instead curves east, crossing the stream intoSouth Pasadena.A single northbound offramp on the Los Angeles side of the bridge curves left under the bridge to Bridewell Street, the parkway's west-sidefrontage road.[6]

Looking south from Marmion Way showing the passing lanes, differently-colored from using different paving materials.

As they enter South Pasadena, northbound motorists can see a "City of South Pasadena" sign constructed, in the late 1930s, of stones from the creek bed embedded in a hillside.[7]This final segment of the Arroyo Seco Parkway heads east in a cut alongside Grevelia Street, with a full diamond at Orange Grove Avenue and a half diamond atFair Oaks Avenue.In between those two streets it crosses under the A Line for the third and final time. Beyond Fair Oaks Avenue, SR 110 curves north around the east side ofRaymond Hilland enters Pasadena, where the final ramp, a southbound exit, connects to State Street for access to Fair Oaks Avenue. The freeway, and state maintenance,[1]ends at the intersection with Glenarm Street, but the six- and four-lane Arroyo Parkway, now maintained by the city of Pasadena, continues north as a surface road toColorado Boulevard(historicU.S. Route 66) and beyond to Holly Street near theMemorial ParkA Line station.[6]

Route usage

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According to CalTrans in 2016, the average annual daily traffic (AADT) on the Arroyo Seco Parkway was 78,000 car trips at Orange Grove Blvd, 100,000 car trips at Ave 64, and 123,000 car trips at Ave 43.

History

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Planning

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Sign welcoming drivers to the parkway

TheArroyo Seco(Spanish:"dry gulch, or streambed" ) is anintermittent streamthat carries rainfall from theSan Gabriel Mountainssoutherly through western Pasadena into theLos Angeles Riverneardowntown Los Angeles.During the dry season, it served as a fasterwagonconnection between the two cities than the all-weather road on the present Huntington Drive.[8]

The first known survey for a permanent roadway through the Arroyo was made by T. D. Allen of Pasadena in 1895, and in 1897 two more proposals were made, one for a scenicparkwayand the other for acommutercycleway.The latter was partially constructed and opened byHorace Dobbins,who incorporated theCalifornia CyclewayCompany and bought a six-mile (10 km)right-of-wayfrom downtown Pasadena to Avenue 54 inHighland Park, Los Angeles.Construction began in 1899, and about1+1⁄4miles (2.0 km) of the elevated wooden bikeway were opened on January 1, 1900, starting near Pasadena'sHotel Greenand ending near theRaymond Hotel.The majority of its route is now Edmondson Alley; atoll boothwas located near the north end, in the presentCentral Park.Due to the end of thebicycle crazeof the 1890s and the existingPacific Electric Railwaylines connecting Pasadena to Los Angeles, the cycleway did not and was not expected to turn a profit, and never extended beyond the Raymond Hotel into the Arroyo Seco. Sometime before 1910, the structure was dismantled, and the wood sold forlumber,[9][10]and the Pasadena Rapid Transit Company, a failed venture headed by Dobbins to construct astreetcar line,acquired the right-of-way.[11][12]

TheCalifornia Cycleway,1900

Due to the rise of the automobile, most subsequent plans for the Arroyo Seco included a roadway, though they differed as to the purpose: some, influenced by theCity Beautiful movement,concentrated on the park, while others, particularly those backed by theAutomobile Club of Southern California(ACSC), had as their primary purpose a fast road connecting the two cities. The first plan that left the Arroyo Seco inSouth Pasadenato better serve downtown Pasadena was drawn up by Pasadena City Engineer Harvey W. Hincks in 1916 and supported by the Pasadena Chamber of Commerce and ACSC.Frederick Law Olmsted Jr.andHarland Bartholomew's 1924Major Street Traffic Plan for Los Angeles,while concentrating on traffic relief, and noting that the Arroyo Seco Parkway would be a major highway, suggested that it be built as aparkway,giving motorists "a great deal of incidental recreation and pleasure". By the mid-1930s, plans for a primarily recreational parkway had been overshadowed by the need to carry large numbers of commuters.[13]

