www.cahighways.org
California Highways
Routes 73 through 80
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www.cahighways.org |
California HighwaysRoutes 73 through 80 |
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
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From Route 5 near San Juan Capistrano to Route 405 via the San Joaquin Hills.
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In 1963, this route was defined as running “(a) Route 1 near Corona Del Mar to Route 405. (b) Route 405 to Route 5 in Santa Ana via Main Street.” In 1965, Chapter 1372 deleted segment (b), thus terminating the route at I-405. Until 1983, this route ran from Route 1 to MacArthur Blvd, and then along MacArthur Boulevard from Route 1 near Corona del Mar to San Diego Creek in Irvine. In 1983, Chapter 849 changed the origin of the route and modified the routing to be "Route 5 near San Juan Capistrano to Route 405 via the San Joaquin Hills." It also noted that "MacArthur Boulevard from Route 1 near Corona del Mar to San Diego Creek in Irvine shall cease to be a state highway when the Route 73 freeway as described above is completed." This reflected the planned construction of the San Joaquin Hills Toll Road. A 1986 map does show the proposed tollway. In 2003, Chapter 525 removed the text about the former portion of the route.
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Much of the present routing was defined post-1964. The portion of the current routing from near UC Irvine to I-405 was LRN 184, defined in 1933 (as was the remainder of the since deleted 1963 routing) Route 73 was not defined as part of the initial state signage of routes in 1934. It is unclear what (if any) route was signed as Route 73 between 1934 and 1964.
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In July 2005, the CTC considered relinquishment of right of way in the City of Newport Beach, along Bristol Street and North Bristol Street, from Jamboree Road to Irwin Avenue/Campus Drive, consisting of frontage roads. It also considered relinquishment of right of way in the County of Orange, along Bristol Street and North Bristol Street, consisting of frontage roads. In August 2005, the CTC considered relinquishment of right of way in the City of Irvine, at University Drive South, consisting of reconstructed and relocated city streets. In July 2007, the CTC relinquished right of way in the city of Costa Mesa, from the South City Limit to 0.4 mile North of Red Hill Avenue, consisting of reconstructed and relocated city streets. The City, by relinquishment cooperative agreement dated June 4, 2007, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State. In September 2011, it was reported that a request by the California
Department of Transportation (Caltrans) to sign a freeway agreement related to
the road that connects Newport Beach to Aliso Viejo was delayed at the Sept. 6,
2011 Laguna Beach City Council meeting. Laguna Beach officials opposed
construction of the roadway and much of the sentiment against it remains. Route
73 was inherited by Caltrans from the Transportation Corridor Agency, which
constructed it, but the standard freeway agreement was overlooked in the
process, according to a Laguna Beach staff report. Now, the toll road is being
termed a freeway because it is under Caltrans control. The proposed agreement
imposes no future obligations on the city, according to the analysis by the
city staff. However, there were had questions about references in the agreement
to obligations for future funding and construction to be dealt with in a
separate cooperative agreement, as well as the acquisition of city streets,
frontage roads and other local roads required for the construction,
reconstruction or alteration of the toll road. Further, the agreement states
that the city agreed to the construction that traverses through the city's
jurisdiction from the Aliso Viejo city limits to the Newport Beach city limits.
In fact, Laguna Beach did not agree to either the construction or the design of
the toll road and was the only city through which Route 73 ran that was not a
member of the TCA. The corridor agency and Caltrans signed an agreement dated
April 7, 1995, that said Caltrans would assume maintenance of Route 73 when it
was completed. In May of 1996, the California Transportation Commission
declared the toll road a "freeway."
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The portion of this freeway between MacArthur Blvd and Route 405 was named by the "Corona Del Mar" freeway by the local Caltrans District. The first freeway segment opened in 1977; the last segment in 1996. The named segment traverses the community of Corona Del Mar. The pre-1983 routing (from Route 1 to Route 405 along MacArthur Blvd) was named the "Veterans Memorial Freeway". It was named by Senate Concurrent Resolution 2 in 1967. This segment is no longer in the state highway system.
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The following segments are designated as Classified Landscaped Freeway:
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 73:
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The route that would become LRN 72 was first defined in 1931 by Chapter 82 as the route from Alturas to Oregon State Line near New Pine Creek. In 1933, it was extended from [LRN 28] at Alturas to [LRN 29]. In 1935, it was codified into the highway code as the following route:
This definition remained unchanged until the 1963 renumbering. The route was (and is) signed as US 395. |
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There is currently work underway to explore some realignments of this route, in particular, the portion from Hemet to Corona/Lake Elsinore.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 74:
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[SHC 263.1] Entire route.
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[SHC 164.14] Entire route.
