106-667: Interstate 805 ( I-805 ) is a major north–south auxiliary Interstate Highway in Southern California . It is a bypass auxiliary route of I-5 , running roughly through the center of the Greater San Diego region from San Ysidro (part of the city of San Diego ) near the Mexico–U.S. border to near Del Mar . The southern terminus of I-805 at I-5 in San Ysidro is less than 1 mi (1.6 km) north of
212-440: A "dual freeway" at the northern end of I-805 was discussed as early as 1989, referring to the two carriageways needed for each direction of the freeway, resulting in four total. It would require drivers to use the new local lanes to access eastbound SR 56 from I-5 or I-805. The project would allow for trucks to use the new lanes to assist in merging with traffic. However, it faced opposition from local residents, concerned about
318-462: A full bicycle lane along the route in July ;1989, citing the high costs. Finally, on July 27, the final routing of SR 52 was determined, running along Prospect Avenue. In May 1990, Santee councilman Roy Woodward was censured for having a conflict of interest in voting to support the proposals for the freeway because he "held interests" in three properties that would benefit from
424-406: A hairpin turn that would be necessary due to the towering cliff on the west side of I-5 that Ardath Road ascends as it continues to La Jolla. On November 18, San Clemente Canyon Road was connected to I-5 when the aluminum guard rails arrived and were subsequently installed. San Clemente Canyon Road was not fully opened until 1967. That year, citizens expressed opposition to the construction of
530-677: A high statewide priority." The CTC followed the director's wishes, approving the studies. The first part of this phase, from I-805 to Convoy Street, began construction in December ;1986. It was dedicated at a community celebration on July 11, 1987, and was scheduled to open to traffic a few weeks later. The first callboxes in San Diego County were installed on SR 52 near Convoy Street on June 20, 1988. On June 30, 1988, SR 52 from Convoy Street to Santo Road opened to traffic. The I-15 interchange
636-548: A highway from La Jolla to Santee and incorporated into the California Freeway and Expressway System. In the 1964 state highway renumbering , this became SR 52. However, SR 52 took more than fifty years to be constructed, due to delays in the planning and construction phases. A public hearing on Legislative Route 279 and on the Ardath Road connection to La Jolla was held on November 15, 1961. At
742-608: A large open preserve. SR 52 is also known as the Soledad Freeway and the San Clemente Canyon Freeway . Plans for a route between La Jolla and Santee date from 1959, and SR 52 was officially designated in the 1964 state highway renumbering . Construction began in 1966 at the I-5 interchange with Ardath Road leading to La Jolla. It continued with the construction of San Clemente Canyon Road, which
848-505: A major east–west route through the northern part of the city of San Diego. The road connects the major north–south freeways of the county, including I-5, I-805 , SR 163 , I-15 , SR 125 , and SR 67. SR 52 passes north of the Rose Canyon Fault before traversing Marine Corps Air Station Miramar (MCAS Miramar). East of Santo Road and west of SR 125, the highway goes through Mission Trails Regional Park ,
954-486: A petition against this route. On the other hand, there were objections about the "river route" costing approximately $ 15 million more (about $ 36.1 million in 2023 dollars) and cutting through a future "Town Center development". The Lakeside Chamber of Commerce preferred the route along the San Diego River, citing the proximity to that city. The environmental impact report was found to be deficient by
1060-437: A pilot program to run transit buses along the shoulders of SR 52 between Kearny Villa Road and I-805. During rush hour , buses were able to use these shoulders to bypass slow traffic in the main lanes. The trial was considered successful as more than 99 percent of trips arrived on time, customer feedback was favorable and no safety concerns were encountered. On May 9, 2007, The San Diego Union-Tribune published
1166-618: A place where the highway mileage resets to zero. Beltways are also preceded by an even number in the first digit. Some examples of beltways include: California State Route 52 State Route 52 ( SR 52 ) is a state highway in San Diego County, California , that extends from La Jolla Parkway at Interstate 5 (I-5) in La Jolla , San Diego, to SR 67 in Santee . It is a freeway for its entire length and serves as
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#17328012404131272-407: A predecessor to SR 52; plans were to widen the road to four lanes and designate it as SR 52. The connecting ramps were not opened that day because the aluminum guard rails had not been delivered on time. Estimates indicated that each resident of La Jolla would save 80 hours per year by using Ardath Road. A ramp from southbound I-5 to westbound Ardath Road was never completed because of
1378-574: A proposed direct ramp to the express lanes. A 2012 Caltrans report proposed adding four managed lanes along the entire length of the highway. The northern section carpool lanes are a continuation of the ones from Interstate 5 at the Sorrento Valley interchange and continue to Governor Drive. The southern section carpool lanes exist from SR 94 and Palomar Street. Plans exist to construct the 11-mile gap between SR 94 and Governor Drive have been put on hold until there are enough funds to widen
1484-483: A request from the El Cajon City Council, March 19 was set aside as a Community Cycle Day for bicyclists to travel the newly finished freeway from El Cajon Boulevard to SR 52, just before the freeway was to be dedicated the next day; during the event, around 30 people had injured themselves, and police estimated that some bicyclists had attained speeds of up to 60 mph (97 km/h) traveling down
