Santa Fe Arroyo Seco Railroad Bridge
The Santa Fe Arroyo Seco Railroad Bridge in Highland Park, Los Angeles, is more than 700 feet long and crosses the Arroyo Seco Parkway at an elevation of over 100 feet. It the tallest and longest railroad span in the city of Los Angeles, most the oldest such structure still in use; the bridge crosses the lower part of the Arroyo Seco, a watershed canyon from the San Gabriel Mountains. The Santa Fe Arroyo Seco bridge, built in 1896, replaced the 1889 wooden trestle used by the Southern California Railway, a subsidiary of the Santa Fe Railroad; the 1889 bridge, designed by Santa Fe's chief structural engineer Fred T. Perris, replaced the original 1885 wooden trestle bridge built by the Los Angeles and San Gabriel Valley Railroad. Rail service ended in 1994 and in the late 1990s, the bridge was retrofitted to accommodate the Los Angeles MTA's Gold Line light rail system which opened on July 26, 2003. Advocated by the Highland Park Heritage Trust and Charles J. Fisher, the bridge was declared City of Los Angeles Historic-Cultural Monument No. 339 on January 22, 1988.
List of Los Angeles Historic-Cultural Monuments on the East and Northeast Sides List of Registered Historic Places in Los Angeles History of Trains in Pasadena Southern Transcon Union Station Southwest Chief Atchison and Santa Fe Railway Highland Park South Pasadena Historic American Engineering Record No. CA-265-U, "Atchison, Topeka & Santa Fe Railroad Bridge, Spanning Arroyo Seco Parkway at parkway milepost 29.03, Los Angeles, Los Angeles County, CA", 3 photos, 1 color transparency, 1 photo caption page
Colorado Street Bridge (Pasadena, California)
The Colorado Street Bridge is a historic concrete arch bridge spanning the Arroyo Seco in Pasadena, California. The Colorado Street Bridge was designed and built in 1912 at a total cost of $191,000; the bridge was designed based in Kansas City, Missouri. The structure carries Colorado Boulevard, the major east-west thoroughfare connecting Pasadena with Eagle Rock and Glendale to the west, with Monrovia to the east. Colorado Street Bridge replaced the small Scoville bridge located near the bottom of the Arroyo Seco, it opened on December 13, 1913. The bridge spans 1,486 feet at a maximum height of 150 feet and is notable for its distinctive Beaux Arts arches, light standards, railings; the bridge is on the National Register of Historic Places and has been designated a National Historic Civil Engineering Landmark by the American Society of Civil Engineers. During the early part of the twentieth century, the Colorado Street Bridge became known locally as "Suicide Bridge" after dozens of people leaped to their deaths.
The bridge had a bad reputation before it was built, as a construction worker fell to his death and landed in the wet cement under the bridge. He is still there today; the number of deaths didn't stop there. The most told story is about her child. One night, the mother herself to the bridge and was ready to end her life, she threw her baby first and jumped, plummeting to her death. The child survived, as it landed in a tree unharmed, but the mother ended her life; the balustrade was replaced by an 8 foot tall barrier in an effort to deter suicides, but the bridge retained its nickname. To this day, some still use the bridge as a means to end their lives. For example, on October 27, 2015, British-American model and reality television star Sam Sarpong committed suicide by jumping from the bridge. In 2016, temporary anti-suicide barriers, in the form of 10 foot tall chain link fencing was installed on the sidewalk, inside the balustrade, blocking the seating alcoves; these alcoves are believed to be the primary route taken by suicide victims.
In 2017, there were nine successful suicides. In 2018, there were 4 successful suicides from the bridge by September. After police spent 13 hours negotiating with a would-be jumper, these temporary barrier fences were extended to cover the entire bridge span; the city plans to replace the temporary fencing with permanent barriers, at least 7.5 feet in height. In the 1970s, the bridge was a filming location of the TV series Emergency! Fifth season where a boy was shown trapped. In 1989, after the Loma Prieta earthquake in Northern California, the bridge was declared a seismic hazard and closed to traffic, it was reopened in 1993 after a substantial retrofit. The bridge is closed each summer for a festival, "A Celebration on the Colorado Street Bridge", hosted by historic preservation group Pasadena Heritage. An episode from the eighth season of the series Full House, "Leap of Faith" featured the bridge in a bungee jumping scene; the bridge was depicted as being in the San Francisco bay area. The bridge was site of the beginning of The Amazing Race season 21.
