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156-570: In-Ko-Pah Gorge carries the eastbound lanes of Interstate 8 through the In-Ko-Pah Mountains , while the westbound lanes use a different alignment through Devils Canyon . The road can be subject to closure in adverse weather conditions. During Hurricane Hilary in 2023, the highway closed due to a massive rockslide. 32°43′25″N 116°02′24″W  /  32.72361°N 116.04000°W  / 32.72361; -116.04000 This Imperial County, California -related article

312-802: A left-driving configuration for about 5 mi (8.0 km) before the highway crosses back into its standard alignment. This section is known as the Five Mile Grade. After cresting the Five Mile Grade, the freeway enters the Angeles National Forest . It passes Pyramid Lake and intersects SR 138 before crossing the Tejon Pass through the Tehachapi Mountains near the Los Angeles– Kern county line, with Path 26 power lines generally paralleling

468-547: A bypass of the Phoenix area for long-distance travelers on I-10. In 2014, I-8 had an AADT of 5,200 vehicles between Butterfield Trail and Freeman Road, and 44,400 vehicles between SR 280 and Araby Road east of Yuma, the latter of which was the highest AADT for the highway in Arizona. In the early 2010s, I-8 from Casa Grande to Gila Bend was sometimes used for smuggling both drugs and humans. The I-8 designation

624-588: A center barrier installed in the median. The Ocean Beach Freeway section west of I-5 was authorized as Route 286 in 1959. In 1962, four alternate routes were proposed for this part of the freeway, and for Rosecrans Street. Route 286 was renumbered to SR 109 in the 1964 renumbering. Plans for the Old Town interchange between I-5 (formerly US 101), I-8 (formerly US 80), SR 209 (Rosecrans Street), and SR 109 date from 1962, although several concerns had to be taken into account, including

780-552: A conveyor belt across US 80 to become part of an embankment for the Sweetwater River Bridge , the grading of the mountain near Viejas Grade and the Sweetwater River had not been completed on the final link. The historic Ellis Grade radiator stop was to be removed and replaced with one at Vista Point. On April 19, 1969, the part 2.5 mi (4.0 km) east of Alpine opened to traffic. All of

936-595: A different routing through Devil's Canyon that had been constructed by November 1963. A contract for paving the 9.7 miles (15.6 km) from the San Diego–Imperial county line to SR 98, including the eastbound lanes, was given to the Isbell Construction Company for $ 3.69 million (about $ 28 million in 2023 dollars) in May 1963. This portion was completed in May 1965 "through some of

1092-404: A disregard for the ethnic Mexican American population of metropolitan Los Angeles. The "Boyle–Hollenbeck Anti–Golden State Freeway Committee" was formed for the purpose of blocking or rerouting the freeway. Then– Los Angeles City Council member Edward R. Roybal chaired that committee. Despite this opposition, the construction of the freeway went ahead. When this section was completed in 1956,

1248-625: A faster and more direct north–south route through the state and so was eventually chosen. Construction began in the early 1960s. There were just three phases for the 321 mi (517 km). The first phase, completed in 1967, ran from the San Joaquin County line to Los Banos. The second phase, completed in 1972, extended the freeway south to Wheeler Ridge and connected it to SR 99. The freeway then started to see traffic, as in Stockton there were only 4 mi (6.4 km) between

1404-508: A flood eroded 400 pieces of the roadway from westbound I-8 near Ocotillo , resulting in the construction of a detour. The freeway reopened to traffic in February 1978 after the damage was repaired and a new bridge was built, at a cost of $ 1 million (about $ 4 million in 2023 dollars). But, in 1982, the freeway was closed again near Ocotillo due to flooding following another storm. Between Yuma and Gila Bend, I-8 runs alongside

1560-602: A freeway in 1960, and the freeway was complete west of El Cajon by April 1962. Priority was given to planning US 80 in 1962 by the California Chamber of Commerce . In 1964, I-8 was officially designated by the California State Legislature, and the US 80 designation was removed. By 1965, I-8 from Fairmount Avenue to El Cajon Boulevard was one of the first freeway stretches in the county to have

1716-485: A million pounds of dynamite. The third project was built near the site of an abandoned attempt to build a tunnel for the old highway after World War II, which proved to be too expensive. By mid-February 1969, one segment of the freeway running through Alpine was nearing completion and was scheduled to open on February 21; another section was scheduled to open in April. However, although dirt and rocks were transported on

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1872-668: A north–south connector route between the cities east of Los Angeles, including those in the San Gabriel Valley . I-5 then enters Commerce , passing the Citadel Outlets shopping center, and intersects I-710 before entering the large unincorporated community of East Los Angeles and later the city proper of Los Angeles . When the freeway reaches the East Los Angeles Interchange 1 mi (1.6 km) east of downtown Los Angeles, I-5 becomes

2028-492: A project. This was projected to be the final highway project before I-5 was completed in San Diego County. The building phase started on September 22, 1966, on the interchange that was to replace the intersection of Pacific Highway and Rosecrans Street. The cost of the interchange was projected to be $ 10.86 million (about $ 76 million in 2023 dollars). SR 109 was planned to follow Camino del Rio up to

2184-571: A toll road that eventually connects to SR 241 . Just before the Tustin city limits, I-5 passes over SR 261 , the final toll road of the Eastern Transportation Corridor , but traffic must use Jamboree Road to access the latter. I-5 then intersects SR 55 and enters Santa Ana , the county seat of Orange County. Towards the northern side of Santa Ana, I-5 intersects both SR 57 and SR 22 in what

2340-538: Is a stub . You can help Misplaced Pages by expanding it . Interstate 8 Interstate 8 ( I-8 ) is an Interstate Highway in the southwestern United States . It runs from the southern edge of Mission Bay at Sunset Cliffs Boulevard in San Diego, California , almost at the Pacific Ocean, to the junction with I-10 , just southeast of Casa Grande, Arizona . In California, the freeway travels through

2496-1000: Is a major north–south route of the Interstate Highway System in the United States, running largely parallel to the Pacific Coast between the Mexican border and the Canadian border . The segment of I-5 in California runs across the length of the state from the Mexican border at the San Ysidro Port of Entry in the San Ysidro neighborhood of San Diego to the Oregon state line south of

2652-404: Is closed (via SR 58 and SR 14). The interchange has partially collapsed twice due to earthquakes: the 1971 Sylmar earthquake and the 1994 Northridge earthquake . As a result of the 1994 collapse, this interchange was renamed the "Clarence Wayne Dean Memorial Interchange", honoring a Los Angeles Police Department motorcycle officer killed when he was unable to stop in time and drove off

2808-546: Is currently undergoing expansion as part of the North Coast Corridor project. The carpool lane expansion from Lomas Santa Fe Drive to SR 78 fully opened by late 2023. As part of this expansion, the bridge carrying I-5 over San Elijo Lagoon was replaced with a much wider bridge. Previously in 2007, a carpool lane opened between Lomas Santa Fe Drive and I-805, with a continuation of the lanes on I-805 to Governor Drive opening in 2016. There are plans to construct

2964-540: Is known as the Orange Crush interchange . Following this, I-5 briefly enters the city of Orange and then traverses Anaheim , passing along the north side of Disneyland . I-5 then intersects SR 91 , passes through Buena Park and crosses into Los Angeles County . After crossing the county line, I-5 goes through several cities southeast of Los Angeles, including La Mirada , Santa Fe Springs , and Norwalk . In Downey , I-5 intersects I-605 , which serves as

