The Brief

There will be major closures along the 110 freeway this weekend, including an overnight shutdown in both directions between the 10 interchange and Exposition Boulevard.

Traffic will be impacted starting Friday night through Sunday. City and transportation officials are encouraging people to use public transit, plan ahead, or simply avoid the downtown L.A. area.

The closures will allow Caltrans crews to demolish a damaged pedestrian bridge.

Friday 

The work begins Friday night to remove the portion of the bridge over Adams Boulevard.

Crews will start closing all of the on-ramps to the southbound 110 freeway, as well as the eastbound and westbound connectors from the 10 freeway, as early as 7 p.m., Yang said.

The southbound 110 freeway will be limited to one lane between the 10 freeway and Exposition Boulevard as of 11 p.m., and they will remain closed until around 7 or 8 a.m. Saturday morning.

Drivers will still be able to access the express lane during this time, which starts south of the closures.

Saturday

“Saturday night is when you should expect the most significant traffic impacts,” Yang said.

All southbound lanes between the 10 freeway and Exposition Boulevard will be fully closed, as will the northbound lanes between Washington Boulevard and Adams Boulevard.

Crews are expected to begin shutting down on-ramps and connectors as early as 9 p.m., with the full freeway closures starting at 11 p.m.

Sunday 

All lanes are expected to reopen by 8 a.m. Sunday.

The southbound off-ramp to Adams Boulevard, which will be closed all weekend, is expected to reopen by 8 p.m. Sunday.

However, as with any construction project, the schedule could change.

Detours

If you are driving on the 110 freeway during these closures, you will be diverted onto local roads with posted detour signs.

Laura Rubio-Cornejo, the general manager of LADOT, said more than 100 traffic officers and supervisors will be out in the streets this weekend to assist with any congestion or safety concerns.

She said traffic engineers will also be continually monitoring the conditions and making adjustments as needed.

Northbound detour

Caltrans detour map for the northbound 110 freeway closures this weekend.

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Caltrans

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Southbound detour

Caltrans detour maps for the southbound 110 freeway closures this weekend.

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Caltrans

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If you are traveling from the 110 northbound to either the 10 east or the 10 west, you should exit at Adams Boulevard. You’ll then take Adams Boulevard to Hoover Street, and enter the 10 freeway from there.

If you’re traveling northbound on the 110 freeway and want to continue past the closure, you should also exit at Adams Boulevard. You’ll take that north to Figueroa Street, and head to Washington Boulevard. You’ll be able to reenter the 110 north at the interchange.

If you’re heading southbound on the 110 freeway, you’ll still be able to connect to the eastbound and westbound 10 freeway through the interchange.

If you need to continue southbound past the closure, you should transfer to the eastbound 10 freeway and exit on Hill Street. Head southbound on Hill Street until you reach Martin Luther King Jr Boulevard, you’ll be able to get back on the 110 freeway near the intersection with Flower Street.

If you’re heading from the westside of the city on the eastbound 10 freeway and need to get onto the southbound 110 freeway, exit at Hoover Street. Take Hoover Street south to Jefferson Boulevard, and then take Jefferson Boulevard east until you hit Flower Street. You’ll follow Flower Street to Exposition Boulevard and get on the southbound 110 freeway there.

Finally, if you’re traveling from the east side of the city on the westbound 10 freeway and need to transfer to the southbound 110 freeway, exit at the interchange to Pico Boulevard. Take Pico Boulevard east until Flower Street, and then head down to Exposition Boulevard to get on the southbound 110 freeway.

Randall Winston, the city’s deputy mayor of infrastructure, said Caltrans has already posted guidance signs that are visible from nearby major highways.

“Our message is clear — plan ahead, and follow the guidance on the electronic signs posted on the freeways,” said Randall Winston, the city’s deputy mayor of infrastructure.

Metro

Jennifer Vides, the chief customer experience officer for LA Metro, encouraged people to use public transit if they need to get in and around downtown this weekend.

The rail lines will run until around 12:30 a.m., and service starts back up again at 4 a.m.

The bus lines, including line 45 on Broadway and line two on Alvarado Street, operate 24 hours a day in the downtown and central parts of the city.

The J line, also known as the silver line, also operates around the clock and can connect you from the South Bay to downtown L.A. and El Monte.

However, some Metro bus services will also have to detour around the closures, including the J line, 910, and the Disneyland 460. Vides recommends giving yourself extra time if you need to take any of those lines.

You can also always check metro.net for the most up-to-date schedules.

