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State Route 47

[画像:Rte 47]From Route 110 in San Pedro to Route 10 via the Vincent Thomas Bridge. Route 47 also includes that portion of Henry Ford Avenue from Route 47 to Alameda Street and that portion of Alameda Street from Henry Ford Avenue to Route 91, but not that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405.

▸As defined in 1963, Route 47 ran from "Route 7 (now I-710) at Terminal Island to Route 10.". This was the definition of LRN 270, and was the planned Industrial Freeway. At this time, the defined Route 7 (I-710) curved W along Seaside Drive. A proposed alignment of Route 47 was supposed to split off just north of the drawbridge from Terminal Island.

▸In 1965, Chapter 1372 added the portion from Route 11 (present-day I-110) to Route 7 (present-day I-710), making the route "Route 11 in San Pedro to Route 10 via the Vincent Thomas Bridge." Note that the reference to Route 7 (Route 710) refers to where that route meets Route 47 at Henry Ford Avenue. The portion of Seaside E of Henry Ford, as well as Ocean Avenue and Harbor Scenic Drive N to Route 1 is part of Route 7 (current Route 710). A 1965 planning map shows Route 47 as freeway its entire length. There were later proposals that extended the Terminal Island Freeway as Route 47 north from its end at Willow Street rather than north of the drawbridge. See the pre-1964 history section for more information on the Vincent Thomas Bridge.

Note that the portion of signed Route 47 from the E end of the Vincent Thomas Bridge approach to Henry Ford does not show as state highway in the state highway database. Also not in the database is the portion N of Route 103. Only the Vincent Thomas Bridge, and the portion along Henry Ford from Route 710 to Route 103, is state highway.

Rte 47 Routing ProposalThe freeway routing of Route 47 was adopted by the California Highway Commission on January 22, 1969.  The adopted freeway routing of Route 47 absorbed the entirety of the Terminal Island Freeway (i.e., the portion from Henry Ford to Willow Street). The "paper" route then ran from Willow to I-10. 
(Source: Gribblenation Blog (Tom Fearer): The Terminal Island Freeway (California State Route 103 and California State Route 47); Image source: Los Angeles Times, 12/11/1969 via Joel Windmiller, 2/19/2023)

By 1975, it was only constructed across the Vincent Thomas Bridge, from the Harbor Freeway (Route 11, now Route 110) and the bridge approach to Seaside (and the bridge approach) and the interchange just E of Mormon St. This makes it clear that the bridge was the real heart of Route 47.

In 1975, the California Highway Commission rescinded the freeway adoption between Route 405 and Route 91. Note that this did not necessarily rescind any surfaces street adopted as the routing; it only rescinded the future freeway routing. The freeway routing had been approved on January 22, 1969.

▸In 1981, Chapter 292 changed Route 11 to refer to Route 110.

▸In 1982, the language was added to note that Route 47 shall also include that portion of Henry Ford Avenue from Route 47 to Alameda Street and that portion of Alameda Street from Henry Ford Avenue to Route 91, but not that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405. Note: The portion of the Terminal Island Freeway N of Route 1 is in the City of Long Beach, not Los Angeles, and the adopted alignment from Willow Street in Long Beach (Sepulveda Blvd on the City of Los Angeles side of the border) to I-405 existed only to connect the Alameda alignment with the Terminal Island Freeway portion N of Willow (and thus became unnecessary when that was dropped). The routing along Alameda Street, however, is not in Long Beach: It is in the City of Los Angeles and the City of Carson.

Although it didn't impact the legislative definition of Route 47, in 1984, Chapter 409 redefined Route 103 as "Route 47 in Long Beach (later corrected to Los Angeles) to Route 1." This was the segment dropped from Route 47 in 1982 (and constituted the original Terminal Island Freeway, constructed by the City of Long Beach in the 1950s). This route was signed as Route 47 after 1964, though the alignment of Route 47 actually splits off about ¼ mi north of the drawbridge from Terminal Island.

In other words, in 1982, Route 47 was switched back to Henry Ford Avenue and Alameda Street, and the remainder became Route 103. This appears to be what the legislative definition refers to when it mentions the adopted alignment ("but not that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405"). The mention of the segment from Willow Street / Sepulveda to Route 405 makes one believe that Route 103 originally ran to Route 405. The portion of freeway (now Route 103) from Route 1 to Willow Street /Sepulveda is not state highway anymore.

The early history of the southern end of route is complicated, and tied up with Route 710. It centers around LRN 167, LRN 231, and the future I-710, Route 47 and Route 103.

In 1933, the route from "Long Beach via Atlantic Boulevard to [LRN 26] near Monterey Park" was added to the state highway system. In 1935, it was added to the highway code as LRN 167, with the same routing. Note the starting point of the route is not the Port of Los Angeles—it is Pacific Coast Highway (US 101A, US 6) in the city of Long Beach. This is what would eventually become Route 710.

Leg Rte 231?In 1949, Chapter 1261 defined LRN 231 as

“[LRN 165] in San Pedro to [LRN 167] in Long Beach, via the mainland portion of Long Beach Outer Harbor and Terminal Island, subject to the following conditions:

1. Except as provided in paragraph number 2, no expenditure shall be made from state highway funds for the acquisition of rights of way for or construction, improvement, or maintenance of said highway until the following conditions have been met:

(a) The Federal Government shall have made available all funds necessary for the construction of said route, other than funds provided under paragraph 2.

(b) The Federal Government and the Cities of Los Angeles and Long Beach shall have granted a sufficient and adequate right of way without cost to the State of California for that portion of said route traversing lands owned or controlled by each of them.

(c) The authorized representatives of the Cities of Los Angeles and Long Beach and the appropriate agency of the Federal Government shall have approved the proposed alignment and the proposed location of all major structures on the route submitted by the State Department of Public Works.

2. Any city or county may contribute to, and the California Highway Commission may allocate monies from the State Highway Fund for the improvement of portions of [LRN 231] on the mainland when such improvement is found necessary to complete and integrated system of freeways between San Pedro, Long Beach, and the Civic Center in the City of Los Angeles.

3. If funds from sources other than state highway funds have not been made available for the construction on all portions of said [LRN 231] that are not on the mainland prior to January 15, 1953, said [LRN 231] shall on that date cease to be a state highway and this section shall have no further force or effect. ”

LRN 231 referred to a proposal for a potential toll highway that would include two channel crossings from San Pedro to Terminal Island (what eventually became the Vincent Thomas Bridge), and from Terminal Island to Long Beach (replacing the pontoon bridge -- what became the Gerald Desmond bridge). These were planned to be tube crossings, with the San Pedro-Terminal Island tube estimated at 10ドル million. The other tube had a similar estimate, but financing was not possible at the time. The route also incorporated the Federally-constructed Terminal Island Freeway, and extended it from Willow Blvd to the Los Angeles River Freeway (LRN 167, former Sign Route 15, current I-710). The definition of LRN 231 required the government to come up with the funds, and so LRN 231 disappeared in 1953.
(Source: 1956 Report to the California Toll Bridge Authority on a Proposed Toll Highway Crossing of Los Angeles Harbor from San Pedro to Terminal Island)

That said, there was still the Terminal Island Freeway. The initial segment of the route ran from Henry Ford Avenue to Willow St, and also include the portion of Henry Ford from Seaside. But this wasn't originally part of the state highway system. The segment from Seaside Blvd to Willow St. (3.1 mi) was designed by the State Division of Highways and constructed under State and US Navy contracts, and financed by the US Navy and Federal Aid Funds for 12ドル million. The State Division of Highways was reimbursed in full for its services. At one point, this was called the "Seaside Freeway".

In 1957, Chapter 1911 extended the origin of LRN 167 to [LRN 165] (Harbor Freeway): “(追記) [LRN 165] in San Pedro (追記ここまで) (削除) Long Beach (削除ここまで) to Huntington Drive (追記) via Long Beach (追記ここまで)”. This incorporated Seaside Blvd, and provided a different route for the connection betwen LRN 165 and LRN 167 from the deleted LRN 231 routing. This created the routing for future Route 7/I-710 to San Pedro instead of Long Beach. But as one can see from the map, the routing wasn't quite the current routing yet.

In 1958, Chapter 74 added the San Pedro-Terminal Island Bridge to LRN 167: "[LRN 165] in San Pedro to Huntington Drive via Long Beach, and including a bridge with at least four lanes from San Pedro at or near Boschke Slough to Terminal Island". See below for more information on the bridge, which was eventually named the Vincent Thomas Bridge. The recommendation for the bridge was likely a consequence of the cost of the tube.

In 1959, Chapter 1062 defined LRN 270 as “Terminal Island to [LRN 173]”. This was the proposed "Industrial" Freeway, which ran from LRN 167 to I-10. This eventually would become the portion of Route 47 along Henry Ford Avenue.

By 1960, the routing in the port had assumed the current approach running to Route 47 (portions of which were LRN 167 across the Vincent Thomas Bridge). Setting aside the Seaside Freeway portion, this was LRN 270 between Seaside Blvd (Route 47/Route 103 junction) and the future I-10 (LRN 173). The LRN 167 portion (between Long Beach and San Pedro) was a 1957 extension of LRN 167; the LRN 270 portion was defined in 1959. 

Sign Route 47 was not allocated as part of the initial state signage of routes in 1934. It is unclear if any route was signed as Sign Route 47 before 1964.

