Transcontinental Interstate 10 serves the southern tier of the United States by providing the main east-west link from Santa Monica and the Desert Southwest to Jacksonville and the Southeastern United States. This route is known as the Christopher Columbus Transcontinental Highway, and it is one of three coast-to-coast Interstates (the others being Interstates 80 and 90).
Within California, Interstate 10 leaves the greater Los Angeles metropolitan area some 70 miles east of Downtown Los Angeles. I-10 enters the desert just beyond the narrow San Gorgonio Pass. Beyond there, the freeway becomes characteristic of a rural desert, one it will retain through much of its journey through the west. Major desert cities in California include Palm Springs, Indio and Blythe. Phoenix is the next major city, which is growing at an amazing rate through central Arizona. Interstate 10 turns somewhat southeast to Tucson, then heads due east to Las Cruces, New Mexico.
Skirting the Mexican Border and the Rio Grande near El Paso, Interstate 10 crosses the vast expanse of West Texas. The freeway has some at-grade crossings rather than full interchanges at some locations because of the remote character of the highway and the extremely low traffic volumes of the region. Those same traits allow for it to be posted with an 80 mile per hour speed limit. When approaching San Antonio from the west, I-10 finally sheds its rural desert characteristics as it passes through the Alamo City and connects to Houston.
Interstate 10 becomes the freeway of the Gulf Coast, connecting Houston with New Orleans, Biloxi-Gulfport, Mobile and Pensacola. Several major sections of the highway are elevated, especially those in Louisiana around the bayous and Lake Pontchartrain. I-10 is surrounded by trees along much of the Gulf Coast, quite unlike the wide-open spaces of the West. As such the Mississippi Welcome Center, a replica of a plantation, is much more welcoming than the utilitarian California Rest Area west of Blythe.
Once in Florida, Interstate 10 leaves the coastal estuary of Escambia Bay for a more inland course east to the capital city of Tallahassee while en route to Lake City (Interstate 75) and a conclusion in Jacksonville, Florida’s largest city.
Mobile River Bridge
Within the state of Alabama, Interstate 10 will move to a new alignment via a new bridge over the Mobile River and see its twin viaduct over Mobile Bay, the Mobile Bayway, widened to eight lanes. A Draft Environmental Impact Statement was released on July 22, 2014 for the new bridge and Bayway widening.
First envisioned in the 1990s, the proposed 2,300-foot-long bridge was then thought to cost an estimated $350 million, primarily in federal dollars. A spokesman for U.S. Rep. Jo Bonner R-Mobile indicated in 2003 that local officials have to agree to support the plan first, but that support was not concrete. However then-Mayor Mike Dow of the city of Mobile gave the project his full support. Mobile County Commission President Freeman Jockisch concurred with that, adding that Mobile area leaders were united in their support for the project. 2003 state traffic studies concluded that the Wallace Tunnel was reaching capacity and that the adjacent Bayway, the seven mile twin viaduct over Mobile Bay, was in need of expansion. The average daily traffic for the Wallace Tunnel in 2002 was 59,898 vpd. The tunnel is designed to handle 36,000 vpd.1,15
It was thought that the bridge would be unique for the state of Alabama, with “V” shaped towers built on single piers. Ron Poiroux, then-division engineer in the Alabama DOT District 9 Mobile Office, indicated that it was up to the U.S. Congress to approve the $200 bridge and $150 Bayway expansion. A $650,000 feasibility study was completed in 1997. The project was slated to take about eight years to complete, leading to a potential completion date by 2012.1 As of 2012, no bridge plan was agreed upon by city or DOT officials and the tunnel and Bayway remained with four overall lanes.
The new span gained traction in 2013, with more public support and potential funding, leading to the DEIS issued in July 2014. The 2014 estimate for building the Mobile River bridge and expand the Bayway is $850 million.15
If the Environmental Impact Statement is finalized with funding secured and rights of way purchased, construction will take six to eight years to complete. The cable stayed span will provide a vertical clearance of 215 feet.15
High Priority Corridor
The section of Interstate 10 through Southern California is part of High Priority Corridor 34: Alameda Corridor East and Southwest Passage. East in Arizona, Interstate 10 between Phoenix and Tucson is part of High Priority Corridor 26: CANAMEX Corridor.