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The route that was to become LRN 74 was first defined in 1931 by Chapter 82 as the route from Vallejo to [LRN 8]. In 1935, it was codified into the highway code as “Vallejo to [LRN 8]”, but was quickly amended by Chapter 274 to be the following:
In 1947 during the 1st executive session, Chapter 13 added a branch to the ferry in Benicia: “including a connection from Vallejo to [LRN 7] near the Carquinez Bridge.” In 1953, Chapter 1737 made the clause about the Benecia Ferry contingent on the acquisition by the Department of Public Works of the ferry system operated across the Carquinez Straights between the cities of Benecia and Martinez. This was done because the city of Martinez was about to close down the ferry system across the straights, and it was necessary to keep the ferry in operation to serve numerous refineries, chemical plants, steel companies, and other industries necessary for national defense, workers commuting both to and from such industries, and the extremely important Benecia Arsenal. In 1959, Chapter 1062 extended the route to begin at [LRN 6] near Napa, and removed the contingency. This route was signed as Route 29 between Vallejo and Napa, and was defined in 1931. The segment between Benicia and Vallejo was originally signed as Route 29, and is present-day I-780. |
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From Route 5 to Route 5 via the Silver Strand and the San Diego-Coronado Toll Bridge.
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As defined in 1963, this route was defined as two segments “(a) Route 125 east of Brown Field to Route 5 near the south end of San Diego Bay. (b) Route 5 to the San Diego-Coronado Ferry in Coronado via Silver Strand.” However, later that year Chapter 1698 changed the origin of segment (a) to “Route 125 near Brown Field”. In 1967, Chapter 1483 split segment (b) and added the bridge, giving “(b) Route 5 to Fourth Street in Coronado via Silver Strand. (c) Orange Avenue in Coronado to Route 5 in San Diego via the San Diego-Coronado Toll Bridge. Subdivision (c) of this section shall not become operative until the San Diego-Coronado Toll Bridge and approaches are completed and open for traffic.” It also added segment (d) as a temporary measure until the bridge was completed: “(d) Fourth Street to the San Diego-Coronado Ferry via Orange Avenue in Coronado. The portion of this route described in subdivision (d) shall cease to be a state highway when the portion of this route described in subdivision (c) is completed and open for traffic.” In 1968, Chapter 1139 combined segments (b) and (c) and removed (d): “(b) Route 5 to Route 5 via the Silver Strand and the San Diego-Coronado Toll Bridge.” In 1976, Chapter 1354 deleted segment (a) and transferred it to Route 117, renumbered in 1985 to Route 905 (non-chargable interstate). This part of the route was LRN 281.
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This route was not part of the original state signage of routes in 1934, although it was signed as Route 75 as least since the early 1940s. The route was LRN 199, and was defined in 1933. It ran along Orange, Silver Strand Blvd, and Palm Avenue.
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Constructed as freeway from Route 282 to Route 5 in San Diego. The San Diego-Coronado Bridge was originally a toll bridge, but the toll was removed on June 27, 2002. SANDAG is currently considering reinstating the tolls. The tolls would raise money for a proposed tunnel and other projects aimed at easing traffic congestion. San Diego released an analysis in April 2009 that found that tolls could raise an initial $140 million with a rate of $1.50 each way during the four- year construction of the tunnel from 2014 to 2018. The most expensive of two proposed tunnel designs is projected to cost $590 million. If new, higher rates are in place by 2019, tolls could generate up to an additional $460 million over a 40-year period, the study says. That figure is based on rates that could range from $1.50 per crossing during off-peak traffic hours to $5 per trip in peak traffic. That means drivers would pay $10 round trip to cross the bridge during peak traffic hours. There have been reports that there is a study regarding constructing a double tunnel that would run for a mile beneath Coronado, connecting the western side of the Coronado Bridge to the North Island Naval Air Station. Currently, surface streets between the bridge and the Navy base carry as many as 96,000 vehicles a day - far above the capacity they were designed for and more traffic than any other arterial road in San Diego County. In June 2011, the CTC relinquished right of way in the city of Imperial Beach along Route 75 on and along Palm Avenue between 7th and 8th Streets, consisting of collateral facilities. In September 2011, the CTC approved $2,159,000 for rehabilitation of 13 lane miles of Route 75, from Rainbow Drive in Imperial Beach to Naval Amphibious Base Gate 4 in Coronado. In August 2012, the CTC approved SHOPP funding of $2,641,000 on Route 75 San Diego Cty PM 9.0 in the city of San Diego, on Route 75 at the E Route 75-N I-5 Connector Overcrossing (Bridge #57-0708F); and on Route 805 at the Kearny Villa Road Overcrossing (Bridge #57-0678). Outcome/Outputs: Seismic retrofit and rehabilitate two bridge structures to maintain structural integrity. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
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Bridge 57-857, over the Coronado Bay in San Diego, is named the "San Diego-Coronado Bridge". It was built in 1969, and named by Assembly Concurrent Resolution 85, Chapter 150, in 1989.
