"We the people ..."

The essence of the freeway opposition is found in the untold efforts of hundreds of dedicated citizens, volunteers and organizations which, early on, recognized that South Pasadena could not survive being severed in half by the Meridian Route. The minority sentiment that any freeway alignment would devastate the community has always existed in South Pasadena. Now the majority -- "We the people" -- understand that any freeway alignment would hurt our community.

The 1940s

1949

• It all began over four decades ago, when Governor Earl Warren initiated the study of the need for a freeway from Long Beach to Pasadena.

The 1950s

1953: The State Department of Transportation releases results of study, recommending the Meridian Route through South Pasadena. State maps omit mentioning the city at all. The City of Los Angeles agrees to the freeway alignment up to Huntington Drive.

1958: An association of property owners in South Pasadena forms to formally oppose the Meridian Route.

The 1960s

1964: The State Highway Commission holds a hearing on the Meridian Route, adopts the alignment, and requests a freeway agreement from South Pasadena. The City of South Pasadena adopts a Declaration of Policy opposing the Meridian Route.

1966: Mayor Burton Jones proposes that South Pasadena enter into a freeway agreement. Active citizen opposition to the Meridian Route begins. The City of South Pasadena Transportation Commission is formed to study the issues.

1967: SB 697 is introduced by Senator Collier, requiring the State Department of Transportation to examine the Westerly Route.

1969: The cities of Los Angeles, Pasadena and Alhambra support the study. Alhambra conditions its support to mandate that South Pasadena "accept and abide" by the study.

The 1970s

1972: The State Department of Transportation reports that the Westerly Route would cost $90 million to build, and recommends the Meridian Route because of lower costs. The City of South Pasadena retains an environmental consultant to examine freeway impacts. Proposition CC on the South Pasadena election ballot passes by a heavy majority. It prohibits the closure of streets along the Meridian Route, attempting to prevent freeway construction for a 10-year period.

1973: The City of South Pasadena, the Sierra Club and the Center for Law and Property successfully sue the state Secretary of Transportation over the lack of environmental studies. Property acquisition in South Pasadena is prohibited until the environmental documents are completed. Caltrans is permitted to purchase "hardship" properties.

1976: Caltrans completes the first draft of what would become four attempts at the environmental documentation. The first report is deemed incomplete by the Federal Highway Administration. Caltrans goes back to the drawing board.

The 1980s

1980: Caltrans submits its second draft of the environmental impact report.

1982: Assemblyman Marty Martinez from Alhambra introduces a special interest bill that precludes South Pasadena from a freeway agreement. Certain time limits and conditions are established.

1985: The National Trust for Historic Preservation joins South Pasadena in the freeway fight.

1986: Proposition GG is placed on South Pasadena's general election ballot. It asks for voters' opinion on continuing the freeway fight and rejecting the Meridian alignment. It passes by 71 percent. Caltrans releases its third draft of the environmental impact report.

1987-1989: The Federal Advisory Council on Prehistoric Preservation convenes a meeting in South Pasadena. The South Pasadena City Council advises "no freeway" due to impacts upon historic neighborhoods. The city sponsors a "low build" non-freeway alternative. Freeway opponent coalition begins to grow, with the addition of environmental, preservation and neighborhood associations. Citizens United to Save South Pasadena is formed.

The 1990s

1992: Governor Wilson signals his approval of the project and sends the fourth draft of the environmental impact report to the Federal Highway Administration (FHWA) for approval. The FHWA withholds its approval and forms the Route 710 Mitigation Advisory Committee.

1993: The City of South Pasadena and the Sierra Club resign from the Mitigation Committee after Dr. Larson, the FHWA Administrator, attempts to approve the project before he leaves office in spite of any outcome from the Mitigation Committee. The Presidents Council of Environmental Quality (CEQ) puts a hold on the project, citing incomplete documentation of historic resources by Caltrans in Pasadena, El Sereno and South Pasadena. The CEQ calls for a "low build" study. The City of South Pasadena initiates freeway agreement litigation with Caltrans.