Parallel U.S. Routes
The completion of Interstate 10 in the West (California, Arizona, New Mexico, Texas) resulted in the demise of several parallel U.S. Highways, including U.S. 60, 70, 80 and 290. Both U.S. 60 and 70 followed Interstate 10 from Los Angeles to Phoenix, and both routes were truncated. U.S. 60 now ends at I-10 east of Quartzsite, Arizona, and U.S. 70 ends at U.S. 60 in Globe, Arizona. U.S. 80 was replaced by several Interstates in the west; I-10 replaced U.S. 80 between Phoenix and the I-10/20 split near Kent, Texas. U.S. 290 used to follow the I-10 corridor from I-20 to the U.S. 290 exit, but it was also truncated. East of San Antonio, I-10 closely parallels, but for the most part does not replace, U.S. 90 all the way to Jacksonville.
Within the Golden State, Interstate 10 is a major through traffic corridor, connecting Southern California with growing desert cities such as Palm Springs, Indio, Phoenix and Tucson. As such, the highway is often as busy as Interstate 5 in the Central Valley, carrying weekend travelers across the vast desert. In the Los Angeles Basin and Inland Empire, relief to perennial traffic was sought with the construction of Interstate 210, the Foothill Freeway, between Redlands and San Dimas. Completed July 24, 2007, the freeway remains signed as California 210.
For a complete history of I-10 construction in Arizona, visit the Interstate 10 Arizona guide on AARoads. The final segment of the route in Arizona to open was the Papago Freeway section in Downtown Phoenix, which opened on August 10, 1990. This section includes the Deck Park Tunnel north of Downtown and represented the final section of the transcontinental route to be completed.10 Original plans called for an elevated Interstate 10 freeway through Downtown Phoenix in 1960, but the ultimate facility built travels mostly below grade.
In Tucson, ongoing reconstruction is likely to result in major expansion of Interstate 10. There are no immediate projects to construct alternate routes in Tucson, but it is on the wish lists of some in that area as traffic worsens.
A $12.2 million widening project along Interstate 10 in West Phoenix was underway during Fall of 2003. The widening resulted in the expansion of Interstate 10 from six to eight lanes between 59th Avenue (Exit 134) and 91st Avenue (Exit 139). On November 9, 2003, a new westbound lane and auxiliary lanes were opened to traffic. By December 1993 the new eastbound through lane and auxiliary roadways were open to traffic.6 These projects were two of many taken to provide additional traffic relief in Phoenix, as that city grows by leaps and bounds. As commuters become more and more comfortable with a lengthy drive from Downtown Phoenix, they flock to the lower cost of living in brand new developments in formerly virgin desert. These new communities result in increased traffic volumes, and it is not uncommon for Interstate 10 to become tied up during commuting hours. Long-range plans for I-10 within Maricopa County suggest that the freeway will be widened, and a parallel freeway (Arizona 30 / I-10 Reliever) will be constructed to the south to act as an alternate route. Another planned freeway, Loop 202, will provide a full a bypass of Downtown Phoenix, with possible completion by 2020.
Within Texas, Interstate 10 was an original Interstate Highway, and it was approved by the Bureau of Public Roads in 1959 and by the Texas State Highway Commission in 1962 with 879 miles.9 Sections of I-10 were under construction in the Lone Star State between 1959 and 1982. Early emphasis was on completing the sections through and between San Antonio and Houston; this section of road was mostly done by 1968 and completely open by 1972. In West Texas, much of the construction occurred in the 1960s and 1970s. The El Paso and Van Horn bypasses were built first; the last section to open was the Fort Stockton bypass. There are a few at-grade intersections west of Van Horn on Interstate 10 for ranch access; technically, this feature does not meet Interstate standards.