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[SHC 263.1] Entire route.
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Overall statistics for Route 75:
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An HOV exclusive lane exists on the Toll Plaza at the Coronado Bridge. It requires two or more occupants, and is open 24 hours a day, 7 days a week.
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The route that became LRN 75 was first defined in 1931 by Chapter 82 as the route from Walnut Creek to Oakland. It was extended in 1933 with two segments: one from [LRN 75] near Walnut Creek to [LRN 5] near Stockton via Antioch, and one from [LRN 4] near Stockton to [LRN 65] near Altaville. In 1935, the route was defined in the highway code as:
In 1949, Chapter 1467 added a branch to Martinez as segment (b): “Route (a) above, north of Walnut Creek to Martinez” In 1951, Chapter 1562 changed “[LRN 5] near Stockton” to “[LRN 4] near Stockton”. In 1953, Chapter 1737 reworded segment (b) [2] to be “Route (a) above, north of Walnut Creek to a connection with [LRN 74] in Benecia”. This change was contingent on the acquisition by the Department of Public Works of the ferry system operated across the Carquinez Straights between the cities of Benecia and Martinez. This was done because the city of Martinez was about to close down the ferry system across the straights, and it was necessary to keep the ferry in operation to serve numerous refineries, chemical plants, steel companies, and other industries necessary for national defense, workers commuting both to and from such industries, and the extremely important Benecia Arsenal. The chapter also mistakenly deleted (c), from [LRN 4] near Stockton to [LRN 65]. In 1954, Chapter 8 from the Extraordinary Session corrected the deletion of (c) In 1957, Chapter 1911 changed "[LRN 74] at Benecia" to "near Benecia". In 1959, Chapter 1698 would have changed the definition further, deleting the Benecia branch (segment (b)), and changing (c) to be "[LRN 4] near Stockton to [LRN 249] near Farmington", but that was overtaken by the 1963 renumbering. Signage on this route was as follows:
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From Route 5 near Oceanside to Route 79 near Lake Henshaw.
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This segment remains as defined in 1963.
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Route 76 was not defined in the initial 1934 state signage of routes. Portions of this route (US 395 (now I-15) to Route 79) were signed as Route 76 in the mid 1950s. The entire route was signed as Route 76 by 1963. The route was LRN 195, defined in 1933.
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According to observers, construction has started on Route 76 upgrade from a two lane road to an expressway between Melrose Drive in Oceanside (where the current expressway to I-5 ends) to South Mission Road in Bonsall. Pictures are available here.
In March 2009, the CTC approved for future consideration of funding a
project to widen Route 76 from two to four lanes and construct roadway
improvements from Melrose Drive and South Mission Road near the community of
Bonsall. The project includes local Transnet and federal Demonstration funds.
The total estimated cost is $230,908,000, capital and support. The Department
and San Diego Association of Governments may consider pursuing federal stimulus
dollars in lieu of local or other federal funds. Construction is estimated to
begin in Fiscal Year 2009-10.
As for the stretch between between South Mission and I-15—that 5 1/2-mile stretch could possibly see work started by 2009, with completion in 2011. There are four alternatives being considered in the EIR:
There was originally a Split-Facility Alignment, which would build three westbound lanes along the existing alignment and three eastbound lanes on the proposed Southern Alignment, but that seems to have gone away. In Decmeber 2008, the CTC had no comments on the notice of preparation of the EIR for this project. The proposed project would construct roadway improvements consisting of lane additions and interchange ramp improvements along portions of Route 76 and Route 15 through the unincorporated communities of Bonsall and Fallbrook in San Diego County. Upon completion of the Environmental Impact Report (EIR), a proposed route adoption will be presented to the Commission. The project is fully funded and utilizes local tax ordinance, TransNet and TransNet Extension funding through the San Diego Association of Governments (SANDAG). Construction is expected to begin in Fiscal Year 2012.