3120-778: Is paralleled by the San Diego Trolley Green Line . East of El Cajon, it ascends into the mountains and the Cleveland National Forest , traveling through towns such as Alpine then going by the Viejas Casino before reaching Pine Valley . This route achieves four 4,000-foot (1219.2 meters) high points at Carpenter Summit , then crosses the Pine Valley Creek Bridge before the Laguna Summit , followed by

3276-401: Is planned. ) This allows a continuous HOV lane to run from Palmdale to North Hollywood via SR 14 to I-5 to SR 170. I-5 continues along the western city limits of Santa Clarita and passes Six Flags Magic Mountain , intersecting SR 126 just north of there. The Golden State Freeway then rises sharply, passing by Lake Castaic and undergoing a unique crossover resulting in

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3432-534: Is still listed as a control city on northbound I-5 between SR 99 and I-580. Interstate 5 in downtown Sacramento closely follows the Sacramento River. This has resulted in complex engineering work to keep the section dry due to it being located below the water table. Locally, Caltrans refers to this part of the freeway as the "Boat Section". Due to record levels of rainfall in 1980 the Boat Section

3588-595: Is the current route of I-5. Both routes were eventually built as freeways. The Gavin Canyon route became I-5, and the main north–south route via the Ridge Route. The Newhall Pass route became SR 14, which is the main route between Los Angeles and the growing high desert communities of the Antelope Valley . It is also still a part of the important Midway Route, which is the primary alternate route when I-5

3744-577: The California Department of Transportation (Caltrans) would sign this freeway segment as State Route 8. As the freeway enters Mission Valley , it continues eastward, bisecting the area known as "Hotel Circle" that has several hotels. I-8 then has interchanges with SR 163 , I-805 , and I-15 . In La Mesa , the route intersects SR 125 , and in El Cajon it intersects with SR 67 . From Mission Valley through El Cajon, it

3900-689: The Colorado River on a bridge into Yuma, Arizona . I-8 is part of the California Freeway and Expressway System and is eligible for the State Scenic Highway System from I-5 to the western junction of SR 98, though it is not an official state scenic highway. It is officially known as the Border Friendship Route from San Diego to the Arizona state line. The Interstate is signed as

4056-644: The Crestwood Summit , then the Tecate Divide , After the Laguna Summit, the road passes a U.S. border patrol interior checkpoint that was constructed in 1995 near Buckman Springs Road turnoff just east of the summit. However, this resulted in smugglers driving the wrong way on I-8 at high speeds in order to avoid the checkpoint, causing several crashes, even after concrete barriers were installed. The freeway intersects with SR 79 in

4212-718: The Desert View Tower . I-8 then goes through Ocotillo and Coyote Wells before entering the city of El Centro several miles later. In El Centro, I-8 intersects with SR 86 and SR 111 , both north–south routes which connect to I-10 in the Coachella Valley , north of the Salton Sea . SR 115 and SR 98 end at I-8 east of El Centro. The route also has the lowest above-ground elevation of any Interstate at 52 ft (16 m) below sea level near El Centro. The freeway then traverses

4368-578: The Gila Mountains , the eastbound lanes of I-8 cross under the westbound freeway, briefly traveling to the left near Telegraph Pass before reverting. West of Wellton , the highway takes a northeasterly course, paralleling the Gila River and passing to the south of Roll . Through this part of Arizona, I-8 passes along the northern edge of the Barry M. Goldwater Air Force Range and to the south of

4524-640: The Imperial Sand Dunes Recreation Area and intersects with SR 186 leading south to Baja California Norte , Mexico. I-8 runs parallel to the All-American Canal across the desert for roughly 55 mi (89 km). At points in eastern Imperial County, the Mexican border is less than 0.5 mi (0.80 km) south of the Interstate. I-8 then passes through Felicity and Winterhaven before crossing

4680-538: The John J. Montgomery Freeway , San Diego Freeway , Santa Ana Freeway , Golden State Freeway , and West Side Freeway . The entirety of Interstate 5 in California is defined in the California Streets and Highways Code as Route 5 , which is defined as such in section 305: Route 5 is from the international boundary near Tijuana to the Oregon state line via National City , San Diego , Los Angeles ,

4836-659: The Klamath River and reaching the Oregon border and the Siskiyou Summit . North of Redding, I-5 regularly gets snow at higher elevations from fall to spring. Caltrans sometimes requires vehicles to use snow tires , snow chains , or other traction devices in the mountains during and after snowstorms . Checkpoints are often set up to enforce chain restrictions on vehicles bound for icy or snowy areas. When chain restrictions are in effect, vehicles must have chains on

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4992-507: The Medford - Ashland metropolitan area. It is the longest interstate in California at 796.77 miles (1,282.28 km), and accounts for more than half of I-5's total length of 1,381.29 miles (2,222.97 km). It is also the second longest stretch of Interstate Highway (and the longest for a north-south Interstate) with a single designation within a single state after I-10 in Texas . It is

5148-590: The National Park Service . The entirety of Interstate 8 in California is defined in the California Streets and Highways Code as Route 8 , whose definition in section 308 is as follows : Route 8 is from: (a) Sunset Cliffs Boulevard to Route 5 in San Diego (b) Route 5 in San Diego to Yuma via El Centro. The freeway begins at the intersection of Sunset Cliffs Boulevard and Nimitz Boulevard in San Diego . For its first few miles, it parallels

5304-750: The SR ;4 freeway that provides access to downtown Stockton. I-5 passes through the western portion of the Lodi city limits before intersecting SR 12 and entering Sacramento County . I-5 enters the city of Elk Grove while passing along the eastern edge of the Stone Lakes National Wildlife Refuge . It then crosses into the Sacramento city limits, soon paralleling the Sacramento River before intersecting

5460-696: The SR 73 toll road heading northwest. I-5 continues to the El Toro Y interchange with I-405 in southeastern Irvine , splitting into lanes for regular traffic as well as for truck traffic (though autos can use these lanes as well). From that point, I-405 takes over the San Diego Freeway designation, while I-5 becomes the Santa Ana Freeway as it runs southeast to northwest. After the El Toro Y junction, I-5 intersects SR 133 ,

5616-473: The San Diego River floodway. Near Old Town San Diego , I-8 intersects with I-5 as well as with Rosecrans Street, the former routing of SR 209 . Even though the freeway west of I-5 is signed with interstate shields, it is not considered a chargeable interstate highway according to Federal Highway Administration route logs, which defines I-8's western terminus at I-5. Under regular circumstances,

5772-787: The San Luis Reservoir (where SR 152 provides a major connection to the Monterey Peninsula and the Silicon Valley ), and SR 140 at the Stanislaus county line. I-5 crosses the California Aqueduct for the third time between SR 152 and SR 33 and again near Crows Landing . In San Joaquin County , I-580 splits off from I-5 south of Tracy, providing a spur-route connection to

5928-595: The Shasta Cascade region, intersecting SR 273 in Anderson before passing through Redding and intersecting SR 44 and SR 299 . The freeway then continues through the city of Shasta Lake , intersecting SR 151 , before crossing over Shasta Lake on the Pit River Bridge and climbing up to near the foot of Mount Shasta . Just north of the bridge over Shasta Lake, I-5 also boasts

