Routes 780 through 980
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 Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
780 · 805 · 880 · 905 · 980
The original routing of LRN 74 between Route 21 in Benicia west to US 40 was
on Benicia Road from starting from 2nd Street. By the 1964 Highway renumbering
the freeway grade replacement of Benicia Road was completed and the route was
assigned as part of I-680.
(Source: Gribblenation Blog (Tom Fearer): Interstate 780 and path of California State Route 141, 2/22/2019)
Note: I-780 is one of five routes in California with "backward" post-miles -- that is, they run from East to West, as opposed to West to East.
In December 2017, there was an update on the Laurel Street Bridge (780 SOL
7.061). It was reported that Caltrans workers were preparing to pave the
roadway on and adjacent to the I-780 Laurel Street Bridge. The old Laurel
Street Bridge was demolished in June 2017 and is being rebuilt above westbound
and eastbound I-780 in Vallejo. The new Laurel Street Bridge, which will meet
the latest seismic safety standards, could be completed as early as late
December 2017. The bridge opened for traffic in mid-January 2018, according to
a Caltrans Press Release.
(Source: Times Herald Online, 12/15/2017)
In December 2017, the CTC authorized relinquishment of a Park and Ride Lot facility in the city of Vallejo (04-Sol-780-PM 7.4), county of Solano, and within the jurisdiction of Solano County Transit (Soltrans), to Soltrans. The facility is located at the terminus of Route 780 and along Curtola Parkway. Soltrans, by Park and Ride Lot Relinquishment Agreement dated October 2, 2017, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
Was originally numbered as part of I-680 until 1973; approved as chargeable interstate on 9/15/1955.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 780:
This route remains as defined in 1963. Construction on the route began in 1966 with the 3.6 mi segment between 0.2 mi N of Home Ave and I-5. This route was completed in 1975.
In San Diego, the I-805 routing runs along the border of what was once East
San Diego and San Diego (the two later merged). Boundary Street, the former
dividing line, now acts as a frontage road for portions of I-805 between Route
94 and I-8.
(Source: AARoads Interstate Guide I–805)
This was LRN 241, defined in 1959. It was not signed as a state route until after 1964.
I-805 Non-Specific Locations
2007 CMIA. A number of projects on I-805 in San Diego County were submitted to the Corridor Mobility Improvement Account for funding. These projects included N Coast Corridor, Stage 1D, Route 52-Carroll Cyn HOV ($148 million); 2 SB aux lanes, E Street to Route 54 ($19.445 million); North Coast Corridor, Stage 1A, Unit 2 ($82 million); and HOV lanes, Palomar-Route 94 ($330.5 million). None were recommended for funding.
HOV Lanes - Chula Vista to San Diego
In December 2011, the CTC approved for future consideration of funding a project in San Diego County that will construct High Occupancy Vehicle lanes on Interstate 805 in the cities of San Diego, Chula Vista, National City, and portions of the unincorporated County. The project roughly extends from East Palomar Street on the South to Landis Street on the North (~ SD 5.093 to SD 15.73). This is a two-phase project. Phase One is fully funded at $200,000,000, and consists of the following: PPNOs 0730A and 0730B (EAs 2T180X and 2T181), which are programmed in the Corridor Mobility Improvement Account and include local funds; and EAs 2T182 and 2T183, which are fully funded with federal and local funds. Phase Two will consist of approximately seven projects that are not yet programmed. The total estimated cost for the two-phase project is $1,390,000,000 for capital and support. Construction of Phase One is estimated to begin in Fiscal Year 2011-12. The scope for Phase One, as described for the preferred alternative, is consistent with the project scope programmed in the CMIA baseline agreement. Resources that may be impacted by the project include; aesthetics, biological resources, water quality and stormwater runoff, and traffic. Potential impacts associated with the project can all be mitigated to below significance through proposed mitigation measures. Initial funding was deferred to January 2012.
In January 2012, the CTC approved funding $100 million for the 11-mile Express Lanes project on I-805. This project will add two managed lanes to the highway from East Palomar Street in Chula Vista to the I-805/Route 15 interchange (~ SD 5.093 to SD 15.129). Cost of the project is $1.3 billion and the balance is expected to come from a combination of federal, state, local and TransNet dollars. Plans call for the construction of two express lanes in the center of the highway, one in each direction.
In December 2018, the CTC authorized relinquishment of right of way in the
city of Chula Vista (City) along Route 805, along East Palomar Street, Raven
Avenue, and Nacion Avenue (11-SD-805-PM 5.0/5.2), consisting of collateral
facilities. The City, by superseded freeway agreement dated November 15, 2011,
agreed to accept title upon relinquishment by the State. The City, by
resolution adopted July 10, 2018, agreed to waive the 90-day requirement and
accept the relinquishment.