The contestants had to rappel down the side of the bridge to their waiting cars to start the race. In the 2016 romantic musical film La La Land, the protagonists took an evening stroll across the bridge. Suicide bridge City of Pasadena's History Page, with a historic postcard view of the bridge. Colorado Street Bridge Pasadena, National Park Service History of the Colorado Street Bridge from Pasadena Heritage Historic American Engineering Record No. CA-58, "Colorado Street Bridge", 13 photos, 34 data pages, 2 photo caption pages Colorado Street Bridge at Structurae
San Fernando Road
San Fernando Road is a major street in the City of Los Angeles and Los Angeles County. Within the Burbank city limits it is signed as San Fernando Boulevard, north of Newhall Pass it is signed as The Old Road, it was designated as Business Loop 5 in the 1970s. San Fernando Road starts off in Castaic as The Old Road, passing through Santa Clarita, where it is a major frontage road for Interstate 5; the name is considered amusing by local residents, who have styled some traffic signs along the road using a faux Old English typeface. The Old Road reaches as far as Newhall Pass, whereupon its intersection with Sierra Highway near the junction of the Golden State Freeway and the Antelope Valley Freeway, it becomes San Fernando Road. San Fernando Road enters the Northwestern/Western San Fernando Valley, passes through the Sylmar district of Los Angeles, the City of San Fernando, it re-enters the city of Los Angeles at the intersection with the Ronald Reagan Freeway in the Pacoima district, where it parallels Interstate 5.
Like Laurel Canyon Boulevard to the west in Sun Valley, it passes through rock quarries and the Hanson Dam Recreation Area, one of the last remaining open spaces in the San Fernando Valley. The portion between Sun Valley and the city of Burbank is industrial, with heavy truck traffic thorough this area. San Fernando Road passes next through downtown Burbank. Upon entering the Burbank city limits, it is signed as San Fernando Boulevard. At the intersection with Cypress Avenue in the Media City Center, there is a brief interruption in the route. 1st Street and Magnolia Boulevard connect both portions of San Fernando Boulevard. The road becomes San Fernando Road again once it enters the city of Glendale, where it serves as a major street for West and South Glendale. From the intersection with the Ventura Freeway to its southern terminus, the street follows the Los Angeles River through the Atwater Village, Glassell Park, Cypress Park neighborhoods. North of Figueroa Street San Fernando Road splits with Avenue 26, passes under the Arroyo Seco Parkway at the mouth of the Arroyo Seco.
San Fernando Road ends at the Pasadena Avenue intersection, where it becomes Avenue 20, which ends 5 blocks at North Main Street, northeast of/near Downtown Los Angeles. Prior to the construction of Interstate 5, San Fernando Road was old U. S. Route 99 and U. S. Route 6. With the completion of the Golden State Freeway, it was re-signed as State Route 163 in the 1960s and Business Interstate 5 in the 1970s. Today, San Fernando Road is used as an alternative to the congested I-5 Freeway between Lincoln Heights and the Newhall Pass, due to the few traffic signals on the route. Metro Local lines 94 and 224 run along San Fernando Road, as well as Metro Rapid line 794 and Glendale Transit lines 7 and 12. There is another San Fernando Road within the city of Santa Clarita starting only 2½ miles north of the northern end of the original San Fernando Road. San Fernando Road in Santa Clarita has now been renamed and split into 3 different streets from south to north Newhall Ave, Main Street, Railroad Ave.
At times, the route carried SR 126. San Fernando Road should not be confused with the nearby San Fernando Mission Blvd; the two roads intersect in the City of San Fernando about a mile from the San Fernando Mission. The former Southern Pacific Railroad follows both portions of San Fernando Road for their entire routes
Interstate 5 is the main Interstate Highway on the West Coast of the United States, running parallel to the Pacific coast of the contiguous U. S. from Mexico to Canada. It travels through the states of California and Washington, serving several large cities on the U. S. West Coast, including San Diego, Los Angeles, Sacramento and Seattle, it is the only continuous Interstate highway to touch both the Mexican border and the Canadian border. Upon crossing the Mexican border at its southern terminus, Interstate 5 continues to Tijuana, Baja California as Mexico Federal Highway 1. Upon crossing the Canadian border at its northern terminus, it continues to Vancouver as British Columbia Highway 99. Interstate 5 was created in 1956 as part of the Interstate Highway System, but was predated by several auto trails and highways built in the early 20th century; the Pacific Highway auto trail was built in the 1910s and 1920s by the states of California and Washington, was incorporated into U. S. Route 99 in 1926.