Vincent Thomas Bridge ( (~ LA 1.334 to LA 1.683)

Vincent Thomas Bridge (Wikimedia Commons)Before 1957, when LRN 167 was extended to the Harbor Freeway (LRN 165), ferry service was the only means of transport across the Terminal Island channel for decades.  Beginning in 1870, private ferry service provided carried travelers between the two locations.  In 1941 the Municipal Ferry Service provided regularly scheduled services for passengers and vehicles between Terminal Island and San Pedro aboard its double decked ferries, “Islander” and “Ace”.  The ferry was located at the end of 6^th Street in San Pedro, and ran across to Seaside Avenue. Seaside, at that time, extended through the current Evergreen Container Yard down to where Terminal Way is today. In fact, S Seaside Avenue currently continues from Terminal Way. In November 1963, ferry services were ceased when the Vincent Thomas Bridge was opened.  The Vincent Thomas Bridge was constructed over the previous Boschke Slip across to Slip 229, and conected to Seaside Avenue.
(Source: Palos Verdes Pulse, 8/8/2020; Image source: Wikimedia Commons - Original photo © 2009 Chris Valle per Wikimedia licensed and shared via Creative Commons)

From 1937 until 1957, various proposals were considered regarding construction of a tube tunnel connecting the Harbor and Long Beach freeways. Engineers concluded that a four-lane bridge could be built for slightly more than the two-lane tube.

The proposed Terminal Island Bridge appeared as a concept drawing in the May/June 1959 California Highways & Public Works.  The article noted the California Highway Commision on April 30, 1959, decided to fund the Terminal Island Bridge as a tolled facility.  The Terminal Island Bridge project area was described as being approximately 7,400 feet, and was to be constructed a short distance north of the Terminal Island Ferry route in San Pedro at the planned Harbor Freeway extension.  It would  tie into Seaside Avenue on Terminal Island near Mormon Street. In 1959, the Terminal Island Bridge was adopted as part of a 1.6-mile freeway by the California Highway Commission. A groundbreaking ceremony commencing construction of the Terminal Island Bridge took place on May 28, 1960.  
(Source: Gribblenation Blog (Tom Fearer), “California State Route 47 and the Vincent Thomas Bridge”, April 2022)

Completed in 1963, the San Pedro-Terminal Island Bridge, renamed the Vincent Thomas Bridge in 1961, was the first bridge of its kind to be constructed from 990 steel poles, known as piles, that were hammered into the soil until they reached a layer of hard compacted soil or rock. Construction required 92,000 tons of Portland cement, 13,000 tons of lightweight concrete, 14,100 tons of steel and 1,270 tons of suspension cable. This was the first welded suspension bridge built in the U.S. and can withstand 90 mph winds, double that required by code. The overall length of the bridge is 6,050 feet, with a main suspension span of 1,500 feet and 500-foot spans on either side. The towers are 365 feet high. The entire construction bill totaled 21ドル million. The Vincent Thomas Bridge was determined eligible for inclusion in the National Register of Historic Places as part of the Caltrans Historic Bridge Inventory Update of 2010. The bridge is eligible for engineering significance. In addition to being a rare bridge type of "exceptional span length, monumental scale and design complexity," it is the first suspension bridge in the United States not to use rivets in its construction.
(Source: San Pedro.Com — Vincent Thomas Bridge, May 2021; Bridgehunter, May 2021; Palos Verdes Pulse, 8/8/2020)

In 1968, the bridge was connected into the Harbor Freeway.

Originally, a 0ドル.25 toll was assessed for each westbound and eastbound vehicle.  In 1983, a 0ドル.50 toll was assessed to westbound bound traffic only.  The toll charge was discontinued in 2000.  The Toll Plaza now serves as a field facility for the California Highway Patrol. The toll was initiated when the bridge opened Nov. 15, 1963, to pay off a 26ドル-million construction bill. Only 6ドル.2 million was owed by 1999, and 14ドル million was in the bridge’s reserves.
(Source: Los Angeles Times, 11/26/1999; Palos Verdes Pulse, 8/8/2020)

As plans were made to open the bridge, the California legislature passed special legislation to name the bridge after California Assembly Member, Vincent Thomas.  Assembly Member Mr. Thomas began his term in the California Assembly in 1940 representing the City of San Pedro and surrounding area.  At the time of the legislation, he was the longest serving member of the Assembly and had supported over 16 different pieces of legislation supporting the bridge’s construction.  Assembly Member Thomas left the Assembly after serving 19 Assembly terms for a total of 38 years in 1978. 
(Source: Palos Verdes Pulse, 8/8/2020)

After the 1989 Loma Prieta earthquake, Caltrans began an extensive, multibillion-dollar retrofitting of all toll bridges in the state. The Vincent Thomas was one of the first completed, in March 2000. The 8ドル million left in the bridge’s reserves was applied to paying for the retrofitting.
(Source: Los Angeles Times, 11/26/1999)

The bridge is repainted regularly. A cycle takes 12 years and is begun anew as soon as it is finished. The bridge was pained bright green when it opened and remained that way until 1983. In 1999, after 16 years of coating the bridge with a plain green, the painters will restore the span to its original iridescent green glory. The bright color was dropped in 1983 because the paint released a residue that was not environmentally sound. But paint technology has since advanced, and the iridescent shade is now safe.
(Source: Los Angeles Times, 11/26/1999)

In celebration of its 25th anniversary in 1988, a fundraiser project provided 170,000ドル to install decorative lights on the bridge’s main cables. In 2004, after 17 years of planning and fundraising, the bridge was modified to add blue LED lighting. In January 2005, the Vincent Thomas Bridge Lighting ceremony was held. The bridge is illuminated with blue LED lights that are powered by solar panels. The solar panels feed more electricity into the grid during the day than the LED lights use at night. There are 160 lights on the bridge and it is the first combined use of solar power and LEDs in a bridge lighting installation. The lights operate from dusk to midnight in order to minimize impact on wildlife.
(Source: San Pedro.Com — Vincent Thomas Bridge, May 2021)

The dramatic green bridge is designated as the official landmark welcoming visitors to Los Angeles.
(Source: Palos Verdes Pulse, 8/8/2020;  San Pedro.Com — Vincent Thomas Bridge, May 2021)

Industrial Freeway

1956 LA MTA Industrial FreewayThe portion from Route 1 to Route 10 was the heart of the proposed "Industrial Freeway", and may have been intended to connect up with LRN 222, which would have run from I-5 (US 99) to I-110 (US 66). There would have then been a continuation (not known to be in the state highway system) that ran N to the I-5/Route 2 junction. Although the Terminal Island Freeway was on the drawing board since 1949 (ACSC proposal), the Industrial Freeway didn't show up until the mid-1950s. It appears to have been proposed to run roughly from Santa Fe, angling W to Wilmington, ending up near Central and present-day I-10.

The 1956 Los Angeles Metro. Traffic Assn map shows the Industrial Freeway in all its glory. Starting from the Port of Los Angeles where Henry Ford exits Seaside (today's Route 47), it appears to follow today's Terminal Island Freeway (Route 103) to Willow, continuing NW towards Alameda, continuing NW to meet Wilmington near Slauson. It continued over to Central, bypassed the LA downtown to the east, crossed over the top of Chinatown, and then cut through Chavez Ravine to meet the Glendale and Golden State Freeways. It is clear this freeway was planned before Dodger Stadium.

In 1963, it was reported that route location studies were initiated at the beginning of the year for the Industrial Freeway. After Route 103 was defined, the routing changed slightly to go from Alameda instead of Santa Fe, still ending up near Central and I-10. Note that a 1957 map shows a connection between Route 47 and Route 7 (I-710). Other maps show a connection to Route 91 near Wilmington.

Unconstructed The portion between Route 110 to Route 103 and from Route 103 to Route 10 is unconstructed as freeway. Sections from Route 103 to Route 91 are part of the Los Angeles demonstration project. The state will assume maintenance when the route is brought up to standards, which includes adequate widening.

According to the 2013 Traversable Highways report, the segment from the Vincent Thomas Bridge to Route 103 are to be improved. When this segment is improved, it will be considered for assumption of
maintenance. Projects are under construction. For the segment from Route 103 to Route 91, a new controlled access facility is planned for this segment (but I'll believe that when I see that, as I've seen nothing new since 2013).

Note: For information on the Gerald Desmond Bridge or the Shoemaker Bridge, see Route 710.

Route 47/I-110 Connector  (~ LA R0.076)

In August 2012, the CTC approved for future consideration of funding a project that will widen the Route 47/I-110 connector from one to two lanes (~ LA R0.076), extend the additional through lane on the northbound I-110 past the John S. Gibson Boulevard off-ramp, modify the northbound ramps at the I-110/John S. Gibson Boulevard interchange, and improve the intersection of John S. Gibson Boulevard and the northbound I-110 ramps. The project is programmed in the Trade Corridor Improvement Fund. The total estimated cost is 39,068,000ドル for capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope, as described for the preferred alternative, is consistent with the project scope programmed in the Trade Corridor Improvement Fund.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #2885: I-110/Route 47/Harbor Blvd. Interchange Improvements, San Pedro. 4,000,000ドル. (~ LA 0.74)

In March 2021, it was reported that a design to revamp the busy San Pedro interchange from Route 110 onto the Vincent Thomas Bridge and Harbor Boulevard has been delayed after soft, clay-like soil was discovered on part of the property. The soil can settle up to 26 inches, requiring additional work on the site for drainage, landscaping and retaining wall support, according to a staff report to a March 2021 Los Angeles Board of Harbor Commissioners meeting. It will cost an additional 1ドル.9 million. The project, near Knoll Hill, was initially slated to be completed in 2023, but now that will be pushed back to December 2025, at the latest, due to the extra work, port officials said during the board meeting. The finished designs should be ready by the end of this year, with construction starting in November 2022. Under this plan, the existing Harbor Boulevard offramp that takes cars and trucks off the southbound Harbor Freeway will be widened with a second dedicated right-hand lane, leaving one lane to take traffic straight across Harbor Boulevard and onto Swinford Street. The changes also will assist truck traffic using port terminals in the northern part of the Main Channel. Safety and congestion issues have plagued the spot where the southbound I-110 peels off onto a connector road for the Vincent Thomas Bridge and the adjacent offramp that takes traffic to Harbor Boulevard. Jockeying to merge has resulted in weaving as traffic approaches the intersection, according to the staff report, and vehicles typically back up onto both off-ramps during peak times. The now-delayed plan will reconfigure the interchange of State Route 47 and Harbor Boulevard as a way to cut down the backed-up traffic.
(Source: Daily Breeze, 3/5/2021)