The significant reduction in traffic between El Paso and San Antonio is the least populated stretch of Interstate 10. Due to low traffic counts and long sight lines through the emptiness of western Texas Texas, transportation officials approved an increase in the speed limit for 432 miles of IH 10 between El Paso and Kerrville to 80 miles per hour in 2006.11
After many hours of passing through one significant town every 60 to 90 miles, Interstate 10 enters the bustle of San Antonio. To maximize utility of space in a tight right of way, I-10 is built on two decks, carrying local and express traffic across town. By the time it reaches the outskirts of Houston, I-10 resumes its status as a major transit corridor. Beltways, loops, and other freeways provide alternatives to busy I-10.
Reaching into eastern Texas, Louisiana, Mississippi and Alabama, Interstate 10 changes dramatically. No longer in the dry, hot desert, the freeway enters the humidity of southern Louisiana, passing over dozens of swamps and lakes en route to New Orleans. This includes a lengthy stretch over the Acadian Thruway and another long segment of viaduct between Interstates 55 and 310 along the southern periphery of Lake Pontchartrain, and over the Bonnet Carre Spillway. Entering New Orleans, I-10 remains elevated, providing great views of the city but separating the city beneath it. Beyond Slidell, the freeway quickly exits the urban area, retreating to the forests that dominate the rest of its course to the Atlantic Ocean.
Storm surge from the August 29, 2005 landfall of Hurricane Katrina toppled or misaligned many of the 309 ton concrete segments of the 1965-built twin spans of Interstate 10 across Lake Pontchartrain in southeastern Louisiana. The bridges were closed and an emergency contract of $30.9-million13 was awarded to reopen the crossing. This occurred October 14, 2005 with the opening of the eastbound bridge with two-way traffic. The westbound bridge was restored with one lane of traffic on January 5, 2006.
West End – Santa Monica, CA
East End – Jacksonville, FL
Branch Routes – 12
Total Mileage – 2,460.34
California – 242.54*
- Cities – Santa Monica, Los Angeles, Pomona, Ontario, San Bernardino, Beaumont, Banning, Indio, Blythe
- Junctions –
Arizona – 392.33
- Cities – Phoenix, Casa Grande, Tucson
- Junctions –
New Mexico – 164.27
Cities – Lordsburg, Deming, Las Cruces
- Junctions –
Texas – 881.00#
- Cities – El Paso, Fort Stockton, Kerrville, San Antonio, Houston, Beaumont, Orange
- Junctions –
Louisiana – 274.42
Cities – Lake Charles, Lafayette, Baton Rouge, New Orleans, Slidell
- Junctions –
Mississippi – 77.19
Cities – Gulfport, Biloxi, Pasacagoula
- Junctions –
Alabama – 66.31
Cities – Mobile
- Junctions –
Florida – 362.28
Cities – Pensacola, Tallahassee, Lake City, Jacksonville
- Junctions –
Source: December 31, 2017 Interstate Route Log and Finders List
* – 1.60 miles on I-5, # – 2.39 miles on I-35
I-10 Annual Average Daily Traffic (AADT)
|Location||Vehicles per day|
|Santa Monica, CA||193,000|
|Los Angeles, CA||329,000|
|San Bernardino, CA||216,000|
|Palm Springs, CA||71,000|
|Desert Center, CA||19,000|
|Lake Charles, LA||55,517 (2001)|
|Jennings, LA||28,940 (2000)|
|Lafayette, LA||50,640 (2000)|
|Baton Rouge, LA||144,293 (2002)|
|New Orleans, LA||131,684 (2001)|
Source: Caltrans, Traffic Operations Program – Traffic and Vehicle Data Systems 
2001 Arizona Interstate Annual Average Daily Traffic (AZDOT)
Louisiana Traffic Volume Monitoring (LADOTD)
Florida Traffic Information 2002 CD-Rom
432 miles of Interstate 10 between El Paso and Kerrville and 89 miles of Interstate 20 from its beginning to the Monahans have 80 mph speed limits. Limits were raised from 75 mph to 80 mph in May 2006.
