State Route 91 ( SR 91 ) is the main east-west highway located entirely in Southern California and serves several areas in the Greater Los Angeles metropolitan area. Specifically, it currently runs from Vermont Avenue in Gardena, just west of the intersection with Harbor Freeway (Interstate 110), east to Riverside at the intersection with Pomona (State Route 60 west of SR 91), and Moreno Valley (SR 60) and I -215 east of SR 91) highway.
SRÃ, 91 inherited its route number from the US 91 most disabled, passing through the Inland Empire in the northeast direction on its way to Las Vegas, Salt Lake City, and the dots behind it. The US $ 91 segments are now parallel to, or have been completely replaced by, I-15. Although signs along the part of Vermont Avenue and Pacific Coast Highway (State Route 1) in Hermosa Beach along Artesia Boulevard are still signed as SR 91, Caltrans does not control this section of the highway, as this section is released to local jurisdictions in 2003.
Area from heading 10.4 to 11.1 is marked as Highway Juanita Millender-McDonald.
Video California State Route 91
Route description
From the Harbor Freeway to the junction with the Long Beach Freeway in northern Long Beach, SR 91 is named Gardena Freeway. Between the Long Beach Freeway and its junction with Santa Ana Freeway in Buena Park, it is named Artesia Freeway. From Santa Ana Freeway to the eastern terminal at the intersection of Pomona, Moreno Valley, and Escondido Freeways, it is called the Riverside Freeway.
The control cities on SR 91 vary by location. To the west, between SR 60/I-215 and SR 241, the control city is "Beach City". With SR 241 to Irvine, Laguna Beach, and the rest in southern Orange County, the control city is "Los Angeles" between SR 241 and I-110. For the east direction, the control city, for the entire route is "Riverside". City control "Beach City" may have to do with the western terminal SR 91 on Hermosa Beach.
SR 91 is part of the California Expressway Expressway and Expressway System, and is part of the National Highway System, a road network considered critical to the economy, defense and mobility of the country by the Federal Highway Administration. SR 91 is part of the State Scenic Highway System from SR 55 to the eastern city boundary of Anaheim, in the western part of Santa Ana Canyon, and qualifies for the system through the canyon to Interstate 15.
Gardena Freeway
The Gardena Freeway is a highway just south of Los Angeles County. This is the western freeway section of State Route 91. It begins to the west of Freeway Harbor at the intersection with Vermont Avenue on the eastern edge of Gardena, to the east about six miles (10 km) to cut off the Long Beach Highway. After that, SR 91 is known as Artesia Freeway.
Until 1991, Gardena Toll Road was known as Redondo Beach Freeway . The name change reflects the success of the efforts of Torrance and Redondo Beach cities to block a highway extension westward to the destination terminal at the canceled Pacific Coast Freeway in Redondo Beach. In 1997, the California government dedicated SR 91 portions between Alameda Street and Central Avenue to former lawmaker Willard H. Murray Jr.
Artesia Freeway
The Artesia Freeway is a highway in southeastern Los Angeles County and northwest of Orange County. It runs east-west from the west end of the Long Beach Freeway in North Long Beach to the east terminal at the Santa Ana Freeway in Buena Park. (SR 91 continues west of the Long Beach Freeway as Gardena Freeway, and east of the Santa Ana Freeway as Riverside Freeway.) The name "Artesia Freeway" was originally commissioned for the entire length of SR 91 on the west of the Santa Ana Freeway in the early 1970s because of that , in a sense, the rearrangement of the free path of SR 91 of parallel Artesia Boulevard .
During the 1984 Summer Olympics, a stretch of 25 km (16 mi) highway was home to the team's men's cycling team.
As the only highway connecting the Los Angeles, Orange and Riverside areas, the SR 91 is one of the most congested routes in Southern California.
Riverside Freeway
Between Santa Ana Freeway, Interstate 5 (I-5), at Buena Park and east 91 Freeway at the intersection of Interstate 215 and State Route 60 at Riverside, the Freeway 91 assigned name is Riverside Freeway . Passing the intersection of I-215/CA-60/CA-91, Riverside Freeway continues as I-215.
Weigh stations are available between Imperial Highway and Weir Canyon Road.