Interstate 5 follows the route of US 99, with the exception of a portion in the Central Valley of California. The freeway was built in segments between 1956 and 1979, including expressway sections of US 99 that were built earlier to bypass various towns along the route; the southernmost point of I-5 is at the Mexican border at the San Ysidro border crossing, one of the busiest in the world. Beginning at the border in San Ysidro, part of the city of San Diego, as the John J. Montgomery Freeway, I-5 goes through the suburbs of Chula Vista and National City before reaching downtown San Diego, it parallels the Pacific coastline, going through the northern suburbs of San Diego, bisecting the University of California, San Diego campus, passing the I-805 merge, before passing through the 28 miles of Marine Corps Base Camp Pendleton in northern San Diego County. Here I-5 is known as the San Diego Freeway. At Dana Point, I-5 turns inland and heads due north through Mission Viejo to the El Toro Y interchange in southeastern Irvine.
I-5 becomes the Santa Ana Freeway as it runs southeast to northwest, passing through major cities and suburbs in Orange and Southern Los Angeles counties. Southern Californians refer as the Santa Ana Freeway in the Los Angeles area. From this point, the San Diego Freeway continues northward as I-405; when the freeway reaches the East Los Angeles Interchange one mile east of downtown Los Angeles, I-5 becomes the Golden State Freeway. The route continues through the San Fernando Valley and crosses the Newhall Pass through the Santa Susana Mountains into the Santa Clarita Valley; the interchange with State Route 14 is unusual in that truck traffic is separated into its own lanes for both the mainline of the freeway and the transition ramps to and from SR 14. For about a four-mile stretch between Santa Clarita Valley and the Pyramid Lake, the northbound and southbound lanes separate and cross sides, with the southbound lanes running to the east of the northbound ones. At that point, the Golden State Freeway rises to the north through the Grapevine to reach the second-highest point of its entire length, the Tejon Pass.
Through the Tehachapi Mountains. Path 26 power lines follow the freeway along this stretch; the freeway descends for 12 miles at Tejon Pass to around 1,600 feet at Grapevine near the southernmost point of the San Joaquin Valley 30 miles south of Bakersfield and 4 mi south from where SR 99 splits away from it in Wheeler Ridge. From SR 99 to south of Tracy, I-5 skirts along the far more remote western edge of the great Central Valley, thus here is removed from population centers such as Bakersfield and Fresno; this part of I-5 is known as the West Side Freeway, is a major connector between the San Francisco Bay Area and Southern California. I-580 splits from I-5 at a point south of Tracy as the West Side Freeway Scenic Byway, the last stretch of the West Side Freeway—providing a loop-route connection to the San Francisco Bay Area. East of Tracy, I-5 intersects with I-205, another freeway that links I-5 to the Bay Area and passes through Tracy. After passing Tracy, I-5 heads north through Stockton and Sacramento before turning west to Woodland.
At Woodland, the Interstate heads northwest again towards Dunnigan, where it converges with I-505. From Dunnigan, I-5 skirts north along the western edge of the Sacramento Valley to Red Bluff. I-5 enters the Shasta Cascade region, passing through Redding and Shasta Lake before climbing up to near the foot of Mount Shasta; the interstate travels to Weed and Yreka before reaching the Oregon border. About three miles north of the California border, the highway crosses 4,310 feet Siskiyou Summit, the highest point on I-5, drops down into the Rogue Valley through Oregon's southern mountains and towns such as Ashland and Grants Pass. Turning north across three passes to the Umpqua Valley and through Roseburg, the mountains tend to turn into hills, as it reaches Cottage Grove, the road enters the Willamette River Valley. At Eugene the highway intersects a short spur route into Downtown Eugene; some city highways intersect on I-5 in the Eugene Metro. The Interstate heads due north, skirting Albany and Corvallis, passing through Salem, crossing through Woodburn.
There were plans to build a spur, called I-305, into Salem. I-5 covers 308 miles in Oregon. Just north of Salem, between mile markers 259 and 260 just short of mile marker 26
The Ventura Freeway is a freeway in southern California, United States, running from the Santa Barbara/Ventura county line to Pasadena in Los Angeles County. It is the principal east-west route through Ventura County and in the southern San Fernando Valley in Los Angeles County. From the Santa Barbara County line to its intersection with the Hollywood Freeway in the southeastern San Fernando Valley in Los Angeles, it is signed as U. S. Route 101, built in the late 1950s and opened on April 5, 1960. East of the Hollywood Freeway intersection, it is signed as State Route 134, built by 1971; the entire Ventura Freeway is not built to freeway standards, however. Prior to the construction of a new alignment in 1971, the portion east of the Golden State Freeway was known as the Colorado Freeway in reference to nearby Colorado Boulevard, a historic thoroughfare in Pasadena and northeastern Los Angeles; the Ventura Freeway begins at the Santa Barbara/Ventura county line at the Bates Road exit of U. S. 101, west of La Conchita.
