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48-616: State Route 47 begins at the south end of the Harbor Freeway ( I-110 ) in the Los Angeles neighborhood of San Pedro and heads east to the Vincent Thomas Bridge , with only one interchange — at Harbor Boulevard — before the 1963 suspension bridge over the main channel of Los Angeles Harbor . After coming back to ground level on Terminal Island , SR 47 becomes the locally maintained Seaside Avenue at

96-536: A federal lawsuit, Keith v. Volpe, being filed, charging a violation of various civil rights protections and the National Environmental Policy Act (NEPA). An important figure in the freeway's history was Harry Pregerson , a United States federal judge who presided over the lawsuit concerning the freeway's construction and chose to continue presiding over the case despite being promoted to a higher level court. The interchange with I-110

144-764: A full list of prefixes, see California postmile § Official postmile definitions ). Segments that remain unconstructed or have been relinquished to local control may be omitted. The entire route is in Los Angeles County . Harbor Freeway Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.237 via cp1104 cp1104, Varnish XID 202501400 Upstream caches: cp1104 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 07:45:38 GMT Century Freeway Interstate 105 ( I-105 )

192-742: A local street. The entire route is part of the California Freeway and Expressway System , and is part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration . The western portion is officially known as part of the Seaside Freeway , which continues to SR 1 via I-710 . However, there are several at-grade intersections along

240-581: A potential extension of the freeway. East of Sepulveda Boulevard, I-105 intersects with I-405 (San Diego Freeway) at the Lennox – Hawthorne line, then continues east near the northern city limits of Hawthorne and the southern city limits of Inglewood . Upon reaching the Harbor Gateway neighborhood of Los Angeles, I-105 intersects with I-110 at the five-level Judge Harry Pregerson Interchange . I-105 continues east into Willowbrook before entering

288-607: A state highway. In the 1964 renumbering , the Industrial Freeway became Route 47, and the former East By-Pass became Route 241. The latter was deleted the next year, and the former was extended west from its south end on Terminal Island to San Pedro , replacing part of SR 7 , which was truncated to SR 1 in Long Beach at the same time. ( I-710 , which later replaced SR 7, has since been re-extended to SR 47 on Terminal Island.) This extension, which had been added to

336-677: Is an east–west auxiliary Interstate Highway in the Greater Los Angeles urban area of Southern California . It runs from State Route   1 (SR   1) near El Segundo and Los Angeles International Airport (LAX) to I-605 in the City of Norwalk . It is commonly known as the Century Freeway after Century Boulevard which it parallels, and also officially known as the Glenn Anderson Freeway after

384-410: Is at Norwalk , at the interchange between I-105 and I-605; 2 mi (3.2 km) from the western end of the freeway, the C Line separates onto its own right-of-way at Aviation Boulevard , splitting into two branches: one turning south towards Redondo Beach and one (currently in the testing stages) heading north towards near LAX and future people mover , which is scheduled to open in 2025. I-105

432-593: Is at Sepulveda Boulevard ( SR   1 ) and Imperial Highway on the southern edge of Los Angeles International Airport (LAX), near the El Segundo – Los Angeles line. Motorists can still continue west via Imperial Highway over conventional roadway to Pershing Drive, but it is not part of Route 105 nor does Caltrans have any intention to adopt the road as part of the state highway system or construct an extension of I-105 over it. A portion of undeveloped land south of this section of Imperial Highway exists to facilitate

480-799: Is named the Judge Harry Pregerson Interchange in his honor. In 1972, Judge Pregerson enjoined the further development of the freeway until it has complied with the requirements of NEPA, the California Environmental Quality Act (CEQA) , the Federal-Aid Highway Act , and the Uniform Relocation Assistance and Real Property Acquisition Act of 1970 . In 1979, this lawsuit resulted in a Consent Decree, amended in 1981, which imposed several conditions on

528-473: Is part of the California Freeway and Expressway System , and is part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration . I-105 was an integral part of a Caltrans 1960s master plan for the Southern California freeway system , but did not open until 1993. The right-of-way

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576-694: The Gerald Desmond Bridge and becomes Interstate 710 , with access to downtown Long Beach . State maintenance begins again on the Terminal Island Freeway, which is also signed as State Route 103 . After a partial interchange with New Dock Street, only allowing access to and from the north, SR 47 crosses the Cerritos Channel on the Schuyler Heim Bridge , a lift bridge opened in 1948. Just beyond

624-594: The Imperial Highway , as well as relieving pressure on the Santa Monica ( I-10 ) and San Diego ( I-405 ) Freeways for travelers between Downtown Los Angeles and LAX . After Anderson's death in 1994, Caltrans honored him by renaming the freeway in his honor. The route's original name, "Century Freeway", is still used on a number of maps. The freeway was originally signed with El Segundo as its westbound control city ; however, in recent years, many of