Debates continued on the exact location of the parkway, in particular whether it would bypass downtown Pasadena. In the late 1920s, Los Angeles acquired properties betweenSan Fernando Roadand Pasadena Avenue, and City Engineer Lloyd Aldrich began grading between Avenues 60 and 66 in the early 1930s. By June 1932, residents ofHighland ParkandGarvanza,who had paidspecial assessmentsto finance improvement of the park, became suspicious of what appeared to be a road, then graded along the Arroyo Seco's west side between Via Marisol (then Hermon Avenue) and Princess Drive. Merchants on North Figueroa Street (then Pasadena Avenue) also objected, due to the loss of business they would suffer from a bypass. Work stopped while the interested parties could work out the details, although, in late 1932 and early 1933, Aldrich was authorized to grade a cheaper route along the east side between Avenue 35 and Hermon Avenue. To the north, Pasadena and South Pasadena endorsed in 1934 what was essentially Hincks's 1916 plan, but lacked the money to build it. A bill was introduced in 1935 to add the route to the state highway system, and after some debate a newRoute 205was created as a swap for thePalmdale-WrightwoodRoute 186,[14][15]as the legislature had just greatly expanded the system in 1933, and theCalifornia Highway Commissionopposed a further increase.[16]

Construction

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Further information:Figueroa Street Tunnels
TheFigueroa Street Tunnels

To connect the proposed parkway with downtown Los Angeles, that city improved and extended NorthFigueroa Streetas a four-lane road to theLos Angeles River,allowing drivers to bypass the congestedNorth Broadway Bridgeon the existing but underutilizedRiverside Drive Bridge.A large part of the project lay withinElysian Park,and fourArt Decotunnelswere built through the hills. The first three, between Solano Avenue and the river, opened in late 1931,[17]and the fourth opened in mid-1936,[18]completing the extension of Figueroa Street toRiverside Drive.As with the contemporaryRamona Boulevardeast from downtown,grade separationswere mostly built only where terrain dictated. For Figueroa Street, this meant that all crossings except College Street (built several years after the extension was completed[19]), where a hill was cut through, wereat grade.[20]TheFigueroa Street Viaduct,connecting the Riverside Drive intersection with North Figueroa Street (then Dayton Avenue) across theLos Angeles River,opened in mid-1937.[21]Closer to downtown, aninterchangewas built atTemple Streetin 1939.[22][23]

TheFigueroa Street Viaduct,1938 (Riverside Drive is to the left, and its bridge is in the left background)

Although many South Pasadena residents opposed the division of the city that the parkway would bring, the city's voters elected supporters in the 1936 elections. The state, which had the power to put the road where it wished even had South Pasadena continued to oppose it, approved the route on April 4, 1936. The route used the Arroyo Seco's west bank to near Hough Street, where it crossed to the east and cut through South Pasadena to the south end of Broadway (now Arroyo Parkway) in Pasadena. Another project, theArroyo Seco Flood Control Channel,was built by theWorks Progress Administrationbefore and during construction of the parkway to avoid damages from future floods. A number of state engineers touredEast Coastroads in early 1938, includingChicago'sLake Shore Drive,full and modifiedcloverleaf interchangesinMassachusettsandNew Jersey,andRobert Moses's parkway system inNew York City.The parkway was the first road built in California under a 1939freewaylaw that allowed access to be completely limited to a number of specified points. Although, in some areas, it was possible to use a standarddiamond interchange,other locations requiredfolded diamonds,or, as the engineers called them, "compressed cloverleafs", where local streets often took the place of dedicated ramps, ending at the parkway with a sharp right turn required to enter or exit. The highway was designed with two 11–12-foot (3.4–3.7 m) lanes and one 10-foot (3.0 m)shoulderin each direction, with the wider inside (passing) lanes paved in blackasphalt concreteand the outside lanes paved in whitePortland cement concrete.The differently-colored lanes would encourage drivers to stay in their lanes. (By mid-1939, the state had decided to replace the shoulders with additional travel lanes for increased capacity; except on a short piece in South Pasadena, these were also paved with Portland cement. So thatdisabled vehiclescould be safely removed from the roadway, about 50 "safety bays" were constructed in 1949 and 1950.[24]) The engineers used adesign speedof 45 miles per hour (72 kilometres per hour),superelevatingcurves where necessary to accomplish this. (The road is now posted at 55 mph (89 km/h).[25]) Despite the freeway design, many parkway characteristics were incorporated, such as plantings of mostly native flora alongside the road.[26]

