Cato Hernández
scours through tons of archives to understand how our region became the way it is today.
Published November 29, 2023 5:00 AM
Ramona Boulevard, 100 feet north of the intersection of Mitchell and Echandia Streets, on April 16, 1935.
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Public Domain, USC Libraries Special Collections
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USC Libraries and California Historical Society
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Topline:
Angelenos have a love/hate relationship with the 10 Freeway (and probably any other for that matter), but the 10’s historical feats have left quite a mark on the county. So as repairs continue on the 10, we look into how this route changed driving in L.A.
How did the 10 Freeway start? The routes have gone through many name changes and have fallen under different plans, but the state really got coordinated in the 50s.
But was it the first freeway? Not quite, but it’s sort of its own first. Before the 10 Freeway that we know today existed — with its elevated and structured routes — Ramona Boulevard created buzz as a highway in 1935. This four-mile stretch had some hallmarks of a freeway, which later became the 10, but it lacked a key safety feature.
Read on… to learn about other big firsts on the freeway.
Freeways aren’t that cool — but the 10 gets kind of close because of its curious past.
It’s been in the news after the pallet fire and speedy recovery (although it's still undergoing repairs), but now, let’s look at some of its pivotal growth spurts.
A brief history of the 10 Freeway
While it wasn’t always called the 10, the route has been around for a long time.
In the early 20th century, Los Angeles was experiencing rapid growth. More and more people were buying cars, and there was a hodgepodge of different types of roads, ranging from dirt roads to flashier paved routes where you could drive faster than on other streets.
Travelers could use these roads to get from point A to point B in L.A. a little faster, but it was still slightly chaotic. So by the 1930s, the city began planning for a more organized network of roadways, especially between commerce and urbanized areas.
Today the route of Interstate 10 stretches thousands of miles from Santa Monica all the way to Florida, but before all that concrete was laid out, what would become the 10 Freeway was a much smaller system of highways with different names and destinations.
Is it LA’s first freeway?
The Ramona Freeway was the earlier name for Interstate 10 and went from downtown Los Angeles to the San Bernardino County line. The Macy Street Bridge, shown here in 1943, went above the route.
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Security Pacific National Bank Collection/Los Angles Public Library
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One of those upgraded routes was Ramona Boulevard, which opened in April 1935. It ran for four miles downtown under where the 10 is now, between Aliso Street and Garvey Avenue (ironically likely near where the pallets caught fire).
It created buzz because of its physical innovations — many of which would become central to the definition of a freeway.
Author Paul Haddad wrote that it was a roadway “with all the hallmarks of a freeway: separate grades, sloped embankments, and bridges replacing cross-traffic.”
(The person who coined the term 'freeway' — h/t Edward Bassett — saw it as different from other types of thoroughfares. A freeway wasn't about scenic routes or open access, it was about controlled and quick movement, leading to a free flow of traffic.)
Whether or not it’s the first freeway isn’t an easy answer because Ramona Boulevard started with new nomenclature.
The L.A. Department of Transportation says the state called it an “airline route” because “motorists could ‘fly’ without intersectional conflict at 50 miles per hour.”
But then in 1943, eight years after opening, the county’s regional planning commission referred to this stretch as a freeway “conversion of an existing highway.”
It’s not all semantics, though. The commission did define a freeway as a route:
exclusively for the movement of motor vehicles
separated from other properties by barriers
that prohibits going in and out
with reasonably spaced out entries and exits
with uninterrupted traffic flow that’s divided into two sides
The thing is, Ramona Boulevard had all the above except that last one — the dividing section between the two sides. So, it didn’t pass the “freeway” name test.
But ironically it proved how important a dividing section could be because of the number of accidents that happened without one: during its first 40 months, there were 77 injuries (including deaths) on Ramona Boulevard, according to LADOT history, mostly from head-on and sideswipe collisions.
To make it safer, a city traffic engineer asked the state to approve a “narrow guard rail design with lights atop” that would go in the middle. The interim measure worked, and since then all high-speed state highways use a raised median or barrier in the center.
While Ramona can’t technically claim the “first freeway” title because it didn’t have a divider between sides, we wouldn’t have sussed out what a freeway needs to be without it. A real chicken or the egg situation.
The upshot is that the title of L.A.’s first freeway officially goes to its neighbor, the 110, the Arroyo Seco Parkway which mostly opened in 1940 — Ramona was L.A.’s scrappy trial run.
A growing freeway system
The interchange of the Harbor, San Bernardino, Santa Ana and Hollywood freeways in May 1957.
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Clinton H. Betz
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Los Angeles Photographers Collection/Clinton H. Betz Collection/Los Angles Public Library
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Through the 1940s, '50s, and '60s, coordinated state plans emerged to develop these routes and other thoroughfares, into a network of fast-paced freeways.
There was much back and forth between leaders about what freeway routes would exist, where they’d lead and how they’d be named. But eventually, crews broke ground on the newly named Santa Monica Freeway portion over the L.A. River in 1957. The eastern side near Alhambra, which used to be called Ramona Freeway, was already open and was renamed the San Bernardino Freeway in 1954.