(Source: December 2018 CTC Minutes, Agenda Item 2.3c)
In early October 2009, Caltrans began construction on two new freeway lanes on the southbound side of I-805, between Bonita Road and Route 54 (~ SD 7.837 to SD 8.786). State officials say the auxiliary lanes will make it easier to get on and off the freeway. Caltrans received federal stimulus funds to pay for the $11.5 million project. It is expected to be completed in a year.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
I-8 near Mission Valley to Route 52
In January 2014, the CTC authorized relinquishment of right of way in the city of San Diego along Route 805 on Balboa Avenue (approx SD 21.674), consisting of a reconstructed city street. The City, by Resolution dated October 29, 2013, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.
I-805 Carrol Canyon HOV Lane Project (~ SD 23.72 to SD 27.076)
In June 2009, the CTC approved for future consideration of funding a project that will extend Carroll Canyon Road under Route 805, add High Occupancy Vehicle (HOV) lanes in both the northbound and southbound direction along Route 805, and construct north-facing direct access ramps from the HOV lanes to the Carroll Canyon Road extension. The project is programmed in the Corridor Mobility Improvement Account and includes local funds. Total estimated project cost is $102 million, capital and support. Construction is estimated to begin in Fiscal Year 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 March 2011, the CTC approved for future consideration of funding a future project that will construct one High Occupancy Vehicle lane/Bus Rapid Transit lane in each direction on I-805 from just north of Route 52 to just north of Mira Mesa Boulevard. Included with this project is the construction of the south facing Direct Access Ramps (DAR) at Carroll Canyon Road. The project includes local and federal funds and will be programmed in the Proposition 1B State-Local Partnership Program at the March 23-24, 2011 CTC Meeting. The Department and the San Diego Association of Governments are also concurrently requesting Design-Build authorization for this project. Construction is estimated to begin in Fiscal Year 2013-14. Total estimated project cost is $174,924,000 for capital and support. The scope as described for the preferred alternative is consistent with the project scope programmed by the Commission in the Proposition 1B State-Local Partnership Program. The project will mitigate potential impacts to biological resources to a less than significant level. Potential impacts to threatened or endangered species habitat within the project area will be mitigated through creation and/or restoration of habitat at the Del Mar Mesa and the Deer Canyon mitigation sites.
In February 2013, it was reported that construction on the $86 million, four-mile-long I-805 North project will build High Occupancy Vehicle (HOV) lanes in each direction, and a northbound offramp and southbound onramp for HOV traffic on I-805 at Carroll Canyon Road was scheduled to begin in late February 2013.
HOV construction completed and the lanes were opened in March 2014.
In June 2016, it was reported that two new car-pool
lanes were opening on I-805 near its merge with I-5 in late June 2016. The
high-occupancy vehicle lanes that are opening are between Route 52 and Mira
Mesa Boulevard — as well as a direct access ramp from Carroll Canyon Road
for carpools, buses, motorcyclists, and vehicles with clean-air permits. The
two new carpool lanes on I-805 and the direct access ramp are the first of five
phases of projects for I-805, and upcoming work includes an additional HOV lane
in the median north of Route 52 to La Jolla Village Drive, more direct access
ramps, a new park and ride and transit station and carpool lanes connecting
I-805 to Route 52. A direct access ramp gives access to a HOV lane from a cross
street rather than by changing lanes from the highway. The future projects on
I-805 are not yet funded, and there is no timeline for their construction. A
half-cent sales tax, however, is expected to pay for some of the work. The HOV
lanes opened in June, cost $119 million and include around $15 million from the
sales tax while the remaining funds come from the state and federal
governments. There are additional plans for work on the interchange at I-5 and
Genesee Avenue — double-tracking and extending rail lines, expanding a
circulator bus loop and building a bike and pedestrian path.
(Source: UT San Diego, 6/15/2016)
The 2018 STIP, approved at the CTC March 2018 meeting, appears to allocate Advance Project Development Element (APDE) funding of $4.2M for PS&E for PPNO 1285 Aux Lanes, Rt 52-Nobel Drive (~ SD 23.72 to SD 25.483)
In September 2012, Caltrans approved signage directing motorists to the
Miramar National Cemetary. Caltrans will install signs in both the north and
south directions on both freeways near Nobel Drive and Miramar Road. The agency
also is working with the city of San Diego to place signs on Miramar Road (~ SD
25.951) to steer motorists in the right direction. Caltrans had originally
rejected the signs, believing motorists could follow the exits leading to the
base. It was unaware that doing that would force motorists to backtrack as the
cemetery and base are on two different roads separated by some distance. In
approving the signs, Caltrans indicated that “Upon a more detailed
review, Caltrans misunderstood the proximity of the Miramar National Cemetery
and the Marine Corps Air Station Miramar” base.
(Source: UT San Diego, 9/24/2012)
In June 2017, the CTC authorized relinquishment of right of way along Route 805 at Carroll Canyon Road (11-SD-805-PM R27.0), in the city of San Diego, consisting of collateral facilities. The City, by Cooperative Agreement dated June 11, 2009, Amendment No. 1 to Agreement dated February 9, 2011, and by Amendment No. 2 to Agreement dated December 13, 2013, agreed to accept title upon relinquishment by the State. The 90-day notice period expires June 19, 2017.