Prior to parkway construction, nine roads and tworail linescrossed the Arroyo Seco and its valley on bridges, and a number of new bridges were built as part of the project. Only four of the existing bridges were kept, albeit with some changes:[27][28][29]the 1925Avenue 26 Bridge,the 1926Avenue 60 Bridge,the 1895Santa Fe Arroyo Seco Railroad Bridge(now part of theL Line) near Avenue 64, and the 1912York Boulevard Bridge.The Avenue 43 Bridge would have been kept had theLos Angeles Flood of 1938not destroyed it. At Cypress Avenue,abutmentsand afoundationwere built for a roadway, but were not used until the 1960s, when a pedestrian bridge was built as part of theGolden State Freeway(I-5) interchange project.[27]In South Pasadena, seven streets and the Union Pacific and Santa Fe railroad lines on a double track combined bridge were carried over the parkway to keep the communities on each side connected.[30]

The Marmion Way (foreground) and York Boulevard (background) bridges in 1940

Construction on the Arroyo Seco Parkway, designed under the leadership of District Chief Engineer Spencer V. Cortelyou and Design Engineer A. D. Griffin, began with agroundbreaking ceremonyin South Pasadena on March 22, 1938, and generally progressed from Pasadena southwest. The first contract, stretching less than a mile (1.5 km) from Glenarm Street in Pasadena around Raymond Hill toFair Oaks Avenuein South Pasadena, and including no bridges, was opened to traffic on December 10, 1938. A 3.7-mile (6.0 km) section opened on July 20, 1940, connecting Orange Grove Avenue in South Pasadena with Avenue 40 in Los Angeles.[31]The remainder in Los Angeles, from Avenue 40 southwest to the Figueroa Street Viaduct at Avenue 22, was dedicated on December 30, 1940, with great fanfare, and opened to the public the following day in time for theTournament of Roses ParadeandRose BowlonNew Year's Day.[32]However, the highway through South Pasadena was not completed until January 30, 1941, and landscaping work continued through September. The final cost of $5.75 million, under $1 million per mile, was extremely low for a freeway project because the terrain was favorable for grade separations.[33]

ThroughElysian Park:Figueroa Street Tunnelsat left, 1943 lanes at right

The state began upgrading the four-lane North Figueroa Street extension (then part ofRoute 165) in October 1940 as a "Southerly Extension" of the parkway, even before the parkway was complete. The at-grade intersection with Riverside Drive was already a point of congestion, and the six lanes of parkway narrowing into four lanes of surface street would cause much greater problems. The two-way Figueroa Street Tunnels and Viaduct were repurposed for four lanes of northbound traffic, and a higher southbound roadway was built to the west. From the split withHill Streetsouth to near the existing College Street overpass, the four-lane surface road became a six-lane freeway. The extension was designed almost entirely on freeway, rather than parkway, principles, as it had to be built quickly to handle existing traffic. The new road split from the old at the Figueroa Street interchange, just south of Avenue 26, and crossed theLos Angeles Riverand the northbound access to Riverside Drive on a new three-lane bridge. Through Elysian Park, a five-lane open cut was excavated west of the existing northbound tunnel lanes, saving about $1 million. The extension, still feeding into surface streets just south of College Street, was opened to traffic on December 30, 1943, again allowing its use for the New Year's Day festivities.[34]

TheFour Level Interchange,looking northeast along the Pasadena Freeway; the interchange at Figueroa and Temple Streets is in the right foreground