“We've proved previously that we can manage freeway closures effectively in Los Angeles County, and let's do it again this weekend,” Vides said.

Why closures?

John Yang, the deputy district director for construction with Caltrans District 7, said that a pedestrian bridge at 21st Street needs to be demolished.

The bridge has been out of commission for a couple of decades, but Yang said it’s been damaged since it was hit by a crane in 2020.

Despite being safe to stand on, the bridge was marked for demolition since. Yang said that closing parts of the freeway is the only way to bring it down safely.

Crews will be covering lanes with about 2 to 4 feet of dirt to protect the lanes below, he said, and the bridge will be taken apart piece by piece.

Most of the closures will be contained to the overnight hours when there are fewer people on the road, but Yang added that this area of L.A. sees a lot of traffic all hours of the day.

The Corporation for Public Broadcasting agreed Monday to fulfill a $36 million, multi-year contract with NPR that it had yanked after pressure from the Trump White House.

The arrangement resolves litigation filed by NPR accusing the corporation of illegally yielding to Trump's demands that the network be financially punished for its news coverage. The argument, part of a broader lawsuit by NPR and several stations against the Trump administration, focused on CPB funding for NPR's operation of a satellite distribution system for local public radio stations. NPR announced Monday it would waive all fees for the stations associated with the satellite service.

The judge in the case had explicitly told CPB's legal team he did not find its defense credible. CPB lawyers had argued that the decision to award the contract to a new consortium of public media institutions was driven by a desire to foster digital innovations more swiftly.

"The settlement is a victory for editorial independence and a step toward upholding the First Amendment rights of NPR and the public media system in our legal challenge to [Trump's] Executive Order," Katherine Maher, President and CEO of NPR, said in a statement. "While we entered into this dispute with CPB reluctantly, we're glad to resolve it in a way that enables us to continue to provide for the stability of the Public Radio Satellite System, offer immediate and direct support to public radio stations across the country, and proceed with our strong and substantive claims against this illegal and unconstitutional Executive Order. We look forward to our day in court in December."

In its submission Monday evening to the court, CPB did not concede that it had acted wrongfully — nor that it had yielded to political pressure from the administration.

Instead, in a statement posted on its website, CPB asserted its side "prevails" as a result of the settlement.

"This is an important moment for public media," said Patricia Harrison, President and CEO of CPB. "We are very pleased that this costly and unnecessary litigation is over, and that our investment in the future through [Public Media Infrastructure] marks an exciting new era for public media." CPB had awarded a rival contract to PMI, a newly created consortium of public radio organizations including several major stations, to ensure the digital distribution system functions properly. That contract will continue, CPB said.

Federal subsidies for public broadcasting stopped on Oct. 1 as a result of a party-line vote over the summer by Congress, called a rescission. Only a skeleton crew remains at CPB, which was created as a nonprofit corporation more than a half-century ago to funnel federal subsidies to public media. While PBS has had layoffs and NPR is monitoring its own finances, many local stations across the country have been hit hard.

Over the course of the litigation this fall, mounting evidence appeared to demonstrate that CPB's board chair and executives had acted against NPR in what turned out to be a futile attempt to salvage the corporation's own future.

In hearings last month in Washington, D.C., U.S. District Court Judge Randolph Moss told CPB's legal team they had not made a credible case for why the corporation reneged on the contract just a day after a top White House official warned senior CPB leaders against doing business with NPR. A trial had been set to start on Dec. 1.

CPB's change of mind — and NPR's ensuing lawsuit — sparked consternation and unease within the larger public media ecosystem. The two organizations had served as partners for decades. But that relationship frayed earlier this year, as the system came under attack from the Trump administration.

Trump's public campaign against NPR and PBS started in earnest soon after he returned to the White House. Trump kicked it into high gear in late March with a series of social media posts.

In early April, CPB leaders sought to get money out the door before Trump took action against public media. On April 2, CPB's board approved the extension of a contract with NPR to distribute public radio programs, including those not produced by NPR. The arrangement stretched back four decades. The amount included millions still due on the then-current contract.

The next day, CPB's board chair and two senior executives met with a top White House budget official who attested to her "intense dislike for NPR." The budget official told them CPB didn't have to "throw the baby out with the bathwater," according to a deposition from CPB executive Clayton Barsoum submitted as part of NPR's legal filings.

And the day after that — just 48 hours after that board vote — CPB reversed itself. CPB executive Kathy Merritt informed NPR's top official over the satellite and distribution service that it had to be spun off: it could not be part of NPR. NPR refused to do so. CPB revised the scope of the contract and solicited new bids. NPR's submission proved unsuccessful.

