Interstate 210 California

A brand new California 210 reassurance shield was posted on westbound California 210 between Exit 73, State Street/University Parkway and Exit 71, Riverside Avenue between Muscoy and Rialto. This section was available for walkers and bicyclists on the "Come Play on the Freeway" event on June 24, 2007; the segment opened to traffic on July 24, 2007. Photo taken by Andy Field (06/24/07).


Interstate 210 in California is the Foothill Freeway between Interstate 5/Golden State Freeway in Sylmar and California 57/Orange Freeway in Glendora via Pasadena. At California 57, Interstate 210 changes into California 210, and the state highway continues east from there to San Bernardino, ending at Interstate 10 in Redlands. The section between Interstate 215 and Interstate 10 is still signed as California 30, but California 210 shields are being added along the older section of the route.

Future Aspirations

Plans call for the addition of the entire California 210 freeway to the existing Interstate 210 from San Dimas east to Redlands upon completion of the last segment of freeway, which is expected in 2007. The process to add former California 30 to Interstate 210 began in 1998, when the designation of California 30 was legislatively changed to California 210. Then on November 6, 1998, the state of California submitted California 30 for inclusion in the Interstate Highway System. AASHTO rejected this proposal because the freeway segments were not complete; however, the freeway will be resubmitted for approval once it is complete. It is not clear when the request to sign Interstate 210 will be made by Caltrans, but it could occur as soon as the next AASHTO Route Numbering Subcommittee Meeting.


Interstate 210/Foothill Freeway was planned in the 1940s, commissioned in the mid-1950s, and completed in stages through the 1960s, 1970s, and 1980s. California 210 (the state route section east of California 57) was completed in July 2007. As portions were completed, parts were signed as California 118 northwest of Pasadena and U.S. 66 east of Pasadena according to maps from that era. Once the significant portions of the route were completed, Interstate 210 markers were erected.

With the opening of the final link of California 210 on July 24, 2007,1 the combination of Interstate 210, California 210, and California 30 offer a continuous freeway link from Los Angeles (San Fernando Valley) to Redlands. It is not clear when the California Department of Transportation (Caltrans) will request an Interstate 210 designation for the entire freeway route.

Prior to the conversion of the former California 30 corridor into California 210 in 1999, a short section of Interstate 210 used to extend from the current California 57 and California 210 interchange in San Dimas south to the Kellogg Interchange (Junction Interstate 10/San Bernardino Freeway, California 57/Orange Freeway, and California 71/Corona Expressway) in Pomona. The section of Former Interstate 210 between these two points is now signed as California 57/Orange Freeway and is legislatively part of California 57. This truncation was performed in preparation for the conversion of California 210 into Interstate 210 after the freeway is completed through Rialto and Muscoy in July 2007 and after the American Association of State Highway and Transportation Officials (AASHTO) approves designating California 210/30 as Interstate 210.

This new California 210 was created in 1999 as the designation for the new freeway along the California 30 corridor between Interstate 210 in San Dimas and Interstate 10 in Redlands. A portion of this route, as of 2002, has already been completed, including the segment through San Dimas, the section through Upland and Rancho Cucamonga, and the existing California 30 freeway through San Bernardino and Highland. The completed freeway segments are signed as California 210, although some California 30 signs remain along the stretch between Interstate 215 and Interstate 10 around San Bernardino. The only remaining incomplete section is between Interstate 15 and Interstate 215, and that freeway should be open by 2007. Upon completion of the freeway, California 210 will be submitted to AASHTO for inclusion in the Interstate Highway System as an extension of Interstate 210.

High Priority Corridor

Proposed Interstate 210 through San Bernardino County is part of High Priority Corridor 34: Alameda Corridor East and Southwest Passage.