While the Arroyo Seco Parkway was being built and extended, the region's freeway system was taking shape. The short city-builtCahuenga Pass Freewayopened on June 15, 1940,[35]over a month before the second piece of the Arroyo Seco Parkway was complete. In the next two decades, theHarbor,Hollywood(Cahuenga Pass),Long Beach(Los Angeles River),San Bernardino(Ramona), andSanta AnaFreeways were partially or fully completed to theireponymousdestinations, and others were under construction.[36]The centerpiece of the system was theFour Level Interchangejust north ofdowntown Los Angeles,the firststack interchangein the world. Although it was completed in 1949, the structure was not fully used until September 22, 1953, when the short extension of the Arroyo Seco Parkway to the interchange opened. Though the common name used by the public had become "Arroyo SecoFreeway"over the years, it was officially a" Parkway "until November 16, 1954, when theCalifornia Highway Commissionchanged its name to thePasadena Freeway.[37]

Beginning in June 2010, the state began modifying interchange signs to remove the Pasadena Freeway name and reinstate the Arroyo Seco Parkway name. Signs that indicate route 110 as a "freeway" are being modified to "parkway" or its "Pkwy" abbreviation.

Post-construction

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Golden State Freewayinterchange, looking northeast

Despite a quadrupling of traffic volumes, the original roadway north of the Los Angeles River largely remains as it was when it opened in 1940.Trucksandbuseswere banned in 1943, though the bus restriction has since been dropped; this has kept the freeway in good condition. Except for theGolden State Freeway(I-5) interchange near the river, completed in 1962, the few structural changes to the freeway north of the river include the closure of the original southbound exit to Fair Oaks Avenue after its location on a curve proved dangerous[10]and the replacement of shrubs in the 4-foot (1.2 m)medianwith a steel and now concreteguard rail.Los Angeles paid for reconstruction of the interchange at Hill Street, south of Elysian Park, in the early 1960s to serve the newDodger Stadium.[38]An interchange with Amador Street once had both left and right exits and entrances, it now only has a right exit and entrance.

The parkway's design is now outdated, and includes tight "right-in/right-out"access with a recommended exit speed of 5 miles per hour (8.0 km/h) andstop signson the entrance ramps.[citation needed]There are noacceleration or deceleration lanes,meaning that motorists must attempt to merge immediately into freeway traffic from a complete stop.[39]While the curves arebankedfor higher speeds, they were designed at half the modern standard. A three-yearCaltransstudy determined that the parkway has a crash rate that is twice that of comparable highways, with the primary factor being the lack of acceleration and deceleration lanes.[40]LAistnoted that many motorists find the act of merging onto the parkway to be "terrifying".[39]

The Arroyo Seco Parkway was the first freeway in the Western United States.[41]It became a new alignment ofU.S. Route 66,and the old routing viaFigueroa StreetandColorado BoulevardbecameU.S. Route 66 Alternate.[42]The southern extension over the Los Angeles River to downtown Los Angeles also carriedState Route 11(which remained on the old route when US 66 was moved) and U.S. Routes6and99(which followed Avenue 26 andSan Fernando Roadto the northwest).[43]The1964 renumberingsaw US 66 truncated to Pasadena, and SR 11 was moved from Figueroa Street (which becameSR 159) to the Pasadena Freeway.[44]Finally, the number was changed toSR 110in 1981, when SR 11 betweenSan Pedroand theSanta Monica Freeway(I-10) becameI-110.[45]