1590-505: A southern alignment through the town, with both the Prospect Avenue and San Diego River alternatives still viable. In the same month, the mayor of La Mesa , Fred Nagel, started a petition drive supporting the extension of the freeway due to the recurring traffic on I-8. The Caltrans environmental impact report indicated that the Prospect Avenue route would cost $ 89 million (about $ 205 million in 2023 dollars) , compared to
1696-458: A state. There are three states that have no auxiliary Interstate Highways: Alaska, Arizona, and New Mexico. North Dakota has an auxiliary route, but it is unsigned , and Wyoming's does not meet Interstate Highway standards. Auxiliary Interstates are divided into three types: spur , loop , and bypass routes. The first digit of the three digits usually signifies whether a route is a bypass, spur, or beltway. The last two digits are derived from
1802-491: A story which raised reader concerns about a dangerous dip in the freeway. The dip had developed in a section of the highway constructed on top of the Miramar Landfill, and had been caused by trash settling; it was repaired by the next day. The planning process for the remainder of SR 52 began as early as 1970, when the initial plan was to route the freeway through the city of Santee along Mission Gorge Road and
1908-671: A telegram to Caltrans Director Adriana Gianturco about the possible deletions; in response, Gianturco clarified that the plans were only being reconsidered and had not been removed, and a CHC member criticized the tone of the original telegram, calling it "intemperate". In 1984, Leo Trombatore, the Caltrans Director under California governor George Deukmejian , requested to the California Transportation Commission (CTC) that "formal studies toward this end be initiated immediately. Route 52 has
2014-420: A total cost of $ 60 million (about $ 110 million in 2023 dollars) for the entire project. Property acquisition began in 1994, with many property owners along the south side of Mission Gorge Road being forced to move out of the way of the freeway and subsequent road construction, as Mission Gorge Road was moved south to accommodate the new freeway. About $ 40 million ($ 73.1 million in 2023 dollars)
2120-533: Is San Diego County's only symmetrical stack interchange . The San Diego Trolley traffic also runs under the viaduct on the valley floor. After intersecting SR 163 , also known as the Cabrillo Freeway, I-805 continues through suburban San Diego, where it meets SR 52 in Clairemont Mesa . North of SR 52, it closely parallels I-5 near La Jolla , heading northwest. Passing under
2226-655: Is part of the California Freeway and Expressway System and is eligible for the State Scenic Highway System . In 2016, Caltrans officially designated the segment adjacent to Mission Trails Regional Park between Santo Road and Mast Boulevard as a scenic highway. SR 52 is also part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by
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#17328012404132332-518: The 1973 oil crisis . In late January, I-805 between SR 15 and SR 94 was opened to traffic, though not all of the ramps at the SR ;94 interchange were operational. The connectors to SR 94 east were completed in March. The entire portion between SR 94 and Home Avenue cost $ 10.5 million (equivalent to $ 50.5 million in 2023). Construction between SR 94 and Imperial Avenue
2438-662: The Federal Highway Administration in late 1986. In January 1987, the Santee City Council voted to commence a study of a more northern route, even though local residents and workers objected that this would postpone construction. In March, the study, done by BSI Inc., supported the Caltrans decision to abandon plans for the northern path due to the increased cost from the "mountainous, undeveloped" terrain. The council voted to support
2544-553: The Federal Highway Administration . The entire route is known as both the Soledad Freeway and the San Clemente Canyon Freeway. In 2013, SR 52 had an annual average daily traffic (AADT) of 69,000 at the eastern terminus with SR 67, and 103,000 between Convoy Street and SR 163, the lowest and the highest AADT for the highway, respectively. In 1959, Legislative Route 279 was designated as
2650-475: The Federal Highway Administration . In 2013, I-805 had an annual average daily traffic (AADT) of 41,500 at the southern terminus, and 262,000 between Bonita Road and SR 54, the latter of which was the highest AADT for the highway. According to Dekema, planning for I-805 began in 1956. The original routing for I-805 was approved as an Interstate Highway in July 1958. It was added to the state highway system and
2756-560: The Mission Valley Viaduct . Since then, several construction projects have taken place, including the construction of carpool lanes. The route begins at I-5 near the Mexican border in a far south part of San Ysidro , a neighborhood of San Diego . As it starts its journey northwards, it quickly has a junction with State Route 905 (SR 905) before exiting the city of San Diego and entering Chula Vista . Within
2862-473: The San Diego River . The freeway enters the city of Santee , where SR 52 was built alongside Mission Gorge Road. SR 52 intersects the northern end of SR 125 , where SR 52 traffic can exit south onto SR 125. The freeway continues east through Santee, with interchanges at Fanita Drive, Cuyamaca Street, and Magnolia Avenue, before it comes to an end at SR 67 . SR 52
2968-558: The U.S. Fish and Wildlife Service expressed concerns that construction near the San Diego River crossing might result in the destruction of the endangered least Bell's vireo habitat. Two of the four alternative routes considered by Caltrans passed through the Carlton Hills golf course, which the public opposed. In April 1988, the Sierra Club denounced the Prospect Avenue route; federal negotiators recommended shifting