In April 2008, the CTC authorized relinquishment of right of way in the city of San Diego, north and south of Sorrento Valley Boulevard (~ SD 28.344), along the westerly side of Vista Sorrento Parkway, consisting of relocated and reconstructed city streets, frontage roads, and other State constructed local roads.
In San Diego, TCRP Project #82 reconstructed the I-5/I-805 interchange, from Genesee Avenue to Del Mar Heights Road. The basic plan was to extend C/D (Collector/Distributor) roadways along I-5 from Route 56 to I-805. Trucks would also be directed onto the C/D roads, so they would also serve as truck bypass lanes, separated from the main lanes by concrete barriers. The "C/D lanes" (4 in each direction) are labelled as the "LOCAL BYPASS" (not truck lanes). Northbound the signage (from both I-5 and I-805) is "LOCAL BYPASS/Junction 56 EAST", reflecting that one must use the bypass to access Route 56); southbound it is "LOCAL BYPASS/Carmel Mountain Rd". The bypass includes a new Carmel Mountain Rd exit in both directions. Route 56 traffic going south merges into the bypass.
This route is named "Jacob Dekema Freeway". It was named by Senate
Concurrent Resolution 12, Chapter 48, in 1982. Jacob Dekema, a Caltrans
engineer from 1938 until his retirement in 1980, was instrumental in the
planning and construction of the freeway that bears his name. USC
has a great article on Mr. Dekama and his legacy for the transportation
infrastructure of San Diego. Dekama passed away in May 2017 at the age of
101. A former Caltrans district director, Dekema’s legacy was
particularly visible in San Diego County, which had but 25 miles of freeway
when he arrived in 1955. By the time he retired a quarter of a century later,
there were 485 miles of interstate, connecting the beach to the island and
opening up Mission Valley. Dekema, who died April 16 from natural causes at an
assisted living facility in La Jolla, was known affectionately as “Mr.
Caltrans” for the hand he had in constructing the region’s
intricate network of highways and connectors, an accomplishment often cited as
helping inspire the nation’s interstate-highway system. Tens of millions
of federal transportation dollars went to California during Dekema’s
tenure. After the money dried up, he often lamented what he saw as an
unfinished system, never forgetting a list of freeways he would have liked to
see extended. During his years as director of Caltrans District 11, which then
encompassed San Diego, Imperial and portions of Riverside counties, Dekema
endured critics who said he constructed too many freeways, along with those who
said he wasn’t moving fast enough. As opposed to engineers who designed
highly viable highways as aesthetic achievements, Dekema was known for
attempting to lace his transportation system into the region’s network of
canyons in an attempt to limit negative impacts on communities and skylines. In
1982, I-805 in San Diego was named the Jacob Dekema Freeway. In honor of his
100th birthday, the California Transportation Foundation started the Dekema
Scholarship for high school and college students aspiring to careers in
transportation planning. He graduated with a bachelor’s degree in civil
engineering from USC in 1937 and went to work for Caltrans, at a time when the
Pasadena Freeway — now known as the Arroyo Seco Parkway -- was being
designed. In a USC retrospective, he said he was among those who lobbied for
the narrow, winding highway to be six lanes rather than four. During World War
II he served in the Navy and then returned to the transportation agency before
landing in San Diego as the region’s Caltrans director.
(Source: LA Times Obituary, 5/8/2017)
This route was previously named the "Inland Freeway".
The Palomar Street Bridge on I-805, at SD 5.07, Bridge 57-0861 (rebuilt in
2017 as 57-1222), in the City of Chula Vista, California, is named the
"Officer Jonathan M. De Guzman Memorial Bridge". It was named in
memory of Officer Jonathan M. De Guzman, who was fatally shot while in the line
of duty on Thursday, July 28, 2016. Officer De Guzman was a 16-year veteran of
the San Diego Police Department, a member of the Gang Suppression Unit, and a
member of the Special Weapons and Tactics Unit. Officer De Guzman received the
San Diego Police Department’s Purple Heart award in December 2003 for
being wounded in the line of duty in August 2003. Officer De Guzman and the
Gang Suppression Unit were also recipients of the San Diego Police
Department’s Meritorious Service Award for Outstanding Bravery in March
2016 for their actions in subduing an individual whom the officers feared posed
a dangerous threat to the community. When the officers apprehended the
individual, they discovered his vehicle contained homemade weapons, pipe bombs,
CO2 cartridges, and a pyrotechnic device. Named by Assembly Concurrent
Resolution (ACR) 9, 8/30/2017, Res. Chapter 126, Statutes of 2017.
The Orange Avenue overcrossing (Bridge 57-0616, SD 016.32) is named the Donna De Neal Bridge. Donna De Neal was a Caltrans Equipment Operator who was killed by an inattentive motorist on Route 75 near Imperial Beach while replacing a damaged sign. She lived in the area near Orange Avenue. Named by Senate Concurrent Resolution 34, Chapter 94, on September 2, 1999.
Bridge 57-0619, at Adams Avenue in San Diego county (SD 016.99), is named the "Roscoe E. Hazard Memorial Bridge". It was built in 1970, named by Senate Concurrent Resolution 67, in 1967. Roscoe E. "Pappy" Hazard (1881-1975) established a museum in old town San Diego and constructed many of the highways in southern California.