In April 2012, the CTC authorized funding for the Route 76/I-15 Interchange Improvement. Near Bonsall and Fallbrook on Route 15 from 0.4 mile south to 0.8 mile north of Route 76/I-15 separation and on Route 76 from 0.5 mile west to 0.5 mile east of Route 76/I-15 separation. Modify interchange and widen bridge over I-5 to six lanes. This funding is contingent on the passage of the 2012 budget act. In October 2011, it was reported that Caltrans has purchased the historical
Rancho Lilac in Valley Center for $16.5 million and plans to keep the 902-acre
site undeveloped. The purchase of the land, which includes Keys Creek, valleys
and rolling hills, was part of an agreement to mitigate environmental losses
from widening Route 76 between I-5 and I-15. The property includes a cluster of
buildings with a rich history. Just how those buildings will be preserved and
whether they will be open to the public has not been decided as of the time of
purchase. The $16.5 million purchase is the largest so far made through
Caltrans' Environmental Mitigation Program, which set aside $850 million to
preserve and restore habitat near major roads. Mitigation efforts along Route
76 have included fencing and culverts that have reduced the number of animals
killed on the road. The new purchase will provide a habitat for the endangered
least Bell's vireo and coastal California gnatcatcher. The endangered Stephen's
kangaroo rat also has been spotted on the property. There is also work to expand the route east of I-15. In April 2008, blasting commenced related to improvements to Route 76 east of I-15 to straighten and widen Route 76 to 4 lanes with a center turn lane for about 2 miles. Later work will continue over to Valley Center Road that will make Route 76 two lanes with a center turn lane and full shoulders.The work is funded by impact fees assesed as part of expansions of 2 casinos, a quarry and a landfill to be built nearby. A short, privately funded improvement is nearly complete on Route 76, for about 2 miles east of I-15 towards Pala. The new road is a striped 4 lane with left turn pockets where needed using modern geometry, there will be freeway style lighting at the intersections that have yet to be activated. Route 76 was a very narrow 2 lane road, that has had explosive traffic growth due to four major Indian casinos within 7 to 15 miles east of the interstate, three of which now have 10-15 floor hotel towers as part of the resorts. This project was totally funded by a soon to open quarry and the two casinos closest to the interstate, it eliminates some 90° bends that occur immediately east or the interstate. This project was a phase one, the next phase will extend the work to east of Couser Canyon road and will elimanate a sharp curve there by building the raod on a sweeping new alignment. Both phases were designed by Caltrans. In April 2012, the CTC authorized vacation of right of way (prescriptive easement) in the county of San Diego along Route 76 between Pankey Road and 0.8 mile easterly thereof. In September 2009, a portion of Route 76 was realigned by a private developer as part of the Palomar Aggregates Quarry. The quarry developer was required to improve this portion of the two lane conventional highway per developer agreement. As a result of that realignment a segment of the old road was superseded and is no longer needed for State highway purposes. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
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The portion of Route 76 between Route 5 and Route 15 is named the "San Luis Rey Mission Expressway". Mission San Luis Rey, founded in 1798, was the 18th of 21 missions established in California. It is situated between the existing missions at San Diego and San Juan Capistrano. Named by Assembly Concurrent Resolution No. 6, Chapter 54, in 1995. The portion of Route 76 between the North Coast Highway and Douglas Drive in the City of Oceanside is named the "Oceanside Police Officer Tony Zeppetella Memorial Highway". It was named in memory of Oceanside Police Officer Tony Zeppetella, who was shot and killed in the line of duty on June 13, 2003, during the course of a traffic stop. Tony Zeppetella was born on October 2, 1975, in Whittier, California. He was raised in Paso Robles, California where he attended and graduated from Paso Robles High School. Prior to beginning his career with the Oceanside Police Department, Tony Zeppetella served in the United States Navy for six years and attended Central Texas College and the University of Phoenix. He joined the Oceanside Police Department on May 13, 2002. After successfully completing his academy training in October, 2002, he reported to the Oceanside Police Department, where he made significant contributions to traffic safety and to the motoring public while assigned to the Oceanside Police Department. Named by Assembly Concurrent Resolution 133, August 11, 2004, Chapter 137
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The former surface routing of Route 76 is a business routing. It has been relinquished or vacated by Caltrans. This could relate to the relinquishments on the February 2003 CTC agenda: Relinquishment of the segment at PM 37.5 in the City of Oceanside, and vacation of the segment PM 6.7/7.4 in the City of Oceanside.
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[SHC 253.4] From Route 5 near Oceanside to Route 15. Added to the Freeway and Expressway system in 1959.
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In November 1957, the designation I-76 was proposed for what is now I-80, in order to not conflict with US 80. This was rejected by AASHTO.
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[SHC 263.1] Entire route.