3074-506: The right-of-way . In 2001, SANDAG gave $ 138 million (about $ 227 million in 2023 dollars) to the expansion of SR 52 to SR 67, which was necessary for extending the freeway past Cuyamaca Street. But by 2003, the transportation committee of SANDAG voted to delay the project due to decreased state funding. The City of Santee was required to make improvements to Forester Creek to accommodate potential flooding, which cost $ 30 million (about $ 45 million in 2023 dollars);
3180-501: The "Outstanding Civil Engineering Project for 1973 in the San Diego Area"; it was designed to match the close by Mission San Diego de Alcalá with its columns that look similar to cathedral windows, and arch-like shapes etched into the textured concrete. The viaduct was designed to span 3,900 ft (1,200 m), and use squared-off support columns instead of traditional cylindrical supports. Octagonal columns were to be used on
3286-528: The "dual freeway" began in early 2002, at a cost of $ 182 million (equivalent to $ 295 million in 2023). The northbound lanes were scheduled to open in February 2006. The southbound lanes were completed in early 2007. That year, a three-year project began to allow robot controlled vehicles , including buses and trucks, to use a special lane. The intention is to allow the vehicles to travel at shorter following distances and thereby allow more vehicles to use
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3392-583: The Eastgate Mall arch bridge and entering Sorrento Valley , it finally meets its north end at I-5. During the widening project which was completed in 2007, I-5 at the I-805 merge was built to be 21 lanes wide. Eastbound SR 56 and Carmel Mountain Road are accessible via a parallel carriageway for local traffic heading northbound from I-805; traffic from SR 56 westbound can merge onto I-805 from
3498-464: The Freeway and Expressway System in 1959 as Route 241. I-805 was expected to reduce traffic on what was then US 101 between Los Angeles and San Diego, when the former was opened. Route 241 was renumbered to Route 805 in the 1964 state highway renumbering , and I-5 was designated along the route from Los Angeles to San Diego. Further planning was underway in 1965, with the goal to have
3604-606: The Mexican border. I-805 then traverses the cities of Chula Vista and National City before reentering San Diego. The freeway passes through the San Diego neighborhoods of North Park , Mission Valley , Clairemont , and University City before terminating at I-5 in the Sorrento Valley neighborhood near the Del Mar city limit. Planning for I-805 began in 1956, and the route was officially designated in 1959 before it
3710-555: The Mission Valley bridge was revised to July 1972. A 102-home mobile home park was approved by the City Council a few weeks later to house those who were displaced by the freeway construction. The portion of the freeway from Otay Valley Road to Telegraph Canyon Road opened during 1972. On October 22, several unconstructed portions of I-805 were partially funded, including from Chula Vista south past SR 75 , north of
3816-576: The Prospect Avenue alignment to destroy fewer homes, including those in mobile home parks. On June 25, 1987, the CTC voted to support the SR 52 extension, with the requirement that $ 4.8 million (about $ 11 million in 2023 dollars) come from local funding sources. Finally, on September 23, the City of Santee recommended the Prospect Avenue Route to the CTC. In July 1987,
3922-461: The San Diego River. Planning was delayed until 1984, along with the construction of the I-805 to Santo Road segment. The City of Santee opposed the original plans, hoping to route the freeway on Prospect Avenue or north of the San Diego River. By April 1985, a second route along Prospect Avenue, proposed by Caltrans, earned the support of the City Council; however, the required demolition of many small businesses led many of those affected to start
4028-895: The San Ysidro Freeway in 1976. However, I-805 was named after Jacob Dekema in August 1981, and ceremonies to mark the occasion occurred in February 1982. The plaque honoring Dekema was installed in November at the Governor Drive interchange. Because of his efforts in designing I-805, Ed Settle of Caltrans was given the Outstanding Civil Engineering Award from the ASCE; he designed several other regional freeways, including SR 163 through Balboa Park and I-5 through San Diego. The construction of
4134-477: The San Ysidro area was proposed near the Playas de Tijuana area, that would be accessible from I-805, although another alternative was considered near Brown Field . A formal study on the matter was commissioned in August. However, this would have added $ 10 million (equivalent to $ 60.6 million in 2023) to the cost of the freeway, and possibly delay it by up to 10 years; furthermore, most traffic crossing
4240-505: The Soledad Freeway because some wanted the land to be used for a park, and did not view the freeway as "necessary." Formal bids began in February ;1969 for the first section of SR 52 between I-5 and I-805. The state ordered the construction of this section on April 28, 1969. On Thursday, May 28, 1970, the Soledad Freeway opened, connecting Regents Road and Genesee Avenue with I-5; however, it did not connect to
4346-483: The additional lane was constructed in portions, the opening of the third lane between Santo Road and the existing third lane closer to I-15 was delayed; however, construction for the missing 2,100 feet (640 m) was approved in April ;2007. The extension opened on July 20, 2007. Construction on the next portion of SR 52, from Mission Gorge Road to SR 125, was scheduled to begin in late 1995, at
