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East Los Angeles Interchange

Boyle Heights, Los AngelesBuildings and structures in Los Angeles County, CaliforniaEastside Los AngelesInterstate 10Interstate 5
Road interchanges in CaliforniaRoad interchanges in the United StatesRoads in Los Angeles County, CaliforniaSouthern California freewaysU.S. Route 101Use mdy dates from September 2019
East Los Angeles Interchange (35108177064)
East Los Angeles Interchange (35108177064)

The East Los Angeles Interchange is an interchange complex located in Boyle Heights, California, approximately 2.5 miles (4 km) east of Downtown Los Angeles. With its southern portion handling over 550,000 vehicles per day (2008 AADT), it is the busiest freeway interchange in the world. The northern portion, called the San Bernardino Split, is often considered a separate interchange. Four numbered routes converge at the interchange: Interstate 5 (I-5), I-10, U.S. Route 101 (US 101), and State Route 60 (SR 60), but the freeway segments shift alignments and directions. The interchange was named the Eugene A. Obregon Memorial Interchange, to honor U.S. Marine Corps member and Medal of Honor recipient, Eugene A. Obregon.

Excerpt from the Wikipedia article East Los Angeles Interchange (License: CC BY-SA 3.0, Authors, Images).

East Los Angeles Interchange
South Boyle Avenue, Los Angeles Boyle Heights

Geographical coordinates (GPS) Address Nearby Places
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Wikipedia: East Los Angeles InterchangeContinue reading on Wikipedia

Geographical coordinates (GPS)

Latitude Longitude
N 34.030833333333 ° E -118.22055555556 °
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Address

South Boyle Avenue 1107
90023 Los Angeles, Boyle Heights
California, United States
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East Los Angeles Interchange (35108177064)
East Los Angeles Interchange (35108177064)
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Nearby Places

516 South Anderson Street
516 South Anderson Street

The Los Angeles & Santa Fe Railroad Locomotive Repair Building (commonly known by its address 516 South Anderson Street, and historically tied to the Salt Lake Route) is a historic industrial building in the Boyle Heights neighborhood of Los Angeles, California, United States. Constructed in 1917 for the San Pedro, Los Angeles & Salt Lake Railroad, it is one of the last surviving early‑20th‑century locomotive repair facilities in the region and retains original industrial features including embedded shop tracks, timber trusses, and a concrete arrowhead emblem on its east facade. Historians note that the "Santa Fe" reference in municipal surveys is likely a clerical error on official archival paperwork, and the facility would have historically operated as the Los Angeles & Salt Lake Locomotive Repair Building. After its acquisition by a private commercial trust in 1998, the building transitioned from industrial use to a dedicated filming and event facility. Its large open floor plan, elevated catwalks, and heavy‑duty structural framing made it suitable for major productions, beginning with Fox's 1998 television specials Breaking the Magician's Code: Magic's Biggest Secrets Finally Revealed. The property has since been used for a wide range of film and television projects, including 24, Inception, Agents of S.H.I.E.L.D., The Colony, and the first three seasons of Lucha Underground, where it was presented on‑screen as "The Temple." Today, 516 South Anderson Street continues to operate as a commercial studio and live event venue. It remains a notable filming location in Los Angeles and is identified by HistoricPlacesLA as potentially eligible for listing in the National Register of Historic Places, the California Register of Historical Resources, and as a contributor to a local industrial historic district.

Redondo Junction train wreck

The Redondo Junction train wreck occurred at 17:42 on the evening of January 22, 1956, on the Santa Fe Railroad in Los Angeles. The accident happened at Redondo Junction, California, just southwest of Boyle Heights near Washington Boulevard and the Los Angeles River; it killed 30 people and injured 117 more. It was the first major disaster in the LA area covered on live television, and the worst train wreck in the city's history.The train comprised two RDCs (Budd Rail Diesel Cars) which ran two return trips daily on the San Diegan (train numbers 80-83) between the more conventional streamliners. The service was very reliable although often overcrowded. They had quick acceleration but engineers complained that the brakes were very poor; often inexperienced drivers completely passed stations at which they were supposed to stop. Sixty-one-year-old Frank Parrish, the engineer on the fateful day was experienced on the line but was making only his second round trip on RDCs. The train left Union Station fully loaded. After leaving the interlocking control of Mission Tower (signal box), the sharp curve of Redondo Junction (which had a speed limit of 15 mph or 24 km/h) was normally reached in six minutes; but the RDCs could reach the junction in only two. The tower man (signalman) at the junction saw the cars turn over onto their left sides as they approached the junction and slide with a shower of sparks, and then total darkness. He immediately called the emergency services who were quickly on the scene along with railroad staff from the adjacent Los Angeles Roundhouse. The accident prompted one of the first Sig alerts to be raised by the Los Angeles Police Department, causing mass traffic jams as medical staff and sightseers rushed to the scene. The media soon arrived and within an hour of the wreck KTLA Channel 5 was broadcasting live from the scene; floodlights to illuminate the grisly scene being donated by nearby movie studios. In all 30 people were killed and a further 117 injured. The enquiry into the accident estimated that the speed of the train to be 69 mph (111 km/h) at the point it derailed, far in excess of the 15 mph (24 km/h) speed limit. No charges were ever brought against Frank Parrish, who admitted sole responsibility for the accident but claimed to have blacked out before the accident. He did not run a train again and took early retirement from the railroad.After being repaired the cars concerned, DC191 and DC192 were returned to service outside California, eventually ending up running Santa Fe's El Pasoan service between Albuquerque, New Mexico and El Paso, Texas. DC 191 has survived and as of January 2009 was being restored by the Pacific Railroad Society.