ArroyoFest, 2003

Despite its flaws, the Arroyo Seco Parkway remains the most direct car route between downtown Los Angeles and Pasadena; the only freeway alternate (which trucks must use) is theGlendale Freeway(SR 2) to the west. (LA Metro'sA Line[formerly theGold Line] provides light rail service along the formerSanta Fe Railwayline.) The state legislature designated the original section of the Parkway, north of the Figueroa Street Viaduct, as a "California Historic Parkway" (part of theState Scenic Highway Systemreserved for freeways built before 1945) in 1993;[46]the only other highway so designated is theCabrillo Freeway(SR 163) inSan Diego.TheAmerican Society of Civil Engineersnamed it aNational Historic Civil Engineering Landmarkin 1999,[47]and it became aNational Scenic Bywayin 2002[48]and was added to theNational Register of Historic Placesin 2011.[3]Occidental Collegehosted the "ArroyoFest Freeway Walk and Bike Ride" on Sunday, June 15, 2003, closing the freeway to motor vehicles to "highlight several ongoing or proposed projects within the Arroyo that can improve the quality of life for everyone in the area".[49]The event was held again twenty years later, in October 2023.[50]Over 50,000 attended the event.[51]

Exit list

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Mileage is measured fromRoute 110'ssouthern terminus inSan Pedro. The entire route is inLos Angeles County.

Locationmi[52][53]kmExit[52]DestinationsNotes
Los Angeles23.7638.24–
SR 110south (Harbor Freeway) –Downtown Los Angeles		Continuation beyond US 101
24A





US 101(Hollywood Freeway) toI-5south (Santa Ana Freeway) /I-10east /SR 60east –Santa Ana,Hollywood,Ventura		Four Level Interchange;exit 3B on US 101
24.4939.4124BSunset BoulevardSouthbound exit and northbound entrance
24.6639.6924CHill Street–Chinatown,Civic CenterNo southbound entrance; signed as exit 24B northbound; left exit southbound
24DStadium Way –Dodger StadiumSigned as exit 24B northbound
24.9040.07Figueroa Street Tunnel No. 1(northbound)
25.0240.2725Solano Avenue / Academy Road
25.14–
25.37		40.46–
40.83		Figueroa Street Tunnels No. 2-4(northbound)
25.6841.3326A
I-5north (Golden State Freeway) –Sacramento		Northbound left exit and southbound entrance; exit 137B on I-5
25.7141.3826BFigueroa StreetNorthbound left exit and southbound entrance; formerSR 159
25.8441.5926AAvenue 26Southbound exit and northbound entrance; formerSR 163
26BI-5(Golden State Freeway) –Santa Ana,SacramentoSouthbound exit and northbound entrance; exit 137 on I-5
27.0543.5327Avenue 43
27.9845.0328AAvenue 52
28.3145.5628BVia MarisolFormerly Hermon Avenue
28.6946.1729Avenue 60
29.4347.3630AMarmion Way / Avenue 64Northbound exit and southbound entrance
30York BoulevardSouthbound exit and entrance
30.0148.3030BBridewell StreetNorthbound exit only
South Pasadena30.5249.1231AOrange Grove Avenue
31.1050.0531BFair Oaks Avenue–South PasadenaNo northbound entrance
Pasadena31.8451.24Northern terminus of freeway and state maintenance
31.9151.35–Glenarm StreetAt-grade intersection
32.4752.26–California BoulevardAt-grade intersection
33.0553.19–
Green Street toI-210		At-grade intersection
33.1553.35–Colorado BoulevardAt-grade intersection; formerSR 248
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