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4452-418: The base. In 2006, construction began to add a third lane on westbound SR 52 between Mast Boulevard and Santo Road. The expansion cost $ 3.4 million (about $ 4.94 million in 2023 dollars) and was funded by the state and the county TransNet sales tax. The new lane opened on May 8, 2007; however, the widening generated complaints from angry commuters facing a "bottleneck" at Santo Road. Because
4558-483: The border was found to head to Tijuana and not Ensenada . Following this, the city of Chula Vista asked that the state proceed with the original plans to construct the freeway, even though it would pass through a San Ysidro neighborhood. In September 1970, bidding began for the final portion of the northern half of I-805 between Miramar Road and I-5; a month later, the segments between Home Avenue and SR 94, and SR 54 to 12th Street had funding allocated. By
4664-703: The canyon and traveling along the southern edge of the MCAS Miramar military base. From I-805 to SR 163, the highway goes through an area with visible Pliocene sedimentary rocks estimated to be 10 million years old. After passing the Miramar Recycling Center and an interchange with Convoy Street, SR 52 intersects SR 163 , a freeway heading towards downtown San Diego. SR 52 intersects Kearny Villa Road before an interchange with I-15 . A collector/distributor road serves these three interchanges. After this interchange,
4770-585: The city and reentering the city of San Diego. I-805 continues northward through San Diego, where it intersects SR 94 , the Martin Luther King Jr. Freeway. As the freeway continues through San Diego, it meets SR 15 , the continuation of I-15 . It then intersects El Cajon Boulevard before passing under the Hazard Memorial Bridge that carries Adams Avenue. The bridge was named after Roscoe Hazard for his involvement in
4876-469: The city. In 1998, the city began to widen Mission Gorge Road between Carlton Hills Drive and Fanita Road to handle the extra traffic from the incomplete SR 52. The year after the September 11, 2001 attacks , the military erected a fence to block a deer tunnel underneath the freeway that connected the base and Mission Trails Regional Park, since the tunnel could be used to gain unauthorized access to
4982-504: The completed Chula Vista portion to SR 54, from SR 54 to Plaza Boulevard in National City, from there to SR 94 (including the interchange with SR 252 ), and from there to Home Avenue. Before the end of the year, the portion from SR 94 to Home Avenue entered the bidding phase; Guy F. Atkinson Company won the contract for roughly $ 9.96 million (equivalent to $ 55 million in 2023) in early 1972. Following
5088-492: The construction of SR 52 from Santo Road to SR 67. In 1977, the county supervisor, a San Diego City councilman, and the mayors of La Mesa and National City wrote a letter to Brown to ask for the construction of this portion of SR 125 and other freeways, due to concerns about the types of congestion seen in Los Angeles coming to San Diego due to the incomplete freeway system. San Diego City Councilman Tom Gade wrote
5194-569: The construction of several roads and highways in Southern California . I-805 then travels on the Mission Valley Viaduct, a towering reinforced concrete viaduct built in 1972, spanning over Mission Valley and the San Diego River . The viaduct is the top stack of the Jack Schrade Interchange over I-8 , which runs along the south side of Mission Valley and crosses underneath the viaduct perpendicularly, and
5300-460: The construction of this bridge to building a boat, and it was constructed from the middle outward rather than the conventional method of building from the ends inward. The span was designed to be 268 ft (82 m) long, and 100 ft (30 m) high. Awards for the Eastgate Mall (or Old Miramar Bridge) came from the Federal Highway Administration , San Diego Highway Development Association, and Prestressed Concrete Institute Awards Program; at
5406-469: The construction. In June 1987, the CTC staff initially recommended against allocating money for the SR 52 segment; however, SANDAG agreed to fund the project with $ 1 million (about $ 2.3 million in 2023 dollars). Residents of Santee opposed the possible routes through the city at a public forum on June 10 because of the necessary destruction of homes to build on those routes. In late June, Caltrans considered making small modifications to
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#17328012404135512-548: The delays, the Santee City Council wrote to U.S. senators Pete Wilson and Alan Cranston , asking for their assistance. Councilman Jim Bartell alleged that the issue would affect the city council elections. In March 1989, the Fish and Wildlife Service agreed to the project, on the conditions of altering the route to cross the San Diego River and pass east of the center of the town, and constructing 44 acres of additional habitat as mitigation . SANDAG voted against building
5618-437: The eastern end of La Jolla Parkway. Before entering San Clemente Canyon , part of Marian Bear Natural Park, the road becomes a freeway as it intersects I-5. The freeway runs north of the Rose Canyon Fault , composed of Late Cretaceous rock estimated to be 90 million years old, and Mount Soledad . Following exits with Clairemont Mesa Boulevard / Regents Road and Genesee Avenue, SR 52 intersects I-805 before exiting
5724-534: The eastern side of the mountain is carved out of "igneous granitic rocks" that are thought to be 150 million years old, an unusual formation compared to the Eocene layer. A dedicated two-way bicycle path exists on the northern side of the roadway between Santo Road and Mast Boulevard, with access possible from both termini. East of the Mast Boulevard interchange, SR 52 crosses and begins to parallel