Bridge 57-0720 (SD 017.46 - SD 017.49), the I-8/I-805 interchange in San Diego county, is named the "Jack Schrade Interchange/Mission Valley Viaduct". It was built in 1973, and named by Senate Concurrent Resolution 41, Chapter 101, in 1972. Senator Jack Schrade (R-Del Mar, 1963-1976) was a delegate to Republican National Convention from California in 1964. During the UC Berkeley student uprisings in the 1960s, Sen. Schrade called for dismissal of professors and expulsion of students who have taken part in Free Speech Movement activities, going so far as to draft a proposed constitutional amendment to require similar disciplinary action in the event of future demonstrations. Sen. Schrade also provided support for environmental causes. As chairman of the Senate Rules Committee in 1970, he introduced Senate Resolution No. 137, that officially established May 15 at Peace Officers' Memorial Day.
Bridge 57-0762, the Old Miramar Road overcrossing (actually, Eastgate Mall Road, SD 026.34) in San Diego county, is named the "Henry G. Fenton Bridge". It was built in 1971, and was named by Assembly Concurrent Resolution 71, Chapter 91, in 1982. Henry G. Fenton, who came to San Diego as an 8 year old orphan in 1880, became a contractor, pioneer rancher and owner of the Western Salt Company and the H.G. Fenton Material Company.
HOV lanes are planned between Route 52 and Mira Mesa Blvd.
Approved as chargeable interstate in 7/1958.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 805:
(b) (1) The commission may relinquish to the City of Oakland the portion of the former right-of-way of Route 880 that is located between 8th Street and 32nd Street within that city, upon terms and conditions the commission finds to be in the best interests of the state, including, but not limited to, a requirement that the department and the city enter into a cooperative agreement to improve, at the department's expense, the two parallel adjacent city streets, including, but not limited to, sidewalks, landscaping, and street lighting, when improving the portion of right-of-way that is to be relinquished in accordance with plans to be developed by the department. The cooperative agreement shall include, but need not to be limited to, all of the following: (A) A requirement that, if the commission allocates funds for this purpose, the improvements include bicycle paths and the associated roadway improvements and landscaping, including a bicycle path that closes the gap in the San Francisco Bay Trail Plan. (B) A requirement that the improvements include removal of contaminated materials on the department's property. (C) A requirement that the improvements include erection of a memorial to the victims of the collapse of the Cypress Freeway Viaduct and to the heroism of those who responded to that disaster. (2) A relinquishment under this subdivision shall become effective immediately following the commission's approval of the terms and conditions of the relinquishment.
In 1984, Chapter 409 defined I-880 by transfer from Route 17: "Route 280 in San Jose to Route 80 in Oakland." It appears that the current routing was originally to have been designated as I-280/I-680 (at least in the San Jose area). See Route 17 or I-680 for details.
For decades after the Cypress Freeway was completed in 1957, it served as a magnet for community frustration among West Oakland residents. Residents argued they were given no opportunities to participate in the planning and design process and many blamed the freeway for Oakland's decline that began during the 1960s. According to one former West Oakland resident, "Cypress opened the door. It really split the city physically. It was the beginning of the end. It ruined the integrity of the whole area."
In 1989, the double-decked portion of the route, between 18th Street and
34th Street in Oakland, collapsed in the Loma Prieta earthquake. After the
earthquake, Caltrans initially proposed to rebuild the Cypress in its existing
location. This plan, however, was adamantly opposed by the City of Oakland,
Alameda County officials, Citizens Emergency Relief Team (CERT), and the vast
majority of the West Oakland community. Meanwhile, members of CERT, together
with city and county officials, had begun efforts to identify an alternative
route for the Cypress. This alignment would run west of the previous Cypress
structure closer to the Port of Oakland, following Southern Pacific railroad
tracks for a portion of the way. The new route would still impact a small
residential area. However, the majority of West Oakland would be reunited under
this plan. Debate over the alignment for the reconstruction of the Cypress
Freeway continued for eighteen months. During this period, Caltrans helped form
the Community Advisory Committee (CAC), comprised of West Oakland citizens, and
participated in scores of meetings with the CAC, CERT, the West Oakland
Commerce Association, City of Oakland officials, and commuter groups. The
coalition backing a new alignment for the freeway frequently used the language
and symbolism of environmental justice to articulate its positions. As one
frustrated West Oakland resident asked, "How about putting the freeway through
Blackhawk or Danville? Why is the poor community always having to pay?"