6084-541: The Volcanic Legacy Scenic Byway , an All-American Road . I-5 is also eligible to be included in the State Scenic Highway System ; however, it is a scenic highway as designated by the California Department of Transportation (Caltrans) only from SR 152 to I-580 . I-5 begins at the San Ysidro Port of Entry from Mexico in the San Ysidro neighborhood of San Diego. Immediately after

6240-669: The Yuma Proving Ground . It keeps a northeastern heading, passing through the community of Dateland , until it reaches Gila Bend . There, the freeway intersects SR 85 heading north to Phoenix and south to the Organ Pipe Cactus National Monument . After leaving Gila Bend, I-8 takes a southeastern course as it passes through the Sonoran Desert National Monument . Exiting the national monument grounds,

6396-419: The Alpine part of I-8 opened on May 22, 1969, after a ribbon-cutting ceremony; yet the Viejas Grade segment was now projected to be completed by 1972. The bridge over the Sweetwater River was under construction by 1970, and the entire segment cost $ 22.1 million (about $ 134 million in 2023 dollars). By May, this segment was estimated to be completed in the later part of that year. The leveling of

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6552-399: The Burbank Boulevard bridge replacement was completed in 2021. The fourth and final phase is in the Santa Clarita Valley, where Caltrans is undergoing construction to extend the carpool lane from the Newhall Pass interchange to Parker Road in Castaic. These lanes are scheduled to open to traffic in 2026. A fifth phase to build a flyover which will connect I-405's carpool lanes with I-5's is in

6708-399: The California Highway Commission. Construction was underway on the stretch from Seeley to SR 111 by June 1966, and the entire portion through the county was planned for completion by 1968. This 12.2-mile (19.6 km) portion, extending west to Drew Road, was planned for completion by early 1967, at a cost of $ 200 million (about $ 1.4 billion in 2023 dollars); however, by then,

6864-473: The Capital City Freeway, which carries US 50 and I-80 Business (I-80 Bus.). SR 99 merges with I-5 at this point, and the two routes pass through the western half of downtown Sacramento . Following the bridge over the American River , I-5 and SR 99 intersect the major transcontinental route of I-80 . Just as I-5 leaves Sacramento, SR 99 splits off and continues north while I-5 turns due west past Sacramento International Airport and crosses

7020-413: The Cuyamaca Mountains was dedicated in 1912, and a plank road served as the first road across the Imperial Valley to Yuma; east of there, the Gila Trail continued east to Gila Bend . These were later replaced by U.S. Route 80 (US 80) across California and part of Arizona, and Arizona State Route 84 (SR 84) between Gila Bend and Casa Grande. The US 80 freeway through San Diego

7176-415: The Frontier traffic circle, where the city of San Diego would resume construction; both SR 109 and SR 209 were to be built in the future. The eight-lane freeway was projected to relieve traffic in the Frontier Street area coming from the San Diego Sports Arena . Bidding for the SR 109 contract was to begin in 1968, after the City Council endorsed the route in December 1967. Completion of both

7332-440: The Golden State Freeway as US 101 takes over the Santa Ana Freeway designation. At this interchange, I-10 , SR 60 , and US 101 intersect; I-10 continues north on I-5 for about 2 mi (3.2 km) before continuing east towards San Bernardino and points farther east. On the north side of downtown, the Golden State Freeway follows the Los Angeles River , intersects SR 110 and SR 2 and passes along

7488-410: The Golden State Highway (US 99, later SR 99) into a freeway. The other was to use the proposed West Side Freeway (current Interstate 5), which had been endorsed by local groups as early as 1945. The Golden State Highway route would serve many farming communities across the San Joaquin Valley, but the West Side Freeway proposal would bypass all the Central Valley communities and thus provide

7644-414: The Holtville portion began at 3:30 a.m. daily during the summer in order to avoid the desert heat. In addition to this, construction of the Highline Canal overpass involved a 120-foot (37 m) steel span that was prefabricated and made of girders that were hoisted into position by barges. The Matich Construction Company attempted to set the world record for laying the most concrete in a day, aided by

7800-408: The Imperial County line was included in the California Highway Commission budget for 1965–1966. A 6.7-mile (10.8 km) extension from Mountain Springs west to what was then known as Road J-35 was given $ 3.3 million (about $ 24 million in 2023 dollars) in funding by the Highway Commission in May 1965. The 10-mile (16 km) section in between this one and the Mountain Springs pass section

7956-553: The Ocean Beach Freeway west of I-5. For the entire length within San Diego County and into Imperial County, it is signed as the Kumeyaay Highway, after the local Native American tribe and their traditional trade route which the Interstate follows. Between Old Town and El Cajon, I-8 is called the Mission Valley Freeway. In 2014, I-8 had an annual average daily traffic (AADT) of 11,800 vehicles between Bonds Corner Road and SR 115, as well as between SR 98 and Imperial Highway, and 239,000 vehicles between I-805 and I-15,

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8112-470: The Pershing Drive exit. The portion of I-5 from the Mexican border to SR 94 at downtown San Diego is named the John J. Montgomery Freeway in honor of John J. Montgomery , a pioneer aviator who flew a glider from a location near Chula Vista in 1884. I-5 continues northwest from downtown as the San Diego Freeway until it reaches its junction with I-8 , then turns slightly to the north while passing SeaWorld and Mission Bay . Thereafter, I-5 intersects

8268-465: The Sacramento River into Yolo County . In Woodland , the SR 113 freeway merges with I-5 before exiting to the north. The Interstate heads northwest again toward Dunnigan , where it converges with I-505 . I-5 skirts north along the western edge of the Sacramento Valley , bypassing the larger cities of the region, including Yuba City , Oroville and Chico , before reaching Red Bluff . From Dunnigan, I-5 enters Colusa County , passing through

8424-531: The San Diego city limits. It continues along the east side of San Diego Bay where it intersects with SR 54 and enters National City . From there, I-5 veers around Naval Base San Diego and reenters the city limits of San Diego. I-5 subsequently intersects with four state routes: the southern end of SR 15 (the extension of I-15 ), SR 75 and the Coronado Bridge , the western end of SR 94 , and SR 163 . In addition to serving downtown San Diego, I-5 also provides access to Balboa Park from

8580-426: The San Diego metropolitan area as the Ocean Beach Freeway and the Mission Valley Freeway before traversing the Cuyamaca Mountains and providing access through the Imperial Valley , including the city of El Centro . Crossing the Colorado River into Arizona , I-8 continues through the city of Yuma across the Sonoran Desert to Casa Grande, in between the cities of Phoenix and Tucson . The first route over

8736-443: The San Francisco Bay Area. From here, I-5 crosses the California Aqueduct for the final time and intersects SR 132 , a major route to Modesto and the mountains in the east, as well as the northern end of SR 33. After passing Tracy, I-5 intersects I-205 , a connector route to I-580, before intersecting the SR 120 freeway near Manteca . After passing through Lathrop , I-5 heads due north through Stockton, intersecting

8892-453: The San Joaquin Valley via the Mojave Desert and Tehachapi Pass . In 1910, Beale's Cut was bypassed by the Newhall Tunnel. Constructed by Los Angeles County, it was too narrow for two trucks to pass each other inside. As a result, in 1939, the tunnel was completely removed (or " daylighted ") when the road was widened to four lanes. Additionally, by 1930, a bypass road was constructed to avoid Newhall Pass via Weldon and Gavin canyons, which

9048-439: The Tejon Pass and Grapevine typically gets snow at higher elevations during the winter. Although Caltrans may require vehicles to use snow tires , snow chains , or other traction devices during and after snowstorms , the California Highway Patrol will instead usually close this segment altogether during these conditions because of the steep grade of the pass, and the amount of passenger traffic and big-rigs that generally use