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References

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  1. ^abCalifornia Department of Transportation."State Truck Route List".Sacramento: California Department of Transportation.Archivedfrom the original on September 5, 2015.RetrievedJune 30,2015.
  2. ^Legal Truck Size & Weight Work Group (March 2, 2011)."Special Route Restriction History: Route 110".Sacramento:California Department of Transportation.RetrievedMay 28,2015.
  3. ^abNational Park Service(February 4, 2011)."National Register of Historic Places Weekly Action List".National Register of Historic Places.National Park Service.RetrievedJuly 27,2012.
  4. ^*Gruen, J. Philip & Lee, Portia (August 1999).Arroyo Seco Parkway (HAER No. CA-265)(PDF).Historic American Engineering Record.pp. 4–5.RetrievedJuly 29,2011.
  5. ^Pool, Bob (June 25, 2010)."Pasadena Freeway Getting a New Look and a New Name".Los Angeles Times.RetrievedJuly 29,2011.
  6. ^abcGoogle&United States Geological Survey.Street Maps and Topographic Maps(Map). ACME Mapper.Archivedfrom the original on January 2, 2008.RetrievedJanuary 15,2008.{{cite map}}:|author1=has generic name (help)
  7. ^Gruen & Lee (1999),pp. 9, 51.
  8. ^Gruen & Lee (1999),pp. 9–10.
  9. ^Scheid, Ann (2006).Downtown Pasadena's Early Architecture.Images of America. Charleston, South Carolina:Arcadia Publishing.pp. 78–79.ISBN978-0-7385-3024-6.
  10. ^abThomas, Rick R. (2007).South Pasadena.Images of America. Charleston, South Carolina: Arcadia Publishing. pp. 60–65.ISBN978-0-7385-4748-0.
  11. ^"Dash into Pasadena in Twelve Minutes".Los Angeles Times.January 1, 1909. p. II1.
  12. ^Gruen & Lee (1999),pp. 17–18, 23.
  13. ^Gruen & Lee (1999),pp. 18–26.
  14. ^California State Assembly."An act to add section 612 to, and to repeal section 486 of, the Streets and Highways Code, relating to secondary State highways".Fifty-firstSession of the Legislature.Statutes of California.State of California. Ch. 426 p. 288, 1480."A new route or portion of route is hereby added to the State highway system from Route 165 [Figueroa Street] near Los Angeles River in Los Angeles to Route 161 [Colorado Boulevard] in Pasadena at Broadway Avenue."
  15. ^California State Assembly."An act to amend sections 251, 308, 340, 344, 351, 352, 361, 368, 369, 374, 377, 404 and 425 of, to add four two sections to be numbered 503, 504, 505 and 506 to, and to repeal sections 603, 611..."Fifty-secondSession of the Legislature.Statutes of California.State of California. Ch. 841 p. 2361."Route 205 is from Route 165 near Los Angeles River in Los Angeles to Route 161 in Pasadena at Broadway Avenue."
  16. ^Gruen & Lee (1999),pp. 29–34.
  17. ^"By-pass Route Through Elysian Park Tunnels Opened to Automobile Traffic".Los Angeles Times.November 1, 1931. p. E1.
  18. ^"Shaw Opens New Tunnel".Los Angeles Times.August 5, 1936. p. A1.
  19. ^"Street Job Bids Will Be Opened".Los Angeles Times.August 15, 1938. p. A10.
  20. ^Prejza, Paul (donor) (1940).Aerial view of Chavez Ravine in Los Angeles, looking west, ca. 1940(Photograph). Los Angeles:University of Southern CaliforniaLibraries Digital Archive. chs-m2270. Archived fromthe originalon January 23, 2008.RetrievedJanuary 14,2008.
  21. ^"New Bridge Dedicated".Los Angeles Times.July 7, 1937. p. A2.
  22. ^"Traffic Project Work Pushed".Los Angeles Times.May 11, 1939. p. A1.
  23. ^Gruen & Lee (1999),pp. 27–28, 53–54.
  24. ^Gruen & Lee (1999),pp. 60, 69.
  25. ^Gruen & Lee (1999),p. 68.
  26. ^Gruen & Lee (1999),pp. 34–51.
  27. ^abCalifornia Department of Transportation (July 2015)."Log of Bridges on State Highways".Sacramento: California Department of Transportation.
  28. ^Traffic and Vehicle Data Systems Unit (2006)."All Traffic Volumes on CSHS".California Department of Transportation. Archived fromthe originalon July 21, 2011.RetrievedJuly 29,2011.