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Overall statistics for Route 76:
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The route that would become LRN 76 was first defined in 1931 by Chapter 82 as the route from Bishop to California-Nevada State line (Montgomery Pass). In 1933, the route was extended with two segments: Fresno-Yosemite Road at Shaw Avenue to Huntington Lake, and [LRN 23] to Camp Sabrina. In 1935, the route was codified in the highway code as follows:
In 1959, Chapter 1841 changed segment (c) [3] to be “[LRN 125] near Fresno”. In 1961, Chapter 1146 amended the definition, but didn't appear to make any changes. The route was signed as follows:
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Overall statistics for Route 77:
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The route that would become LRN 77 was first defined in 1931 by Chapter 82. It was part of segment (i) of that act (“[LRN 26] near Colton via Pomona to Los Angeles”), as well as being part of segment (l) (“Riverside to San Diego (Inland Route)”) and segment (m) (“Pomona to Temecula”). In 1935, it was codified into the state highway code as:
Note that at this time LRN 77 appears to have run into Vista, not Escondido, by some unknown routing. This is made clear by the definition of [LRN 196] as being "to [LRN 77] near Vista". LRN 197 started at "[LRN 77] near Escondido", so it appears that as of 1933, the route between Vista and Escondido appears to have been part of LRN 77. That same year (1935), Chapter 626 added the following as Section 603 with no route number:
In 1937, Chapter 841 repealed Section 603, and added the segment to [LRN 77] as segment (a) instead, numbering the 1935 segment as (b). In 1951, Chapter 1562 extended LRN 196 to terminate at [LRN 77] near Escondido. This implied that by 1951, the portion from Vista to Escondido was no longer LRN 77, and LRN 77 had been rerouted (presumably to the US 395 routing). However, in 1947 Chapter 1233 changed LRN 196 to terminate at Vista, so the rerouting could have been as early as 1947. In 1953, Chapter 237 changed the definition of (a) to drop the specific routings on Valley Boulevard and Pomona Boulevard. This route was signed as follows:
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[SHC 253.1] Entire route. Part (1) and the portion of part (2) from Route 15 to Escondido are constructed to freeway standards. Added to the Freeway and Expressway system in 1959.
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The following segments are designated as Classified Landscaped Freeway:
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[SHC 164.14] Entire route.
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Overall statistics for Route 78:
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The route that was to become LRN 78 was first defined in 1931 by Chapter 82 as part of “(l) Riverside to San Diego (Inland Route)”. In 1933, it was extended with a segment from [LRN 12] near Descanso to [LRN 77] near Temecula. In 1935, it was codified into the highway code as: This definition remained until the 1963 renumbering. It was signed as follows:
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Overall statistics for Route 79:
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[SHC 164.14] Between Route 8 and Route 10.
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The route that would become LRN 79 was first defined in 1931 by Chapter 82 as part of “(r) [LRN 2] near Ventura to [LRN 4] at Castaic Junction”. In 1935, this was codified into the highway code as: In 1939, Chapter 473 extended the routing east along the former [LRN 4] routing to terminate at "[LRN 23] via Castaic Junction and Saugus". In 1957, Chapter 1911 changed the definition to eliminate the specific routing, terminating it at "[LRN 23] near Solamint". This was the route between US 101 near Ventura and Route 14 near Solamint. It was signed as Route 126. |
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The portion of this route from San Francisco to the Nevada state line (i.e., former US 40) was designated as the "East-West Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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[SHC 164.14] Entire route.
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Overall statistics for I-80:
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There is a plank road just off of the old US 80 routing; this it appears to be actually associated with the earlier Southern National Highway, which created the first all-season southern route across the U.S, between Washington, D.C., and San Diego. The named highway had its origins in the early 1910s, and came into prominence in 1915, predating the Old Spanish Trail by more than eight years. To arouse interest in the Pan-Pacific Exposition of 1915, a cross-country caravan set out from San Diego along the Southern National Highway in November 2, 1915, and reached D.C. in 32 days. More information on the plank road, including photographs, can be found in the Auto Club article. The wooden plank road was initiated in 1912, and until 1926 was the only
viable route was a wooden plank road (prior to the plank road, people wanting
to reach the California coast first went north to sidestep the sands, before
heading south, a trip that took two to three days). The initiator of the road
was Edwin Boyd, Imperial County supervisor, called a meeting on Jan. 16, 1912
to propose a direct road over the sandhills to Yuma. Construction on the first
plank road, which consisted of three-by-eight-inch planks about seven feet
long, began Sept. 19, 1912, and was completed about three weeks later. The road
went across the Algodones sand dunes, located in the middle of one of the
hottest places on earth — the arid desert of the Imperial Valley. The
planks of the road were placed on the sand about one foot apart, and two strips
of track were nailed to each side to hold them in place. These strips consisted
of planks nailed side by side and end to end to form a track 24 inches wide.