9204-509: The Utica Avenue exit to I-580, I-5 parallels the eastern foothills of the Diablo Range . It crosses the California Aqueduct for the second time. In Kings County, I-5 intersects SR 41 before briefly entering the city limits of Avenal, where it intersects SR 269 . In Fresno County , I-5 intersects SR 198 and SR 145 before running concurrently with SR 33 for several miles. I-5 then crosses into Merced County , intersecting SR 165 , SR 152 and SR 33 near

9360-480: The West Side Freeway (I-5) saw the development of businesses serving the needs of travelers. For years, there has still been interest in designating the Golden State Highway route as its own interstate, I-7 or I-9 . The median on I-5 between Wheeler Ridge and Tracy is wide enough to accommodate widening the West Side Freeway to six or eight lanes, should the need arise. I-5's more direct Los Angeles-to-Sacramento route bypasses San Francisco, San Jose , Oakland , and

9516-431: The West Side Freeway and the Golden State Highway. The third phase, completed in 1979, extended the freeway to Sacramento and connected it to the northern I-5. When the second phase of the freeway opened in 1972, it was a long and lonely route with no businesses alongside. Services were not easily available as the nearest towns were miles away and generally out of sight. It was common for cars to run out of fuel. Over time

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9672-426: The border, I-805 splits off to the northeast and serves as a bypass of I-5 that avoids downtown San Diego . I-5 itself continues northwest and meets the western end of SR 905 , a route that connects with the Otay Mesa border crossing . I-5 then continues northward and joins the southern end of SR 75 , a highway connecting to Coronado via the Silver Strand . I-5 then enters Chula Vista , briefly leaving

9828-399: The carpool lanes of SR 14 and I-5 opened in 2014. The second phase was between Buena Vista Street and SR 170, and the carpool lane opened in 2014. This phase also included a flyover between the existing carpool lane of SR 170 and the newly constructed I-5. The freeway in this phase went through no improvements, and used existing median shoulders to construct the HOV lane, thus all

9984-407: The city of Williams and intersecting SR 20 . In Glenn County , I-5 intersects SR 162 in Willows and SR 32 in Orland . I-5 then crosses into Tehama County , passing through Corning before entering Red Bluff and intersecting SR 36 , which connects to the northern end of SR 99. I-5 crosses the Sacramento River twice before entering Shasta County . I-5 then enters

10140-419: The city. Caltrans engineer Jacob Dekema stated at the time that the four-lane freeway would not be constructed on the US 80 routing due to possible expansion of the Naval Air Facility El Centro . In October 1964, the portion of I-8 between Imperial Avenue in El Centro to SR 111 appeared in the state budget. By December, a route for the part of I-8 just west of the Colorado River was being examined by

10296-433: The collapsed flyover ramp from SR 14 south to I-5 south. After both earthquakes, the collapsed portions were rebuilt and surviving portions reinforced. In the evening of October 12, 2007, two trucks collided in the southbound tunnel that takes the truck bypass roadway under the main lanes near the Newhall Pass interchange. Fifteen trucks caught fire, killing three people and injuring ten. The Ridge Route refers to

10452-399: The corridor. Whenever there is such a closure, traffic must either wait for it to reopen, or endure a multi-hour detour. An automated gate on the freeway's median in Castaic north of Lake Hughes Road allows drivers to turn around when such closures occur. From SR 99 at Wheeler Ridge to Woodland , I-5 is known as the West Side Freeway. I-5 parallels SR 33 , skirting along

10608-433: The county line. At an OCTA board meeting in August 2024, it was discussed that preliminary engineering is ongoing and will be complete next year. However, a timeline for actual construction was not provided. This extension would give way for I-5 to have carpool lanes for its entire length in Orange County, plus the newly widened section in Los Angeles County, for a total of 50 miles. OCTA and Caltrans are expected to work with

10764-447: The date for completion of the freeway had slipped to 1972. The state ordered the building of the portion from west of Coyote Wells to just east of Drew Road in September 1967. The next year, Dekema indicated that the goal was to have I-8 completed by 1973, citing a deadline in order to have the federal government pay for up to ninety percent of the costs; the other freeways in the region were to be delayed because of this. In early 1970,

10920-420: The drivers led to state charges against the two firms as well as five people in August. There were concerns that John Erreca, the state director of public works, had a conflict of interest with Fratianno and did not enforce the law; however, both Transportation Administrator Robert Bradford (upon a request for investigation from then Governor Pat Brown ) and the Federal Bureau of Investigation found that there

11076-451: The driving wheels, except 4WD vehicles with snow tires. Additionally, during the winter season, trucks are required to carry chains whether or not controls are in force. The portion of this highway from Los Angeles to San Diego was also co-signed as US 101 until 1964–1968. The portion of this highway from Woodland to Red Bluff roughly follows old US 99W. In California, the former western branch of Interstate 5 (the northern end of

11232-738: The eastern side of Griffith Park . The route continues through the San Fernando Valley , intersecting the Ventura Freeway (SR 134). It briefly enters the city of Glendale and then Burbank , passing near Burbank Airport before reentering the Los Angeles city limits and intersecting the northern end of the Hollywood Freeway (SR 170). Near the city of San Fernando , I-5 intersects SR 118 . Following this, I-5 intersects three routes in succession:

11388-498: The entire corridor. By 1928, the portion of I-8 between Gila Bend and Casa Grande was designated as SR 84. A small portion of the highway was paved near Yuma and SR 84 was under construction by the next year. SR 84 was completed by 1930, but not paved, and the segment of US 80 between Aztec and Sentinel had been paved. Interstate 5 in California Interstate ;5 ( I-5 )

11544-624: The far more remote western edge of the Central Valley , and is largely removed from the major population centers such as Bakersfield, Fresno and Modesto ; other state highways provide connections. I-5 still runs within the vicinity of Avenal , Coalinga , Los Banos , and a handful of other smaller cities on the western edge of the Central Valley. For most of this section, the Path ;15 electrical transmission corridor follows

11700-623: The federal conviction of mobster Jimmy Fratianno , and a U.S. House of Representatives subcommittee found that the Arizona government had mismanaged financial resources. The route was completed in 1975 through California, and by 1977 through Arizona, though the bridge over the Colorado River was not completed until 1978. Since then, the freeway through San Diego has been widened due to increasing congestion, and another portion in Imperial County had to be rebuilt following damage by

11856-417: The freeway engineers have hacked two separate roadways not even in sight of each other, but so overpowering in the sheer magnitude of the cuts through the mountains that it is almost impossible to believe human beings could have so overpowered hostile nature ...." Access to the site for construction workers was difficult, and many slopes had to be stabilized. Temperatures reached 120 °F (49 °C) in

12012-443: The freeway from the Sacramento River. However, the system slowly clogged up over the years with sand and silt buildup Major repair work of the Boat Section began on May 30, 2008. The construction was to take 40 days to complete, requiring complete northbound and southbound closures on an alternating schedule. In 1992, Caltrans finished upgrading the final 13 mile segment north of Lakehead . I-5 through north San Diego County