State Route 47/Vincent Thomas Bridge and Front Street/Harbor Boulevard Interchange Reconfiguration Project (07-LA-47, PM 0.3/0.8)

In May 2023, the CTC approved for future consideration of funding  the following project for which a ND and an Addendum has been completed: Route 47 in Los Angeles County (07-LA-47, PM 0.3/0.8). Modify the existing onramps and offramps to improve safety, access, and the efficient operation of Route 47/Front Street/Harbor Boulevard Interchange, in Los Angeles County. (PPNO 5088) This project is located on Route 47 from postmile 0.3 to postmile 0.8, in Los Angeles County. The Department proposes to modify the existing onramps and offramps to improve safety, access, and the efficient operation of Route 47/Front Street/Harbor Boulevard Interchange. The project is currently programmed in the 2020 State Transportation Improvement Program (STIP) for a total of 70,500,000,ドル which includes 13,383,000ドル in Senate Bill 1 Trade Corridor Enhancement Program Funds. Construction is estimated to begin 2020-21. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2020 STIP.
(Source: May 2023 CTC Agenda, Agenda Item 2.2c.(1))

In May 2023, the CTC approved the following CONST allocation for the following locally-administered TCEP project: 13,383,000ドル. 07-LA-47 0.3/0.8. PPNO 07-5088; ProjId 0715000304, EA 4CONL. State Route 47-Vincent Thomas Bridge and Harbor Boulevard-Front Street Interchange Improvement Project. The project entails modifying the existing on- and off-ramps to improve safety, access, and the efficient operation of the Route 47 / Front Street / Harbor Boulevard Interchange. CEQA - ND, 09/28/2018; Re-validation 08/01/2022 NEPA - FONSI, 09/28/2018; Re-validation 08/01/2022. Right of Way Certification: 03/15/2023 Contribution from other sources: 79,592,000ドル. Concurrent consideration of funding approved under Resolution E-23-59; May 2023. Time extension for FY 21-22 CONST expires June 30,2023. CONST 13,383,000ドル.
(Source: May 2023 CTC Agenda, Agenda Item 2.5s.(7))

In March 2024, it was reported that the Port of Los Angeles and Caltrans were starting work on a 130ドル million reconfiguration of the interchange at Route 47/Vincent Thomas Bridge and Front Street/Harbor Boulevard in San Pedro. The interchange reconfiguration aims to reduce travel times, alleviate congestion and improve motorist and pedestrian safety at this highly traveled roadway juncture. The Route 47/Vincent Thomas Bridge and Front Street/Harbor Boulevard interchange currently provides access to San Pedro, Wilmington, Terminal Island and services the West Basin Container Terminal. The reconfiguration project will replace the existing southbound Route 47 off-ramp from the Vincent Thomas Bridge, currently located on the south side, with a new off-ramp located on the north side. Additional improvements include realigning the existing on-ramp to the northbound I-110 connector; modifying the northbound Route 47 off-ramp onto Harbor Boulevard; and modifying the northbound Route 47 on-ramp onto the bridge toward Terminal Island. Street improvements will include realignment of Knoll Drive to accommodate a new on/off-ramp system. Front Street and Harbor Boulevard will be upgraded to feature new curbs, storm drain improvements, street lighting, traffic signal updates, bike lanes, and ADA-compliant curb ramps and crosswalks. Preliminary work begins March 2024 and the project is expected to be completed by 2026. Global construction and development firm Skanska was selected through a competitive bid process to work with the port on the project. Grant funding for the project includes 49ドル.3 million under Metro Measure R; 9ドル.9 million from the U.S. Department of Transportation Port Infrastructure Development Program; and 13ドル.4 million from California’s Trade Corridor Enhancement Program (TCEP). The remaining project cost will be covered by the port.
(Source: Random Length News, 3/13/2024)

In May 2024, it was reported that the Port of Los Angeles and Caltrans have started work on a 130ドル-million transportation project to reconfigure a major interchange at Route 47 (SR 47)/Vincent Thomas Bridge and Front Street/Harbor Boulevard in San Pedro. The interchange reconfiguration will reduce travel times, alleviate congestion and improve motorist and pedestrian safety at this highly traveled roadway juncture. The reconfiguration project will replace an existing southbound Route 47 off-ramp from the Vincent Thomas Bridge, currently located on the south side, with a new off-ramp located on the north side. Additional improvements include realigning the existing on-ramp to the northbound I-110 connector; modifying the northbound Route 47 off-ramp onto Harbor Boulevard; and modifying the northbound Route 47 on-ramp onto the bridge toward Terminal Island. Street improvements will include realignment of Knoll Drive to accommodate a new on/off-ramp system. Front Street and Harbor Boulevard will be upgraded to feature new curbs, storm drain improvements, street lighting, traffic signal updates, bike lanes, and ADA-compliant curb ramps and crosswalks. Preliminary work will begin in May 2024, and the project is expected to be completed by 2026. Global construction and development firm Skanska was selected through a competitive bid process to work with the Port on the project.
(Source: LA Times, 5/3/2024)

In October 2024, there was an update on the Route 47 progress. Phase 0 was completed in the March-June 2024 time period, and included preliminary work such as railroad, gas and oil line removal, excavation, disposal and backfill. Phase 1 started in July 2024, and includes grading and removal; retaining wall construction; the start of on- and off-ramp construction north of Vincent Thomas bridge; and improvements to N. Front Street and Knoll Drive. Future phases are: Phase 2A: On- and off-ramp construction north of Vincent Thomas bridge continues; improvements to N. Front and Swinford streets.  Phase 2B: On- and off-ramp construction north of Vincent Thomas bridge continues; removal of old on- and off-ramp.  Phase 3A: Retaining wall construction for off-ramp construction south of Vincent Thomas bridge begins. Phase 3B: Construction of new on-ramp south of Vincent Thomas bridge begins; landscaping.  Estimated project completion date: December 2026. The reconfiguration will replace an existing southbound Route 47 off-ramp from the Vincent Thomas Bridge, currently located on the south side, with a new off-ramp located on the north side. Additional improvements include realigning the existing on-ramp to northbound I-110 connector; modifying the northbound Route 47 off-ramp onto Harbor Boulevard; and modifying the northbound SR 47 on-ramp onto the bridge toward Terminal Island.  The Route 47 Interchange Project addresses traffic connections in San Pedro that access the Vincent Thomas Bridge, not the bridge itself.
(Source: Route 47 Project Page, October 2024)

In August 2025, it was reported that crews would be closing the NB I-110 on-ramp at Harbor Boulevard and the SB Route 47 off-ramp at Harbor Boulevard, while construction of the new roadway and ramps continues. A new northbound on-ramp to I-110 and southbound off-ramp to Route 47 would open in November 2025, along with a newly realigned Knoll Drive.
(Source: Port of LA/FB, 8/11/2025)

The webpage for the project, reviewed in December 2025, noted that the reconfiguration will replace an existing southbound Route 47 off-ramp from the Vincent Thomas Bridge, currently located on the south side, with a new off-ramp located on the north side. Additional improvements include realigning the existing on-ramp to northbound I-110 connector; modifying the northbound Route 47 off-ramp onto Harbor Boulevard; and modifying the northbound Route 47 on-ramp onto the bridge toward Terminal Island.  Note that the Route 47 Interchange Project addresses traffic connections in San Pedro that access the Vincent Thomas Bridge, not the bridge itself.  The page noted that the project is in Phase 2: Phase 2A includes on- and off-ramp construction north of Vincent Thomas Bridge; including improvements to N. Front and Swinford streets and the start of construction of a new retaining wall along NB Route 47 between Gaffey Street and Harbor Boulevard. Phase 2B includes continued on/off-ramp construction north of Vincent Thomas Bridge and removal of old on/off-ramps. Phase 3A, still to come, includes the start of retaining wall construction for off-ramp construction south of Vincent Thomas Bridge;  Phase 3B includes the start of construction of new on-ramp south of the Vincent Thomas Bridge and landscaping. The project is expected to complete in December 2026.
(Source: Port of Los Angeles Project Page, 12/22/2025)

Vincent Thomas Bridge (R0.4/2.0)

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #297: A study of the Vincent Thomas Bridge to meet future cargo and passenger traffic needs of the ports of Long Beach and Los Angeles. 1,600,000ドル. (~ LA 1.334 to LA 1.683)

Opened in 1963, the distinctive — and much loved — emerald green suspension bridge was part of the focus of a 2003 traffic congestion study commissioned by the Port of Los Angeles. The primary problems, according to agency information gathered and provided by Caltrans District 7, are twofold: a deterioration of the deck due to saltwater and moisture on the structural steel. To address this,  a permanent crew of 10 bridge painters maintains the coating of the structural steel full-time. The 2003 report by Meyer, Mohaddes Associates Inc. concluded that the bridge could reach its capacity as early as 2010 in light of the growing port traffic. “A range of alternatives must be evaluated,” the report said, “including modification/upgrade of the Vincent Thomas Bridge, replacement of the bridge with a facility with greater capacity, (or) other network improvements.” A later port traffic study also looked at some bridge possibilities on the table, including adding a second bridge that could run parallel to the Vincent Thomas. Building an adjacent bridge would, according to the information Caltrans gathered, be the only way to “widen” the bridge. A more recent study mostly examined ways to improve the existing structure by improving transition roads and on- and off-ramps serving the bridge as the more practical way to ease gridlock. Recent improvements have been made — including adding a lane at the busy transition nexus between the bridge and Route 110 north — that have eased the congestion on the bridge. Another plan is to reconfigure the interchange of Route 47 and Harbor Boulevard. That will be aimed at cutting down the backed-up traffic on off-ramps during peak hours, a situation that’s expected to get worse with growing traffic. The project was is in an environmental study stage in 2020, and is expected to go out to bid in 2022. The Vincent Thomas is considered small by today’s bridge engineering standards. It’s up to date with seismic improvements made in 2018, although an accident or stalled vehicle can still cause a major and lengthy backup on the two-lane roadway.
(Source: Press Telegram, 10/2/2020)