IH 10 was open from El Paso east to Van Horn in 1965. Segments east from Van Horn to Stockton directly upgraded U.S. 80 into freeway by 1966. By 1969, IH 10 was complete from Ozona to Sonora. The final portion built was the Fort Stockton bypass in 1982.
Katy Freeway’s managed lanes lie within the Interstate 10 right of way between Texas 6 and the junction with Interstate 610 in west Houston. These toll lanes are in operation 24 hours a day. Occupancy requirements and tolls vary depending upon traffic conditions and time of day. Read more about the Katy Freeway at the TXDOT maintained web page.
An $733-million project replaced the ailing bridges with new wider (six lanes with full shoulders) and higher (30 feet versus nine feet) bridges. Eastbound traffic shifted to a combination of both new bridges in July 9, 2009 as crews demolished the original westbound span. March 12, 2010 saw eastbound I-10 shift entirely to the new bridge as westbound traffic continued solely on the original eastbound span. Westbound traffic finally shifted to the new bridge on April 7, 2010. Work was completed on the Twin Span Bridge approach from the south side of the lake on August 15, 2011. Work on the north side approach followed with completion in September 2011.13 The new spans crest at 80 feet above the lake.
A portion of the 1965 twin spans were retained for use in the St. Tammany Fishing Pier. Former Parish President Kevin Davis pushed for the idea as the eastern end of St. Tammany Parish was without a public public fishing facility. Discarded spans were purchased by the parish for $19,300 with the pier constructed between September 2011 and May 18, 2012 at a cost of $1.6 million.14 A 700 foot long wooden bridge connects the pier to the shore.
As Interstate 10 passes through growing areas of coastal Mississippi, the need for expansion arose. A multi-year widening plan expanded the freeway from four to six lanes from Shorecrest Road in Harrison County east to the Jackson County line. The $29 million project began September 1999 and concluded October 2003.3 This program increased capacity from four to six lanes between Exits 28 and 46 in the Gulfport-Biloxi area. Also apart of Interstate 10 construction along the Mississippi Gulf Coast was the $47 million Jourdan River bridge replacement project. This roadwork expanded I-10 with additional lanes between Mississippi 43 & 607 (Exit 13) and the Diamondhead interchange (Exit 17). Commenced in January 2001, the new bridges were completed by September 5, 2004.4
Growth in the D’Iberville area surrounding retail development at The Promenade, Lakeview Village and Lakeview Towne Square on the north side of Interstate 10 at Interstate 110 dramatically increased traffic at the full cloverleaf interchange between the two freeways. Additionally expansion of Mississippi 67 into a four-lane expressway northwest to growing suburban areas coupled with an at-grade traffic light at Promenade Parkway west and Sangani Boulevard east added additional traffic to the area. Multiple projects were undertaken by MDOT to address congestion, starting with the addition of an overpass linking Promenade Parkway and Sangani Boulevard across Mississippi 15 & 67 at the north end of I-110. New ramps were built between the bridge as well, eliminating the signalized intersection north of I-10. This work was completed on August 15, 2013 and preceded upgrades at the cloverleaf, which include adding a new eastbound c/d roadway and eventually building a new flyover from westbound I-10 to southbound I-110. Adjacent work started in July 2013 involved building a diverging diamond interchange (DDI) with D’Iberville Boulevard (Old Highway 67) just to the west. The DDI was the first in Mississippi when it opened on June 2, 2015. Additional ramps were added between I-10 and Lamey Bridge Road and I-110 at Popps Ferry Road. All remaining work was completed on September 3, 2015.