Residents argued that car exhaust fumes contributed to higher incidences of
underweight babies, infant deaths, and acute and chronic diseases in West
Oakland than elsewhere in Alameda County, a claim supported by health
officials. The discussion over the future Cypress freeway alignment was
complicated from the start because, at the outset, Caltrans and the community
of West Oakland held very different perspectives on the project. For Caltrans,
it was above all a transportation project of regional importance, necessary to
replace an essential link in the East Bay's freeway network. For others,
however, particularly CERT and its allies, it was principally a community
revitalization project that had the potential to help return West Oakland to
its previous grandeur and address environmental justice concerns of community
residents. Although Caltrans never wavered in its commitment to restoring the
Cypress as a regionally significant highway connector, dialogue with the West
Oakland community ultimately sensitized the agency to the community's
perspective as well. For twelve months following the Loma Prieta earthquake,
Caltrans worked to prepare a Draft Environmental Impact Statement (EIS),
evaluating numerous alternatives for responding to the collapse of the Cypress
Freeway. Six alternatives were identified in the Draft EIS released by Caltrans
in November 1990. These included a no-build alternative, two alternatives that
would utilize the existing Cypress right-of-way, and three versions of the
railroad corridor alignment advocated by CERT and the City of Oakland. Eight
months after the official public comment period for the Draft EIS ended on
February 1, 1991, Caltrans released the Final EIS for the Cypress Freeway
Replacement Project, which identified the selected alignment for the new
freeway. Responding to pressure from the City of Oakland and West Oakland
citizens, Caltrans selected the Transit/TSM/Freeway Alternative in the Railroad
Corridor, which redirected the freeway along railroad tracks to the west of the
community. This alternative added over one mile to the freeway at a cost of
more than $500 million for purchase of the right-of-way alone. However, it
represented an opportunity to reunite West Oakland, a crucial step in
addressing the social and economic problems of this community. Negotiations
among Caltrans, the City of Oakland, and West Oakland community groups over the
project design led to a number of additional community benefits. First,
Caltrans agreed to provide a direct off-ramp from the new freeway to service
the Port of Oakland, meaning that heavy transport trucks traveling to and from
the Port would no longer traverse residential neighborhood streets. This
interchange, valued at nearly $25 million, was also expected to improve the
Port's competitive position vis-à-vis other West Coast ports and facilitate
employment opportunities for local residents. In addition, although Caltrans
initially proposed to eliminate an existing off-ramp at Market Street, West
Oakland businesses and community groups expressed concern that this might limit
access to local businesses. A West Oakland resident and member of CERT who was
also chief of construction for Alameda County prepared a design to maintain the
interchange which was presented to Caltrans at community meetings. Largely on
the basis of this proposal, Caltrans agreed to modify and retrofit the existing
structure at Market Street. During construction, Caltrans also made efforts to
ensure that Oakland residents and businesses benefited from the project. During
the demolition phase, Caltrans archaeologists excavated sites along the route
and uncovered a wealth of artifacts dating back to the 1800s. Key finds
included turn-of-the-century artifacts belonging to African-American railroad
porters. While fieldwork was in progress, oral history interviews with former
porters were carried out to gather information on how jobs were done and what
they meant to the workers. Caltrans compiled artifacts, historic photographs,
and documentation into a traveling exhibit called "Holding the Fort: An Exhibit
of African-American Historical Archaeology and Labor History in West Oakland."
The title of the exhibit comes from a song regularly sung by the Brotherhood of
Sleeping Car Porters at their West Oakland meetings.
(Source: FHWA Environmental Justice Case Study)
The replacement routing, which opened in 1997 and 1998, was constructed closer to the bay along the Southern Pacific tracks. The road is six lanes from I-980 to a modified Grand Avenue interchange, where two-lane flyovers connect to the Bay Bridge I-80 approaches and two other flyovers connect to I-80/I-580 going north, completely avoiding the I-80/I-580 interchange. The replacement section was 5 miles long, and cost $1.25 billion to build. [Thanks to Scott "Kurumi" Oglesby for much of this information]
In 2000, the portion of the former right-of-way of Route 880 that is located between 8th Street and 32nd Street within the City of Oakland was relinquished to the City of Oakland, providing that certain improvements were made, such as including bicycle paths and the associated roadway improvements and landscaping (including a bicycle path that closes the gap in the San Francisco Bay Trail Plan); removal of contaminated materials; and erection of a memorial to the victims of the collapse of the Cypress Freeway Viaduct and to the heroism of those who responded to that disaster. The relinquishment was authorized by Senate Bill 1645, Chapter 538, on September 19, 2000. On the June 2002 CTC agenda, 04-Ala-880-PM 25.5/26.1 in the City of Oakland was up for relinquishement. That is probably the segment in question. The memorial was discussed on the November 2002 CTC agenda. It would be on Mandela Parkway between 13th and 14th Streets in West Oakland, be 44,750 Ft², and include a sculpture, an historic plaque, a water fountain and benches, with $250K coming from Caltrans, and $614,800 from other sources. Specific details on the project are at http://www.dot.ca.gov/dist4/Mandela/mandela.htm. The Mandela Parkway Improvement Project will include modifying the roadway to be straighter and more consistent; widening of some side streets to permit two-way traffic; updating traffic signals and poles to provide the appearance of a gateway; addition of a Bay Trail alignment on each side of Mandela Parkway; including a 10-foot-wide meandering concrete pathway in the median; decorative landscaping and lighting, including labelng of trees from all over the world.
See Route 80 for information on the pre-1981 routing.
