The long, convoluted history of the 710 corridor

1930s and 1940s The f irst 710 routes are born

As state transportation officials began to map out California’s vast future freeway network in the 1930s, they included a connection from Monterey Park to Long Beach, dubbed Legislative Route 167. In 1949, then-Gov. Earl Warren signed legislation extending the route farther north into South Pasadena.

1950s and 1960s Work on the freeway begins

In 1951, crews began working on the southern portion of the 710, which connects to the ports of Long Beach and Los Angeles. In 1964, the California Highway Commission adopted the so-called Meridian Route, named because it parallels South Pasadena’s Meridian Avenue. Caltrans began purchasing homes along the expected route of the freeway in El Sereno, South Pasadena and Pasadena.

1965 The freeway opens — kind of

Caltrans opened the freeway in phases and cut the ribbon in 1965 on a 1.3-mile segment from the 10 Freeway to the 710’s current terminus on Valley Boulevard in Alhambra. Protests from South Pasadena over the planned northern route delayed further construction.

1973 The lawsuits begin

Three years after California and federal officials approved sweeping environmental legislation, the city of South Pasadena, the Sierra Club and other organizations sued in federal court, saying the 710 project should be subjected to a more rigorous environmental review. A judge issued an injunction halting construction until the studies could be completed, which effectively blocked the freeway for 25 years. South Pasadena later amended its general plan to show public buildings in the path of the proposed freeway, prompting a lawsuit from Caltrans.

1977 What if we made it smaller?

The state’s final environmental documents recommended a scaled-down version of the freeway, with four lanes. Federal officials balked, and work ground to a halt.

1980s Cutting out cities’ consent

In 1982, Gov. Jerry Brown signed a bill that allowed Caltrans to build the freeway without the consent of municipal governments such as South Pasadena. But it required more environmental studies, and a decision on a route, by 1985. Two years later, state officials approved a route they had previously endorsed, along Meridian Avenue. They also rejected a series of suggestions — including a possible double-decking of the 110 Freeway — made by a federal advisory group on historic preservation.

1992 Governor says build it already Gov. Pete Wilson’s administration ordered the freeway built, and federal highway officials issued a long-awaited approval for the environmental study. 1995 Lawsuits start up again

In 1995, El Sereno activists filed a federal race-discrimination lawsuit against the state, alleging that the route through their largely Latino neighborhood lacked the noise mitigation promised to Pasadena and South Pasadena.

April 1998 Federal government approval

Late on a Monday night, officials with the Federal Highway Administration signed the so-called record of decision approving the 6-mile freeway extension. It was a blow for freeway foes, who had hoped the federal government would stop the project. Still, the groups won a last-minute concession that officials would review the project again after it was fully designed. Later that year, South Pasadena sued again in federal court, saying the document failed to protect the environment and historic homes and businesses.

1999 Judge blocks construction

In a major victory for South Pasadena, U.S. District Judge Dean Pregerson ruled that Caltrans and federal officials might have violated the Clean Air Act and failed to consider alternatives for the 6.2-mile freeway project. Pregerson said the agencies had not prepared adequate environmental impact reports and had not properly considered so-called low-build alternatives to help traffic flow on surface streets. He blocked the agencies from spending money on construction or acquisition of properties along the proposed freeway’s path.

2000 Pasadena changes course

After decades of supporting the project, the Pasadena City Council rescinded its support of the 710 and joined South Pasadena in opposing the project. In an hours-long and sometimes-heated public hearing, the mayor of Monrovia told City Council members that reversing course would only prove that “you just care about your own parochial needs.”

2003 Federal officials back away

Federal Highway Administration officials rescinded their approval of the 710 project, telling Caltrans officials that so much time had passed since the environmental review in 1992 that it would have to be redone. Since the project was first studied, 11 additional historical sites had been identified in the freeway project area, the Gold Line opened to Pasadena and the Alameda Corridor freight train route opened, which could relieve some pressure from the 710, officials wrote.

2008 New sales tax funding renews the 710 debate

Measure R, the half-cent sales tax increase that voters approved in 2008, included $780 million to study possible improvements along the 710 corridor. South Pasadena and La Cañada Flintridge filed a lawsuit over the Measure R ordinance, saying Metro was improperly funding a project that had not undergone a full environmental review. The lawsuit was later thrown out. In 2009, Caltrans began exploratory drilling for an environmental study.

March 2015 A new freeway price tag

A 2,260-page draft environmental report prepared by Metro and Caltrans examined four options for closing the 6.2-mile gap between Alhambra and Pasadena. Building an underground freeway would be the most expensive option, at $3.1 billion to $5.6 billion, and would take about five years to complete, the report found. Metro and Caltrans said they would consider a bus system, a light rail line and various upgrades to the existing route, as well as a “no build” option.

2015 Door closes on surface plans

With all surface freeway options off the table, Caltrans began preparing to sell more than 400 homes purchased in the 1950s and ’60s in preparation for freeway construction.

May 2017 Tunnel may be scrapped

Last week, Metro Chairman John Fasana, a Duarte councilman, proposed that the agency dedicate the remaining Measure R funds to improving traffic signals, streets, intersections and bus service. Officials could also encourage residents to reduce solo car trips in the area surrounding the 710 gap, between Alhambra and Pasadena. The final decision rests with Caltrans, which is expected to vote on an option later this year or in 2018.