More History

The following are opening dates for each segment of Interstate 210:4

  • Interstate 5 to Roxford Street – October 14th, 1970
  • Roxford Street to Maclay Street – December 12th, 1969
  • Maclay Street to Van Nuys Boulevard – August 25th, 1975
  • Van Nuys Boulevard to Wheatland Avenue – January 21st, 1981
  • Wheatland Avenue to Sunland Boulevard – October 14th, 1980
  • Sunland Boulevard to La Tuna Canyon Road – November 8th, 1977
  • La Tuna Canyon Road to Lowell Avenue – October 16th, 1975
  • Lowell Avenue to Linda Vista Avenue – June 19th, 1973
  • Linda Vista Avenue to Arroyo Boulevard – August 29th, 1974
  • Arroyo Boulevard to Orange Grove Boulevard - June 19th, 1973
  • Orange Grove Boulevard to Interstate 710 – February 28th, 1975
  • Interstate 710 to Michillinda Avenue – February 19th, 1976
  • Michillinda Avenue to Santa Anita Avenue – July 6th, 1971
  • Santa Anita Avenue to Highland Avenue – September 25th, 1968
  • Highland Avenue to California 39 – March 6th, 1969
  • California 39 to Grand Avenue – November 21st, 1969
  • Grand Avenue to California 66 – January 28th, 1971
  • California 66 to Milliken Avenue – November 24th, 2002
  • Milliken Avenue to Sierra Avenue – August 20th, 2001
  • Sierra Avenue to Highland Avenue - July 24th, 2007
  • Highland Avenue to California 259 – July 30th, 1989
  • California 259 to Highland Avenue – October 28th, 1971
  • Highland Avenue to Fifth Avenue – July 1st, 1993
  • Fifth Avenue to Interstate 10 – March 31st, 1993

The construction history of Interstate 210 is shown below based on the official bridge logs. Note that Caltrans tends to construct bridges well in advance of grading and completing the remainder of freeways, so the dates on the bridges often precede the actual opening dates of the freeways themselves.2

  • Interstate 5 east to Foothill Boulevard - 1968; replaced in 1971 (connectors to Interstate 5 south replaced in 1975)
  • Yarnell Street interchange - 1970
  • Glenoaks Boulevard to Maclay Street - 1969
  • Pacoima Wash to Van Nuys Boulevard - 1975
  • Pierce Street to Sunland Avenue - 1980
  • Cross Canyon to La Tuna Canyon Road - 1975
  • Lowell Avenue to Hampton-Foothill Boulevard - 1972
  • Foothill Boulevard to Linda Vista Avenue - 1974
  • Arroyo Boulevard to Orange Grove Boulevard - 1973
  • Interstate 210-710/California 134 Interchange - 1975
  • Marengo Avenue east to Madre Street - 1976
  • Junction California 19 (164) east to Baldwin Avenue - 1971
  • Santa Anita Avenue to Fifth Avenue - 1968
  • Huntington Drive to Mayflower Avenue - 1967
  • Magnolia Avenue to Duncannon Avenue - 1966-1967
  • Interstate 605 to California 39 - 1968
  • California 39 to Glendora Avenue - 1969
  • Glendora Avenue to California 66 (including California 57 interchange) - 1970
  • California 66 to Live Oak Canyon Road - 2000
  • Towne Avenue to Mountain Avenue - 2001
  • San Antonio Avenue to Euclid Avenue - 1999
  • Campus Avenue - 2001
  • Sapphire Street to Hermosa Avenue - 2000
  • Haven Avenue to Day Creek Boulevard - 2001
  • Etiwanda Avenue to Sierra Avenue (including Interstate 15 interchange) - 1998-2001
  • Alder Avenue to Highland Avenue - 2005-2006 (opened July 2007)
  • Interstate 215 interchange - 1989
  • California 259 to California 18 - 1968
  • Golden Avenue to Sterling Avenue - 1971
  • Highland Avenue (Business California 30) to Fifth Avenue - 1984
  • Fifth Avenue to Interstate 10 - 1984 and widened to second carriageway in 1992.

Regarding the Interstate 5/Interstate 210 connector ramps, Adam Twiss indicates that the West to South Connector (from west Interstate 210 to south Interstate 5) along with the rest of the Interstate 5, Interstate 210, and California 14 interchanges were originally constructed in 1970-71 and were about to open when the Sylmar (San Fernando) Earthquake hit on February 9, 1971. Damages to this structure illustrates the severity of the event. On the day of the earthquake, the original South Connector fell on a pickup killing two people on the Golden State Freeway. The portion of Interstate 210 from Interstate 5 to Paxton Street was severly damaged in 1971 delaying the opening of this section, and the fault that caused the earthquake ripped through the freeway northwest of Maclay Street. This included the westbound onramp and eastbound offramp. There is a slight hump on the number three lane on the eastbound side - a slight offset near where the asphalt and concrete meet and also at the curb. This earthquake also buckled the Golden State Freeway just south of the San Fernando Road overcrossing.5