Meanwhile, the White House was ramping up the pressure. It accused NPR and PBS of bias. On April 14, for example, it issued a formal statement that called their offerings "radical, woke propaganda disguised as 'news'." NPR and PBS's chief executives have rejected the accusations of bias.

On May 1, Trump issued an executive order that no federal money should go to the two public broadcasting networks. NPR and three Colorado public radio stations then filed suit against the White House, saying they were being unlawfully punished because the president did not like their news coverage. They contended the executive order represented a violation of First Amendment protections. Their suit names CPB as a defendant as well for, in their characterization, bending to the president's will. In Monday's legal filing, CPB agreed that the executive order was precisely the sort of government interference that Congress sought to prevent in establishing CPB as it did.

In the summer, Republican leaders in the U.S. Congress, urged on by Trump, pulled back all $1.1 billion for future public broadcasting that had already been approved and signed into law by the president.

Throughout the legal battle, NPR has said, regardless of the outcome of the case, it would work with Public Media Infrastructure.

NPR's broader constitutional case against Trump's executive order purporting to ban federal funding of public media continues. A hearing on its merits is scheduled for December.

Disclosure: This story was reported and written by NPR media correspondent David Folkenflik. It was edited by Deputy Business Editor Emily Kopp and Managing Editors Gerry Holmes and Vickie Walton-James. Under NPR's protocol for reporting on itself, no NPR corporate official or news executive reviewed this story before it was posted publicly.
Copyright 2025 NPR

A long-awaited vision for Huntington Drive is finally coming into focus. In the future, the busy corridor will have dedicated bus lanes, protected bike lanes, two lanes of vehicle traffic in each direction, a thin median and wide sidewalks.

This was the plan chosen by the City for the Huntington Drive Multi-Modal Transportation Improvement Project, which runs on an approximately four-mile stretch of the street between North Mission Road near LAC+USC Medical Center and Alhambra/South Pasadena. This had much more public support than the competing alternative, which featured a wide median rather than wide sidewalks, according to Mary Nemick, a spokesperson for the Bureau of Engineering.

Nemick said the next step is to hire a consultant to create design and engineering documents. This phase is expected to take about two years before groundbreaking can occur.

Currently, Huntington Drive has three vehicular lanes in each direction, the bike lanes are unprotected, and about 25% of the corridor lacks sidewalks. Though pedestrians and bicyclists account for only 1% of peak-hour trips, they account for 54% of severe or fatal injuries from traffic collisions, according to a project document.

The design budget is about $10.5 million, Nemick said, and the overall project cost will be determined after designs are completed.

The project is being funded by some of the money previously allocated for the construction of the 710 Freeway extension, which was abandoned in 2018 after decades of local opposition.

The Columbia Memorial Space Center in Downey held a groundbreaking ceremony Monday for a roughly 40,000-square-foot expansion that will include indoor and outdoor science learning areas and space for special exhibits.

The centerpiece of the buildout will include an interactive display of the Inspiration space shuttle mockup, where visitors can go inside the cargo bay.

Built in 1972, the 35-foot-tall model made of wood, plastic and aluminum functioned as a prototype and fitting tool for all of the orbiters that launched into space.

“We’re super excited to be able to put it on display for the public, really for the first time in forever,” Ben Dickow, president and executive director of the Columbia Memorial Space Center, told LAist.

The expansion will also allow for educational areas, where students can learn about the pioneering engineering and design work that went into building the model at Rockwell International in Downey.

The backstory

Last fall, after sitting in storage for more than a decade, the full-scale model was moved a few blocks to a temporary home.

The Inspiration space shuttle mockup was moved in sections to a temporary home last fall

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Courtesy Columbia Memorial Space Center

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The Space Center said renovation work on the mock up will take months and include rehabs of its 60-foot cargo bay and flight deck.

Dickow said Downey is where all of the Apollo capsules that went to the moon and all of the space shuttles were designed and built.

“This is part of the L.A. story as much as entertainment or anything like that,” Dickow said, adding that it’s a legacy he feels like Angelenos sometimes forget. “The space craft that took humanity to the moon, the space craft that brought humanity into lower earth orbit and built the international space station, these are human firsts... and they all happened right here.”

What’s next? 

The Space Center is looking to raise $50 million that would go toward building plans, special exhibits and more.

Dickow said the new building that will house the space shuttle mockup should be open to the public in about two years.

By early next year, he said the plan is to have the shuttle model available for bi-monthly public visits as it undergoes renovation.