12168-681: The freeway uncompleted when built. The drive time from San Diego to El Centro had been reduced to two hours, according to the California Division of Highways. By August 1970, the remainder of the freeway had been funded, with the part from Japatul Valley Road to Laguna Junction costing $ 22 million (about $ 133 million in 2023 dollars), and the Laguna Junction to Crestwood portion costing $ 15 million (about $ 91 million in 2023 dollars). In May 1971, El Centro Mayor Alex Gay requested that passing lanes be added to

12324-771: The freeway was the second highest priority according to the Highway Development Association in May 1963, after the I-5 freeway. Bidding began on the portion from Broadway in El Cajon to Harritt Road in September 1963. This section of the freeway was to parallel US 80 to the south up to Lakeview Road, and then to the north. This portion of the freeway was scheduled to be complete by May 1965. By January 1965, I-8 had been completed from I-5 east to an interchange with Lake Jennings Park Road, just south of

12480-563: The freeway. After entering Kern County, the freeway sharply descends for 12 mi (19 km) from 4,144 ft (1,263 m) at the Tejon Pass to 1,499 ft (457 m) at Grapevine near the southernmost point of the San Joaquin Valley , approximately 30 mi (48 km) south of Bakersfield and 5 mi (8.0 km) south of its interchange with SR 99 at Wheeler Ridge . This stretch of I-5 through

12636-427: The grade resulted in the second highest fill in the state at 360 ft (110 m). The final portion of I-8 in California, between Japatul Valley Road and west of Boulevard, was prioritized in the 1969–1970 state budget. Due to financial concerns, it was announced in September 1968 that the target date for completing the Interstate Highway System would be extended until 1974, from 1972. The missing portion of I-8

12792-410: The highest concrete bridge in the state at the time was to be built at 430 ft (130 m) over Pine Valley Creek on the segment between Japatul Valley Road and Sunrise Highway. The contract came in at $ 22.6 million (about $ 125 million in 2023 dollars), over $ 5 million (about $ 28 million in 2023 dollars) beyond budget due to the difficulty of the bridge construction. All three of

12948-561: The highest ratio of cars to number of lanes worldwide, at 2400 cars per hour. Plans to add another lane to I-8 west from College Avenue to I-15 began in March ;1992. Caltrans proposed the installation of a metered traffic signal on I-8 west in Lakeside during 1987, in order to improve traffic flow in the mornings by inserting a short delay before entering San Diego should the rate exceed 2,000 vehicles per hour. However,

13104-651: The highway continues on an easterly bearing to a junction with SR 84 , a highway that parallels I-8 to the north and goes through Casa Grande , while I-8 passes to the south of both Stanfield and Casa Grande. I-8 reaches its eastern terminus southeast of Casa Grande Mountain Park at an interchange with I-10 , which continues north (westbound) to Phoenix , and south (eastbound) to Tucson . The combination of SR 85 between I-10 and I-8 as well as I-8 between SR 85 and I-10 in Casa Grande has been promoted as

13260-602: The highway, forming an infrastructure corridor along with the California Aqueduct . After the Grapevine, I-5 crosses the California Aqueduct. This is first time out of 5 times that I-5 crosses the aqueduct. North of the Grapevine, I-5 intersects SR 166 , SR 119 and SR 43 before meeting SR 58 , a highway that continues east to Bakersfield, near the town of Buttonwillow . I-5 then intersects SR 46 before entering Kings County . From

13416-569: The interchange and SR 109 was planned for early 1969. An interchange was planned at Midway Drive, and the western end of the freeway was to be at Sunset Cliffs and Nimitz boulevards. The cost of the SR ;109 project was estimated to be $ 2.3 million (about $ 15 million in 2023 dollars). The ramp from south I-5 to Camino del Rio opened in February 1968, and a second ramp from southbound I-5 to eastbound I-8 opened in August 1968, with

13572-616: The last three miles from SR 78 to Oceanside Harbor Drive, however, there is a lack of funding for them, and there are no plans to set aside funding from the state to construct them. In Orange County, the HOV lane opened in the mid-1990s between SR 1 and SR 91, following the widening of the freeway between SR 55 and SR 91, between SR 91 and Artesia Boulevard in 2010, and between SR 1 and Avenida Pico in 2018. Multiple carpool flyovers were constructed during this time to connect motorists from one freeway's carpool lanes to

13728-421: The latter of which was the highest AADT for the highway in California. I-8 enters Arizona from California at the Colorado River bridge at Yuma. It initially heads south through Yuma until the interchange with US 95 , where the freeway begins to turn to the east and passes through eastern Yuma and Fortuna Foothills , briefly paralleling US 95 and passing through a second border inspection station. In

13884-722: The latter's intersection with the southern terminus of Harritt Road. At a cost of $ 3.44 million (about $ 25 million in 2023 dollars), the project reduced the grade and curves at what was known as "Tunnel Hill" that hindered the flow of traffic. The part of the freeway from west of Harritt Road to west of Alpine was up for bidding in October 1964, and the Highway Commission set aside $ 2.1 million (about $ 16 million in 2023 dollars) for this 1.6-mile-long (2.6 km) stretch in February 1965. A contract for $ 1.42 million (about $ 10 million in 2023 dollars)

14040-411: The level terrain, but failed to do so after the concrete mixer malfunctioned. That same year, bids for an Arizona plant inspection station near Winterhaven, next to the California agricultural inspection station, were submitted. The last 6.5-mile (10.5 km) part of the California portion, from near Algodones Road to west of the Arizona state line, was to enter the bidding phase in early 1972. I-8

14196-587: The median is over 1.5 mi (2.4 km) wide. This portion of the road is known for high winds through the canyons that have made driving difficult, sometimes resulting in closure of the freeway; in 1966, the California Highway Patrol estimated that winds blew at speeds of up to 100 mph (160 km/h). The route enters the Imperial Valley, where it intersects with SR 98, a highway leading to Calexico , and passes near

14352-701: The more important and most-used of the two major north–south routes on the Pacific Coast, the other being U.S. Route 101 (US 101), which is primarily coastal. I-5 links the major California cities of San Diego, Santa Ana , Los Angeles , Stockton , Sacramento , and Redding . The San Francisco Bay Area is about 80 miles (130 km) west of the highway. I-5 is known colloquially as "the 5" to Southern California residents and "5" to Northern California residents due to varieties in California English . I-5 also has several named portions:

14508-499: The most rugged, hottest sections of San Diego and Imperial counties," according to The San Diego Union . Construction ran into difficulties following concerns regarding potential landslides. The westbound lanes were built first, and temporarily contained both directions of traffic while the old highway was converted into the eastbound lanes. The Los Angeles Times described the stretch east of Mountain Springs as follows: "Through it

14664-681: The name was chosen in a public contest in 1927, but was never officially adopted. Since the construction of I-5, it has taken over the term "Golden State Freeway" from 99 south of the latter's southern terminus in Kern County. The Golden State Freeway was proposed by the California Highway Commission in 1953. The proposal drew strong criticism from East Los Angeles residents as it would dissect and eliminate large residential and commercial areas of Boyle Heights and Hollenbeck Heights. The proposal also seemed to indicate

14820-651: The national forest before passing through the La Posta and Campo Indian reservations. In Boulevard , I-8 has an interchange with the eastern end of SR 94 . I-8 straddles the San Diego – Imperial county line for a few miles before turning east. At the Mountain Springs/In-Ko-Pah grade, the freeway is routed down two separate canyons— Devils Canyon for westbound traffic and In-Ko-Pah Gorge for eastbound traffic—as it descends 3,000 ft (910 m) in 11 mi (18 km). In places,