672-494: The Long Beach Naval Shipyard was located on the island, the U.S. Navy paid for the construction of the $ 14 million freeway from the island to Willow Street, including the $ 5.3 million Schuyler Heim Lift Bridge . Construction began in early 1946, and the completed link was dedicated on January 10, 1948, replacing the older Henry Ford Bridge . Early plans also included a north–south freeway on each side of

720-746: The Los Angeles Central Business District , splitting at the merge of the Harbor Parkway (Harbor Freeway) and Venice Parkway northeast of the University of Southern California , and rejoining at the split between the Arroyo Seco Parkway (Pasadena Freeway) and Riverside Parkway south of Dodger Stadium . Initially known as the East By-Pass and West By-Pass, the latter later became part of

768-569: The 1971 Sylmar earthquake and the California tax revolt of the late 1970s further hampered Caltrans' construction efforts. The major source of resistance to the freeway's construction was community opposition and the side effects of these demands. By the early 1970s, most of the areas in the freeway's path (and thus slated to be demolished) were predominantly African-American . Resentment over previous freeway projects' effects on other black communities resulted in significant modifications to

816-598: The Beach Boys was demolished in the mid-1980s to make way for the freeway, as was the house across the street where their bandmate David Marks grew up. In 2005, the Beach Boys Historic Landmark was built on the former site of the Wilson brothers' home and declared a California Historic Landmark. The birthplace of Metallica , former bassist Ron McGovney 's house, stood directly in the path of

864-704: The El Segundo signs have been replaced and/or covered with "LAX Airport" signage due to the western terminus' proximity to Los Angeles International Airport . Shortly before opening, filmmakers had access to use the empty freeway for a number of weeks to film the 1994 motion picture Speed . Previously, the I-105 designation was used for U.S. Route   101 (the Santa Ana Freeway , US   101) from I-5 (the Golden State Freeway ) at

912-518: The Gardena Freeway/SR 91 interchange) - with two-way connector ramps. The one major at-grade intersection here is the split with Santa Fe Avenue north of Del Amo Boulevard, just south of the underpass where Alameda Street moves from the east to the west side of the rail line. (Before the corridor was built, the crossover was further south, at Dominguez Street, halfway between Carson Street and Del Amo Boulevard.) North of Artesia Boulevard,

960-607: The Harbor Parkway, while the former remained as a separate route roughly along Main Street . The state legislature added the East By-Pass to the state highway system in 1947 as Route 222. The Los Angeles City Planning Commission approved a revised master plan in mid-1955, based on various studied that had been made. A new Industrial Freeway replaced the Terminal Island Freeway and Alamitos Parkway between Terminal Island and downtown Los Angeles, where it then continued north along

1008-527: The Interstate system in 1968. The route was designed between 1968 and 1972 by Caltrans District 7, under the direction of Design Chief Sid Elicks. However, opposition from some of the communities through which the right-of-way would pass slowed the process and led to some reroutings. Many factors contributed to the delay. The growth of the environmental movement in the 1960s created resistance to new freeway construction. Fiscal difficulties brought about by

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1056-701: The Los Angeles-maintained Seaside Avenue and Long Beach-maintained Ocean Boulevard. (A freeway upgrade of the latter was completed in June 2007, but traffic signals remain on the former and on the ramps connecting Ocean Boulevard with the Terminal Island Freeway.) Early maps show that the Terminal Island Freeway was to extend north to the Long Beach Freeway ( I-710 ) near the San Diego Freeway ( I-405 ), but

1104-587: The adopted alignment to the east, and in 1984 the legislature created State Route 103 to replace the former alignment on the Terminal Island Freeway between SR 47 and the Pacific Coast Highway ( SR 1 ). Due to the cancellation of the Industrial Freeway and planned port expansions, the Alameda Corridor project was created, including an improved rail line and a widening of Alameda Street from four to six lanes south of SR 91. Alameda Street

1152-401: The areas went down. Norwalk was opposed to the freeway's proposed route through its city center, and blocked the freeway from reaching its intended terminus at the Santa Ana Freeway (I-5) ; however, Caltrans had already decided to abandon that section due to the inability of the severely congested Santa Ana Freeway to accommodate any more traffic. In 1972, community opposition resulted in

1200-557: The bridge, SR 47 leaves the freeway, which continues northeast as SR 103, onto Henry Ford Avenue, and state maintenance ends. The remainder of what is signed as SR 47, along Henry Ford Avenue and Alameda Street to the Gardena Freeway ( SR 91 ), is locally maintained. Henry Ford Avenue quickly crosses the Dominguez Channel and Anaheim Street, and merges with Alameda Street, which continues southwest into Wilmington as