In January 2023, the CTC added the following SB1 project into the 2022 SHOPP: (1b) #1. 07-LA-47 R0.4/2.0. PPNO 07-6024; ProjID 0722000334; EA 39020. Route 47 In the city of Los Angeles, near the Port of Long Beach, at Vincent Thomas Bridge № 53-1471. Replace bridge deck and seismic sensors. Allocation ($ × 1,000): PA&ED 17,140ドル; PS&E 20,900ドル; R/W Sup 17ドル; Con Sup 39,840ドル; R/W Cap 30ドル; Const Cap 628,464ドル; TOTAL 706,391ドル. FY25-26. Concurrent COS allocation under Resolution FP-22-45; January 2023. SB1 Baseline Agreement Required. Begin Const: 12/24/2025.
(Source: January 2023 CTC Agenda, Agenda Item 2.1a.(1b) #1)

In January 2023, the CTC approved SB1 pre-construction project phase allocation of 17,140,000ドル. 07-LA-47 R0.4/2.0. PPNO 07-6024; ProjID 0722000334; EA 39020. Route 47 In the city of Los Angeles, near the Port of Long Beach, at Vincent Thomas Bridge № 53-1471. Replace bridge deck and seismic sensors. Concurrent Amendment under SHOPP Amendment 22H-006; January 2023. PA&ED 17,140,000ドル.
(Source: January 2023 CTC Agenda, Agenda Item 2.5b.(2b) #6)

Vincent Thomas Bridge Detour RoutesIn May 2023, it was reported that Caltrans was holding public meetings on the Vincent Thomas Bridge reconstruction. Construction isn’t expected to start until 2025, but significant preparation is required for the project, which will close or reduce lanes on the Vincent Thomas Bridge for nine months or longer. The historic 6,000-foot span is the only way to access Terminal Island and the Port of Long Beach from the west, and the 60-year-old suspension bridge needs a full deck replacement. The potential detour routes would have the biggest impact on Wilmington, but some traffic caused by the construction would likely spill into Long Beach. Three options for the project are on the table,  and Caltrans is gathering feedback to inform the choice: (1) Closing the entire four-lane bridge for nine to 12 months and working day and night until it’s done; (2) Keeping one lane open during the day, with full closure on nights and weekends for one and a half to two years; (3) Opening one lane in each direction with night and weekend closures for two to two and a half years. The latter two choices could also be done without the 55-hour weekend closures, adding about six months to the project. The Vincent Thomas Bridge is being overhauled rather than replaced because it’s registered as a state historical resource, and while the bridge that replaced Gerald Desmond was raised to give clearance to larger ships, Vincent Thomas is already 30 feet higher than the old Gerald Desmond. It cost taxpayers 1ドル.56 billion to build the totally new replacement bridge for the Gerald Desmond, whereas putting down a new deck and bringing the railings, center median and other features up to current safety standards for the Vincent Thomas is projected to cost about 706ドル million. After the public comment period ends in early Summer 2023, as required by state law, the project will undergo technical studies, and by the end of the year Caltrans will circulate a draft environmental impact report before holding another public meeting to gather more feedback. Studies will continue into 2024, with more public comments included in the report and a final version expected to be released by Spring 2025, according to Caltrans.
(Source: Long Beach Post News, 5/17/2023; Image source: Caltrans via LBPN)

In July 2023, it was reported that there is significant opposition to this: less so for the project itself, and more related to the impact that the closures and reroutings from the construction effort will have on traffic in the neighborhood. For example, one Wilmington resident commented on the high volume of truck traffic that goes through Wilmington on a daily basis is already a big concern, especially on Anaheim and Pacific Coast Highway. Caltrans’ proposed alternate routes would bring more truck traffic and the pollution that comes with it. It was noted that some of the streets in Wilmington are already dangerous, not just from heavy traffic, but also from poorly maintained roads. The Caltrans advisory committees have noted that  the most common feedback they’ve received is concerns about the impact on traffic. The project won’t start construction until 2025, but there is incentive to do it quickly. One of the funding condistion is that they have to deliver the project and open the construction by a certain time.
(Source: Random Length News, 7/20/2023)

In October 2024, it was reported that Caltrans is proposing the VTB Deck Replacement Project to replace the entire bridge deck and seismic sensors of the bridge to preserve the functionality and structural integrity of the Vincent Thomas Bridge deck and to enhance the bridge's overall safety. Work is set to begin in early 2026 with an anticipated closure of 16 months. The Draft EIR/EA commenting period for the Vincent Thomas Bridge Deck Replacement Project was closed on Monday July 15, 2024. Although the bridge is structurally sound, the bridge deck is rapidly deteriorating. This is due to concrete fatigue caused by heavy traffic loading, as well as environmental deterioration due to age and the marine environment. During construction, the anticipated detour routes will direct traffic to and from Terminal Island via the Commodore Schuyler F. Heim Bridge (Route 47) from the north and the Gerald Desmond Bridge (I-710) from the east. These detour routes potentially include Sepulveda Boulevard, West Harry Bridges Boulevard, Alameda Street, Pacific Coast Highway (Route 1), Henry Ford Avenue (Route 47), and Terminal Island Freeway (Route 103). Later in October, it was confirmed that the Vincent Thomas Bridge would close for over a year for critical deck replacements as part of a 16-month construction project to replace the bridge’s aging and deteriorating deck beginning in “late 2025 or early 2026.” Other options included partial closures and overnight closures of the bridge, each of which would’ve extended the project timeline from 16 months to anywhere between two to four years. During those 16 months, workers will remove the existing deck and replace it with a pre-cast bridge deck, which was said to be the significantly speedier option compared to a “cast-in-place” deck.
(Source: Route 47 Project Page, October 2024; VTB Deck Replacement Fact Sheet, Oct 2024; Vincent Thomas Bridge project page, Oct 2024; KTLA 10/30/2024)

In November 2024, it was reported that the planned closure of the Vincent Thomas Bridge for repairs is creating fears of traffic nightmares and increased pollution. The plan is that the bridge will shut down completely for 16 months beginning late 2025 or early 2026. Traffic will be rerouted through nearby streets that have yet to be determined. This will divert a large amount of truck traffic onto city streets, as well as the accompanying pollution and noise. Caltrans’ environmental review shows that a closure will result in “temporary, disproportionately high and adverse air quality and traffic effects on minority or low-income populations” already experiencing higher rates of asthma. And its models say that traffic diversion will increase levels of PM10, particulate matter with a diameter of 10 microns or less that harms the lungs and heart and is commonly emitted from vehicles and construction sites. Caltrans plans to hold public hearings to allow the community to weigh in on the best alternative routes. Among the streets identified for traffic diversion are Harry Bridges Boulevard/Alameda Street, Anaheim Street, Pacific Coast Highway, Sepulveda Boulevard, the I-405 and I-710 freeways and parts of State Route 47 and Route 103. However, according to the Wilmington Chamber of Commerce, the alternative routes being proposed are already not driveable. There are potholes galore that get patched up and then pop right back up again because of the heavy truck traffic. There also aren’t many cut-through roads that can support the type of traffic that already comes through Wilmington. Along Harry Bridges Boulevard and Alameda Street, less than a mile from port terminals, asphalt streets are crumbling and other construction projects are underway, blocking lanes.
(Source: LA Times, 11/4/2024)

In December 2024, the CTC approved for future consideration of funding 07-LA-47, PM 0.4/2.0. Vincent Thomas Bridge Deck Replacement Project Replace deteriorated bridge deck, upgrade seismic sensors, and improve the existing median barrier and railings on the Vincent Thomas Bridge on Route 47, in the Port of Los Angeles, in Los Angeles County. (FEIR) (PPNO 6024) (SHOPP). On October 24, 2024, Caltrans certified the Final Environmental Impact Report for the Project. Caltrans found that the Project would have significant and unavoidable impacts on cumulative temporary air quality, traffic and transportation, and environmental justice. These impacts would remain significant and unavoidable even with implementation of the project’s mitigation measures, which include: compliance with laws and regulations related to air quality (including South Coast Air Quality Management District rules on visible emissions, public nuisance, fugitive dust, asbestos, and limitation of idling), application of best management practices, requiring off-road construction equipment be outfitted with engines meeting Tier 4 emissions standards, using properly tuned and maintained construction equipment, temporary restriping and signal synchronization of identified intersections, repairing detour routes, implementing a Transportation Management Plan, coordinating projects with overlapping construction, and regular and ongoing community engagement.
(Source: December 2024 CTC Agenda, Agenda Item 2.2c.(5))