A new interchange was constructed along Interstate 10 in Mobile County, Alabama with County Road 39, McDonald Road (Exit 10). CR 39 constitutes a four-lane connector leading southeast to U.S. 90 at Irvington and the town of Bayou La Batre. Construction began Spring of 2003 and was completed by Winter 2005.5 A second interchange opened in Alabama with the extended Baldwin Beach Express on August 15, 2014.
The following are key dates in the history of Interstate 10 in Florida:8
- 1961 – Interstate 10 opened from Sanderson east into Jacksonville (first segment to open).
- 1962 – Interstate 10 under construction (1) in vicinity of Pensacola and (2) from Winfield east to Sanderson.
- 1963 – Interstate 10 opened from Winfield to Sanderson.
- 1967 – Interstate 10 completed from the Alabama State Line to Florida 87 and under construction from Falmouth to Interstate 75.
- 1968 – Interstate 10 opened from Florida 87 to Mossy Head
- 1969 – Interstate 10 opened from Falmouth to Interstate 75.
- 1970 – Interstate 10 opened from Mossy Head to De Funiak Springs. Construction continued on the section from Midway to near Capitola and from near Drifton to Falmouth.
- 1973 – Interstate 10 opened (1) from De Funiak Springs to Caryville and (2) from Drifton to Falmouth. Interstate 10 remained under construction between Capitola and Drifton.
- 1974 -Interstate 10 opened from Capitola to Drifton. New construction extended from Caryville to Chipley.
- 1975 – Interstate 10 under construction between Chipley and Midway.
- 1977 – Interstate 10 opened from Chipley to Midway. Entire route was complete except for section from Kynesville to Oakdale.
- 1978 – Interstate 10 opened from Kynesville to Oakdale. Interstate 10 now complete from Alabama-Florida State Line east to Interstate 95 in Jacksonville, which is its original, planned route.
Within Northwest Florida, the section of Interstate 10 was widened to six lanes between U.S. 29 (Exits 10A/B) and Florida 291 (Exit 13) between 2002 and 2008. This project coincided with a rebuilding of the trumpet interchange at Interstate 110 (Exit 12) and widening of the freeway spur spur southward to Exit 3 in Pensacola. The new interchange incorporates a flyover from westbound I-10 to southbound I-110 and new collector distributor roadways separating traffic movements between Exits 12 and 13. The project was completed by fall 2008.
Similar to the Lake Pontchartrain Twin Span collapse of Hurricane Katrina, the Interstate 10 bridges across Escambia Bay in northwest Florida met a similar fate due to the storm surge of Hurricane Ivan. Waters compromised 124 spans of the 2.5-mile bridge between Pensacola and Santa Rosa County during the early morning of September 15, 2004. An emergency contract was awarded to repair the crossing, albeit it in temporary fashion. Traffic resumed over the bay on October 5, 2004 with one lane per direction along the westbound span. Subsequent work on the eastbound span restored it for use with one overall lane on November 27, 2004.
FDOT awarded a $243-million contract in January 2005 for improved replacement bridges. Built at a height of 25 feet above the bay, 13 feet higher than their predecessors, the new eastbound bridge opened on December 19, 2006 with two-way traffic. The new westbound span was opened to traffic on December 12, 2007, expanding I-10 across Escambia Bay to six overall lanes.
Within Tallahassee, the original routing of Interstate 10 in Leon County took the freeway into Downtown Tallahassee via Gaines Street, presumably as an elevated structure (dubbed the “Seminole Expressway” since it bordered Florida State University to the south). Opposition from the city and the university caused it to be rerouted. A developer in the northern part of the city donated land to build Interstate 10 near the Killearn development that was starting in the 1970s.7
Additional work in the capital city area involved the Moving I-10 Forward project at Tallahassee. Conducted between 2006 and 2009, contractors expanded the freeway to six overall lanes between the Gadsden / Leon County line and U.S. 319 (Exit 203). Work improved interchanges with Florida 263 and U.S. 27 with new ramps added to U.S. 319 / Florida 61.
