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91 Express Lanes

From Alfawiki
State Route 91 (SR 91)
Company typeState highway
IndustryTransportation
Founded1963
Headquarters
California
,
United States
Area served
Greater Los Angeles region, California
ProductsHighway transportation corridor

State Route 91 (SR 91, commonly referred to as the 91) serves as a vital east–west state highway in California, connecting various parts of the Greater Los Angeles region. This freeway stretches for 59 miles, beginning at Vermont Avenue in Gardena, just west of the Harbor Freeway (I-110), and extends eastward to Riverside, where it intersects with the SR 60 and I-215/SR 60.

Although signs along Artesia Boulevard from Vermont Avenue west to the Pacific Coast Highway (SR 1) in Hermosa Beach still display SR 91, this portion was transferred to local jurisdiction in 2003 and no longer forms part of the official state highway network.

The numbering of SR 91 is derived from the mostly decommissioned U.S. Route 91 (US 91), which historically traveled northeast through the Inland Empire toward destinations such as Las Vegas, Salt Lake City, and beyond. These routes have largely been supplanted or paralleled by I-15.

Route description

SR 91 adopts different names along its course: from the Harbor Freeway (I-110) eastward to the interchange with the Long Beach Freeway (I-710) in northern Long Beach, it is designated as the Gardena Freeway. Between I-710 and the Santa Ana Freeway (I-5) in Buena Park, it carries the name Artesia Freeway. East of I-5 until its terminus at the interchange with the Pomona, Moreno Valley, and Escondido Freeways, it is known as the Riverside Freeway.

The control cities displayed on SR 91 signage vary depending on location: westbound from SR 60/I-215 to the Orange County boundary, signs indicate "Beach Cities." Traveling along SR 241 toward Irvine, Laguna Beach, and southern Orange County, the control city changes to Los Angeles from the Orange–Riverside county line up to I-5. Between I-5 and Pioneer Boulevard, signage directs motorists toward Artesia, then reverts back to Beach Cities near SR 1; beyond Carmenita Road in Cerritos, it shows Long Beach. Eastbound traffic sees Riverside as the sole control city throughout. The reference to "Beach Cities" stems from SR 91’s original western endpoint in Hermosa Beach.

SR 91 is incorporated within both the California Freeway and Expressway System and the federally significant National Highway System, a network essential for national economic activity, defense readiness, and transportation. Additionally, it forms part of the State Scenic Highway System between SR 55 and Anaheim’s eastern boundary near Santa Ana Canyon, with eligibility for scenic designation continuing through the canyon toward Interstate 15.

Gardena Freeway

The Gardena Freeway represents SR 91’s westernmost portion within southern Los Angeles County. Beginning just west of the intersection with the Harbor Freeway (I-110/SR 110) at Vermont Avenue on Gardena’s eastern border, it runs east approximately to meet the Long Beach Freeway. Past this junction, SR 91 transitions into what is known as the Artesia Freeway.

Prior to 1991, this segment was identified as the Redondo Beach Freeway. Its renaming followed successful opposition by Torrance and Redondo Beach against extending it westward to connect with the canceled Pacific Coast Freeway terminus planned for Redondo Beach. In recognition of former assemblyman Willard H. Murray Jr., California designated the stretch between Alameda Street and Central Avenue in his honor in 1997.

Artesia Freeway

The Artesia Freeway is a freeway situated in the southeastern part of Los Angeles County and the northwestern region of Orange County. It extends east to west, beginning at its western endpoint where it intersects with the Long Beach Freeway in northern Long Beach, and terminating on the eastern side at the junction with the Santa Ana Freeway in Buena Park. (To the west of the Long Beach Freeway, SR 91 continues as the Gardena Freeway, while to the east of the Santa Ana Freeway it proceeds as the Riverside Freeway.) The designation "Artesia Freeway" was initially applied during the early 1970s to the entire stretch of SR 91 west of the Santa Ana Freeway, reflecting a realignment of SR 91 away from following Artesia Boulevard.

A portion of this freeway served as the venue for the men's road team time trial cycling competition during the 1984 Summer Olympics.

SR 91 functions as the only freeway that connects Los Angeles, Orange, and Riverside counties, making it one of Southern California’s most heavily trafficked corridors.

Riverside Freeway

The segment of SR 91 running from the intersection with the Santa Ana Freeway and Interstate 5 (I-5) in Buena Park eastward to its terminus at the junction with Interstate 215 and State Route 60 in Riverside is known as the Riverside Freeway. Beyond this point, SR 91 transitions into I-215.

This stretch through Santa Ana Canyon runs parallel to Metrolink's 91/Perris Valley Line, which provides rail service connecting Los Angeles with Orange and Riverside counties.

A weigh station is located between the exits for Imperial Highway and Yorba Linda Boulevard/Weir Canyon Road.