In 2003, Caltrans permanently closed the exit streets and the entrance to Coal Canyon Road to the west and the entrance due to environmental purposes; However, there are still untreated road trails where the first exit is, showing evidence that the ramps still exist, still available for use as an impassable trajectory or emergency stop. In 2015, Caltrans permanently closes the Grand Boulevard entrance to the east and west entrance to accommodate the expansion of the highway. If the ramp is open, business and home should be demolished. The remaining lanes are removed with widening and no emergency exits.
Riverside Freeway was first opened in 1963 which was signed as Route 91 US and US Route 395 and the last part was built in 1975.
91 Expressway
91 Express Lanes is a 18-mile (29-km) high-rise highway fully within the median of the Riverside expressway in the Orange and Riverside areas. 91 Express Lanes operates from the intersection of SR 91 with SR 55 Freeway (Costa Mesa Freeway) in Anaheim to junction with I-15 at Corona. Earlier before an extension in 2017, they ended up in the Riverside County line. With the extension of the expressway, the HOV line between I-15 and Green River Road has been removed. The main purpose of the toll lane is to provide faster output for the driver because highway congestion gets during rush hour. The expressway was opened in 1995 and when it opened it was the first fully operational toll station in the world. There is a toll exit on Green River Road for drivers who want to get off the highway.
91 Express Lanes consists of two main lines in each direction, separated from the regular main line from the Riverside Freeway with white, 3-foot-high (0.91 m) plastic marker, (not a concrete barrier or the like) a solid barrier). Each direction also has a vehicle lane with an additional high occupancy, called "3 Carpool Lane", which can only be used by motorcycles, zero emission vehicles, and vehicles with three or more people in it; However, the vehicle must have a Fastrak transponder or be fined. Entry to and exit of 91 Express Lanes is only available at the western and eastern ends, but there is one exit at the county line of Orange-Riverside, where the highway originally ended before 2017.
All tolls are collected using an open toll road system, with every vehicle required to carry a FasTrak transponder; no toll booth to receive cash. 91 Express Lanes uses a variable pricing system based on the time of day. This road does not really jam the price because the toll tariff comes from a predetermined schedule and is not based on actual congestion. Since May 22, 2017, the highest toll on the highway, charged at 3:00 to 4:00 pm on the east on Fridays, is $ 20.85 for an 18-mile (29 km) journey, or about $ 1.16 per mile ($ 0.72/km). The highest number of tolls during the morning rush hour, which is charged at 7:00 am to 7:59 pm west to Monday through Thursday, is $ 11.75.
Vehicles using the Carpool 3 line are not subject to toll charges, except when traveling east from 4 pm to 6 pm on weekdays. During that period, they were charged 50% of all the tolls listed. While there may be no toll fees, FasTrak transponders are still required on all vehicles using the "3" line, otherwise the vehicle without a transponder will be fined.
A published toll policy states the criteria on which tolls will be raised. This policy is designed to "a) reduce the possibility of congestion by diverting traffic to other clocks with available capacity, b) maintaining free flow velocity at 91 Express Lane, c) maintaining travel time savings, d) accommodating growth projections in the course of demand and e) ensuring that toll roads generate sufficient revenue to effectively operate toll roads and maintain a strong debt service position. "Changes in toll schedules require public and ten-day notification of the OCTA board. After the toll changes during a super peak period, they can not be changed for six months. All tolls increase every year due to inflation. However, toll lanes are generally free to flow during most of the rush hour conditions.
Maps California State Route 91
History
Originally US 91: Barstow to Nevada
The Arrowhead Trail, an automatic trail connecting Salt Lake City with Los Angeles, initially took a longer route through US 95 and former US 66 between Las Vegas and Needles, as the more direct Old Spanish Trail was in very bad shape. The "Silver Lake cutoff", which will save about 90 miles (145 km), was proposed in 1920, and completed in 1925 as an oiled street by San Bernardino County. The Public Aviation Bureau and the state of Nevada pushed for inclusion in the state highway system, the first as part of a federal aid highway connecting Salt Lake City and Los Angeles, and the state legislature did so in 1925, with it being an extension of the Route 31. (Across the country line, State Route 6 continues through Las Vegas to Arizona.) The initial plan for the US Highway system simply states that Route No. 91 will run from Las Vegas "to the intersection with Route No. 60" (which became US 66 in 1926), but in 1926 the cutoff was chosen, ending at US 66 in Daggett, east of Barstow. (The road south of Las Vegas later became part of US 95.) The route was added to the federal aid secondary system in 1926, which helped pay mid-1930s widening and paving, including some rearrangements (part of the old road now known as Arrowhead Trail). The new routing generally follows the current I-15, except through Baker (where he uses Baker Boulevard) and to Barstow (where he follows the former SR 58 to First Avenue, ending on Main Street, which carries US 66).