  29. ^National Bridge Inventorydatabase, 2006[full citation needed]
  30. ^Gruen & Lee (1999),pp. 51–55.
  31. ^"New Highway Opens Saturday".Los Angeles Times.July 17, 1940. p. A12.
  32. ^"History of the Arroyo Seco Parkway Preserved in Museum's Archives".Pasadena Museum of History. April 11, 2016.RetrievedJuly 18,2020.
  33. ^Gruen & Lee (1999),pp. 55–59.
  34. ^Gruen & Lee (1999),pp. 59–64.
  35. ^City of Los Angeles (December 22, 2005)."Cahuenga Parkway"(PDF).Transportation Topics & Tales.City of Los Angeles. Archived fromthe original(PDF)on February 28, 2008.RetrievedJanuary 14,2008.
  36. ^Rand McNally(1959).Los Angeles and Vicinity(Map). Chicago: Rand McNally.Archivedfrom the original on July 25, 2011.RetrievedJuly 29,2011.
  37. ^Gruen & Lee (1999),pp. 64–67.
  38. ^Gruen & Lee (1999),pp. 67–72.
  39. ^abWashington, Aaricka (February 7, 2024)."Yes, Merging Onto The 110's Arroyo Seco Parkway Is Terrifying. We Have Pictures And Stories".LAist.RetrievedApril 13,2024.
  40. ^Stein, William J.; Neuman, Timothy R. (July 2007). "Case Study 4: State Route 110 (The Arroyo Seco Parkway)".Mitigation Strategies For Design Exceptions(PDF)(Report). Federal Highway Administration. p. 146. FHWA-SA-07-011.The California Department of Transportation (Caltrans) conducted a 3-year crash analysis for the corridor. The data indicated a crash rate about twice the average rate for similar highway types. There were 1,217 total crashes over this time period. Of these, 324 crashes involved the median barrier, resulting in 111 injuries and 1 fatality. The analysis also showed concentrations of crashes at entrance and exit ramps and concluded that a primary causal factor is the limited acceleration and deceleration lengths.
  41. ^Fisher, Jay (August 15, 2008)."Shabby Road: The Ills and Charms of California's First Freeway".The New York Times.RetrievedNovember 16,2011.
  42. ^Faigin, Daniel P."Correspondence between the Division of Highways and American Association of State Highway Officials".California Highways.Archivedfrom the original on June 28, 2011.RetrievedJuly 29,2011.
  43. ^California Division of Highways (1944).Los Angeles and Vicinity(Map). Sacramento: California Division of Highways.Archivedfrom the original on July 22, 2011.RetrievedJuly 29,2011– via American Roads.
  44. ^"Route Renumbering: New Green Markers Will Replace Old Shields".California Highways and Public Works.Vol. 43, no. 3–4. March–April 1964. pp. 11–13.ISSN0008-1159.RetrievedMarch 8,2012– via Archive.org.
  45. ^California State Assembly."An act to amend...the Streets and Highways Code, relating to state highways".1981–1982Session of the Legislature.Statutes of California.State of California. Ch. 292 p. 1418."Route 110 is from San Pedro to Colorado Boulevard in Pasadena."
  46. ^California State Assembly."An act to add Sections 280, 281, 282, and 283 to the Streets and Highways Code, relating to highways".1993–1994Session of the Legislature.Statutes of California.State of California. Ch. 179.
  47. ^Gruen & Lee (1999),p. 4.
  48. ^Irving, Lori (June 13, 2002)."U.S. Transportation Secretary Mineta Names 36 New National Scenic Byways, All-American Roads"(Press release).Federal Highway Administration.RetrievedJuly 29,2011.
  49. ^"Frequently Asked Questions".ArroyoFest. Archived fromthe originalon July 3, 2008.RetrievedJanuary 15,2008.
  50. ^"Cyclists took over the 110 Freeway: Here's what they had to say biking in LA".Los Angeles Times.October 29, 2023.RetrievedOctober 30,2023.
  51. ^"Tens of thousands take to the 110 Freeway for ArroyoFest event".Pasadena Star News.October 29, 2023.RetrievedOctober 30,2023.
  52. ^abChand, AS (August 26, 2016)."Interstate and State Route 110 Freeway Interchanges"(PDF).California Numbered Exit Uniform System.California Department of Transportation. Archived fromthe original(PDF)on October 2, 2017.RetrievedOctober 21,2017.
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