In 2003, Caltrans shut down the Coal Canyon Road on- and off-ramps due to environmental concerns; while these ramps remain visible, they are no longer operational. Later, in 2015, the Grand Boulevard eastbound exit and westbound entrance were permanently closed to facilitate freeway widening without requiring additional property demolitions. These ramps were removed entirely without replacement or emergency access alternatives.

The Riverside Freeway was inaugurated in 1963 as part of both U.S. Route 91 and U.S. Route 395, with its final segment completed by 1975.

91 Express Lanes

The 91 Express Lanes encompass 18 miles of high-occupancy toll (HOT) lanes located exclusively within the median strip of the Riverside Freeway across Orange and Riverside counties in California. These lanes stretch from the interchange of SR 91 and SR 55 in Anaheim to the I-15 interchange in Corona. In 2017, they were extended by converting the previous HOV lane between I-15 and Green River Road into HOT lanes. Launched in 1995, these lanes were pioneering as the first fully automated toll system in the United States utilizing value-based pricing.

Each direction features two primary lanes separated from general-purpose freeway lanes by three-foot plastic lane markers. Access points are limited to three locations: at both ends—west and east—and at the Orange–Riverside county boundary where the initial toll road concluded.

As of July 2024, toll collection methods vary by county: Riverside County employs dynamic congestion pricing based on real-time traffic conditions, whereas Orange County uses pre-established variable toll rates that can peak at $9.10 eastbound on Fridays between 2:00 pm and 3:00 pm. Eligible users such as carpools with three or more occupants, motorcycles, and clean air vehicles pay half-price tolls eastbound on weekdays from 4:00 pm to 6:00 pm and travel without charge outside these hours when using designated carpool lanes. All tolls are collected through open road tolling technology requiring a FasTrak transponder; cash payments are not accepted. Although this system predates FasTrak Flex devices, it supports occupancy indication via a switch on compatible transponders. Qualified vehicles must register for a special Access account to obtain discounts; failure to use FasTrak results in toll violations regardless of eligibility status.

Original US 91: Barstow to Nevada

The Arrowhead Trail, which linked Salt Lake City and Los Angeles, initially followed a more circuitous path via the current US 95 and the former US 66 between Las Vegas and Needles. This detour was due to the poor condition of the more direct Old Spanish Trail. By 1920, a shortcut known as the "Silver Lake cutoff," which reduced the distance by approximately , was proposed and subsequently completed in 1925 as an oiled road under San Bernardino County’s jurisdiction. The Bureau of Public Roads and Nevada advocated for this route's incorporation into the state highway network as part of the federally supported highway connecting Salt Lake City with Los Angeles. The California legislature approved this inclusion in 1925, extending Route 31. Beyond the state boundary, State Route 6 continued through Las Vegas toward Arizona.

When the U.S. Highway system was first outlined, Route No. 91 was intended to run from Las Vegas to an intersection with Route No. 60 (later US 66). However, in 1926, the Silver Lake cutoff was selected instead, terminating at US 66 in Daggett, east of Barstow. The roadway heading south from Las Vegas eventually became part of US 95. This route entered the federal-aid secondary system in 1926, facilitating widening and paving projects during the mid-1930s, which included realignments—some of which are currently known as Arrowhead Trail segments. The path generally corresponds with today’s I-15, except for deviations through Baker (utilizing Baker Boulevard) and into Barstow (following former SR 58 to First Avenue, ending at Main Street where it intersected US 66).

SR 18: former extension of US 91 through Santa Ana Canyon to Long Beach

In the late 1940s, US 91 was extended southwestward to reach Long Beach. Beginning at Barstow, it shared alignment with US 66 over Cajon Pass toward San Bernardino. From San Bernardino westward through Riverside and Santa Ana Canyon to Olive, the state assumed control of a predominantly paved county highway in 1931 as part of an extension of Route 43, which stretched to Newport Beach via Santa Ana. Two western branches from Route 43 near Olive along mostly developed county roads were added in 1933: Route 175 followed Orangethorpe Avenue and Artesia Boulevard from near Santa Ana Canyon westward to intersect with Route 60 (now SR 1) in Hermosa Beach—though it remained unbuilt through Compton until the mid-1950s—and Route 178 ran along Lincoln Avenue and Carson Street from Olive west to meet Route 168 (now SR 19) in Lakewood. When state routes were designated in 1934, Route 175 became Sign Route 14, while Sign Route 18 encompassed all of Route 178 and most of Route 43 extending into the San Bernardino Mountains. Upon US 91’s extension to Long Beach, it overlapped SR 18 from San Bernardino to Lakewood before turning south on SR 19 toward the Los Alamitos Traffic Circle, then proceeded west along US 101 Alternate near downtown Long Beach. It terminated at SR 15 (Atlantic Avenue) at a junction shared with US 6. This alignment along SR 19 and US 101 Alt. also served as an extension of SR 18.