5830-551: The end of 1969. Meanwhile, $ 4 million (equivalent to $ 25.5 million in 2023) of state funding was spent in 1969 to find housing for those who were to be displaced by the freeway in San Ysidro. By March 1970, the original section between Home Avenue and near I-8 was almost finished. The Mission Valley portion extending north of US 395, as well as from Otay Valley Road and J Street in Chula Vista, were still under construction. The portion immediately north of US 395
5936-470: The end of the year, Hazard, Maxwell, and Matich had submitted the low bid of around $ 7.2 million (equivalent to $ 43.6 million in 2023) for the northernmost portion. The Chula Vista portion of the freeway from Main Street to L Street was completed in February 1971; by then, the estimated date for completing the entire freeway had slipped to 1975 from 1972. By March, the projected completion date for
6042-491: The entirety of the freeway would open the next day as he made a final inspection of the unopened portion; the total cost of the construction was $ 145 million (equivalent to $ 638 million in 2023). However, Dekema announced that there was no more state funding available to construct further roads for the short-term. The Mission Valley Viaduct was recognized by the American Society of Civil Engineers (ASCE) as
6148-583: The environmental concerns of Councilman Jim Bartell. Construction finally began on the four-lane section of SR 52 between Santo Road and Mission Gorge Road on July 19, 1991. The work was projected to cost $ 52 million (about $ 104 million in 2023 dollars) . For environmental mitigation, a new 45-acre (0.070 sq mi) songbird habitat was constructed that cost $ 8.3 million (about $ 16.6 million in 2023 dollars). Fossils of "small foraging mammals" were discovered during construction in late 1991. The construction company, HDB Construction,
6254-581: The extension between SR 125 and SR 67 were mixed. There were reports of faster transportation through the East County area, yet commuters noted a rush hour backup at SR 125 headed westbound because there were only two lanes traveling west through the interchange. Traffic along Mission Gorge Road was reported to have decreased by 20 percent. There are plans to add one lane in each direction, as well as two reversible lanes, from I-15 to SR 125. These plans were put on hold in 2008 due to
6360-499: The freeway right-of-way . The extension to Mission Gorge Road opened in 1993, and SR 52 was completed to SR 125 in 1998. Funding issues delayed the completion of the entire route until 2011, more than fifty years after construction began; until then, the city of Santee faced traffic snarls. A widening project was completed in 2007 between Santo Road and Mast Boulevard; further expansion has been put on hold due to state budget concerns. SR 52 begins just west of I-5 at
6466-565: The freeway and replace any necessary overpasses. In 2016, a half-cent sales tax was imposed to eventually pay for the construction of this gap. The entire route is in San Diego County . List of auxiliary Interstate Highways Auxiliary Interstate Highways (also called three-digit Interstate Highways ) are a subset of highways within the United States' Interstate Highway System . The 323 auxiliary routes generally fall into three types: spur routes , which connect to or intersect
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#17328012404136572-579: The freeway leaves the edge of the military base and enters the San Diego neighborhood of Tierrasanta , where there is a junction with Santo Road, before traversing Mission Trails Regional Park , an open space preserve, for a few miles. The freeway ascends to Mission Trails Pass, north of the 1,230-foot (370 m) summit of Fortuna Mountain. The mountain is part of the Peninsular Range ; the highway cuts through Eocene rocks estimated to be 50 million years old and marine fossils . The road on
6678-517: The freeway to be constructed. The next year, Dekema confirmed that the first portion of what was known as the Inland Freeway to be built would be between Home and Adams avenues. In May 1967, bidding began, after construction had been delayed by that of the I-5 and I-8 freeways, both of which had been given higher priority. This first portion would run from Wabash Boulevard to around Madison Avenue (a distance of 3.5 mi or 5.6 km), and
6784-483: The freeway, thus violating the Political Reform Act as these interests exceeded $ 10,000. One of the holdings was near Cuyamaca Street, the location of an offramp on a path that he voted to support. He was fined $ 2,000 (about $ 4,100 in 2023 dollars) for each property, for a total of $ 6,000 (about $ 12,400 in 2023 dollars). In April 1990, the Santee City Council agreed to begin purchasing land, over
6890-461: The freeway; at least 60 were mobile homes. This portion was divided into three construction projects: from SR 125 to Cuyamaca Street, from there to Magnolia Avenue, and the interchange with SR 67, which began construction in mid-June 2008. The middle project had to be shut down briefly in February 2009 due to funding issues. Completion was scheduled for 2010, but was postponed to early 2011 due to weather-related delays. This new portion
6996-448: The hearing, there were concerns expressed regarding destruction of vegetation. City and state officials indicated that the Soledad Freeway would be constructed in the northern part of the canyon to minimize environmental damage. On November 9, 1966, the I-5 interchange with Ardath Road opened at the western end of what would become SR 52. The original goal was to connect the interchange with San Clemente Canyon Road, which served as
7102-421: The hill leading to the Mission Valley Viaduct. The entire Mission Valley Viaduct was open to traffic that month. By the beginning of 1974, I-805 was open north of Home Avenue, and from Otay Valley Road to Telegraph Canyon Road in Chula Vista; five segments remaining were under construction, and the last segment was funded. The Imperial Avenue section of I-805 remained in the budget, despite revisions in response to