The post-1984 routing was originally signed as Route 13 in 1934, and was later resigned as Route 17. In Oakland, it ran along Cypress Street; according to the CalTrans Photolog in 2001, the Cypress Street routing was still state-maintained. For a time, it was signed as US101E. In 1986, it was resigned again as I-880. At I-280 (as of 1963 unbuilt, but LRN 239 (defined in 1959) to the W and LRN 5 (defined in 1909) to the E), I-880 was LRN 239 (still signed as Route 17), and continued N to the junction with Bypass US 101 (LRN 68; present-day US 101). Before LRN 239 was defined, it was likely that Route 17 (present-day I-880) was LRN 5. Construction on what is now I-880 began in 1946; it was completed in 1960. Based on a 1942 map, the current I-880/I-580 interchange (back then, the Route 17, US 50, US 40, and BR US 50 interchange) was constructed in the early 1940s.
I-880 (as Route 17) then continued N along present I-880, and was LRN 69 (defined in 1933) until its junction near Emeryville with US 40/US 50 (LRN 68 and LRN 5; present-day I-80 and I-580). Some portions in Oakland were LRN 105. The original definition of Route 17 continued N along what is now I-580/I-80, and then across the bay as I-580.
According to the Mercury News, there are plans for a major overhaul of the I-280/I-880 interchange, that will cost at least $109,000,000 and won't commence until at least 2011. The original plan was to simply redesign the ramp from north I-280 to north I-880 and Stevens Creek Boulevard, including redesigning the exits from Route 17 and I-280 onto Stevens Creek and north I-880, where drivers must now merge into a single lane, creating backups on I-280 and I-880 that extend for miles. However, it turned out that the primary problem is the intersection at Monroe Street and Stevens Creek, the first entrance into Westfield Valley Fair, where one in three cars coming off I-880 is headed. Cars exiting from south I-880 must jam onto Stevens Creek before they reach Monroe; planners realized that until this problem is addressed, other fixes will do little good. So a more comprehensive plan was developed that includes:
Note that about 85% of traffic from north I-280 is headed to Stevens Creek, while 15% is going to I-880 on weekends and during the afternoon commute. During the early hours of the weekday morning commute, three out of five vehicles are going toward Stevens Creek compared to I-880, changing to an 80/20 split by 10:00 am.
A later report on the construction in January 2009 noted that construction could be under way in 2010, and, at about $150 million, the price tag will top the $135 million spent to rebuild the Route 85/US 101 interchange in Mountain View, the previous Northern California record for such work. Gone will be the many cloverleaf ramps and dangerous merges, replaced by longer exit lanes, much wider ramps and a wider Stevens Creek Boulevard. The issue is the source of funding. About $21 million is in hand as of January 2009, enough to complete the first phase from south I-880 onto Stevens Creek. State and federal highway funds, future bond money and some federal stimulus dollars also could also be earmarked for this project.
In June 2009, the CTC received notice of the preparation of the EIR for the I-280/I-880/Route 17 interchange project. The project will modify the Route 17/Interstate 280/Interstate 880 freeway, as well as two adjacent interchanges at Interstate 880/Stevens Creek Boulevard and Interstate 280/Winchester Boulevard. The project is not fully funded. Likely funding sources include federal earmark, as well as local funding from the City of San Jose and the Santa Clara Valley Transportation Agency. The total cost of the project is estimated between $130,000,000 and $150,000,000. Assuming the availability of funding, construction is estimated to begin in Fiscal Year 2010-11.
In June 2010, the CTC approved $30,975,000 in CMIA funding to reconfigure the eastern half of the I-880/Stevens Creek Boulevard interchange and construct a northbound I-280 to northbound I-880 direct connector ramp. During the development of the project, it was determined that an expanded scope would provide more efficient traffic operations. Consequently, in March 2012, the Commission approved an additional $10,300,000 in CMIA funding in order to fully fund the expanded scope on the project. In May 2012, the CTC approved changing the scope to include reconfiguring the western half of I-880/Stevens Creek Boulevard interchange and improving the southbound I-880 on and off ramps at Stevens Creek Boulevard, including a dedicated off-ramp to Monroe Street. They also approved a new public road connection to I-880 at North Monroe Street in the city of San Jose, at Post Mile 0.4. This is part of the project to construct a dedicated lane directly onto Monroe Street from the realigned Southbound I-880/Stevens Creek Boulevard exit-ramp. The dedicated lane to Monroe Street will have an 18-foot-wide lane with 4-foot-wide left and 8-foot-wide right shoulders. This project would reconfigure a portion of Monroe Street, approximately 400 feet north of the intersection with Stevens Creek Boulevard, to accommodate the dedicated lane from the southbound I-880 exit ramp. In order to accommodate realigning the exit ramp and to terminate it onto Monroe Street, additional Right of Way will be required. This will also require a new access point along the existing controlled access right of way.