In December 2024, the CTC approved an allocation request for 30,360,000ドル for the Plans, Specifications, and Estimate (PS&E) and 1,683,000ドル in Right of Way (RW) Capital Outlay Support (COS), for the SHOPP Bridge Formula Program project on Route 47, in Los Angeles County, to complete the PS&E and RW Support phases.  The project (07-LA-47, R0.4/2.0; PPNO 07-6024; ProjID 0722000334; EA 39020) will replace the bridge deck, expansion joints, fencing, bridge rails, and seismic sensors. Due to its location, type of structure, and physical and environmental constraints, the project has challenging construction staging and traffic control, extensive coordination with port authorities and railroads, challenging deck type selection, and a time constraint for project completion. With the selection of the CMGC delivery method, the CMGC will assist during design, manage and mitigate risks during delivery and construction, and deliver the project sooner. The PS&E estimate is greater than the current programmed amount due to additional efforts required for traffic handling plans, public outreach, and structural analysis and design which was beyond what was initially anticipated.  The RW Support estimate is greater than the current programmed amount due to additional efforts to acquire temporary construction and access easements that will be required during construction, identify utilities and mitigate conflicts, and acquire various agreements with the property owners and the cities. The scope of this project proposes to replace various components of the bridge, including the bridge deck, expansion joints, fencing, bridge rails, and seismic sensors.  In addition, detour routes will be utilized as a result of full closure of the bridge during construction.  During the Project Approval and Environmental Document (PA&ED) phase, after receiving feedback from several stakeholders' concerns regarding the proposed detour routes, the Department recognized the complexity of establishing detour routes.  As a result, traffic modeling for additional intersections, along with additional internal and external stakeholders’ meetings, will be required during the PS&E phase that were not initially anticipated. During the PA&ED phase, the bridge was re-evaluated for load rating for the approach spans, and it was determined that the load rating has decreased, requiring additional structural analysis to determine the required strengthening to bring the approach spans to the required rating.  To achieve this increased rating, additional design effort is required.  In addition, there is no national standard method of determining and evaluating load rating for suspension bridges, therefore, additional effort is needed to validate the results.  The loading requirement has changed since the bridge was built 60 years ago.  This change, plus the increased deck weight, even though light-weight concrete will be used, leads the design team to look at various ways to better evaluate the capacity of the bridge superstructure, including taking samples from the bridge, testing, and instrumenting the bridge.  It was determined that a structure consultant would be required along with Department staff to perform the various analyses of the bridge, including resistance to seismic events, replacement of the existing bridge deck joints, implementing the new deck and connections, utilization of a median steel barrier in lieu of concrete barrier, and resistance to wind events. The Department, after initial analysis, found that modifying the bridge deck joints to withstand seismic activity, and allow for serviceability and maintainability, will be very challenging.  This effort far exceeds what was estimated at the time of programming.
(Source: December 2024 CTC Agenda, Agenda Item  2.5d.(4))

In March 2025, the CTC amended the following project in the 2024 SHOPP: 07-LA-47 (削除) R0.4/2.0 (削除ここまで) (追記) R0.4/2.1 (追記ここまで). PPNO 07-6024; ProjID 0722000334; EA 39020. Route 47 in the city of Los Angeles, near the Port of Long Beach, at Vincent Thomas Bridge № 53-1471. Replace bridge deck and seismic sensors. This is a Construction Manager/General Contractor (CMGC) project. (G13 Contingency) Note: The design methodology is changed from orthotropic steel to pre-cast concrete panels for deck replacement,  reducing the construction capital. Increase in R/W capital is due to six additional temporary easements required.  Increase in construction support is due to increase in number of working days to account for preliminary construction  work needed prior to full closure of the bridge during construction and due to complexity of establishing detours. Allocation ($ × 1000ドル) PA&ED 17,140ドル; PS&E 20,900ドル; R/W Sup 17ドル; ⊘Con Sup (削除) 39,840ドル (削除ここまで) (追記) 46,336ドル (追記ここまで); R/W Cap (削除) 30ドル (削除ここまで) (追記) 3,230ドル (追記ここまで); ⊘Const Cap (削除) 628,464ドル (削除ここまで) (追記) 618,589ドル (追記ここまで); TOTAL (削除) 706,391ドル (削除ここまで) (追記) 706,212ドル (追記ここまで) 
(Source: March 2025 CTC Agenda, Agenda Item 2.1a.(1d) #25)

In June 2025, work was continuing on the planned 16 month closure of the Vincent Thomas Bridge. Initially, it was believed that due to the upgraded materials, the reworked bridge would end up lowering the bridge clearance by 11ʺ, which was unacceptable. Since the original bridge was constructed, maritime equipment has become larger and taller, and more clearance was needed (not less). That was one of the reasons fro the replacement of the Gerald Desmond Bridge / Long Beach International Gateway Bridge on Route 710. However, Caltrans officials now believe they've managed to mitigate the threat of clearance reduction. Although the current bridge clearance varies a little, it is usually tracked to be about 185ʹ above the water. Overall, the current bridge is 6,060ʹ long, 52ʹ wide, and 365ʹ tall. Its longest span is 1,500ʹ. The full closure is not set to begin in Fall 2026, with reopening in Winter 2027-28. There are concerns with traffic and reroutings during the closure. The plan is to divert traffic from the local streets and to the state highway system, notable Route 110, Route 710, and I-405. However, we are talking about a bridge here, and there are limited ways to reach Terminal Island from San Pedro and Wilmington.
(Source: Daily Breeze, 6/8/2025 via Mike Palmer)

In September 2025, it was reported that soon after the California Department of Transportation shared plans to fix up the more than 60-year-old bridge that connects downtown Long Beach to San Pedro and Terminal Island, the Port of Los Angeles suggested Caltrans also raise the height of the bridge by 26 feet. Raising the bridge would allow larger cargo ships to pass under its deck, helping create jobs and keep the port relevant. It would also increase the project’s price, already projected at more than 700ドル million, by an additional 1ドル.5 billion. Most painfully for local commuters and businesses, it would mean the bridge will be closed for around 28 months rather than the originally planned 16 months. About 40% of the port’s cargo container capacity is beyond the bridge, which is 185 feet high. Raising the bridge to 211 feet would accommodate the next generation of cargo ships, which will be larger and more energy efficient. A representative of the Port has indicated that they have already secured private funding from banks and industry participants to raise the bridge by putting sleeve lifts and platforms on the bridge’s legs. While the Port of Los Angeles has garnered support for the idea, many communities surrounding the bridge have raised concerns about travel disruptions and the effect of rerouted traffic. Closing the bridge for more than two years would require an alternative route for cargo trucks traveling to and from the port, and would likely affect tourism across San Pedro and Long Beach. In August 2025, the San Pedro Chamber of Commerce voted to support a study of the effects of raising the bridge. A representative of the Chamber saw the merits of raising the bridge while acknowledging the disruption the project would have, particularly to Wilmington residents, where truck traffic would be rerouted. Preliminary detour routes would send commuters, tourists and cargo through Harry Bridges Boulevard in Wilmington and on the I-110 and I-405 freeways. Caltrans is expected to decide on the bridge raising in October, 2025, following a late September meeting with the Port of Los Angeles. The 706ドル million re-decking project is slated to begin in 2026 and will also replace the bridge railings, fences and median barrier. Under its original plans, Caltrans hoped to reopen the bridge to traffic in late 2027 or early 2028, in time for the 2028 Summer Olympic Games in Los Angeles. If the bridge is raised, it would likely not be done before the Olympics, making it harder for the tourists to visit that corner of Los Angeles. Increasing the port’s capacity and ability to accommodate larger ships would boost job opportunities by about 20% for longshoremen, truckers, warehouse workers and terminal operators. The newest and largest container ships are also the most environmentally friendly.
(Source: Los Angeles Times, 9/20/2025)

In October 2025, the CTC approved an amendment of the following project in the 2024 SHOPP: 07-LA-47 R0.4/2.1; PPNO 07-6024; ProjID 0722000334; EA 39020. Route 47 In the city of Los Angeles, near the Port of Long Beach, at Vincent Thomas Bridge № 53-1471. Replace bridge deck and seismic sensors. This is a Construction Manager/General Contractor (CMGC) project. (削除) (G-13 Contingency) (削除ここまで) Concurrent Greater than 20 percent CON allocation under Resolution FP-25-44; October 2025. Allocation Changes ($ × 1000ドル): Con Sup (削除) 0ドル (削除ここまで) (追記) 46,336ドル (追記ここまで); R/W Cap 3,230ドル; Const Cap (削除) 0ドル (削除ここまで) (追記) 618,589ドル (追記ここまで); TOTAL (削除) 41,287ドル (削除ここまで) (追記) 706,212ドル (追記ここまで). Note: Fully program unfunded phases of this previous G-13 Contingency project.
(Source: October 2025 CTC Agenda, Agenda Item 2.1a.(1d) #13)

In October 2025, the CTC approved for future consideration of funding 07-LA-47, PM R0.4/2.1. Vincent Thomas Bridge Deck Replacement Project. Replace the deteriorated bridge deck, upgrade seismic sensors, and improve the existing median barrier and railings on the Vincent Thomas Bridge (Route 47) in the Port of Los Angeles.  (FEIR Addenda) (PPNO 6024) (SHOPP). The Department proposes to replace the entire bridge deck and seismic sensors of the bridge to preserve the functionality and structural integrity of the Vincent Thomas Bridge deck and to enhance the bridge’s overall safety. The project is currently programmed in the 2024 State Highway Operation and Protection Program (SHOPP). The total programmed amount, which includes Right of Way (Support and Capital) and Construction (Support and Capital) is 706,212,000ドル. Construction will begin in 2025-26. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2024 SHOPP. The Commission accepted the FEIR and approved the project for future consideration of funding on December 6, 2024, under Resolution E-24-116. Since the approval of the FEIR, there have been changes to the project and Addenda were prepared pursuant to CEQA. Specifically, the Addenda address minor design modifications pertaining to scope additions including overhead sign removal and installation, removal of concrete pavement, guardrail replacements, installation of a temporary traffic signal at the Pacific Coast Highway Route 1 and Dumm Avenue/Coil Avenue intersection, asphalt concrete resurfacing on detour routes along portions of Alameda Street and Anaheim Street, re-striping and signal timing adjustments at 9 intersections, installation of 20 closed circuit television cameras on existing signals and lighting posts, removal of existing pavement structural section along the southbound direction of Alameda Street and a 1 mile segment of Anaheim Street, trenching of approximately 1,200 feet for the installation of seismic sensors, and moved electroliers, resulting in an extension of post miles by 0.1 mile to accommodate the additional work. Further, additional hazardous waste minimization measures and specifications have been identified, specifically, conducting an aerially deposited lead site investigation to inform a Lead Compliance Plan, adherence to California regulations pertaining to disposal of treated wood waste, air monitoring and/or use of respiratory protection during demolition of materials coated with lead-containing paint, specifications for the handling, removal, and disposal of unregulated earth material containing lead, and for disturbing, excavating, dewatering, transporting, stockpiling, and disposing of contaminated soil, as well as for dewatering, collecting, containing, and disposing of contaminated liquid. Conclusions of the FEIR remain applicable. The FEIR concluded that the Project would have significant and unavoidable impacts on cumulative temporary air quality, traffic and transportation, and environmental justice. These impacts would remain significant and unavoidable even with implementation of  mitigation measures, which include compliance with laws and regulations related to air quality (including South Coast Air Quality Management District rules on visible emissions, public nuisance, fugitive dust, asbestos, and limitation of idling), application of best management practices, requiring off-road construction equipment be outfitted with engines meeting Tier 4 emissions standards, using properly tuned and maintained construction equipment, temporary restriping and signal synchronization of identified intersections, repairing detour routes, implementing a Transportation Management Plan, coordinating projects with overlapping construction, and regular and ongoing community engagement. In accordance with CEQA Guidelines Section 15162, no Subsequent FEIR is required for the project because new information and changes in circumstances, project description, impacts, and mitigation are not substantial and do not involve new significant impacts or a substantial increase in the severity of previously identified impacts. As a result, the Department completed an Addenda to the FEIR pursuant to CEQA.
(Source: October 2025 CTC Agenda, Agenda Item 2.2c.(8) #2)