7208-546: The lanes. The vehicles will still have drivers since they need to enter and exit the special lanes. The system was designed by Swoop Technology, based in San Diego County. Two years later, construction began on two auxiliary lanes on I-805 southbound from SR 54 to Bonita Road, to improve traffic flow at the SR 54 interchange. In 2010, Caltrans proposed adding high-occupancy toll express lanes between SR 15 and East Palomar Street in Chula Vista. The California Transportation Commission (CTC) awarded $ 100 million for
7314-573: The local bypass. The route is officially known as the Jacob Dekema Freeway after Jacob Dekema, a pioneering force from the California Department of Transportation (Caltrans) who helped shape the San Diego freeway system. It is also part of the California Freeway and Expressway System and the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by
7420-443: The loss of the view from their homes, as well as environmentalists concerned about nearby wetlands. Further objections espoused the view that the congestion would continue to increase, regardless of what was done, and that the new road would be at capacity in a few years. The San Diego Association of Governments (SANDAG) funded the construction with $ 110 million (equivalent to $ 185 million in 2023) in mid-2000. Construction of
7526-562: The main Interstate Highway. For instance, I-115 contains an odd number in the first digit (1), which indicates that this freeway is a spur. The last two digits signify the highway's origin. In this case, the "15" in I-115 shows that it is a supplement to I-15 . Exceptions to the standard numbering guidelines exist for a number of reasons. In some cases, original routes were changed, extended, or abandoned, leaving discrepancies in
7632-541: The meantime, National City was making plans for developing the freeway corridor with motels and restaurants, as well as a shopping center. In mid-1969, bidding was to begin on 3.2 miles (5.1 km) of I-805 from north of Friars Road to north of what was then US 395 , which would become SR 163. Construction from J Street south to near San Ysidro was underway by September, when there were concerns that an order from President Richard Nixon to reduce federal construction projects by 75 percent might affect funding for
7738-454: The next portion would include the I-8 interchange. The R.E. Hazard and W.F. Maxwell Companies won the low bid of $ 11.7 million (equivalent to $ 81.6 million in 2023) in mid-1967. The groundbreaking ceremony happened on September 25 at El Cajon Boulevard and Boundary Street. In August 1968, the portion of I-805 from just south of I-8 to north of Friars Road, including the interchange with I-8,
7844-586: The original four. In February 2013, construction began on the northern HOV lanes; the project came at a cost $ 86 million. By May, construction on the Palomar Street direct access ramps had begun, and the Carroll Canyon Road ramps were almost finished. The northern project was completed in 2015, and the southern HOV lanes opened in March 2014 at a cost of $ 1.4 billion, with an option to expand them into two lanes in each direction, and
7950-542: The parent route at one end; bypasses , which connect to the parent route at both ends; and beltways , which form a circle that intersects the parent route at two locations. Some routes connect to the parent route at one end but to another route at the other end; some states treat these as spurs while others treat them as bypasses. Like the primary Interstate Highways , auxiliary highways meet Interstate Highway standards (with rare exceptions ). The shorter auxiliary routes branch from primary routes; their numbers are based on
8056-489: The parent route's number. All of the supplement routes for Interstate 95 (I-95) are designated with a three-digit number ending in "95": I-x95. With some exceptions, spur routes are numbered with an odd hundreds digit (such as I-395 ), while bypasses and beltways are numbered with an even hundreds digit (such as I-695 ). Because longer Interstates may have many such supplemental routes, the numbers can repeat from state to state along their route, but they will not repeat within
8162-509: The past 20 years the freeway has delineated the apparent divide between rich and poor in the city of Chula Vista; those on the eastern side of the freeway have been more affluent and have better schools compared to those on the western side. Just outside the city, I-805 meets County Route S17 (CR S17), also named Bonita Road, before coming to an interchange with SR 54 . The freeway then enters National City , where it intersects Sweetwater Road and Plaza Boulevard, before leaving
8268-410: The portion between Telegraph Canyon Road and Sweetwater Road cost $ 12 million (equivalent to $ 52.8 million in 2023). The portion from there to Imperial Avenue was projected to cost $ 10.2 million (equivalent to $ 44.9 million in 2023). The dedication of the freeway took place on July 23, 1975, even though the freeway was not entirely finished, due to the desire to hold the ceremony during
8374-443: The portion for $ 17 million (about $ 29.7 million in 2023 dollars). The City of Santee faced problems in the construction of the freeway from SR 125 to SR 67. As early as 1995, it was clear that the environmental impact report was delayed and that there would be funding difficulties. SANDAG allocated $ 23 million dollars (about $ 39.6 million in 2023 dollars) in 1999 to purchase properties needed for
8480-640: The portion north of Friars Road. However, Governor Ronald Reagan lifted the associated freeze in construction at the state level a few weeks later. A month later, the contract for the portion between Friars Road and US 395 had been awarded for $ 15 million (equivalent to $ 95.6 million in 2023); the portions between there and north of Miramar Road were in the planning phases, while construction continued south of I-8 to Wabash Boulevard. The 2.4-mile (3.9 km) portion from SR 52 to Miramar Road had been contracted out to O.G. Sansome Company for $ 5.6 million (equivalent to $ 35.7 million in 2023) by