The road alternates between a freeway and an expressway up to the seashore community of Mussel Shoals, when it becomes a freeway for the rest of its length. The freeway travels eastward through the citrus orchards and strawberry fields of the Oxnard Plain before ascending the short, steep Conejo Grade into the Conejo Valley. Continuing eastward through the northern Santa Monica Mountains, it crosses the Ventura/Los Angeles county line before entering the San Fernando Valley; the freeway continues eastward along the valley's southern rim, crossing the 405 and 5 freeways and the Los Angeles River. After passing through Downtown Glendale south of the Verdugo Mountains, it continues along the southern slope of the San Rafael Hills between Glendale and Eagle Rock before entering Pasadena near the Arroyo Seco and terminating at the Foothill Freeway; the Ventura Freeway suffers from severe congestion. Its intersection with the San Diego Freeway, in Sherman Oaks, is rated as one of the five most congested interchanges in the nation.
Where it meets the Hollywood Freeway at the Hollywood Split junction, it is notably congested. During events at the Rose Bowl, the freeway's eastern portions resemble a parking lot; the east-west geographical alignment of the Ventura Freeway and the overall north-south designation of U. S. 101 on freeway signs can be confusing to visitors. Both the SR 134 and US 101 portions of the freeway are part of the California Freeway and Expressway System, is part of the National Highway System, a network of highways that are considered essential to the country's economy and mobility by the Federal Highway Administration; the road is the main connector from the San Fernando Valley and points north to the San Gabriel Valley and points east. The future Interstate 710 dead-ends at California Blvd and is signed as State Route 710. Residents of South Pasadena have blocked efforts to extend Interstate 710 north to California Boulevard from its current end at Valley Boulevard north of Interstate 10 near the Alhambra/Los Angeles city limit.
Signs on SR 134 and I-210 refer to the SR 710 stub in Pasadena as TO State Route 110, because exiting left from the SR 710 stub onto California Blvd and turning right on Arroyo Parkway leads directly to SR 110, Pasadena's only direct freeway link to Downtown Los Angeles. The Interstate 5 offramp at Colorado Street is old SR 134, there are still mileposts that refer to it as such. Old SR 134 followed Colorado Street through Glendale and Colorado Boulevard in Eagle Rock to the ramp connecting Colorado Boulevard and Figueroa Street to the Ventura Freeway. Old SR 134 continued onto the ramp and onto what is now the Ventura Freeway to Orange Grove Boulevard in Pasadena; the Colorado Boulevard/Figueroa Street ramps and the segment of freeway between the ramps and just east of Orange Grove Boulevard used to be known as the Colorado Freeway. A pre-freeway alignment of State Route 134 originated at U. S. Route 101 and Fulton Avenue in Los Angeles along Fulton, Moorpark Street, Riverside Drive and Alameda Avenue before meeting up with U.
S. 6/99 in Burbank. It traveled along San Fernando Road to Colorado Street ran along Colorado Street through Glendale, Eagle Rock and Pasadena before terminating at U. S. Route 66; the alignment was cut back to terminate in Studio City at Lankershim and Ventura. The Interstate 5 off-ramp at Colorado Street is a former routing of SR 134, there are still mileposts that refer to it as such. Old SR 134 followed Colorado Street through Glendale and Colorado Boulevard in Eagle Rock to the ramp connecting Colorado Boulevard and Figueroa Street to the Ventura Freeway. Old SR 134 continued onto the ramp and onto what is presently the Ventura Freeway to Orange Grove Boulevard in Pasadena; the Colorado Boulevard/Figueroa Street ramps plus the segment of freeway between the ramps and just east of Orange Grove Boulevard were known as the Colorado Freeway. From 1964 to 1992, the Colorado Boulevard portions of Route 134 were renumbered as California State Route 248; the official Ventura Freeway designation is Routes 101 and 134 from Route 5 to the Santa Barbara County line.