A portion of the freeway was included in the interstate highway system in 1957, earning that recognizable I-10 number. Other sections were included under the 10 moniker later, in an honestly way too confusing way.
Growth came at a cost for those in the freeway’s path. The routes were put close to schools and residences, which Angelenos complained would impact people’s health over time. A west side section of the 10 also displaced thousands of residents, including folks who lived in the now bisected Sugar Hill neighborhood.
Innovations on the 10
Newly installed traffic condition information sign on the Santa Monica Freeway in 1973. This was a test message.
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Security Pacific National Bank Collection/Los Angles Public Library
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The 10 Freeway brought other big innovations to L.A., such as electronic message boards.
Citizens Against the diamond lane picket Gov. Brown's presidential campaign headquarters at 4055 Wilshire Blvd. demanding he review the experiment with an eye toward ending it on May 16, 1976.
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Mike Mullen
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Herald Examiner Collection/Los Angles Public Library
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According to Haddad, the new boards pointed drivers to another innovation: the diamond lane. Essentially a carpool lane, it ended up a flop. Drivers hated it because it took over an existing freeway lane and you could only use it if you had three or more people in your car. The dislike was so strong that the woman behind the lane received “sexist taunts and death threats,” according to Haddad.
Sexism in engineering would have to take another back seat, though. Marilyn Reece, designer of the 10 and 405 interchange, was the first woman engineer registered in California, and Caltrans dedicated this junction to her in 2008.
According to Haddad, the 10 is also the first to use white letters on green signs and turnouts for the California Highway Patrol to clear accidents.
Gab Chabrán
covers what's happening in food and culture for LAist.
Published September 10, 2026 5:00 AM
A fruit vendor sells on Whittier Boulevard in East L.A.
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Andrew Lopez
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Boyle Heights Beat
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Topline:
A recent AirTalk segment highlights the decades-long debate over street vending in Los Angeles. Despite efforts by the City Council and statewide law, enforcement remains murky at best, even though it's a fixture of Los Angeles culture.
Why now? During a recent debate, Mayor Karen Bass made a series of comments that cast street vending in an unsavory light, prompting an almost immediate backlash from her opponent, Nithya Raman, who has devised her own nine-point plan to address street vending if elected.
Why is it important? Street vendors are as much a part of L.A.'s identity as its restaurants — but the system meant to support them is so broken that only a fraction operate with full legal standing. As this becomes a defining issue in the mayor's race, it's worth knowing the difference between political rhetoric and how the rules actually work on the ground.
Last month, street vending became a flashpoint during one of the recent debates for L.A. mayor when incumbent Karen Bass said, "I do not think that you should have a food vendor in front of a restaurant. Period," drawing a comparison to unhoused encampments.
The remarks set off an almost immediate backlash. Mayoral candidate Nithya Raman, who has her own 9-point plan to support street vendors, said Bass "took a shot" at the street vending community and reiterated her commitment to work toward regulations and legalizing their operations.
Bass's office later eased its stance, saying it had directed the LAPD to stop issuing criminal citations to street vendors — and to dismiss any that had been issued in error.
Street vending remains part of the Los Angeles landscape, and the backlash from the debate brought to light just how confusing its legality can be. To understand how we got here, it helps to start with the basics.
Is street vending legal?
Yes. Since SB 946 in 2018, state law has decriminalized it. That means cities and counties can't criminally cite vendors or ban them from specific zones. They can, however, still enforce health and safety rules — things like sidewalk clearance and ADA access.
So why does it feel unregulated?
On a recent segment forAirTalk, Memo Torres ofL.A. Taco pointed to a stark gap between L.A.'s vending population and its permitted vendors. According to an email from the California Restaurant Association reported byFOX 11, an estimated 50,000 street vendors operate across Los Angeles — yet only 53 hold permits specifically for food sales.
Why so few permits?
Vending requirements largely mirror restaurant-grade standards — large refrigeration units, multi-basin sinks — that don't fit the reality of most vendor setups: flat-top griddles, folding tables, pop-up tents.
That isn't to say there haven't been efforts by the city to address the permitting gap. In 2024, the City Council, with Raman's backing, voted to drop the annual permit fee from $541 to $27.51.
Raman's mayoral campaign has since proposed another potential fix: extending a state permit category — currently used by vendors at farmers markets who share equipment like a communal three-compartment sink — to street vendors, so operators wouldn't need their own restaurant-grade setup to qualify.
What about health and safety?
County health inspectors technically oversee street food vendors, but both industry and vendor advocates agree enforcement is inconsistent — leaving reliable data on violations hard to come by.
Are vendors and restaurants actually enemies?
A 2015 Economic Roundtable study found that businesses located near street vendors were more likely to see job growth than those without nearby vendors.
What’s next
Proposals like Raman's permitting reforms aim to close the gap — but for now, most of L.A.'s vendors remain outside the formal system.