8586-492: The ramps and the ends of the bridge. Over 600 tons (540 tonnes) of steel bars were to be used, and the bridge was constructed as high as 98 ft (30 m) above I-8. The Adams Avenue Bridge over I-805 was also recognized for its 439-foot (134 m) span and two tapered supports on the ends of the bridge; in 1968, a Princeton University engineering professor asked for a copy of the design from Caltrans for educational purposes. The construction supervisor, in fact, compared
8692-467: The river route's $ 121 million (about $ 278 million in 2023 dollars). The city council of El Cajon publicly supported the Prospect Avenue routing; however, some employees of the City of Santee, including some city planners and engineers, were concerned that portions of the report were "outdated." The petitions were given to the CTC in May, when San Diego officials made several arguments in support of
8798-466: The route built by 1972, the federal highway funding deadline. This was to be the first freeway in the area with no prior road along its route that it would replace; the goal was to provide a bypass around San Diego for those traveling to Mexico, and improve access for local residents. By June, houses along the route in the North Park area were being sold, as the land was needed for the first stretch of
8904-458: The route from Hollins Lake towards the golf course. Environmental concerns raised in June ;1988 related to the least Bell's vireo included decrease of insects, a darker environment after overpasses are constructed, and the fragmenting of habitat. Nevertheless, Caltrans still desired the Prospect Avenue route over concerns of a more expensive and less traveled northern route. Upset because of
9010-415: The same Interstate, some states treat these as bypasses while others treat these as spurs—see Spur route above. A beltway (also known as a loop route ) completely surrounds a metropolitan city, and it is often connected with multiple junctions to other routes. Unlike other auxiliary Interstate Highways (and by extension, all primary Interstate Highways ), beltways do not have termini; however, they have
9116-483: The summer. I-805 from Plaza Boulevard to Telegraph Canyon Road opened to traffic on July 28, leaving the freeway complete except for the portion between Plaza Boulevard and SR 94. While portions of the freeway were nearly ready for traffic, there were reports of motorists driving on the closed freeway, which the California Highway Patrol warned was illegal. On September 3, Dekema announced that
9222-516: The system. In other cases, it may not be possible to use the proper number because the limited set of available numbers has been exhausted, causing a "non-standard" number to be used. A spur route 's number usually has an odd number for its first digit. It is usually one of the following: Examples include: Sometimes, a three-digit Interstate Highway branches off from another three-digit Interstate Highway. These spurs do not connect directly with their parent highways, but are associated with them via
9328-472: The three-digit highways they do intersect with. Examples include: A bypass route may traverse around a city, or may run through it with the mainline bypassing. In a typical 3-digit Interstate Highway, bypasses usually have both its two termini junctioned with another Interstate highway. Bypass routes are preceded by an even number in the first digit. Examples include: In the case of an auxiliary Interstate highway which has both ends at Interstates but not
9434-567: The time, it was one of the first arch bridges in the state, and did not use traditional concrete pillars. The San Diego Union (predecessor to the Union-Tribune ) published a few freelance articles in 1984 about I-805, complimenting the four-level interchange with I-8 and the arch bridge at Eastgate Mall, while mentioning that subsequent inflation after their completion would have made such structures more difficult to build if they had been constructed later. Other artwork and architecture that
9540-539: The transportation of the East County region. Traffic decreased significantly on I-8 in early 1994, with an estimated 30,000 commuters switching from I-8 to SR 52. Fewer cars traveled on the western part of Mission Gorge Road, leading to a decrease in revenue for businesses located along that road. On Mast Boulevard and Mission Gorge Road in Santee, much more traffic was present, leading to residents complaining to
9646-418: The unopened I-805. The road was built by Kasler, Ball and Yeager for $ 3.9 million (about $ 23.6 million in 2023 dollars). The construction firm deposited dirt into "an unnamed finger canyon" against the conditions of the city permit, and the city ordered the firm to remove it. The section of I-805 from SR 52 to El Cajon Boulevard was scheduled to be dedicated on March 20, 1972. Ardath Road
9752-597: The work began in May ;2006. Funding issues were finally resolved in 2006 with voter-approved statewide transportation bonds. In 2007, highway construction costs increased; that year, the SANDAG transportation committee voted to fund the construction, taking money from a planned reversible lanes project on SR 52. "Heavy construction" of SR 52 from SR 125 eastward to SR 67 began in February 2008. More than 360 properties were acquired to build
9858-693: The work in June 2011, which would be split into two phases at the interchange with SR 54. Work is also underway to add two HOV lanes between SR 52 and Mira Mesa Boulevard; this project also received $ 59.5 million from the CTC in September 2011. Meanwhile, SANDAG made arrangements to purchase the SR ;125 toll road and reduce the tolls, which was hoped to encourage commuters to take that road instead of I-805 and reduce congestion; this would then enable Caltrans to construct two managed lanes instead of