14976-467: The newspaper The Eastside Sun wrote the freeway led to the "eradication, obliteration, razing, moving, ripping asunder, demolishing of Eastside homes." A widowed Edendale resident, Lomie Puckett, resisted the condemnation of one of her rental properties in August 1958 by using a rifle to threaten state workers and police. After a five-day standoff with police, the home was seized and later demolished. The section between Orange County and Los Angeles

15132-536: The next (see Exit List for a list of them). In 2013, ground broke on a major expansion of the freeway through La Mirada and Norwalk in neighboring Los Angeles County to the I-605 interchange, which included a carpool lane to Florence Avenue. The carpool lane fully opened in 2023. Currently, in San Clemente, there are studies to extend the carpool lanes from their current terminus at Avenida Pico to Cristianitos Road at

15288-647: The next 18 mi (29 km). Toward the northern end of its routing through Camp Pendleton, I-5 passes through San Onofre State Beach and near the San Onofre Nuclear Generating Station . I-5 enters Orange County at the Cristianitos Road exit. Upon entering Orange County, I-5 goes through San Clemente . At Dana Point , I-5 turns inland while SR 1 continues along the coast. I-5 then heads due north through San Juan Capistrano and Mission Viejo , intersecting

15444-629: The northern end of I-405, the western end of I-210 , and the southern end of SR 14 at the Newhall Pass interchange . It then crosses the Newhall Pass through the Santa Susana Mountains into the Santa Clarita Valley . I-5's carpool lanes also have direct connectors with the carpool lanes on the SR 170 and SR 14 freeways (an additional direct connector with the HOV lanes on I-405 near Mission Hills

15600-424: The objections of Councilman Floyd Morrow, who objected to solving traffic issues by continuing to expand freeways. The cost was estimated to be $ 8 million (about $ 38 million in 2023 dollars). The La Mesa City Council asked the state to modify the interchange with SR 125 in 1974; the original interchange did not allow for access to SR 125 from I-8 east or to I-8 west from SR 125. Widening of

15756-408: The old Ridge Route, but was not enough to satisfy demand, and a conversion to a four-lane expressway was needed. The outbreak of World War II delayed this until 1948 and the fourth lane was completed in 1952. However, just three years later, plans were begun for converting the four-lane expressway to a six-lane freeway. The last major alteration to the Ridge Route began in the early 1960s. By then,

15912-485: The old US 80 bridge, was dedicated on August 18, 1978; this completed I-8 from San Diego to Casa Grande. The Arizona Department of Transportation and the City of Yuma assisted in the planning process. By the time the California portion of the freeway was complete, the average cost was $ 1 million per mile (about $ 4 million in 2023 dollars). The bridge opened on September 20, 1978. The State of California

16068-403: The only direct access to SR 56 going northbound. North of the San Diego city limits, I-5 enters the city limits of Solana Beach , and then three incorporated cities to the north: Encinitas , Carlsbad and Oceanside . In Oceanside, I-5 intersects the SR 78 freeway and the SR 76 expressway and continues through Camp Pendleton . It then follows the Pacific Ocean coastline for

16224-589: The original overpasses were retained, and some undercrossings also have no right hand shoulder as a result. A third phase saw the widening between SR 134 and Buena Vista Street, and the carpool lane opened in 2022. This phase gave room for the replacement of the Burbank Boulevard bridge, and the opening of a new interchange at Empire Avenue, which replaced the Scott Road and Lincoln Street interchanges. The Empire Avenue interchange opened in 2019 and

16380-480: The other side of the freeway was cut off. Plans were put in place to build frontage roads to improve access through the region. The 16-mile (26 km) portion of I-8 bypassing Holtville began construction in December ;1969, and was nearing completion in May 1971, to result in a continuous freeway that connected two existing segments from Crestwood in San Diego County to just west of Winterhaven. It

16536-457: The plan for a six-lane freeway had expanded to eight lanes. This construction project made the most changes to the route. Many of the curves that followed the mountainside were cut through. To climb the mountain on the south side of Castaic more easily, traffic lanes were reversed (southbound lanes to the east and northbound lanes to the west). To prevent head-on collisions , the two ends of the route were separated on two different mountainsides, and

16692-611: The portion from SR 125 to El Cajon Boulevard to five lanes in each direction was under way in October. By 1981, the environmental impact report had been completed, and the $ 50 million (about $ 142 million in 2023 dollars) project to add ramps and widen I-8 was awaiting clearance from the Federal Highway Administration . Additional ramps to SR 67 were nearing completion in May ;1985, and were completed to I-15 north in October. In 1986,

16848-513: The portion of the freeway from west of Ogilby Road to east of Algodones Road was under construction, and projections were to have this portion completed by later that year. This $ 5.2 million (about $ 31 million in 2023 dollars) project also included resurfacing the freeway that had already been built through the Colorado Desert Sandhills; this part of the freeway had been built between 1961 and 1965. By this time, it

17004-492: The preservation of historical Old Town and keeping traffic through the area moving during construction. The goal was to begin the process in 1966, and complete the interchange in 1969. There were concerns about a $ 3 million shortfall in funding (about $ 22 million in 2023 dollars) during May 1966, which caused the San Diego Chamber of Commerce Highway Committee to recommend the completion of SR 109 as

17160-485: The process continued, concerns about increased smog from the additional traffic were raised in October 1967. A 3.7-mile (6.0 km) section to the east of Alpine was scheduled to have bidding opened in November of that year, and was to be finished in 1968; this would produce a continuous freeway from San Diego to the eastern terminus of this route. Both of these projects were underway by May 1968. An additional contract

17316-400: The project revamping the SR 125 interchange was under way, at a cost of $ 80 million (about $ 189 million in 2023 dollars); it would add two more lanes to I-8 from Jackson Drive to Fuerte Drive, and allow for SR 125 to be extended north past I-8. By 1977, traffic had reached 172,300 vehicles a day, which had increased by nearly 10 percent over the previous year. It

17472-556: The projects to complete I-8 were projected to be complete by mid-1974. However, in March 1972, it was announced that the La Posta Road portion of the project would be delayed due to budget troubles. By the beginning of 1974, the new projected completion date for I-8 was mid-1975, with 22 mi (35 km) of two-lane highway remaining. The Pine Valley Creek bridge and the segment extending from Japatul Valley Road to Pine Valley

17628-518: The remainder of the project to be completed in summer 1969. The groundbreaking for the Ocean Beach Freeway took place on September 23, 1968, with the estimated completion to take place within 15 months. However, rain in February 1969 delayed many construction projects across the county, including the SR 109 extension. The entire project was completed in September, with the road scheduled to open in October. The routing of SR 109

17784-513: The remaining two-lane part of I-8 in between El Centro and San Diego due to the frequent traffic jams in between Japatul Valley and Crestwood. At this time, this was the only missing link through the mountains. Bidding took place on the $ 16.5 million (about $ 95 million in 2023 dollars) La Posta Road to Crestwood Road and the Japatul Valley Road to Sunrise Highway portions in November 1971. As part of this series of projects,

17940-580: The remnants of Hurricane Kathleen . I-8 is part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration . The freeway from the eastern junction with California State Route 98 (SR 98) to the eastern end is designated as part of the Juan Bautista de Anza National Historic Trail auto tour route, promoted by

18096-431: The residents of San Clemente during the process, as several bridges may have to be replaced with wider ones, and buildings may have to be demolished for the widening. North of downtown Los Angeles, the freeway is currently going widening, which includes the addition of HOV lanes in four phases. The first phase was the opening of a carpool lane between carpool lane between SR 170 and SR 14 in 2011. A flyover between