In October 2011, the CTC approved for future consideration of funding a project to construct improvements at the Route 17/I-280/I-880 Interchange and I-880/Stevens Creek Boulevard Interchange. The project will be done in phases. Phase 1 will construct northbound I-280 to NB I-880 direct connector, reconfigure northbound I-880/Stevens Creek Boulevard Interchange quadrant, widen I-880/Stevens Creek Boulevard Overcrossing and construct soundwall along Parkmoor Avenue. Phase 2 will reconfigure southbound I-880/Stevens Creek Boulevard Interchange quadrant, construct Monroe Street dedicated lane and construct soundwall along S. Daniel Way. Phase 1 can proceed without Phase 2. Phase 1 is programmed in the Corridor Mobility Improvement Account and includes local funds. The total estimated cost of Phase 1 is $54,400,000, capital and support. Phase 2 is not currently programmed. The total estimated cost of Phase 2 is $10,200,000, capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope as described for the preferred alternative is consistent with the project scope set forth in the proposed project baseline agreement. A copy of the FEIR has been provided to Commission staff. Resources that may be impacted by the project include; noise, hazardous waste, biological resources, visual and aesthetics, water quality and stormwater runoff, and traffic. Potential impacts associated with the project can all be mitigated to below significance through proposed mitigation measures. As a result, a Final Environmental Impact Report was prepared for the project.
In September 2014, it was reported that
construction was nearly complete on the I-280/I-880 interchange project. In
September, three new on- and offramps to Stevens Creek Boulevard opened, and by
Thanksgiving 2014 a special lane feeding traffic onto Monroe Street and
bypassing Stevens Creek Boulevard was anticipated to be ready. Motorists
driving south on I-880 will use a new signalized offramp to turn onto Stevens
Creek. There will be three lanes turning right toward Valley Fair and Santana
Row and one lane turning left toward downtown San Jose. Drivers on Stevens
Creek headed to southbound Route 17 and southbound I-280 will use a new onramp
located closer to the freeway than the current one. Motorists traveling to
Stevens Creek from northbound Route 17 and northbound I-280 will see a new
signalized intersection. Traffic from these ramps will no longer cross
underneath the Stevens Creek Bridge and loop onto the busy street. Instead,
they will make a left-hand turn through a new intersection with traffic lights.
Of the $62.1 million cost, $39.2 million came from state bonds approved by
voters in 2006. The federal government chipped in $19 million, and the
remainder came from local tax dollars. The reconstruction is a scaled-back
version of what had been planned. There will be no exit from north I-280 onto
Winchester Boulevard to allow for a back way into Santana Row, as VTA wanted,
nor will there be a second lane for traffic going south on I-880 to reach north
I-280. All that would have run the cost up to $150 million, and Caltrans feared
that this ramp would be too close to the new interchange and create more
problems than it would ease.
(Source: SJ Mercury News, 9/28/2014)
The San Jose Mercury News has received reports of
problems with the new I-280/I-880 interchange. There are reports of poorly
marked embankments, missing reflectors, and badly marked transitions. There
have been numerous accidents or near accidents. Caltrans is looking at what can
be done to make the interchange safer, as too many drivers have reported
(Source: SJ Mercury News, 3/21/2016; 4/5/2016)
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
Coleman Ave Interchange
There are also plans to reconstruct the Coleman Avenue interchange near the San Jose Airport (~ SCL 2.66). This is TCRP Project #8, requested by the Santa Clara Valley Transportation Authority. This was completed in 2004.
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
I-880 Widening between San Jose and Milpitas. (~ SCL 3.573 to SCL 6.657)
There were also plans to widen I-880 between the I-880/North First Street interchange in San Jose (S of US 101) to the Montague Expressway (Santa Clara County Sign Route G4, S of Route 237). This involved:
In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). Two requests were funded: the SB HOV Extension from Route 237 to US 101 ($71.6M) and the SB HOV lane from Marina to Hegenberger ($94.6M). A request to reconstruct the interchange with I-280 near Stevens Creek and Winchester ($50M) was not recommended for funding.
In September 2009, the CTC approved for future consideration of funding a project that will construct a high occupancy vehicle lane in each direction on Route 880 between Old Bayshore Highway in the city of San Jose and Route 237 in the city of Milpitas. The project is programmed in the Corridor Mobility Improvement Account and includes local funds. The total estimated project cost is $95,000,000, capital and support. Construction is estimated to begin in Fiscal Year 2010-11. The scope as described for the preferred alternative is consistent with the project scope set forth in the approved project baseline agreement.
In August 2011, the CTC approved funding $71,600,000 of state-administered CMIA funds for I-880 widening in the cities of San Jose and Milpitas, between US 101 and Route 237. This project would also construct HOV lanes in each direction.
In January 2012, the CTC approved reducing the original CMIA allocation for construction by $25,671,000 (reflecting construction contract award savings), from $61,790,000 to $36,119,000 from the I-880 Widening (Route 237 to US 101) project (PPNO 0415) in Santa Clara County. The contract was awarded on December 14, 2011.