Major roadwork also expanded and modernized Interstate 10 at the city of Jacksonville. This included a massive redesign of the eastern terminal interchange with Interstate 95. That work, dubbed “The Big ‘I'”, commenced in February 2005 and was completed in May 2011 at a cost of $154 million. Work came in under budget, was completed six months early and used innovative management, leading the interchange project to be judged the top roadway project in the country by the American Association of State Highway and Transportation.12
A new interchange opened on October 1, 2009 between Interstate 10 and Florida 23 (Exit 350), the First Coast Expressway. Opened in July 2018, the 15-mile long toll road links I-10 with SR 21 near Middleburg. it will eventually extend east across the St. Johns River to connect with Interstate 95 south of Jacksonville. SR 23 is the northernmost stretch of a planned limited access highway linking I-10 with I-95 in St. Johns County.
East End – Jacksonville, Florida
|Perspective from Interstate 10 east|
|The Big I interchange project between I-10 and 95 reconfigured the east end of Interstate 10 to partition into separate roadways ahead of the Stockton Street off-ramp (Exit 362). The dual freeway eliminates weaving traffic from the prior merge with U.S. 17 (Roosevelt Expressway). Photo taken 12/30/13.|
|Both roadways of the ending I-10 serve north and south Interstate 95. The right-hand side joins a collector distributor roadway of I-95 north to ramps with Forest Street, Forsyth Street and Monroe Street leading east to Downtown Jacksonville. Photo taken 12/30/13.|
|Traffic bound for Interstate 95 south departs for the Fuller Warren Bridge to Southside Jacksonville and Daytona Beach. The I-10 mainline otherwise defaults onto I-95 north to Brunswick and Savannah, Georgia. Photo taken 12/30/13.|
|See the Interstate 10 East – Jacksonville / Duval County highway guide for additional and historical photos from this perspective.|
|Perspective from Interstate 95 south|
|Interstate 95 south separates into a dual freeway from Church Street southward to the three-wye interchange with Interstate 10 west. The inside roadway includes access to I-10 west and also Forest Street while the outer roadway defaults onto I-10 west with a single lane ramp to the Fuller Warren Bridge of I-95 south. Photo taken 03/03/13.|
|Two through lanes continue Interstate 95 south to the bridge over the St. Johns River as Exit 351A departs to combine with an on-ramp from Forest Street to the westbound beginning of Interstate 10. Photo taken 03/03/13.|
|Taking the outer roadway of Interstate 95 south ahead of Forest Street and Exit 351B for Interstate 10 west. Photo taken 03/03/13.|
|Exits 351C and 351B depart simultaneously from Interstate 95 south to Stockton Street and Interstate 10 west. Omitted from signs is the overlay with U.S. 17 south & Florida 228 west. The pair take I-10 west to Roosevelt Expressway, bypassing their former surface alignment through Five Points. Photo taken 03/03/13.|
|Historical Perspective from Interstate 95 south|
|A tied-arch bridge along Interstate 95 spans a Norfolk Southern Railroad line and several surface streets ahead of Interstate 10 west. Photo taken by Steve Hanudel (08/14/05).|
|Originally five lanes of Interstate 95 partitioned with one lane departing for Exit 351D for Stockton Street and two lanes to Exit 351B for Interstate 10 west. Photo taken by Steve Hanudel (08/14/05).|
|The 35 mph speed advisory for the Interstate 95 mainline was representative of the substandard nature of former Interstate 10 terminus interchange. Photo taken by Steve Hanudel (08/14/05).|
|See Interstate 95 South – Georgia to Downtown Jacksonville on AARoads for complete coverage of I-10 west from this direction.|
|Perspective from Interstate 95 north|