In October 2025, the CTC approved a request for 639,085,000ドル (3.3 percent increase) allocation in Construction Capital and 61,336,000ドル (32.4 percent increase) allocation in Construction Support, for this project (EA 39020, PPNO 6024). This project is located on Route 47 in the City of Los Angeles, near the Port of Long Beach, at the Vincent Thomas Bridge (№ 53-1471), in Los Angeles County.  The project will replace the bridge deck, bridge rails, fences, median barrier, and seismic sensors.  This project is utilizing the Construction Manager/General Contractor (CMGC) delivery process. The Construction Capital estimate is greater than the programmed amount due to the need to provide robust traffic management elements, additional structural work required during construction, and related roadway work, and higher unit prices based on current market conditions.  The Construction Support estimate is greater than the programmed amount due to updates to the Transportation Management Plan (TMP), refinements to the workplan, and an increase in the number of working days for the project. SHOPP Update: 700,421,000ドル. 07-LA-47 R0.4/2.1. PPNO 07-6024; ProjID 0722000334; EA 39020. Route 47 in the city of Los Angeles, near the Port of Long Beach, at Vincent Thomas Bridge № 53-1471. Outcome/Outputs:  Replace bridge deck and seismic sensors. This is a Construction Manager/General Contractor (CMGC) project. CEQA - EIR, 09/27/2024. NEPA - FONSI, 09/27/2024. Future consideration of funding approved under Resolution E-24-116; December 2024. Concurrent addendum for the previously approved future consideration of funding under Resolution E-25-65A; October 2025. Concurrent Amendment under SHOPP Amendment 24H-015; October 2025. As part of this allocation request, the Department is requesting to extend the completion of CONST and CON ENG an additional 14 months beyond the 36 month deadline. SB1 Baseline Agreement approval under Resolution SHOPP-P-2425-05B; March 2025. Pre-Construction Phase: Budgeted (Actual, if different): PA&ED 19,054,000ドル (18,909,997ドル); PS&E 30,360,000ドル (12,730,496ドル); R/W Sup 1,683,000ドル (341,539ドル). Construction Phase - Programmed (Allocation, if different): CON ENG 46,336,000ドル (61,336,000ドル); CONST 618,589,000ドル (639,085,000ドル).
(Source: October 2025 CTC Agenda, Agenda Item 2.5d.(16))

In November 2025, it was reported that the proposal to raise the deck of the Vincent Thomas Bridge simultaneously with the deck replacement project have been nixed. Raising the bridge is needed to accommodate the much larger ships now coming online; 40% of the port's terminal space is behind the Vincent Thomas Bridge, which is too low for newer ships. However, the California State Transportation Agency said that combining that proposal with the road deck replacement project would be too complicated with government funding already dedicated to one project. Plans to fix up the bridge are projected to cost more than 700ドル million and will require the bridge to be closed to the public for 16 months. The port’s proposal to raise the bridge would have added 1ドル.5 billion in costs, raised the bridge by 26ʹ, and forced the bridge to close for more than two years. However, future projects might include raising the bridge after the deck replacement is complete, or building a new bridge altogether.
(Source: Daily Breeze, 11/8/2025 via email from Mike Palmer, 11/8/2025; Los Angeles Times, 12/5/2025)

Under Traffic Congestion Relief Program Project #44, there are plans to construct a grade-separated interchange at Ocean Boulevard and the Terminal Island Freeway (~ LA 3.691), and at Ocean Boulevard and Henry Ford Avenue, including the preparation of plans and specifications, estimates, and related support activities for design and construction. (January 2001 CTC Agenda, Agenda Item 2.1c.(1), project 44; Negative Impact EIR Report, March 2001 CTC Agenda Item 2.2c.(2)). This is currently scheduled for completion in February 2007.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #712: The Alameda Corridor/Route 47 Port Access Expressway design. Additional funding seems to be provided by HPP #3797.8,000,000ドル. (~ LA 3.547 to LA 4.43)
• High Priority Project #3797: The Alameda Corridor/Route 47 Port Access Expressway design. This seems to be additional funding for HPP #712. 2,000,000ドル. (~ LA 3.547 to LA 4.43)

Schuyler Heim Bridge Replacement and State Route 47 Expressway Project (07-LA-47, PM 2.7/5.8)

The Commodore Schuyler F. Heim Bridge (Schuyler Heim Bridge) crosses the Cerritos Channel in the Port of Long Beach, was commissioned by the United States Navy between 1946 and 1948, and is one of three bridges that connect Terminal Island to the mainland. The bridge was named for Commodore Schuyler F. Heim, commanding officer of the Terminal Island Naval Base throughout World War II. The United States Navy completed construction of the bridge in 1948 and then turned it over to the City of Long Beach, which operated the bridge until 1974. The bridge is a vertical lift structure with a 73-meter (m) (240-foot [ft]) span. It has an 820-ton movable (lift) span that is supported by two crossbraced steel towers suspended by cables, and a pair of 400+-ton counterweights. Historic records indicate that, by 1951, the Schuyler Heim Bridge showed significant settlement caused by oil extraction in Long Beach Harbor. In 1951, the towers were leaning approximately 3.8 centimeters (cm) (1.5 inches [in]) to the east, and the approach structures had settled as much as 10.2 cm (4.0 in). The combined effects of settlement and leaning created the potential to bind the moveable parts and cause the lift span to fail. Subsequently, the towers were straightened, and additional work was conducted on the approaches, truss bearings, guard rails, pier footings, and lift span guide rollers. During the 1950s, the City of Long Beach pumped groundwater into depleted oil fields beneath the harbor, which mitigated the bridge’s rate of subsidence. However, the harbor continued to sink, requiring bridge repairs. By the end of the decade, the shifting terrain beneath the bridge foundations had caused cracks in the reinforced concrete pillars beneath the bridge, requiring additional repairs. Throughout the 1960s, 1970s, and 1980s, bridge repairs continued for routine maintenance, as well as for damage caused by trucks and marine vessels. In 1987, the Whittier Narrows earthquake (Richter magnitude [M] 5.9) twisted a heavy girder in one of the towers. In 1988, Caltrans initiated a 2ドル million project to refurbish the bridge to accommodate increased vehicular and marine traffic in response to expansion of the ports. After the 1994 Northridge earthquake, the Schuyler Heim Bridge was determined to be in need of seismic retrofit improvements. A Project Scope Summary Report (PSSR) was completed in 1998 to program the retrofit project and included the plans, specifications, and engineering estimate (PS&E) for the retrofit. During the PS&E phase, it was determined that replacement of the bridge would be more cost-effective and practical than retrofitting the existing bridge to meet seismic requirements for a major earthquake. Therefore, the retrofit design was halted. Subsequently, in consultation with the U.S. Coast Guard, Caltrans developed several fixedspan bridge alternatives. These alternatives met the project purpose of complying with the 1994 state mandate for Caltrans to strengthen its bridges, and met the need to comply with seismic requirements, reduce potential safety hazards to vehicular and marine traffic, and provide a cost-effective solution to the ongoing deterioration of the bridge.
(Source: Route 47 EIR)

[画像:[Map]]Additionally, Caltrans has historically wanted an expressway in this area, as part of a series of regional transportation improvements at the southern end of the Alameda Corridor. The Route 47 Expressway is cited in the Southern California Association of Governments Regional Transportation Plan. It would build upon a network of local streets by constructing a high-capacity expressway connecting the Ocean Boulevard/Route 47 Interchange with Alameda Street at Pacific Coast Highway, thereby providing a missing link in the local transportation system. The existing Route 47 extends east from the southern terminus of the Harbor Freeway (I-110) in San Pedro, over the Vincent Thomas Bridge, along Seaside Avenue and Ocean Boulevard, then north across the Cerritos Channel on the Schuyler Heim Bridge, continuing north on Henry Ford Avenue, then onto Alameda Street until its terminus at I-10 in downtown Los Angeles. The Route 103 Expressway is an alternative to the Route 47 Expressway. It also would build upon a network of local streets by constructing a high-capacity expressway that connects existing Route 103, beginning about 0.8 kilometer (km) (0.5 mile [mi]) north of Pacific Coast Highway, to Alameda Street at a point about 0.8 km (0.5 mi) south of the San Diego Freeway (I-405). Currently, to connect from Terminal Island to Alameda Street, vehicles must travel 1.5 km (0.9 mi) north from Ocean Boulevard, then exit at the Henry Ford Avenue off-ramp and travel north through local streets, signalized intersections, and railroad crossings for about 2.0 km (1.2 mi) before joining Alameda Street just south of Pacific Coast Highway. Alameda Street continues north of Pacific Coast Highway for 4.0 km (2.5 mi) and connects to the I-405. About 5.5 km (3.4 mi) north of I-405, Alameda Street connects to the Artesia Freeway (Route 91). The existing Route 103 begins north of the Schuyler Heim Bridge at the Terminal Island Freeway, where Route 47 exits at Henry Ford Avenue. Route 103 continues north to Pacific Coast Highway, where it ends. The Terminal Island Freeway continues past the terminus of Route 103 and ends at Willow Street/Sepulveda Boulevard.
(source)

As a result, Caltrans initiated a 351ドル million project to start in 2009 with the following goals:

• Provide a structurally and seismically safe vehicular connection along the critical northsouth corridor between Terminal Island and the mainland that can remain in service following a major earthquake to ensure that ground and vessel transportation are maintained.
• Improve operational and safety design features of the crossing to facilitate the movement of people, freight, and goods, while meeting current design standards to the maximum extent feasible.
• Provide a high-capacity alternative route for traffic between Terminal Island and I-405 that reduces traffic congestion and improves safety.