18252-561: The rest of the San Francisco Bay Area. Original plans also called for a loop Interstate with a directional suffix, I-5W. This route now roughly corresponds to I-580 from I-5 south of Tracy to Oakland, I-80 from Oakland to Vacaville, and I-505 from Vacaville to I-5 near Dunnigan. I-5W and most of the other Interstates around the country with directional suffixes were eventually renumbered or eliminated, except I-35E and I-35W in Texas and Minnesota. Nevertheless, San Francisco

18408-723: The routes of both the Gila Trail and the Butterfield Overland Mail Company line. The latter was a stagecoach line that went between Tipton, Missouri , and San Francisco, with several stations in between, and was used to transport passengers across the country at 5 mph (8.0 km/h) between 1858 and 1861. In later years, the Southern Pacific Railroad was constructed, paralleling the Gila River east of Fortuna; by 1877,

18564-466: The second-largest median in California after I-8 's In‑Ko‑Pah grade. In Siskiyou County , I-5 passes through Dunsmuir before intersecting SR 89 near Lake Siskiyou and entering the city of Mount Shasta . North of here, US 97 intersects I-5 in Weed , providing access to Klamath Falls, Oregon . The Interstate then continues to Yreka , intersecting SR 3 and SR 96 before crossing

18720-632: The section of highway between Castaic and Grapevine, through the Tejon Pass. The highway had its origins in the early 1910s, when a route was needed to connect Los Angeles to the Central Valley. Some believed that the only option was the route through the Mojave Desert and the Tehachapi Mountains, but a new route was discovered through the Tejon Pass. This route became known as the Ridge Route and saw almost constant planning, construction, and improvement from 1914 to 1970. The first road

18876-556: The section through Piru Canyon was moved to an entirely new alignment to make room for Pyramid Lake. The project was completed by 1970 and brought the Ridge Route to its current alignment. When the Interstate Highway System was created in 1956, there was discussion about which way to route the interstate through the San Joaquin Valley (Central Valley). Two proposals were considered. One was to convert

19032-458: The spur into the Bay Area) connecting I-80 out of Vacaville to near Dunnigan, previously known as I-5W , was renamed I-505 . Interstate 580 running between I-5 and I-80 was also once designated 5W; what is now I-5 (the stretch that runs through Sacramento) had been originally designated I-5E . The term "Golden State Highway" was the popular name for US 99 through the length of California;

19188-430: The state put its plans on hold shortly thereafter, following several concerns from the public, and from state senator Jim Ellis. A stagecoach road existed into the 19th century that passed through the mountains east of San Diego. Before the freeway was constructed, the automobile road through the mountains east of San Diego was narrow and wound through the mountains; it was officially dedicated in 1912. This trip

19344-598: The summer and 4 °F (−16 °C) in winter, with winds reaching up to 80 mph (130 km/h). While using nuclear explosions to conduct blasting operations in the Laguna Mountains was considered as a possibility, the proposal was not considered to be practical at the time. Two cables and a hook were used to move girders into place; this was the first use of a cable in Southern California road construction. The portion from Boulevard to near

19500-581: The towns of Saugus and Newhall , and then crossed Newhall Pass (current route of SR 14, the Antelope Valley Freeway). In 1862, Beale's Cut was made in the construction of a toll wagon road. The 15 ft wide (4.6 m) by 60 ft deep (18 m) "slot" was dug with picks and shovels. That road would become part of the Midway Route. At the turn of the century, it was the most direct automobile route between Los Angeles and

19656-401: The tracks were complete to Yuma. Work continued the next year, and, by 1880, the tracks were extended to Tucson from Yuma. This portion of the route of US 80, predecessor of I-8, was originally part of the proposed state system of highways in 1921. By 1926, this section became part of the cross-country highway US 80 . The route was not paved at this time, but was a gravel road along

19812-465: The valley as the main east–west route. Plans for a new freeway across the southernmost reaches of California date from before 1950. The bridge over the Colorado River was replaced in 1956, at a cost of $ 1.2 million, and was in use until 1978, when the I-8 bridge was built. In 1957, the City of El Centro expressed a desire for the new freeway to replace US 80 to be routed along the southern limits of

19968-488: The westerly side of the San Joaquin Valley , Sacramento , and Yreka ; also passing near Santa Ana , Glendale , Woodland , and Red Bluff . I-5 is part of the California Freeway and Expressway System , and is part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration . The segment of I-5 from State Route 89 (SR 89) to US 97 forms part of

20124-642: The western end of SR 52 near La Jolla before entering University City . At Nobel Drive, the San Diego LDS Temple towers over I-5. Shortly afterward, I‑5 passes through the UC San Diego campus and intersects the northern terminus of I-805 before continuing north and intersecting the western end of SR 56 . At this interchange, there is a local bypass that provides the only access to Carmel Mountain Road from both directions and provides

20280-493: Was a two-lane road that still had many switchbacks , with one popularly known as "Dead Man's Curve". Construction of I-8 took place atop much of the roadbed of the highway from the early 1930s. The delay in extending a road to San Diego caused increased development in Los Angeles and resulted in that city becoming the trade and population center of Southern California, according to the San Diego Union . Completion of

20436-628: Was accepted as a chargeable Interstate by the American Association of State Highway Officials in 1957, and was added to the state highway system in 1964 by the California State Legislature ; the US ;80 designation was removed at that time. The freeway that would become I-8 was constructed in the mid-20th century through the San Diego area. The section west of I-5 was originally part of SR 109, and

20592-415: Was added to I-8 in 1972. In later years, the California Department of Transportation (Caltrans) made efforts to widen the freeway as congestion increased. Much of Alvarado Canyon Road from San Diego to La Mesa was originally built between 1947 and 1950, a bypass of the old US 80 routing along El Cajon Boulevard and La Mesa Boulevard. Work began to convert the original US 80 divided highway into

20748-421: Was built at a cost of $ 7.4 million (about $ 33 million in 2023 dollars). In June 1975, there were concerns regarding the state delaying new construction projects due to financial concerns, and the effects this would have on the bridge. The bid for the project was awarded to Novo-Rados Construction in October 1975, as one of the final projects before the construction freeze. The new bridge, which replaced

20904-400: Was completed in 1915. It was a slow, winding, two-lane road through the mountains with a speed limit of 15 mph (24 km/h) in some places. However, the need for improvements was realized soon after it was completed. The road was paved after World War I , and several blind turns were opened up ("daylighted"). Even with these improvements in the 1920s, it became clear that a new route

21060-462: Was dedicated on November 24, 1974, and was scheduled to open on November 26; this left 8 mi (13 km) of freeway to be constructed. The final stretch of I-8 in California, from Sunrise Highway to La Posta Road, was completed in May 1975. The Buckman Springs rest area opened in January 1979 in eastern San Diego County. In 1987, the first 65 mph (105 km/h) speed limit sign

21216-406: Was estimated that the bypass would save travelers 20 minutes of travel time through the Imperial Valley. The cost of this project was $ 11.2 million (about $ 71 million in 2023 dollars). However, Holtville residents raised concerns about SR 115 providing the only access to the eastern part of the city, notably the narrow and curved portion leading from the freeway into town. Work on