The first road had one lane and covered six miles. It had turnouts every mile
to give motorists a chance to pass. Travelers themselves maintained the road by
stopping and fixing damaged areas. With 1915 construction of the Ocean-to-Ocean
Bridge at Yuma, the first bridge across the Colorado River, traffic on the
plank road increased substantially. The second road, built in 1915 and extended
to eight miles, had planks nailed to runners, laid side by side and bolted
together into 30-foot sections by a steel band. Turnouts were constructed every
half mile. Signs posted the maximum speed of 10 miles per hour. It was
officially adopted by state and federal agencies, meaning travelers no longer
had to maintain it. Maintenance was turned over to crews of two men and four
horses. Risks on the road included sand dunes, high wind pockets, oncoming
cars, places where the road had been undermined by wind erosion, and the hazard
of slipping off the planks into the sand, to be stuck until a fellow traveler
arrived. From 1915 to 1919, travel to and from Yuma could be accomplished in
three or four hours. But due to increasingly heavy traffic from 1919 to 1927,
the trip lengthened considerably. Standard equipment for a trip in 1920 to 1927
consisted of “extra boards, two auto jacks, gunny sacks, a shovel, food
and water for at least two days, and lastly — to be totally prepared
— a set of boxing gloves.” In 1927, a new two-lane asphalt road
from Holtville to Yuma was built, marking the end of that era in early
transportation. This new paved road eventually became US 80, and later, I-8. A
segment of the plank road can still be seen today though, off the Greys Well
Road exit on I-8. According to On US 80, just east of Viejas Indian reservation and east of Alpine, there was a structure called the Viejas Grade Tunnel. It was used through the early to mid 1960's before the section of I-8 was completed just below it. In San Diego, US 80 covered multiple LRNs, in particular, LRN 12, LRN 26, and LRN 27. LRN 12 is west of El Centro and LRN 27 is east of El Centro, but US 80 traveled on LRN 26 through El Centro. The same is true for LRN 12 in San Diego. It is not continuous. It existed in Point Loma from Barnett Ave west to Cabrillo National Monument, and from Market St and 12th St (Park Blvd) north then east to El Centro. It did not exist between those two segements, as that was LRN 2, US 101. In 1934, while US 101 was still going along Market, US 80 terminated at Market and 12th. Later during the war (in 1943) LRN 2 (US 101) was aligned down Harbor Blvd. This was not the current Harbor Blvd, but went closer to the shoreline behind the current convention center. At this time evidently, US 80 was extended west along Market to terminate at Market and Pacific Highway. In 1930, according to the state highway inset map of San Diego, LRN 2 seems to have gone down Broadway and 16th, not Market and 12th. It is likely that for just a couple years, US 80 had a terminus at Broadway and 12th St. (current Park Blvd). Before that it went down 4th St to terminate town on Broadway (for a short time in the 1920s). The bypass along El Cajon Blvd (now mostly I-8) north of La Mesa was not built until 1937 and 1939. Before that, the state highway followed the main street, La Mesa Blvd (formerly Lookout), right through downtown. There is now an historic US 80 sign in the center of downtown on La Mesa Blvd. The right of way maps show the route, and later notations indicate when the road was relinquished by law back to the City of La Mesa. Per Steve Varner, there is a possible error as far as the University Ave alignment. One right of way map he has shows Euclid being relinquished back to the city in 1928. Dozens of commercial maps sent to him show University as the main route until well into the 1930s. The 1934 route description and the 1934 state map showed west El Cajon Blvd as US 80. Information from Sacramento showed the same thing. The final word, accord to Steve, is that a war for business traffic was going on. The businesses on University that had enjoyed the auto trail traffic wanted US 80 on University. However, the people on El Cajon Blvd formed the El Cajon Business Association in 1926, and pushed for US 80 to be routed down El Cajon. They won. LRN 12 was aligned down west El Cajon with the inception of US 80. The road later was improved and widened in two major construction projects. Thus, it seems that US 80 as a numbered US highway never officially went down University. Note that the route was not signed as US 80 until 1932.
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The route that would become LRN 80 was first defined in 1931 by Chapter 82 as “(v) Santa Barbara to [LRN 2] at Zaca via San Marco Pass”. In 1933, it was extended from [LRN 80] to [LRN 2] via Foothill Road, and from Santa Barbara to Rincon-Santa Paula Road near Ventura-Santa Barbara County Line. In 1935, it was codified into the highway code as:
In 1959, Chapter 1841 changed the definition to be:
This route was signed as follows:
|
 Highways 65-72 |
Return to State Highway Routes |
 Highways 81-88 |
The portion of this freeway between MacArthur Blvd and I-
This highway is a toll road between MacArthur Blvd and I-
In 2007, work was begun on the 
In 1965, Chapter 1372 extended this segment to terminate at “Route
10 near Indio.” Note that the portion from Route 
This route is part of the 
There are plans to widen this
route. The goal is to widen Route 76 from two to four lanes between Melrose
Drive in Oceanside and I-![[Bonsall]](maps/076-bonsall2.jpg)
In January 2010, Caltrans broke
ground on a $182 million expansion that will add one lane in each direction,
from Melrose Drive in Oceanside to South Mission Road in Bonsall. About 30,000
vehicles travel the five-mile stretch daily — a figure that’s expected to
double by 2030 due to development. More than $75 million of the project cost
will be covered by the federal government’s economic stimulus program,
with an additional $17 million in federal contributions and $14 million in
state transportation funds. About $76 million will come from TransNet, a
half-cent, voter-approved sales tax in San Diego County. Completion is expected
by the end of 2012. 