SR 18: previous extension from US 91 via Santa Ana Canyon to Long Beach
US 91 extended southwest to Long Beach in the late 1940s. It starts in Barstow, an extension of 66 US overlaps over the Cajon Pass to San Bernardino. From San Bernardino to the west through Riverside and Santa Ana Canyon to Olive, the state took over mostly paved highways in 1931 as part of the extension of Route 43 to Newport Beach via Santa Ana. Two branches leading west from Route 43 near Olive along most of the built county roads were added in 1933: Route 175 along Orangethorpe Avenue and Artesia Boulevard from the western canyon estuary to Route 60 (now SR 1 ) in Hermosa Beach (not compiled through Compton until the mid-1950s), and Route 178 along Lincoln Avenue and Carson Street from Olive west to Route 168 (now SR 19) at Lakewood. When the state route was marked in 1934, Route 175 became Route Mark 14 , and Route Mark 18 includes all Routes 178 and most of Route 43 to the San Bernardino Mountains. When US 91 extended to Long Beach, it overlapped SR 18 from San Bernardino to Lakewood, where it turned south along SR 19 to Los Laluitos Traffic Circle. There west turns along the US 101 Alternate near downtown Long Beach, where it ends at SR 15 (Atlantic Avenue), in a terminal shared with US 6. (This route alongside SR 19 and US 101 Alt. from SR 18.)
In 1935, the state increased the alignment between Fairmont Boulevard and Gypsum Canyon Road, including a bypass of the old road, which curved along the southern slope of the canyon, east of Weir Canyon Road. In the late 1930s, the Prado Dam project resulted in a longer passage, replacing the Prado Street, an abandoned curving road to the eastern end of the dam, Pomona Rincon Street, Car Center Drivers, Pomona Street and Yorba Road with Green River Road, Palisades Drive, part of SR 91, and 6th Street.
SR 14: present SR 91 to Hermosa Beach
Before the highway was built, SR 14 ran along Gould Avenue, Redondo Beach Boulevard, Compton Boulevard, Alameda Road, Artesia Avenue, La Habra Boulevard, Firestone Boulevard, and Orangethorpe Avenue. On the 1964 numbering, SR 14 was numbered back to SR 91.
Prior to 1991, Gardena Freeway became known as the Redondo Beach Freeway , referring to Caltrans's initial intentions for the freeway section of the route to continue all the way to the never-ending Pacific Coast Freeway.
Prior to 1997, Caltrans controlled the maintenance of SR 91 to State Route 1 in Hermosa Beach. The section between Vermont Avenue and Western Avenue was released to Gardena in 1997. town. In 2003, the western part, from SR 1 to Western Avenue, was released to the roads.
The first segment of the highway was built in 1965 as US 91, and the last segment was built in 1975. Despite the release, however, Artesia Boulevard between I-110 and SR 1 is still signed as SR 91.
Development of 91 Express Lanes
Due to the rapid population growth and decline in the availability of affordable housing closer to the employment centers in Orange County, the construction of new housing began in earnest in Western Riverside County (consistent with similar accelerated growth throughout the Inland Empire) from the 1980s. to date. These new developments take place in or around existing cities such as Riverside, Corona, Norco, Moreno Valley, Lake Elsinore, and Temecula. This new development has also created newly merged cities such as Menifee, Eastvale, and Jurupa Valley.
Since there are only a few direct routes between Orange and Riverside County because of the Santa Ana Mountains separating the two districts, Riverside Freeway is subject to a very crowded traffic volume, comprised primarily of commuters traveling between where they work in Orange County and where they live in Riverside County (often referred to by traffic reporters as "The Corona Crawl"). The typical peak time delays are 30-40 minutes in every direction at ten miles (16 km) from the highway before it is built.