|Spanning the St. Johns River on the Fuller Warren Bridge, Interstate 95 stays elevated to the Big I interchange with Interstate 10 west. The control city for I-10 references Lake City for the crossroads with I-75. Photo taken 03/03/13.|
|A two lane flyover joins I-10 west while the I-95 mainline reduces to two lanes. A local and express configuration along Interstate 95 ensues, with exits to Downtown mixing in with one of the two ramps from I-10 east. U.S. 17 briefly joins I-95 north from I-10 east along this stretch as well. Photo taken 03/03/13.|
|Historical Perspective from Interstate 95 north|
|The first sign of the pending westbound beginning of Interstate 10 was this 1.75-mile advisement on Interstate 95 northbound ahead of the Fuller Warren Bridge. Interstate 95 turns to the west briefly to cross the Saint Johns River before meeting Interstate 10. Photo taken by Carter Buchanan (01/03).|
|A cable-stayed pedestrian bridge spans Interstate 95 north, one mile south of the three-wye interchange with Interstate 10 west. The former left-hand ramp to Lake City now departs on the right. Photo taken by Carter Buchanan (01/03).|
|More photos covering the I-10 end from I-95 north posted at Interstate 95 North – South Side to Downtown Jacksonville on AARoads.|
West End / Lincoln Boulevard – Santa Monica, California
|Traveling south on the Pacific Coast Highway, California 1 passes through Santa Monica State Beach. This sign advises of the approaching interchange with Interstate 10 (Santa Monica Freeway), located just beyond the Robert E. McClure Tunnel. Photo taken 07/14/14.|
|The Ocean Avenue off-ramp separates from the Pacific Coast Highway southbound as SR 1 curves east into the McClure Tunnel ahead of Interstate 10. A pedestrian overpass stems west from Colorado Avenue above the tunnel to Santa Monica Pier. Photo taken 07/14/14.|
|Emerging from the Robert E. McClure Tunnel, California 1 passes below Tongva Park and Main Street just ahead of the Lincoln Boulevard off-ramp (Exit 1A). Lincoln Boulevard was relinquished from state control in May 2012, leaving California 1 as a discontinuous route from Interstate 10 south to the Santa Monica city line. Photo taken 07/14/14.|
|Interstate 10 (Santa Monica Freeway) begins at Lincoln Boulevard (former SR 1 south). Lincoln Boulevard north connects with Historic U.S. 66 (Santa Monica Boulevard). Photo taken 07/14/14.|
|The first confirming marker for Interstate 10 stands east of the 11th Street overpass and the Olympic Boulevard on-ramp. Photo taken 07/14/14.|
|This sign posted between the 20th Street and Cloverfield Boulevard overpasses in Santa Monica is the lone identifier of Interstate 10 nationwide as the Christopher Columbus Transcontinental Highway. Photo taken 07/14/14.|
|Additional photos of Interstate 10 East in Santa Monica posted on AARoads.|
|Perspective from Interstate 10 west|
|Traveling below grade into Santa Monica, Interstate 10 westbound enters the final mile leading to Lincoln Boulevard and the Pacific Coast Highway (California 1). Photo taken 07/14/14.|
|The final westbound shield for Interstate 10 was attached to a street light posted after the on-ramp from 20th Street. The sign was not included in a replacement of the light assembly in 2016. Photo taken 07/14/14.|
|An auxiliary lane joins Interstate 10 west to the Lincoln Boulevard off-ramp (Exit 1B). Sign changes made here by 2017 added the exit number and referenced Lincoln Boulevard as leading to SR 1, since it was relinquished from I-10 south to the Santa Monica city line in 2012. Photo taken 08/24/04.|
|Back to back ramps depart from the west end of Interstate 10 for Olympic Boulevard west to Lincoln Boulevard (Exit 1B) and 4th and 5th Streets (Exit 1A). Prior to 2012, California 1 followed Lincoln Boulevard south to Venice in Los Angeles. The state route resumes there, skirting the edge of Marina del Rey, where it meets California 90 (Marina Freeway).