In April 2012, the
CTC approved for future consideration of funding a project in San Diego County
that will widen and realign Route 76 from two to four lanes, from South Mission
Road in Bonsall to just east of the I-
This route was signed as Route 79 as part of the initial state
signage of routes in 1934. It was LRN 
From Route 
This segment was originally cosigned as US ![[Replacement of Roadway]](images/080-bay-bridge.replacement.jpg)
The construction technique used is
interesting. Portions of the replacement roadway are constructed to the side of
the bridge. The bridge is then closed, the old roadway demolished, and the new
roadway rolled into place. This is illustrated to the right. It was done over
Labor Day Weekend 2007, when at 8 p.m. Aug. 31, after the last Friday commute
stragglers passed, Caltrans took the unprecedented step of completely closing
the San Francisco-Oakland Bay Bridge for 3˝ days and nights of major
reconstruction. Crews then demolished a 100-yard bridge section just east of
the Yerba Buena Island tunnel. Once the demolition was done and the rubble
carted away, the new section was be rolled on seven rails into place,
controlled by a computer. The 6,500-ton, five-lane section had already been
constructed on the island adjacent to the bridge deck. The new piece was be
jacked a few inches higher than the existing roadbed, and when it was in place,
it was lowered onto new concrete supports. There was only 3 inches of clearance
where the new deck met the existing deck. Unlike the old deck, the new one was
designed with equal-length columns, sitting on top of pilings that are encased
in an isolation base, surrounded by a few inches of open space in a concrete
housing. This allows them to move side to side in an earthquake, hopefully
without damage. The bridge reopened before 5:00am Tuesday for the
return-to-work commute.
On
Yerba Buena Island, there are plans to remove the westbound on-ramp and the
westbound off-ramp located on the eastern side of the island and replace them
with a new westbound on-ramp and a new westbound off-ramp that would address
design standards and traffic safety requirements. This project has been
proposed to address the geometric and operational deficiencies of the existing
westbound on-ramp and existing westbound off-ramp on the eastern side of Yerba
Buena Island and their effects on the San Francisco-Oakland Bay Bridge (I-80)
mainline, without degrading the mainline operation as compared to the noaction
alternative. An EIR was being prepared as of October 2008. The Yerba Buena
Island Ramps Improvement Project is estimated to cost $113,000,000. Funding is
anticipated through the Proposition 1B Local Bridge Seismic Retrofit Program,
Federal Highway Bridge Replacement and Rehabilitation Program and other local
funding sources. Construction is scheduled to begin in fiscal year 2011/12.
There are two alternatives being considered (in addition to no-build):![[S-Curve]](maps/080-s-curve.jpg)
In October 2009, Caltrans begin
installing more prominent warning signs near the Bay Bridge's recently opened
S-curve to try to force drivers to slow down in the aftermath of a messy
big-rig crash on the new stretch in early October that tied up westbound
traffic for hours. State officials had already approved a plan to step up
warnings to motorists that the speed limit on the S-curve is 40 mph, down from
50 mph on the rest of the span. One change will be radar-activated signs that
alert drivers to their real-time speed along with the posted limit, to be in
place by the end of October 2009. On the lower deck, Caltrans will install a
large, yellow "40 mph" sign with a curved arrow, replacing the sign that had
designated the now-closed Yerba Buena Island exit. If that doesn't do the
trick, Caltrans may install reflective bumps on the pavement, known as "rumble
strips," before the S-curve. Besides the warnings, Caltrans is planning to
treat the metal panels at the beginning and the end of the curve with a mixture
of epoxy and sand to improve traction. As of 11/9, there have been more than 42
accidents in the curved area since it opened Sept. 8 as part of the eastern
span replacement project. On 11/9, the first fatal accident occurred when a big
rig plunged 200 feet off the Bay Bridge, killing the driver and obliterating
the truck. The truck was carrying a load of pears to San Francisco when the
crash occurred about 3:30 a.m. that morning. The impact shattered the truck
into pieces. Metal debris and boxes of pears littered the landing where the
truck crashed. A mattress, presumably from the truck's cab, hung on a railing
200 feet above. The CHP said the truck driver lost control on the curve,
possibly because he was traveling about 50 mph, about 10 mph above the posted
speed limit.
In March 2011, it was reported that traffic was going to
be shifted on the Oakland end of the bridge to accomodate construction.
Specifically, in late May 2011, Caltrans crews will move eastbound traffic
coming off the bridge in Oakland to the south as the start of a complex effort
to open both directions of the $6.3 billion new east span in 2013. The
eastbound traffic shift in May will make room for construction crews to widen
the westbound section of the bridge known as "the Incline" by building an
extension to the south. That will allow workers to shift westbound traffic to
the south (or left), which will permit crews to demolish the northern edge of
the incline, and clear the way for completion of the eastbound landing, also
called the Oakland Touchdown, of the new span. That detour will take place in
early 2012. The original plan called for the westbound lanes of the bridge to
open first, sometime in 2013, with the eastbound direction following at least
four to six months later because a section of the westbound incline on the
existing bridge stands in the path of the new eastbound span. But progress on
the single-tower suspension span and the connection to Yerba Buena Island
convinced Caltrans engineers they could speed completion of the Oakland landing
and open both directions simultaneously. 