The solution to traffic issues is limited. The solution chosen is to create a freeway highway in the freeway. The original part of 91 Express Lanes operates between the Orange-Riverside county line and the Costa Mesa Freeway (SR 55) east of Anaheim, a distance of about 10 miles (16 km). The project was developed in partnership with the California Department of Transportation (Caltrans) by the Private Transport Company of California (CPTC), which officially transferred ownership of the facility to the State of California before opening the project for traffic on December 27, 1995. Caltrans subsequently leased the expressway back to CPTC during the operating period of 35 years. The new track has been formally designated as part of the state highway system. The California Highway Patrol (CHP) is responsible for providing police services at CPTC costs. The maintenance and operational costs for the facility are also the responsibility of the CPTC.
In April 2002, the Orange County Transportation Authority (OCTA) reached an agreement in the concept of purchasing a $ 207.5 million private toll road project. The OCTA took over the toll road on 3 January 2003, marking the first time 91 Express Lanes managed by public officials. Within a few months, OCTA changed the path to the current HOT/tollway hybrid. One of the major investors in CPTC, Cofiroute USA, continues to manage and operate the path under a management contract with OCTA.
Opened in 1995, 91 Express Lanes is the first privately-funded freeway built in the United States since the 1940s, and the first fully automated toll road in the world.
The expressway has become controversial because of the non-competitive agreement made by the state with the CPTC. The clause, which was negotiated by Caltrans and never brought to the legislature, prevented the 30 miles (48 km) overhaul of the Riverside Freeway to ensure gains for the expressway. This includes limiting the country from expanding free lanes or building mass transit near freeways. The CPTC filed a lawsuit against Caltrans over the widening of the highway associated with the exchange with the East Transport Corridor Interchange, which was dismissed after the purchase with OCTA was completed. Upon completion, an additional line was added to the 5-mile (8.0 km) eastward segment from SR 241 to SR 71, which has reduced toll road usage and revenues.
However, as a result of the controversy, more toll road advocates are supporting the establishment of local bodies similar to transport corridor bodies to build and maintain toll roads in the future. The new toll road will be financed with tax-free bonds on a stand-alone basis - the taxpayer will not be liable to pay back the debt if the toll revenues fail. Also, there will be less restrictive non-competing clauses: they will be compensated only for lost revenues caused by improvements near toll roads.
In the 2010s, the Riverside County Transportation Commission extended 91 Express Lanes east from their previous terminal in the Orange-Riverside county line to the I-15 intersection at Corona; the project starts in 2014 and opens on March 20, 2017. Once completed, both Orange and Riverside County transport agencies participate in managing 91 Express Lanes.
Future
In 2005, an evaluation was made about the possibility of building two tunnels through the Santa Ana Mountains that can carry 72,000 cars a day and allow commuter train services between Corona and Irvine. Financial and technical evaluation found that in today's financial environment, building a tunnel would not be financially feasible or technologically. Additional studies of the Irvine Corona Expressway tunnel project have been suspended until such time as increased financial considerations and/or technological advances require reexamination. If built, the Irvine-Corona Expressway will follow the same route as Freeway 91 and is designed to reduce the increased traffic congestion on SR 91 that drives the development of 91 Express Lanes. If completed, the Irvine-Corona Expressway is projected to be the longest traffic tunnel in North America, about 11.5 miles. One tunnel will be a two-lane highway that can be changed for cars and trucks, the direction is reversed by time. This will bring in traffic westward in the morning, and traffic to the east during the afternoon/afternoon. The second tunnel will be exclusively scheduled for light rail commuter train service. The proposed tunnel is opposed by neighborhood groups, the towns in Orange County near the proposed end of the road, and by the Irvine Company, who believe that tunnels are unnecessary and divert attention from short-term solutions such as highway expansion.
Many other projects by the Orange County Transport Authority are currently underway or in the planning stages for a remarkable finish, some as far back as 2030.
Exit list
Except where it begins with letters, postmiles are measured on the street as in 1964, based on the existing harmony at the time, and do not necessarily reflect the current mileage. R reflects the alignment in the route since then, M denotes a second rearrangement, L refers to overlap due to correction or change, and T denotes postmiles are classified as temporary (for a complete list of prefixes, see postmil definition list). Segments that remain unconstructed or have been released to local controls can be removed. The numbers are reset at the county line; the initial and final posts in each county are given in the county column.
See also
- California Street Portal
References
External links
- 91 Expressway official site
- California @ AARoads - California 91
- Caltrans: Planning highway conditions 91
- California Highway: SR 91
- 60/91/215 Repair Project
- California Highway 91 @ Asphaltplanet.ca
Source of the article : Wikipedia
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