Outside the Melbourne Cricket Ground ahead of the NFL game between the Rams and 49ers. (AP Photo/Asanka Brendon Ratnayake)
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Asanka Brendon Ratnayake
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Associated Press
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Topline:
The longest road trip in NFL history has brought the San Francisco 49ers and the Los Angeles Rams to Australia’s sports capital for a season opener in front of more than 100,000 football-hungry fans packed into the Southern Hemisphere’s largest stadium.
Why it matters: The NFC West rivals are playing Australia’s first NFL game, and the starkly differing ways in which they made this epic journey have attracted almost as much attention as the two star-studded rosters preparing to put on a show.
The backstory: The 49ers have been Down Under for more than a week, adjusting their body clocks and winning over thousands of Aussie fans who appreciate their commitment to the historic moment. The Rams were only scheduled to arrive in Melbourne around dawn Thursday, roughly 28 hours before the Friday morning kickoff that’s necessary to play the game Thursday night in prime time in the U.S. That’s because head coach Sean McVay is convinced they can thwart jet lag and optimize their game readiness by staying home on California time.
What's next: The Rams and 49ers kick off at 5:35 p.m. Thursday night on Netflix.
The longest road trip in NFL history has brought the San Francisco 49ers and the Los Angeles Rams to Australia’s sports capital for a season opener in front of more than 100,000 football-hungry fans packed into the Southern Hemisphere’s largest stadium.
The NFC West rivals are playing Australia’s first NFL game, and the starkly differing ways in which they made this epic journey have attracted almost as much attention as the two star-studded rosters preparing to put on a show.
The 49ers have been Down Under for more than a week, adjusting their body clocks in the traditional manner and winning over thousands of Aussie fans who appreciate their commitment to the historic moment.
The Rams were only scheduled to arrive in Melbourne around dawn Thursday, roughly 28 hours before the Friday morning kickoff that’s necessary to play the game Thursday night in prime time in the U.S. That’s because head coach Sean McVay is convinced they can thwart jet lag and optimize their game readiness by staying home on California time.
Both teams agree this contrast in preparation is not a referendum on the best way to handle a pair of 16-hour flights with a football game in between — even if the rest of the world might see it that way after the final whistle.
Instead, this game is primarily a difficult early test for both the Super Bowl favorite Rams and the talent-laden 49ers, who also intend to be a title challenger. The coaching staffs and veteran players all know each other thoroughly after a decade of competition between Shanahan and McVay, who are both constantly looking for an edge.
“I don’t think there’s any right way to do it,” said defensive end Myles Garrett, who will make his Rams debut in Australia. “They have a plan, and I’m sure they consulted different teams and people to find out a way to combat jet lag and such long travel. We’ve done the same thing. I think we’re both riding our methodologies.”
Garrett will be joined by star cornerback Trent McDuffie and cornerback Jaylen Watson in their debuts with Los Angeles’ revamped defense.
“I’ve never been more excited to be wrong about something,” Shanahan said.
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Frank Stoltze
is a veteran reporter who covers local politics and examines how democracy is and, at times, is not working.
Published September 9, 2026 6:36 PM
The Jail complex in downtown Los Angeles
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Robert Garrova / LAist
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Topline:
The U.S. Department of Justice announced Wednesday that it has opened an investigation into the Men’s Central Jail in downtown Los Angeles, specifically looking into whether L.A. County has failed to provide environmentally safe, humane and habitable conditions for people held there.
The details: The jail has long been plagued by allegations of poor conditions. Monitors from the American Civil Liberties Union have documented problems including overcrowding, severe mold and mildew, and rodent infestations.
The context: The federal investigation is expected to focus on conditions within the facility and not the actions of the county sheriff’s deputies who staff it, according to the Justice Department. The new investigation is separate from a 2015 settlement between the county and federal government, which stemmed from allegations of inadequate mental health care provided at county jails.
What happens next: Investigators will determine whether the county has violated the Eighth Amendment to the U.S. Constitution, which protects against cruel and unusual punishment, and 14th Amendment, which guarantees equal protection under the law.
Reaction: L.A. County Supervisor Kathryn Barger welcomed the investigation, and said she had said for year that the jail was “antiquated, inhumane, and unfit for our workforce and those incarcerated there.”
Jason Wells
manages the daily news product that you hear and read every day.
Published September 9, 2026 5:13 PM
Smoke rises from a brush fire near the Getty Center on Sept. 9, 2026.
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CBS LA
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Topline:
Firefighters appeared to make quick progress against a brush fire the broke out Wednesday near the Getty Center.
What we know so far: As of 5 p.m., evacuation warnings had been issued for zones LFD-0895 and LF-0967, although the LAFD said no structures were immediately threatened as the water-dropping helicopters attacked the fire from above.
Read on ... for more on evacuations and weather conditions.
This story is no longer being actively updated. For the most up-to-date information about the fire you can check:
Firefighters appeared to make quick progress against a brush fire the broke out Wednesday near the Getty Center.
As of 5 p.m., evacuation warnings had been issued for zones LFD-0895 and LF-0967, although the LAFD said no structures were immediately threatened as the water-dropping helicopters attacked the fire from above. Forward progress of the fire was reported stopped shortly after 6 p.m. at a little over 20 acres.