1248-747: The city of Lynwood , where it has a four-level interchange with I-710 and crosses the Los Angeles River . I-105 then runs through Paramount before entering Downey . In Downey, I-105 intersects with Lakewood Boulevard ( SR   19 ). I-105 then enters Norwalk , where it intersects with I-605 , crosses the San Gabriel River , and then terminates at an at-grade intersection with Studebaker Road. The freeway never intersects its parent route, I-5 . I-105 complies with numbering conventions by intersecting other auxiliary routes of I-5 that do intersect I-5, namely I-405 and I-605. Much of

1296-668: The construction of an elaborate pump system along the freeway between the interchanges with I-710 and I-605 . A significant aspect of the Keith v. Volpe Consent Decree was the requirement that the housing removed to construct the freeway be replaced, leading to the creation of the Century Freeway Housing Program within the California Department of Housing and Community Development . The childhood home of Brian , Carl and Dennis Wilson of

1344-487: The development of the freeway, including additional public hearings, preparation of an environmental report, alterations to the design to reduce lanes and intersections, improve carpooling and provide for a transitway, which became the Los Angeles Metro Rail Green Line, now known as the C Line . A portion of the right-of-way was also to be constructed below grade to buffer adjacent areas from

1392-486: The east side for the rest of the route to Anaheim Street in Wilmington. There trucks could turn east and south to Terminal Island via Henry Ford Avenue, or continue southwest through Wilmington to San Pedro. The highway soon came to be known as Alameda Street all the way to Wilmington. It did not become a state highway; instead the state took over Figueroa Street ( SR 11 ) to the west and Atlantic Avenue ( SR 15 ) to

1440-522: The east. Plans for freeways in Los Angeles County evolved from a 1937 Automobile Club of Southern California plan, which was modified by the city's Transportation Engineering Board (TEB) in 1939. The former included a single freeway connecting Los Angeles to Long Beach, beginning at Pasadena and heading south-southwest to Lynwood , then paralleling Long Beach Boulevard to Long Beach. The TEB's plan shifted this route farther east to near

1488-479: The effects of traffic noise . After construction began in the 1980s, failure to perform a complete survey of the area's groundwater deposits, combined with the 20–30-foot (6.1–9.1 m) below-grade trench through the city of Downey , resulted in buckling and cracking along the eastern portions of the route. At one point, a giant sinkhole opened in the Bellflower Boulevard on-ramp. This resulted in

California State Route 47 - Misplaced Pages Continue

1536-835: The former East By-Pass (which was not kept south of the Santa Monica Freeway ) and the southern part of the Riverside Parkway to the interchange of the Glendale Freeway and Golden State Freeway (which had replaced the rest of the Riverside Parkway). The Industrial Freeway south of the Santa Monica Freeway became Route 270 in 1959, but the ex-Riverside Parkway piece north of the Arroyo Seco Parkway never became

1584-477: The gap on Terminal Island, and Alameda Street is a surface roadway, albeit one with few intersections, as it runs alongside the Alameda Corridor rail line. The part of Alameda Street rebuilt during the Alameda Corridor project begins here, and the roadway passes under all cross streets - Pacific Coast Highway ( SR 1 ), Sepulveda Boulevard , 223rd Street (at the San Diego Freeway / I-405 interchange), Carson Street, Del Amo Boulevard, and Artesia Boulevard (at

1632-488: The interchange with Ferry Street, where there was a toll plaza until 2000. The freeway ends just beyond at Navy Way, after which the road enters Long Beach and becomes Ocean Boulevard, which was rebuilt as a freeway in 2007. However, SR 47 must exit the freeway onto its frontage roads , intersecting Henry Ford Avenue before turning north onto the Terminal Island Freeway . Ocean Boulevard leads east over

1680-406: The late congressman Glenn M. Anderson who advocated for its construction. The entirety of I-105 is designated as Route 105 in the state highway system. The California Streets and Highways Code defines it as such in section 405: Route 105 is from Pershing Drive near El Segundo to Route 605 . Route 105 was never fully constructed as it is defined. Currently, the western terminus of I-105

1728-556: The length of the Century Freeway runs parallel to Imperial Highway . It also runs parallel to (and 1 mi (1.6 km) south of) Century Boulevard , from which its original name is derived. Century Boulevard, in turn, is named for its position equivalent to 100th Street in the Los Angeles grid. The Los Angeles Metro Rail C Line runs in the median of nearly the entire length of I-105. The C Line's eastern terminus