21372-454: Was estimated that the drive from San Diego to El Centro now took 2 hours, as opposed to the 3.5 hours required two decades earlier, and the two days required in the pioneer era. This part of the freeway was opened in July 1970. As the freeway was constructed through the valley, it caused a break in many north–south roads. These breaks were located where access to the part of the road on

21528-502: Was expected to cost $ 45 million and be constructed in three parts, with one part being started each year. The segments between Japatul Valley Road and west of Laguna Junction, and from La Posta Road to west of Boulevard, were delayed for an entire year at the end of 1969 due to a nationwide effort to fight inflation by reducing spending. A 6.6-mile (10.6 km) segment from Buckman Springs to Crestwood received funding in May 1970, which would leave only an 8-mile (13 km) stretch of

21684-402: Was flooded with 15 ft (4.6 m) of water. Caltrans began constructing this section during the 1960s and 1970s. The freeway was engineered below grade so it would be out of the view of offices and shops in downtown Sacramento. To achieve this, the site was excavated and the seeping water was pumped from the area. An intricate drainage system, water pump and retaining wall are used to protect

21840-415: Was given out for $ 7.8 million (about $ 52 million in 2023 dollars) in August to continue the freeway east from Alpine Street to Japatul Valley Road; this would bring the freeway near Descanso Junction. Roughly 5.5 million cubic yards (4.2 × 10 ^  m ) of dirt and rock were to be generated by all three of these construction projects, since half of a mountain would have to be removed with

21996-407: Was hoped that the construction of SR 52 would help to reduce the congestion. A revised Mission Gorge Road eastbound exit opened in 1979, merging with traffic from I-15. Traffic reached 212,000 vehicles a day by February 1981, and Caltrans declared I-8 east of I-805 the busiest highway in the region. In 1987, Caltrans determined that I-8 west between College Avenue and Waring Road had

22152-552: Was imprisoned when he did not pay, but was released in September 1969. His ex-wife, Jewell, as well as the company, were fined $ 4,014 (about $ 23,000 in 2023 dollars) individually for their responsibility in the matter. For the state charges, he was sentenced in 1969 to one to three years in prison, after pleading guilty to the charges. He was incarcerated in Chico State Prison following a parole violation until 1973. Following Tropical Storm Kathleen in September 1976,

22308-401: Was in planning by that September, and was scheduled to begin the building phase shortly thereafter, with the section extending west of Boulevard to follow. That section, from Crestwood to Boulevard, was to begin construction soon after the $ 3 million (about $ 22 million in 2023 dollars) contract was given out in January 1966. The coming of the freeway from both west and east of Jacumba

22464-502: Was issued in August 1965. The entire 6-mile (9.7 km) stretch from Lake Jennings Road to Harbison Canyon Road was under construction by September 1965 and was scheduled to be complete by the next year. In the Mountain Springs pass between San Diego and Imperial counties, the eastbound lanes traverse the pass on the former roadbed of US 80 through In-Ko-Pah Gorge near Myers Creek . The westbound lanes were placed on

22620-401: Was known to take up to four hours, and frequently resulted in the radiator boiling over, flat tires, or broken fan belts ; inclement weather would result in cars becoming mired in the mud. The road was paved in 1926, and was open by 1927; remnants of this road were still present in the late 20th century. Another road was built in the early 1930s, to remove curves and widen the lanes. This

22776-401: Was largely complete by the time it was renumbered as I-8 in the 1964 state highway renumbering ; east of San Diego, the US 80 roadway was slowly replaced by I-8 as construction progressed in the Imperial Valley. The Arizona portion of the road was built starting in the 1960s. Several controversies erupted during the construction process; questionable labor practices in Imperial County led to

22932-442: Was needed to keep up with increasing demand. In 1927, plans were drawn up for a "Ridge Route Alternate", named as it was planned as an addition to the existing Ridge Route and not as a replacement. It opened in 1933 as a three-lane highway through the mountains. The middle or "suicide lane" was used as an overtaking lane for cars in both directions. This route was a great improvement, faster and 9.7 mi (15.6 km) shorter than

23088-639: Was no conflict of interest. The truck drivers were given $ 36,000 (about $ 251,000 in 2023 dollars) in back pay from the state government. Fratianno and Bompensiero were charged with fraud, as well as state labor and public utility code violations. While charges were dropped against Bompensiero, Fratianno was found guilty. The Imperial County Board of Supervisors estimated that $ 25,000 (about $ 758,000 in 2023 dollars) in damage to county roads took place due to overloaded trucks. The federal government fined him $ 10,000 (about $ 67,000 in 2023 dollars), which he never paid, and placed him on probation for three years; he

23244-654: Was officially added to I-8 in 1972. Even before the freeway was complete in California, bidding began in 1964 on widening I-8 from six to eight lanes between near Fairmount Avenue and Spring Street, in San Diego and La Mesa. Three years later, a contract was granted for the widening of the Fairmount Avenue to Ward Road stretch, adding two lanes to the freeway. In 1974, the San Diego City Council reached an agreement with state officials to improve I-8 from east of Pacific Highway to Texas Street, over

23400-546: Was originally designed to have three lanes in each direction. Due to high traffic demand, the freeway started undergoing major extensions and widening in the early 1990s in Orange County. Work from SR 91 north through the Los Angeles–Orange County line was completed in 2010. Reconstruction between the county line and Interstate 605 began in 2013 and was completed by early 2023. The original route went through

23556-479: Was posted east of El Cajon, the first one in the state; the speed limit on all I-8 east of El Cajon, except for the Mountain Springs Grade portion, was raised similarly. The highway through Imperial Valley was originally a plank road made of pieces of wood that were tied together. The Ocean-to-Ocean Bridge across the Colorado River was open in 1915. Following this, US 80 was built through

23712-566: Was potentially responsible. Both companies were awarded the contracts to transport dirt during the construction of I-8 in El Centro. Drivers were coerced to agree to buy the trucks, although the Fratianno Company still retained the ownership; they also had portions of their wages withheld from them. Following this, the drivers were loaned money from Leo Moceri, another mafia leader. An investigation in early 1966 after complaints from

23868-458: Was projected to be a significant event in the history of the town. Cafes and gas stations went out of business once the freeway bypassed the town; however, many retirees relocated into the town since the high traffic levels were gone. The labeling of the town Boulevard as Manzanita on I-8 signs raised controversy and forced the Division of Highways to obscure the name on the signs until the issue

24024-422: Was resolved. Construction continued with the issuing of a $ 6.55 million contract (about $ 46 million in 2023 dollars) to widen a 5.7-mile (9.2 km) section of I-8 through Alpine, from Harbison Canyon to east of West Victoria Drive, and to begin construction in April or May 1967, to be completed in 1969. This would leave only a 30-mile (48 km) stretch of I-8 that was not at freeway standards. As

24180-645: Was responsible for the bridge erection, even though the State of Arizona owned half of the bridge. Jimmy Fratianno was associated with Frank Bompensiero , the San Diego mafia leader, in a criminal lawsuit involving the Fratianno Trucking Company and the Miles and Sons Trucking Company in 1966; he was known to law enforcement as "the Mafia's West Coast executioner," with up to 16 deaths for which he

24336-417: Was scheduled to be completed in the summer of 1975 between San Diego and Yuma, although there would be a break in the freeway around Yuma; this occurred by October 1975. At the time the California portion was completed, it was the preferred route to Phoenix from some areas of Los Angeles, since I-10 had not been completed. The missing portion of the highway was the new bridge over the Colorado River, which

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