This does not include the portion of Route 134 between Route 5 and Route 210 though local usage extends the name over this portion of freeway. At the freeway's eastern terminus with In
Interstate 110 and State Route 110 (California)
Route 110, consisting of State Route 110 and Interstate 110, is a state highway in the Los Angeles metropolitan area of the U. S. state of California, built to freeway standards. The entire route connects San Pedro and the Port of Los Angeles with Downtown Los Angeles and Pasadena; the southern segment from San Pedro to Interstate 10 in downtown Los Angeles is signed as I-110, while the northern segment to Pasadena is signed as SR 110. The entire length of I-110, as well as SR 110 south of the Four Level Interchange with US 101, is the Harbor Freeway, SR 110 north from US 101 to Pasadena is the historic Arroyo Seco Parkway, the first freeway in the western United States. I-110 is one of two 3-digit interstate designations to appear on opposite coasts; the Harbor Freeway, signed as Interstate 110, begins at Gaffey Street in San Pedro, where it travels due north to the Santa Monica Freeway at a point south of downtown Los Angeles, where it becomes signed as State Route 110. I-110 is within the city limits of Los Angeles, running right the South Los Angeles region and the Harbor Gateway, a two-mile wide north–south corridor, annexed by the city of Los Angeles to connect San Pedro and the Port of Los Angeles with the rest the city.
In addition, the Harbor Transitway, a grade-separated bus and high-occupancy vehicle corridor in the median of the 110, runs between State Route 91 and the south side of Downtown Los Angeles. The Harbor Freeway, along with the Long Beach Freeway, are the principal means for freight from the port of Los Angeles to rail yards and warehouses further inland, its interchange with the Santa Monica Freeway is notoriously busy and congested, the portions bordering Bunker Hill in northwest Downtown Los Angeles are choked with traffic at peak travel times. Notable landmarks and attractions near the Harbor Freeway include the California State University, Dominguez Hills. A. Live, Los Angeles Harbor College. SR 110 continues north on the Arroyo Seco Parkway to Pasadena; the Harbor Freeway is noted for its elaborate high-occupancy toll lane feature, with the HOT lanes elevated above the rest of traffic in many areas, constructed in 1994 by C. C. Myers, Inc. as HOV lanes and converted to HOT lanes in 2012. Of particular note is the Judge Harry Pregerson Interchange, which contains the most elaborate network of direct HOV/HOT connectors in Los Angeles County.
It includes a 7-story ramp that connects the Century Freeway's HOV lanes to the Harbor Freeway's northbound HOT lanes and offers splendid views of the entire Los Angeles Basin and the San Gabriel Mountains. The interchange with State Route 91 is fairly large. Route 110 is part of the California Freeway and Expressway System, is part of the National Highway System, a network of highways that are considered essential to the country's economy and mobility by the Federal Highway Administration. In the 1924 Major Street Traffic Plan for Los Angeles, a widening of Figueroa Street to San Pedro as a good road to the Port of Los Angeles was proposed. Progress was slow, in 1933 the state legislature added the entire length to the state highway system as Route 165, an unsigned designation; this route not only extended from San Pedro north to Los Angeles, but continued through the city-built Figueroa Street Tunnels and along the northern extension of Figueroa Street to Eagle Rock, followed Linda Vista Avenue to Route 9 at the Devil's Gate Reservoir.
The entire length of Route 165 became Sign Route 11 in 1934. U. S. Route 6 was assigned to the portion between SR 1 and Avenue 26 in 1937, at about the same time US 66 was moved from Eagle Rock Boulevard to Figueroa Street, overlapping SR 11 between Sunset Boulevard and Colorado Street; the state completed the Arroyo Seco Parkway, added to the state highway system in 1935 as Route 205, in early 1941, providing a faster route between SR 11 at Avenue 26 and Pasadena. US 66 was moved to the new route, while SR 11 remained on Figueroa Street and Linda Vista Avenue, the former becoming a new U. S. Route 66 Alternate. Construction of a freeway to San Pedro was much slower, despite having been in the earliest plans for an integrated system; the Harbor Parkway was to split at the merge with the Venice Parkway northeast of the University of Southern California, with the East By-Pass and West By-Pass straddling the Los Angeles Central Business District and rejoining at the split between the Arroyo Seco Parkway and Riverside Parkway south of Dodger Stadium.
The West By-Pass was soon incorporated into the Harbor Parkway, the first short piece, by renamed the Harbor Freeway, opened on July 30, 1952 from the Four Level Interchange south to 3rd Street. The Harbor Freeway pushed south, opening to Olympic Boulevard on March 23, 1954 and Washington Boulevard on May 14, 1954. On March 27, 1956, the highway was extended to 42nd Street, on April 24, 1957 it reached temporary ramps at 88th Place. Further extensions were made to Century Boulevard on July 31, 1958, 124th Street on September 24, 1958, Alondra Boulevard on May 2