9964-589: Was built with state funds from the CTC. In 2000, Hazard Construction Company added a single westbound lane on SR 52 from SR 163 to I-805, a distance of 2.5 miles (4.0 km), at a cost of $ 1.7 million (about $ 2.86 million in 2023 dollars). In 2006, the Metropolitan Transit System , in cooperation with the San Diego Association of Governments (SANDAG), Caltrans, and the California Highway Patrol , began
10070-422: Was contracted to A.A. Baxter Corporation, E.C. Young, and Young and Sons, Inc. for $ 7.9 million (equivalent to $ 47.8 million in 2023). On July 6, the first section to begin construction was dedicated, and was to be opened from El Cajon Boulevard to Wabash Boulevard soon thereafter; the rest of the section would not open until the Mission Valley interchange with I-8 was finished. A second border crossing in
10176-462: Was determined to be incomplete was discovered at the I-8 interchange; while Caltrans discouraged the painting of such murals, they were impressed with the portion that had already been completed. Art Cole, the artist, stepped forward to the department, and was allowed to finish the mural of a desert highland sunrise; following this, Caltrans made efforts to have other murals commissioned. The San Ysidro Chamber of Commerce attempted to have I-805 named as
10282-430: Was later widened to become SR 52. The freeway was completed east to I-805 in 1970, and was built in two stages from there to Santo Road east of I-15; the last phase was completed in 1988. The freeway east of Santo Road encountered delays from environmentalists over the endangered least Bell's vireo , a songbird which faced habitat destruction, as well as those concerned with the destruction of homes and businesses for
10388-497: Was mentioned included the Wateridge development in Sorrento Valley, and the "Stargazer" building by Alexander Liberman that was lit with fluorescent colors at night. However, not all forms of artwork along the highway were uncontroversial. In 1977, there were several complaints regarding new billboards that were installed at the northern terminus of the highway, since they blocked the view of the coast. In 1981, an illegal mural that
10494-477: Was opened to traffic on March 29, 2011. The cost of this project was $ 525 million, funded with state and federal funds as well as TransNet revenue. The opening was predicted to reduce traffic on I-8 as well as Mission Gorge Road and other Santee thoroughfares. The official "ribbon cutting" ceremony took place on March 19, 2011 on the freeway at the Cuyamaca Street interchange. Reactions to
10600-550: Was projected to cost $ 29.4 million (about $ 178 million in 2023 dollars) . The new freeway was to provide access to Tierrasanta and reduce the traffic on I-8 . The U.S. Navy was consulted in the planning process due to the road's proposed routing through what was then NAS Miramar that would provide a delineation against further urban development. There were no concerns expressed at the public hearing on November 17, 1970; however, construction did not begin for more than ten years, as California governor Jerry Brown stalled
10706-455: Was put up for bidding; at a budgeted $ 27.5 million (equivalent to $ 184 million in 2023), it was the most expensive job that the Division of Highways had ever put up for bid. The winning bid was $ 20.9 million (equivalent to $ 178 million in 2023), and was awarded to R.E. Hazard Contracting Company and W.F. Maxwell Company. Construction had begun on the viaduct by May 1969; in
10812-455: Was renamed La Jolla Parkway on October 15, 2002, for two reasons: a nearby residential street was also named Ardath Road, and there was a desire to draw attention to this primary route to downtown La Jolla. This required the city of San Diego to pay $ 20,000 (about $ 32,000 in 2023 dollars) to replace the signs on SR 52. The second phase of SR 52 from I-805 to 1.1 miles (1.8 km) past U.S. Route 395 (which became I-15 in 1974 )
10918-542: Was renumbered in the 1964 state highway renumbering . Starting in 1967, the freeway was built in phases, with the northern part of the freeway finished before the southern part. I-805 was completed and open to traffic in 1975. Named the Jacob Dekema Freeway after the longtime head of the regional division of the California Department of Transportation (Caltrans), I-805 has been frequently cited for its complex engineering and architecture, including near I-8 on
11024-404: Was required to keep noise below 61 decibels to protect the birds. The project was funded primarily with revenue from a voter-approved sales tax in 1987. The opening of this portion was scheduled for December 16, 1993. This new segment ended just southeast of the Mast Boulevard interchange, after the San Diego River overpass. The opening of this stretch of SR 52 had many effects on
11130-472: Was spent on the property acquisition. After weather-related construction delays due to the El Niño season of the winter of 1997–1998, the extension of SR 52 between Mission Gorge Road and SR 125 was dedicated on May 9, 1998. The eastbound lanes were scheduled to be opened a few days later, and the westbound lanes were to be opened in mid-July of that year. L.R. Hubbard Construction Company built
11236-458: Was well under way by December, at a cost of $ 8.5 million (equivalent to $ 40.9 million in 2023). As the scheduled completion of the freeway neared, Mayor Tom Hamilton of Chula Vista expressed concerns regarding the predicted development of the I-805 corridor, and the decisions that the City Council would need to make regarding such plans. The portion south of Otay Valley Road cost $ 15 million (equivalent to $ 66 million in 2023), and
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