In June 2012, the
CTC approved for future consideration of funding project in Contra Costa County
will reconstruct the I-80/San Pablo Dam Road Interchange. It will also relocate
the westbound I-80/El Portal Drive on-ramp, build a new westbound auxiliary
lane from the relocated westbound El Portal Drive on-ramp to the San Pablo Dam
Road off-ramp, add a frontage road between the I-80/San Pablo Dam Road on-ramp
and McBryde Avenue and close the McBryde Avenue off-ramp, reconstruct the
pedestrian overcrossing at Riverside Avenue, and construct pedestrian and
bicycle facility improvements. The total estimated cost for the entire I-80/San
Pablo Dam Road Interchange Project is $113,889,000 for capital and support. The
project will be built in four phases. Phases 1 and 2 are fully funded. Phase 1
will construct the Riverside Boulevard Pedestrian Overcrossing over I-80 and
complete right of way for the overall project. Phase 1 is programmed in the
2012 State Transportation Improvement Program (STIP). The scope for Phase 1, as
described for the preferred alternative, is consistent with the project scope
programmed in the 2012 STIP. Construction for Phases 1 and 2 is estimated to
begin in Fiscal Year 2013-14.
In December 2012,
the CTC accepted a draft EIR on interchange improvements in Vallejo. The
project will modify the existing I-80/Redwood Parkway interchange to a tight
diamond configuration, realign Fairgrounds Drive to a tee intersection north of
the I-80 westbound ramps, widen Fairgrounds Drive between Redwood Street and
Route ![[Fairfield HOV lanes]](maps/080-fairfield-hov.jpg)
In January 2009,
the CTC approved for future funding a project to construct High Occupancy
Vehicle (HOV) lanes in both directions between Red Top Road and Air Base
Parkway on Route 80 in Fairfield. The project will construct HOV lanes in both
directions in the existing median along an 8.7 mile section of Route 80 in
Solano County. The project is programmed with CMIA funds, federal demonstration
funds, and Regional Measure 2 funds. The total estimated project cost is
$80,000,000. The project has been split into three segments. The construction
of the final segment (8320C) is estimated to begin in FY 2009-10. The scope as
described for the preferred alternative is consistent with the project scope
set forth in the approved project baseline agreement.
In 2007, the CTC considered a
number of requests for funding from the Corridor Mobility Improvement Account
(CMIA). Two requests were funded: Integrated fwy/local road management near the
Carquinez-Bay Bridge ($55.3M) and construction of HOV lanes from Fairfield
(Route 80/I-
In July 2007, the CTC received
notice of a draft EIR having been prepared for roadway improvements in and near
Sacramento. The alternative under consideration would connect to the existing
bus/carpool lanes that extend east from Watt Avenue to Placer County. It would
add a 12-foot bus/carpool lane in each direction from Watt Avenue to West El
Camino Avenue, add 12-foot eastbound and westbound auxiliary lanes in two
locations, from West El Camino Avenue to I-
I-80 is the only place
to see California' first attempt at official mile marking, the G61R sign. There
were two versions. The G61R-1 had white 6 inch whole numbers and a white 4 inch
decimal on a green background and no other information. The G61R-2 was
identical to the G61R-1 but it added a white 3 inch county abbreviation at the
top, much like what we see on California postmile markers today. If the mileage
had more than 3 digits, the county abbreviation was to be removed. The G61R-2
was not to be used on Interstate routes. An example of a G61R (see the picture
to the right, courtesy of Jason Elliot of 
As US 
In September 2006, the CTC discussed the I-80 Capacity/Operational
Improvements parent project (PPNO 0146D), which includes the construction of
eastbound and westbound HOV and auxiliary lanes from the Sacramento/Placer
County line (PM 0.0) to Route 
Note that there is a County Route ![[LJ User]](logos/ljuserinfo.gif){kind=small}
![[John Finn Sign]](images/080-john-finn.jpg)
US 80 was part of the "Atlantic-Pacific Highway". 
US 80 was part of the "Old Spanish Trail". This trail
essentially followed the alignment of historic Spanish Colonial trails across
Florida, Louisiana and Texas, and became the precursor to the present-day
east-west route across the southern tier of the US. The early highway, which
later became US 80 in California (now I-
US 80 appears to have
been part of the "Bankhead Highway", the "Dixie Overland
Highway", the "Lee Highway", and the "Lone Star Trail". 