In 1935, improvements were made between Fairmont Boulevard and Gypsum Canyon Road that included bypassing an older segment east of Weir Canyon Road. Later in the decade, construction related to the Prado Dam project resulted in rerouting a longer stretch by replacing Prado Road and several local streets with what are now Green River Road, Palisades Drive, a portion of SR 91, and Sixth Street.

SR 14: former SR 91 route to Hermosa Beach

Before the establishment of the current freeway, SR 14 traversed local roads such as Gould Avenue, Redondo Beach Boulevard, and Artesia Avenue. The 1964 statewide highway renumbering reassigned this route as SR 91.

Prior to 1991, the Gardena Freeway was known as the Redondo Beach Freeway, a name reflecting Caltrans' original intention to extend it toward the never-realized Pacific Coast Freeway. Until 1997, Caltrans retained jurisdiction over SR 91 up to State Route 1 in Hermosa Beach. In 1997, sections between Vermont and Western Avenues were turned over to the city of Gardena, and by 2003, the segment from SR 1 westward to Western Avenue was relinquished to local municipalities. Nevertheless, Artesia Boulevard between I-110 and SR 1 continues to be marked as SR 91.

The initial portion of this freeway opened in 1965 under the US 91 designation and was fully completed by 1975.

Development of the 91 Express Lanes

Starting in the 1980s, rapid population increases combined with a scarcity of affordable housing near Orange County’s employment hubs spurred residential expansion in western Riverside County cities including Riverside, Corona, Moreno Valley, Murrieta, and Temecula. This growth also led to the formation of new cities like Wildomar and Menifee.

Because only limited direct routes cross the Santa Ana Mountains separating Orange and Riverside counties, the Riverside Freeway frequently experiences heavy commuter congestion—commonly referred to as "The Corona Crawl"—with peak travel delays reaching 30 to 40 minutes over an approximately 10-mile stretch before the introduction of toll lanes.

To alleviate traffic bottlenecks, a toll facility was constructed within the freeway median. The original segment of the 91 Express Lanes opened on December 27, 1995, covering roughly 10 miles from SR 55 in Anaheim to the boundary between Orange and Riverside counties. This project was developed by the California Private Transportation Company (CPTC) in collaboration with Caltrans. Although ownership transferred to the state prior to opening, CPTC leased back operational control for a 35-year term. These lanes remain part of the state highway system, with CPTC responsible for maintenance and law enforcement expenses.

In April 2002, the Orange County Transportation Authority (OCTA) agreed to acquire the toll facility for $207.5 million and assumed management in January 2003, marking the first time a public agency operated these lanes. Shortly thereafter, OCTA converted them into a hybrid HOT/toll system. Cofiroute USA—a major investor in CPTC—continues managing operations under contract with OCTA.

The 91 Express Lanes hold distinction as the first privately financed toll road in the U.S. since the 1940s and as the world’s inaugural fully automated toll facility.

Controversy emerged over a non-compete agreement negotiated by Caltrans that restricted improvements along a 30-mile section of the Riverside Freeway to protect CPTC’s revenue stream. This clause constrained lane expansions and transit projects near the toll lanes. CPTC filed suit against Caltrans concerning widening work at the Eastern Transportation Corridor interchange; however, this lawsuit was dismissed following OCTA’s acquisition. Subsequently, an additional eastbound lane was constructed between SR 241 and SR 71.

This legal dispute influenced toll road policy by encouraging local transportation agencies to finance future projects through tax-exempt bonds without imposing taxpayer risk if revenues fall short. Modern non-compete agreements are less stringent and provide compensation solely for revenue reductions caused by proximate improvements.

In the mid-2010s, the Riverside County Transportation Commission extended the express lanes eastward from the county line to I-15 in Corona, with this expansion opening on March 20, 2017. The expanded lanes are jointly managed by agencies from both Orange and Riverside counties.

Future

In 2005, studies were undertaken to evaluate the feasibility of constructing two tunnels beneath the Santa Ana Mountains, designed to accommodate 72,000 vehicles each day and facilitate a commuter rail connection between Corona and Irvine. After thorough financial and engineering evaluations, the initiative was deemed unfeasible given the prevailing circumstances, postponing further investigation until advancements in funding or technology emerge. The envisioned Irvine-Corona Expressway would run parallel to the 91 Freeway, intended to reduce traffic congestion that previously necessitated the creation of the 91 Express Lanes. If completed, it would represent North America's longest vehicular tunnel, stretching roughly . One tunnel would provide reversible two-lane freeway traffic, with direction alternating based on peak travel times, while the second tunnel would be dedicated to light rail commuter transit. This plan has encountered resistance from environmental advocates, several neighboring municipalities in Orange County, and the Irvine Company, which favors more immediate measures such as expanding existing freeway lanes.

The Orange County Transportation Authority remains actively engaged in planning and implementing multiple initiatives, some with projected completion dates extending to 2030.

Exit list

{{CAint |location1=Gardena |location2=Los Angeles |type=trans |postmile=6.01 |road=Vermont Avenue |}















See also

External links

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