There are a number of alternatives under consideration:

• Alternative 1. This alternative involves replacement of the existing Schuyler Heim Bridge, construction of a new Route 47 Expressway to provide a high-capacity alternative route along the Alameda Corridor for traffic between Terminal Island and Alameda Street at Pacific Coast Highway, and construction of a flyover that would divert eastbound Ocean Boulevard traffic directly onto northbound Route 47 and across the new bridge. Construction activities for the replacement bridge and Route 47 Expressway are planned to begin in 2009 and be completed in 2011. Construction of the flyover is planned to begin in 2015 and be completed in 2017. With this alternative, a new fixed-span bridge would be constructed, primarily within the existing bridge right-of-way (ROW), but toward the east to avoid impacts to the railroad on the Badger Bridge, immediately to the west; the existing Schuyler Heim Bridge (lift bridge) would be demolished. The replacement bridge would be 13 m (43 ft) wider than the existing bridge due to the addition of standard shoulders, which are not present on the existing bridge. The replacement bridge would include three 3.6-m (12-ft) lanes (two through-lanes and one auxiliary lane), with 3-m (10-ft) shoulders in the northbound direction, and four 3.6-m (12-ft) lanes (three through-lanes and one auxiliary lane), with 3-m (10-ft) shoulders in the southbound direction. Bridge construction would include a southbound off-ramp and northbound on-ramp at New Dock Street on Terminal Island, as well as a northbound off-ramp and southbound on-ramp at Henry Ford Avenue on the mainland side of the bridge. With this alternative, the new bridge would be supported by four piers in the channel, with a minimum vertical clearance of 14.3 m (47 ft) over the mean high water level (MHWL). This clearance would be maintained for the width of the navigable channel, which would be 54.9 m (180 ft), the same as under existing conditions. The new Route 47 Expressway would begin on Terminal Island, at the intersection of Route 47 and Ocean Boulevard, extending north over New Dock Street and onto the new fixed-span bridge. The expressway would extend northward to Alameda Street, south of the intersection with Pacific Coast Highway, a distance of approximately 2.7 km (1.5 mi). The Ocean Boulevard/Route 47 Flyover (flyover) would begin on Terminal Island, about 1,200 m (3,900 ft) west of the Ocean Boulevard/Route 47 intersection, extend eastward along the south side of Ocean Boulevard, and then turn north, cross over Ocean Boulevard and onto the new bridge. The west end of the flyover would be at grade, then rise to a maximum elevation of 21 m (69 ft) to join the new bridge. The elevated portions of the flyover would be supported by fourteen single-column bents, one 2-column outrigger bent, with a total of 15 spans. The flyover would have an overall length of 830 m (2,723 ft), ending at the northerly end point (gore point) of the northbound New Dock Street on-ramp onto the bridge. The left lane of the flyover would converge with the Route 47 through lane to the left; the right lane of the flyover would continue as a northbound Route 47 through lane and would have the option to continue to Route 47 or SR-103. The flyover would be located entirely within the City and Port of Long Beach.
• Alternative 1A. Alternative 1A is a structural variation of Alternative 1. The main purpose of this alternative is to improve the aesthetics of the replacement bridge over the Cerritos Channel and span a greater horizontal distance across the channel between columns. Other aspects of this alternative, the Route 47 Expressway and Ocean Boulevard/Route 47 Flyover, would be the same as described for Alternative 1.
• Alternative 2. With this alternative, the existing Schuyler Heim Bridge would be replaced by a fixed-span bridge, and the flyover described under Alternative 1 would be constructed. This alternative also would extend Route 103 to the northwest on a four-lane viaduct to join Alameda Street between Sepulveda Boulevard and I-405. Improvements to Route 103 would begin approximately 3.2 km (2 mi) north of the Schuyler Heim Bridge and extend a distance of approximately 2.6 km (1.6 mi). The viaduct would cross over the Union Pacific Railroad manual yard and San Pedro Branch, through the Southern California Edison (SCE) utility corridor, across the Los Angeles Harbor Department Warehouse 16/17 area, over Sepulveda Boulevard, then parallel the western boundary of the Intermodal Container Transfer Facility (ICTF) to the centerline of Alameda Street. The viaduct would slope to grade south of the Wardlow Road ramps to I-405. Improvements would be made to the existing Route 103 to accommodate the southerly and northerly end connections of the viaduct.
• Alternative 3. This alternative would preserve the existing Schuyler Heim Bridge and construct a new fixed-span bridge on an alignment east of the existing bridge. Under this alternative, the new bridge would have the same lane configuration as the replacement bridge for Alternative 1. Additionally, the Route 47 Expressway and Ocean Boulevard/Route 47 Flyover described under Alternative 1 would be constructed, and connectivity with SR-103 would be maintained.
• Alternative 4. This alternative is provided as a means of constructing a new bridge over the Cerritos Channel and, at the same time, preserving the existing bridge. The Schuyler Heim Bridge has been determined to be a historic property and is eligible for listing in the National Register of Historic Places. With Alternative 3, the existing bridge would be retrofitted and left in place, but would not be used. However, according to the U.S. Coast Guard, when a bridge is no longer used for its permitted purpose of providing land transportation, the bridge shall be removed from the waterway. Therefore, removal of the existing Schuyler Heim Bridge would be included as a condition of the federal permit for the replacement bridge. This alternative would replace the existing Schuyler Heim Bridge (lift bridge) with a fixed span bridge, largely along the existing bridge alignment, generally as described under Alternative 1. Also with this alternative, connectivity with the Route 103 would be maintained. The existing Schuyler Heim Bridge would be demolished, as would occur under Alternative 1. With this alternative, however, no roadway improvements would occur, and the flyover would not be constructed. Additionally, the Route 47 Expressway described in Alternative 1 would not be constructed, and the Route 103 Extension to Alameda Street described in Alternative 2 would not be constructed.
• Alternative 5. This alternative is designed to identify low-cost, easily implementable improvements to the local roadway system as an alternative to constructing more expensive improvements. This Transportation System Management (TSM) alternative focuses on improvements to routes that parallel the proposed Route 47 Expressway, and that serve the same trips.
• Alternative 6. No Build.

Alternatives that were eliminated included extending Route 103 to I-405 or I-710, with freeway-to-freeway connections. These were just too expensive.

[画像:Final Routing]As of April 2008, Caltrans approved replacement of the Schuyler Heim and Gerald Desmond bridges. In March 2009, the CTC received notice of the draft EIR. In October 2009, the CTC approved the project for future consideration of finding, based on the final EIR.

In July 2010, the CTC approved amending the Proposition 1B Project Baseline Amendment for TCIF Project 16, Route 47 Port Access Expressway and Schuyler Heim Bridge Replacement to split the project into two segments. Segment 1 is for the replacement of the Schuyler Heim Bridge and Segment 2 is for the Route 47 Expressway. The split will allow Segment 1, the Schuyler Heim Bridge replacement, to begin construction in June 2011, while the Environmental Impact Report (EIR) and Environmental Impact Statement (EIS) for Segment 2 are litigated. In Segment 1, the existing lift bridge will be replaced by a fixed span structure, either cast in place or precast concrete. In Segment 2, an expressway (Route 47) will be constructed as an elevated viaduct between Route 103 over Henry Ford Avenue and Alameda Street, where it transitions down to the existing grade south of Route 1.

In March 2016, it was reported that the eastern side of the new bridge replacing the old Schuyler Heim Lift Bridge is open and both north and southbound traffic is being routed on it while the old lift bridge is demolished and the western side of the new bridge is built. New signage installed for northbound traffic on the Terminal Island Freeway crossing the new bridge indicates that Route 47 exits off itself as “Exit 5” at Henry Ford Avenue. Exit 5 is an exit number for Route 47, as Route 103, which begins as a short concurrency with Route 47 at the Seaside Freeway interchange, begins only 1½ miles south of this point. The old Schuyler Heim vertical-lift bridge that opened on Jan. 10, 1948, is, piece by piece, now being relegated to port history, deemed structurally obsolete and seismically unsafe, no longer able to handle the growing traffic demand or provide the vertical clearance needed for passing ships. In its place, the California Department of Transportation is building a 180ドル million six-lane, fixed-span concrete bridge straight across and over the Cerritos Channel shipping lane. Rising nearly five stories above the water, the new bridge will provide plenty of vertical room. The new three-quarter-mile-long bridge — expected to be finished in early 2017 — will be safer and reduce maintenance costs, according to Caltrans. It will allow traffic to move from Terminal Island directly onto Alameda Street, bypassing three stop lights and five railroad crossings, according to an article on the Port of Los Angeles website.
(Source: Occidental Tourist/Andy3175 @ AAroads, Jan/Feb. 2016)

In December 2016, the CTC approved the following allocation: 07-LA-47 2.7/5.8 Route 47 in the cities of Long Beach and Los Angeles from Ocean Boulevard to transition of Route 103 and Henry Ford Avenue along Route 47. Replace Schuyler Heim Bridge Outcome/Output: Supplemental funds are needed to Complete Construction. Total revised amount 24,900,000ドル.