1776-618: The location for SR 47 adopted by the California Highway Commission on January 22, 1969 led northwest from the Terminal Island Freeway's end at Carson Street to I-405 near Alameda Street, and then paralleled that street into Los Angeles. A 1982 state law specified that SR 47 shall use Henry Ford Avenue and Alameda Street between the Heim Bridge and the Redondo Beach Freeway ( SR 91 ), rather than

1824-403: The original route. Most cities along the way, weary of the noise and visual blight created by elevated freeways, demanded that the route be built far below grade in a "trench". Also, another source for resistance to the freeway's construction was that much of the I-105 path was going to be built in low income, high crime neighborhoods, which also delayed the freeway's construction until the crime in

1872-463: The originally-planned alignment to Alameda Street south of I-405. Except where prefixed with a letter, postmiles were measured on the road as it was in 1964 , based on the alignment that existed at the time, and do not necessarily reflect current mileage. R reflects a realignment in the route since then, M indicates a second realignment, L refers to an overlap due to a correction or change, and T indicates postmiles classified as temporary ( for

1920-625: The port. This roadway, which lay about halfway between Wilmington Avenue and Long Beach Boulevard , extended the existing Alameda Street, which ran along—to Slauson Avenue —and then west of the Southern Pacific Railroad 's San Pedro Branch to Oris Street, the north limit of Compton. The truck boulevard continued along the west side to Dominguez Street (lying between the SP's San Pedro Branch and Pacific Electric Railway 's Dominguez Line beyond Dominguez Junction), and crossed there to

1968-575: The present Long Beach Freeway , while keeping the route near Long Beach Boulevard as a second freeway leaving the Ramona Parkway (San Bernardino Freeway) east of downtown and heading south near Alameda Street and Long Beach Boulevard to Long Beach. This second freeway came to be known as the Long Beach Parkway or Alamitos Parkway, and connected in north Long Beach with a Terminal Island Freeway southwest to Terminal Island . Because

California State Route 47 - Misplaced Pages Continue

2016-522: The rail line curves northeast out of the trench, and the two roadways join to become a single Alameda Street, which soon interchanges with the Santa Monica Freeway ( I-10 ), at the north end of what is legislated as Route 47. The street continues north through the east side of downtown Los Angeles , crossing the Santa Ana Freeway ( US 101 ) just west of Union Station , and ending soon after at Elmyra Street, where it becomes Spring Street. The Los Angeles County Board of Supervisors decided in mid-1916, at

2064-541: The rail line descends into the 10-mile (16 km) Mid-Corridor Trench , with two streets straddling it at ground level: Alameda Street to the west and a local frontage road to the east. All cross streets are thus grade-separated from the rail line while intersecting the streets at grade, except for Rosecrans Avenue, which bridges over all three. Crossings along this segment include the Century Freeway ( I-105 , no access), Imperial Highway , Firestone Boulevard (former SR 42 ), and Slauson Avenue . Just south of 25th Street,

2112-558: The route nearby to I-605 in Downey . Another home in Downey, California , where siblings Richard and Karen Carpenter grew up before forming the musical duo the Carpenters , was also razed for I-105. Throughout the difficulties, Congressman Glenn M. Anderson ( D - San Pedro ) tirelessly advocated for the route's construction, making claims it would provide congestion relief along Century , Manchester, and Firestone Boulevards and

2160-655: The state highway system in 1949 as part of Route 231 , included the 1963 Vincent Thomas Bridge . Construction on the $ 5.8 million freeway link from that bridge west to the Harbor Freeway in San Pedro—officially the Seaside Freeway, but called an extension of the Harbor Freeway by the media—began in March 1968, and it was dedicated on July 9, 1970. The two parts of SR 47 were, and still are, connected by

2208-542: The urging of the Harbor Truck Highway Association (formed mid-1914), to build a Harbor Truck Boulevard stretching about 10 miles (16 km) between Los Angeles and Compton , intended to be used by trucks to the Port of Los Angeles at San Pedro . After that portion was completed, an extension to Wilmington was opened on February 2, 1924, resulting in a completely independent truck route to

2256-455: Was included on several early highway plans since at least 1947, although it was not named the "Century Freeway" until 1956, and was numbered Route 42. In 1965, the Century Freeway was added to the state system originated at State Route 1 ( Sepulveda Boulevard ) east to Central Avenue in the City of Los Angeles along an alignment very near to the current right-of-way. The current route was added to

2304-558: Was rebuilt for the project, with grade separations at most major streets south of SR 91, and is now signed as part of SR 47 there, but remains mostly four lanes. As part of a project to replace the Heim Bridge, Caltrans and the Alameda Corridor Transportation Authority plan to improve the connection near the south end of Alameda Street, possibly by building a new expressway replacement for SR 47 south of SR 1, or by extending SR 103 northwest via

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