More on the California 30 north-south section of freeway from Scott Parker:

Prior to the spring of 1992, when the full facility was completed, California 30 -- west to east -- looked like this: freeway to the present Highland Ave. interchange in east San Bernardino, east on Highland to Boulder Avenue (the California 30/330 intersection), where it turned south. It went south on Boulder to 5th, then turned west on 5th to the freeway alignment, then went south again over the eastbound two lanes across the Santa Ana River watercourse, extending south to San Bernardino Avenue in Redlands. At that point, traffic was shunted off onto that street east to the east side of the freeway berm, where it turned south onto Tennessee Street (which had been extended north circa 1982-83 to serve as a frontage road for the California 30 freeway, as it does today) and thence to the Interstate 10 interchange.

Some maps of that era showed California 30 temporarily extending east all the way to Orange Street (the original state highway alignment) then south to California 38 at Lugonia Street, where it terminated. While this may have been the officially designated alignment (Caltrans ceded the part of Orange Street that dipped into the Santa Ana River bed over to the local jurisdiction), signage from California 30 east directed traffic heading to Interstate 10 directly down Tennessee Street (and, if you have been that way and paid notice, there is room on the overhead signage for the Tennessee St. exits on Interstate 10 -- in both directions -- for a state highway shield).

Signage from Interstate 10 to California 30, if my memory from the mid eighties serves me correctly, was rudimentary at best: I seem to recall nothing indicating California 30 at the Interstate 10/California 38/Orange Street interchange in central Redlands, but one solitary stand-alone sign before the Tennessee Street offramp reading, from top to bottom "TO", California 30 (shield), "NEXT RIGHT" in a small square green sign under the shield. And that didn't last long, since that was also the site of construction of the Interstate 10/California 30 interchange, and the shield sat where Interstate 10 was being widened to accommodate the two-lane ramp exit to California 30.3

On November 6, 1998, AASHTO disapproved the extension of Interstate 210 from San Dimas east to Interstate 10 in Redlands via former California 30 because the freeway route was not yet complete. For now, sections of California 30 west of San Bernardino have been re-signed as California 210, while other sections of California 30 east of San Bernardino are still signed as California 30. It is anticipated that California will resubmit Interstate 210 to AASHTO once the California 210 freeway is complete in 2007.

At the same meeting in 1998, AASHTO also denied the removal of the section of Interstate 210 between Interstate 10 and California 30 from the Interstate Highway System. Nevertheless, this section was legislatively changed (by act of the state legislative bodies and signed into law by the governor) to an extension of California 57. As such, it is signed as California 57 in both directions, and signage for Interstate 210 ends at the California 57, California 210, and Interstate 210 interchange.

The last segment of California 210 opened on July 24, 2007, through Rialto and Muscoy.1 California 30 signs and shields were removed in favor of California 210 signs and shields in Fall 2007.