In June 2023, the CTC approved for future consideration of funding 07-LA-47, PM 2.7/5.8. Schuyler Heim Bridge Replacement and State Route 47 Expressway Project. Replace the vehicular connection along the north-south corridor between Terminal Island and the mainland with a seismically safe bridge and provide a high-capacity alternative route to and from Terminal Island to improve safety, traffic movement, and reduce traffic delays, in Los Angeles County. (FEIR Addendum) (PPNO 0444E) (SHOPP). The project is located on Route 47 from postmile 2.7 to postmile 5.8, in Los Angeles County. The Department proposes to construct a four-lane elevated expressway connecting Terminal Island to Alameda Street, including the replacement of Schuyler Heim Bridge (Note: This is odd, as the Schuyler Heim Bridge was just replaced in 2016, but it is possible this is just Segment 2 of the original proposal). The project is currently programmed in the 2018 SHOPP for a total of 7,138,000,ドル which includes Right of Way (Support and Capital) and Construction (Support and Capital). Construction is estimated to begin 2021-22. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2018 SHOPP. A copy of the FEIR has been provided to Commission staff. The Commission approved the project for future consideration of funding on October 14, 2009, under Resolution E-09-79. Since the approval of the 2009 FEIR, Addendums were prepared to describe that the project would be built in phases. Modifications to the scope include, but are not limited to, the placement of riprap (rock), placement of soil fill for drainage purposes, minor widening and modifications to the Henry Ford off-ramp, and the addition of a pumping station to be completed as a separate phase of construction. The Department subsequently completed Addendums to the FEIR pursuant to CEQA. The Department has approved this project for construction. This approval and Addendums will satisfy the environmental requirements for this stage of the planning process.
(Source: June 2023 CTC Agenda, Agenda Item 2.2c.(2) Item 7)

In December 2025, the CTC approved a request for an additional 250,000ドル in Capital Outlay Support (COS) for this project. This project is located on Route 47 in the City of Long Beach, at the Schuyler Heim Bridge
(№ 53-2618), in Los Angeles County. The project will replace the bridge. The project realized cost increases due to two outstanding Port parcels that have not been closed out. During construction, the project experienced a 3-year delay due to issues that the contractor and specialized subcontractor encountered while demolishing a portion of the foundation which was underwater. The Department determined that the size of the equipment was too small to remove this existing foundation.  The specialized subcontractor was dismissed, and it took time to find another specialized subcontractor to perform the remaining work.  In December 2016, when the budget was adjusted, it was based on the project completing construction in June 2019.  However, the project ultimately reached CCA in June 2022.  As a result, additional support efforts were required to revise the right of way mapping, appraisal, and acquisition to extend the temporary construction easements several times.
(Source: December 2025 CTC Agenda, Agenda Item 2.5e.(5))

According to Daniel Thomas in May 2004, there are trailblazer signs posted at least three times on Alameda Street North at Carson Street, Del Amo Boulevard and Santa Fe Avenue. There were some southbound as well. This is the section that was reconstructed. There were not any signs posted south of I-405, nor along Henry Ford Avenue, although there is a lot of construction happening on that section.

Overall statistics for Route 47:

• Total Length (1995): 3 miles traversable; 18 miles unconstructed
• Average Daily Traffic (1992): 14,400 to 33,000.
• Mileage Classification: Urbanized: 21.
• Previous Federal Aid Mileage: FAU: 3 mi.
• Functional Classification: Prin. Arterial: 21 mi.
• Counties Traversed: Los Angeles.

The portion of this route from Seaside Blvd in San Pedro to Sepulveda Blvd. in Long Beach is the "Seaside Freeway". It was named by House Resolution 144 in 1959.

Some Caltrans District VII information shows this as the "Terminal Island Freeway". The first segment opened in 1948. Terminal Island was originally named "Isla Raza de Buena Gente" (Island of the Race of Good People). Early in the American era, the island became known as Rattlesnake Island. In 1911, after the Los Angeles Terminal Railway had built a line from the city to the island, it assumed its present name. Generally, the Terminal Island Freeway is really Route 103.

The proposed name for the planned freeway segment between Route 1 and I-10 was the "Industrial" Freeway.

Assemblyman Vincent ThomasBridge 53-1471 in San Pedro (LA 000.86) was originally called the "San Pedro-Terminal Island Bridge". It was built in 1961. It was renamed the "Vincent Thomas Memorial Bridge" by Assembly Concurrent Resolution 131, Chapter 226, in 1961. It honors Assemblyman Vincent Thomas from San Pedro's, an orphan from the streets and wharves who went on to become a State Assemblyman for the 52nd District in San Pedro. Vincent Thomas moved to San Pedro from Oakland in 1919. In 1928, he graduated from San Pedro High School. He received a Bachelor Degree from the University of Santa Clara in 1932 and attended the University of Santa Clara and Loyola Law Schools from 1932 to 1936. He worked as a minor sports coach and PE instructor while in college. He also played football for Santa Clara. He was married and had a daughter and son. He was elected to the California Assembly in 1940. In 1962, he was elevated to Dean of the Assembly. He also served as Chairman of the Committee on Intergovernmental Relations. He was still in the Assembly when his namesake bridge opened in 1963. He was the individual most responsible for its realization. He served in the Assembly at least through 1975. As for the bridge itself, it was completed in 1963, and was the first bridge of its kind to be constructed on pilings. Construction required 92,000 tons of Portland cement, 13,000 tons of lightweight concrete, 14,100 tons of steel and 1,270 tons of suspension cable. It is designed to withstand winds of 90 miles per hour, double that required by code. The overall length of the bridge is 6,060 feet (4^th longest in California, 76^th longest in the world), with a main suspension span of 1,500 feet and 500-foot spans on either side. The bridge carried an average of 48,000 cars and trucks per day in 2005. Its roadway is 52 feet wide between the curbs and stands 185 feet above the harbor. Its towers are 335 feet tall. The bridge is painted annually by nine Caltrans workers, who cover all 1.6 million square feet of steel siding and cables with three to four coats of oil-based paint, totaling 54,800 gallons. They start with a terra cotta-colored primer, followed by two to three finish coats in the bridge's distinctive green. The final coat used on visible surfaces is flecked with silver, lending the structure its iridescent glow. Much of the paint is sprayed on, and crews must drape sheets of vinyl below them to catch any paint that might fall into and pollute the water. The bridge's heavy cables require particular care: Workers don large mitts that they douse in paint and then clasp the cables to coat them. A separate crew is responsible for checking and replacing the bridge's 278 light bulbs, from the tower-top beacons to navigation lights below the roadbed. Other crews inspect the bridge to assure that its cables and welds have not been weakened by weather or age. The bridge was dedicated on Saturday, September 28, 1963. Doing the honors in 100-degree heat were L.A. Mayor Sam Yorty, State Controller Alan Cranston, L.A. Supervisor Burton Chace, L.A. City Councilman John S. Gibson, Sen. Thomas Kuchel and former governor Goodwin J. Knight. Organizers had hoped to get Governor Pat Brown and President John F. Kennedy to attend, but they were up in Northern California dedicating the Whiskeytown Dam and Reservoir and couldn't make it. The bridge officially opened to traffic on Friday, November 15, 1963 at 12:01 a.m. Vincent Thomas paid the first toll, which was 25¢.
(Information adapted from the San Pedro Chamber of Commerce's page on the Vincent Thomas Bridge, the Los Angeles Almanac page on Vincent Thomas, and a 2006年01月10日 Los Angeles Times article on the bridge. Image sources: Interstate Guide; SCU/Bronco Bench)

Commodore Schuyler F. HeimBridge 53-2618^*, over the Cerritos Flood Control Channel in Los Angeles County (~ LA 3.966 to LA 4.123), is named the "Commodore Schuyler F. Heim Memorial Bridge". It was built in 1946. The name is not official. Commodore Schuyler Franklin Heim was born in Plymouth IN in 1884. He advanced from ensign to commodore, and saw duty in battleships, cruisers, repair ships, and destroyers. He served at the Naval Operating Base on Terminal Island between 1940 and 1945, and was commandant of Naval Activities in the Los Angeles/Long Beach area. He was awarded the Legion of Merit Award. He was also well known for his Judo skills.
(Thanks to the research librarian at the Naval Academy in Annopolis MD for providing this information. Image source: American University Digital Research Archive)
———
*: Not in the Caltrans Bridge Log.

The following segments are designated as Classified Landscaped Freeway:

• Cal-NExUS Exit Numbering: Route 47

• California @ AARoads:
  • California 47
  • California 103
• Roadgap: The Bridges of Terminal Island: CA 47, CA 103 (Cameron Kaiser)
• Gribblenation Blog (Tom Fearer):
  • California State Route 47 and the Vincent Thomas Bridge
  • The Terminal Island Freeway (California State Route 103 and California State Route 47)
• Southern California Regional Rocks and Roads (Michael Ballard): Route 47/103

[SHC 253.1] Entire route (not completely constructed). Added to the Freeway and Expressway system in 1959.

The route that became LRN 47 was first defined in the 1919 Third Bond Issue as running from Orland to Chico. It was extended in 1933 from [LRN 3] near Chico to [LRN 29] near Deer Creek Meadows. It was captured in the 1935 highway code as:

1. [LRN 7] at Orland to Chico
2. [LRN 3] near Chico to [LRN 29] near Deer Creek Meadows.

In 1959, Chapter 1841 simplifed "[LRN 7] at Orland" to "[LRN 7] near Orland". Signage was as follows:

1. From LRN 7 near Orland to Chico.

   This is signed as Route 32.

2. From LRN 3 near Chico to LRN 29 near Deer Creek Meadows.

   This is signed as Route 32, and runs from US 99E (LRN 3) to Route 36 (LRN 29).

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