A new set of signs replaced these button copy overheads by 2017. Photo taken 08/24/04.
|Prior signs at the Lincoln Boulevard overpass referenced the freeway as continuing another half mile west. Replacements added here in 2017 show three lanes for 4th and 5th Streets and Exit 1A, while indicating that the has freeway ended. Photo taken 08/24/04.|
|Exit 1A passes below the Olympic Boulevard on-ramp that used to carry SR 1 north from Lincoln Boulevard. SR 1 begins again here, as it overtakes I-10 west onto the Pacific Coast Highway north. Photo taken 07/14/14.|
|The speed limit reduces to 45 miles per hour as California 1 joins the Santa Monica Freeway ahead of the Robert E. McClure Tunnel. A watch for stopped vehicles sign takes the place of this faded cross traffic ahead panel at the 4th Street over crossing. Photo taken 07/14/14.|
|California 1 (Pacific Highway) navigates through an S-curve below the Main Street overpass as it turns north to Santa Monica Beach. A concrete barrier (k-rail) separates the two-lane roadways. Photo taken 07/14/14.|
|Entering the Robert E. McClure Tunnel along California 1 (Pacific Coast Highway) north. According to the Caltrans Structure Log, this tunnel was built in 1939, well before the advent of the Interstate Highway System. Photo taken 08/24/04.|
|The Pacific Ocean comes into view as California 1 (Pacific Coast Highway) exits the McClure Tunnel. Photo taken 07/14/14.|
|Northbound California 1 (Pacific Coast Highway) follows the oceanside from Santa Monica northwest toward Malibu and Oxnard. The state route initially parallels Santa Monica State Beach with some access control. Photo taken 07/14/14.|
|Full coverage of Interstate 10 west to its end posted on Interstate 10 Westbound –
Santa Monica Freeway: Interstate 5 to California 1 (PCH) on AARoads.
|Perspective from 4th Street south|
|4th Street south connects Downtown Santa Monica, Santa Monica Place and the 3rd Street Promenade with Interstate 10 east to Los Angeles via Olympic Boulevard. Photo taken 08/24/04.|
|Olympic Boulevard provides a pair of frontage streets to Interstate 10 and SR 1 (Pacific Coast Highway) between 4th and 11th Streets. A two-lane on-ramp joins I-10 from just east of 4th Street. Photo taken 08/24/04.|
- “Differences to bridge – Competing interests mark battle over location of I-10 span.” Mobile Register, June 1, 2003.
- Interstate 10 between Alabama 59/Exit 44 at Loxley, AL and Florida 87/Exit 31 at Milton, FL opened to traffic in 1962. Historical information researched at the Pensacola Museum of History.
- Gulf Coast Projects – Harrison County.
- Gulf Coast Projects – Hancock County.
- Alabama Department of Transportation — Construction.
- Jason P. “Phoenix I-10 Widening Nearly Complete.” Online posting, misc.transport.road, November 7, 2003.
- Jason Learned, Personal Email, “Fw: I-93 Tunnel Open in Both Directions, I-75 Florida,” December 27, 2003.
- Florida’s Interstates: A Half-Century of Progress
http://www.fl-interstate.com(official Florida Department of Transportation site)
- From Anywhere to Everywhere: The Development of the Interstate Highway System in Texas
http://tti.tamu.edu/interstate_anniversary/white_paper/by Penny Beaumont, Rhonda Brinkmann, David Ellis, Chris Pourteau, and Brandon V. Webb, Texas Transportation Institute, page 29.
- Celebrating the 50th Anniversary of the Eisenhower Interstate Highway System: Previous Interstate Facts of the Day by the Federal Highway Administration (FHWA).
- “Texas Raises Rural Speed Limits to 80 MPH.” Associated Press, May 25, 2006.
- “‘The Big I’ Earns Big Transportation Award.” FirstCoastNews, October 19, 2011.
- Twin Span Bridge (LADOTD web site)
- “St. Tammany Pier set to open – Ceremony today marks completion.” The Times-Picayune, May 17, 2012.
- “MDOT Prepares to Open the State’s First Diverging Diamond Interchange in Harrison County.” MDOT, press release. May 30, 2015.
- Interstate Highway 10, Adam Froehlig.
Page updated September 6, 2017.