Highway Guides

Western Terminus - Interstate 5 - Los Angeles (Sylmar), California
Perspective from Interstate 210/Foothill Freeway west
Traveling west on Interstate 210/Foothill Freeway, this mileage sign shows the distance to the cities of Santa Clarita, Bakersfield, and Sacramento. Of these cities, all of them require a drive on Interstate 5 north, with Bakersfield located on California 99 in the Central Valley. Interstate 210 does not extend any further than Interstate 5; however, motorists wishing to reach Simi Valley or points northwest (such as Santa Barbara) should use California 118/Ronald Reagan (Simi Valley) Freeway. Photo taken 07/03/04.
Westbound Interstate 210/Foothill Freeway reaches Exit 3, Polk Street. This is the first exit after the aforementioned mileage sign. Photo taken 07/03/04.
The next exit along westbound Interstate 210/Foothill Freeway is Exit 2, Roxford Street to Sylmar (a community of the city of Los Angeles). Photo taken 07/03/04.
An upcoming exits mileage sign provides the distance to the final exits on Interstate 210 west: Exit 2, Roxford Street; Exit 1C, Yarnell Street; and Exits 1B-A, Junction Interstate 5/Golden State Freeway. Photo taken 07/03/04.
Use the right lane to connect to Roxford Street (Exit 2). Photo taken 07/03/04.
Westbound Interstate 210/Foothill Freeway reaches Exit 2, Roxford Street to Sylmar. Continue straight ahead to follow Interstate 210 west to Interstate 5. Photo taken 07/03/04.
The penultimate exit on Interstate 210 west (before the Interstate 5 interchange) is for Exit 1C, Yarnell Street. Photo taken 07/03/04.
A final upcoming exits mileage sign is posted shortly thereafter, and it provides the distance to the final exits on Interstate 210/Foothill Freeway west: Exit 1C, Yarnell Street; Exit 1B, Junction Interstate 5/Golden State Freeway; and Exit 1A, Junction Interstate 5/Golden State Freeway and California 14/Antelope Valley Freeway Truck Route north. Photo taken 07/03/04.
Westbound Interstate 210 reaches Exit 1C, Yarnell Street. The next exits are: Exit 1B, Junction Interstate 5/Golden State Freeway south to downtown Los Angeles and Exit 1A, Junction Interstate 5/Golden State Freeway north to California 14. Exit 1A will subdivide into main lanes and truck lanes for northbound Interstate 5 and California 14. Photo taken 07/03/04.
The right lane (incoming onramp from Yarnell Street) becomes exit only for the connection from Interstate 210/Foothill Freeway west to Interstate 5/Golden State Freeway south to downtown Los Angeles. These porcelain-enamel signs date back to the opening of this section of the Interstate 210 freeway. Photo taken 07/03/04.
A reflective roadside sign again advises that the next right is the connection to Interstate 5/Golden State Freeway south to downtown Los Angeles. Photo taken 07/03/04.
An END Interstate 210 shield is posted shortly thereafter. Caltrans District 7 is fairly good about placing END shields on its 1960s-1970s freeways; other examples of END shields include the north end of Interstate 605 and the north end of California 170. However, there are no END shields for Interstate 105, which was completed in 1993. Photo taken 07/03/04.
Westbound Interstate 210 splits here: the right lanes connect to Interstate 5/Golden State Freeway south, and the left lanes connect Interstate 5/Golden State Freeway north to California 14/Antelope Valley Freeway. Named the Golden State Freeway through the San Fernando Valley, Interstate 5 follows Historic U.S. 99 as it crosses over the Tejon Pass en route to the Central Valley. At Wheeler Ridge, Interstate 5 splits west along the Westside Highway while California 99 takes over the Golden State Freeway on its way to Bakersfield and Fresno. Photo taken 07/03/04.
Following the ramp to Interstate 5 north (Exit 1A), the massive Golden State Freeway and the Newhall Pass Interchange (Junction California 14) come into view. Note the signs indicate that trucks must use the truck bypass if heading north on Interstate 5; exit right here onto the truck bypass. Cars should stay left and prepare to merge onto the main lanes. The interchange with California 14/Antelope Valley Freeway is signed from this interchange for traffic headed toward the Antelope Valley (Lancaster and Palmdale in northern Los Angeles County), Mojave, and the Eastern Sierra via U.S. 395 north. Photo taken 07/03/04.
Perspective from Interstate 5/Golden State Freeway north
The first indication of the upcoming interchange with Interstate 210 appears immediately after traffic from northbound Interstate 405 (San Diego Freeway) merges onto Interstate 5. This mileage sign advises that the transition ramp to eastbound Interstate 210 is 1.75 miles ahead, just prior to the California 14 (Antelope Valley Freeway) split. Photo taken 11/25/04.
There is one intervening exit between Interstate 405 and Interstate 210: Exits 159A-B, Roxford Street. Photo taken 11/25/04.
Northbound Interstate 5 reaches the exit for Roxford Street (Exits 159A-B). The next exit along northbound is the transition ramp to Interstate 210 east, which travels around the city of San Fernando, then follows the Foothill Freeway southeast to Pasadena and San Bernardino County. Photos taken 08/26/07 and 11/25/04.
An overhead sign advises of the truck bypass exit for the right two lanes; this exit is part of the California 14 interchange complex, which begins immediately after the Interstate 210 exit. Photo taken 11/25/04.
The next mileage sign along northbound Interstate 5 is for Exit 161A, Junction Interstate 210, followed by the Truck Lane offramp (Exit 161B). Both the main lanes and the truck lanes offer a connection to California 14, the Antelope Valley Freeway, which travels northeast toward Lancaster, Palmdale, and Mojave. Since most traffic is going to continue on Interstate 5 or exit onto California 14, Interstate 210 is almost an afterthought. Not too many cars opt to take Interstate 210/Foothill Freeway, since it travels southeast from here. Photo taken 11/25/04.