In May 2012, it was reported that there are plans to widen I-880 from Route 237 almost to US 101, with major changes scheduled for the Brokaw Road interchange. A carpool lane will be added on the southbound onramp and the merge lane extended 700 feet. On the northbound side, the ramps will be shifted 70 feet east and there will be two lanes to turn left and two more to turn right. The tight, curvy two-lane ramp to north I-880 will be smoothed out. The cost is $68 million ($46 million from state bonds and $22 million from VTA); $15 million below engineers' estimates. Estimated completion is summer 2013.
In June 2013, it was reported that new carpool lanes have opened on a 4-mile stretch of I-880 from Route 237 in Milpitas to the US 101 interchange in San Jose. The $70-million project also added a carpool lane on the southbound onramp from Brokaw and extended the merge lane by 700 feet. Of that figure, $50 million comes from state bonds approved by voters and another $20 million from the Valley Transportation Authority's highway account. On the northbound side, the ramps have been shifted 70 feet east, and there are now two lanes to turn left and two more to turn right onto Brokaw. The tight, curvy two-lane ramp to north I-880 has been smoothed out.
In May 2019, it was reported that the Charcot overcrossing of I-880 (~ SCL
5.675) in North San Jose will receive $37 million in the next few years. The
Charcot bridge over I-880 could ease traffic woes along Montague Expressway and
Brokaw Road, which now serve as the best ways to get onto I-880. There will be
no ramps, so no merging chaos of an interchange, and hopefully will provide a
good connection for people to walk and bike over the freeway, in addition to
driving without the stress of on- and off-ramps.
(Source: Mercury-News $$, 5/14/2019)
In February 2013, it was reported that Caltrans plans to convert HOV lanes on I-880 into HOT ("Express" or High Occupancy/Toll) lanes -- specifically, I-880 between Highway 237 in Milpitas and south of Marina Boulevard in San Leandro (~ SCL 6.775 to ALA 22.831), and on the approaches from the freeway to the San Mateo and Dumbarton bridge toll plazas. Express lanes work by continuing to allow carpoolers free access to the fast lane but then selling unused capacity to drivers who wouldn't normally qualify to drive in them. Tolls are collected electronically using FasTrak transponders, and electronic systems are used to monitor traffic and set tolls at a rate designed to keep traffic in the lanes flowing at 50 mph or faster. As the lanes get more congested, tolls rise, and as gridlock eases, they drop. Toll rates for the network have not been set yet, but on the existing lanes they have varied from a 30-cent minimum to about $5 or $6.
Work has been done on the Dixon Landing Interchange (~ SCL 10.395). The 2-lane bridge, built in 1953, was closed on August 6, 2002. The new 8-lane overpass is partially open: the structure is complete, but only 2 traffic lanes are open. The old bridge must be demolished before the new I-880 southbound lanes (which appear to be about 5 feet higher than the old ones) can be completed.
In June 2016, the CTC approved $35,000,000 for the Santa Clara Valley Transportation Authority for Mission Boulevard/Route 880 Interchange (Phase 1B/2) (~ ALA R1.938). In Fremont, on Mission Boulevard (Route 262) and Warren Avenue between Kato Road and Wam Springs Boulevard. Widening Mission Boulevard and replacing UPRR structures. Approved as part of the Route 84 Historic Parkway LATIP program of projects under Resolution LATIP-1112-01 at the March 2012 Commission meeting. This is first of the two allocations totaling $42,350,000; $35,000,000 has been accrued from the sale of excess land. The remaining sale of excess land might not happen for another 2 or more years. The local agency has requested a partial reimbursement of $35,000,000, as the project has been completed using local funds.
There is also work being done to widen the route near Mission Blvd (~ ALA R1.938). As the Route 262 (Mission Boulevard) improvements continue, a temporary ramp has been introduced from northbound (NB) I-880 to eastbound (EB) Route 262. Since the former ramp interfered with the upcoming boost in lane-count for NB I-880 (coincidentally, from three to four lanes at this location), the departing angle for the exit would have been too sharp for many motorists' comfort--that is, if kept in its current configuration. So instead, the temporary ramp creates a smoother transition from NB I-880 to EB Route 262. This short-lived transition will borrow from the "future" fourth-lane of NB I-880, exiting ~1/6th of a mile south of the present interchange.
In June 2016, it was reported that the median barriers on I-880 were being
replaced and there was median construction between Mission Blvd in Fremont and
Route 84(~ ALA R1.938 to ALA 8.795). Caltrans is building a taller, 56-inch
median to meet new safety standards, and installing new equipment for
converting the carpool lanes into express lanes along 23 miles of 880 from
Mission in Fremont to Oak Street in Oakland. Freeway safety lighting will be
constructed in certain areas to improve nighttime vision. This will include
electrical work and moving signs from the median to areas adjacent to the right
shoulder. The express lane work should end in three years.
(Source: Mercury News, 6/10/2016)
Route 92/I-880 Interchange (~ ALA 16.617)
Caltrans recently rebuilt the Route 92/I-880 interchange (~ ALA 16.617). The original interchange was a conventional cloverleaf interchange, with collector/distributor roads on I-880. The new $245 million interchange has 3 levels: I-880 at the bottom; Route 92 West next, with a left-hand ramp to I-880 South; Route 92 East at the top, soaring over both I-880 and the Route 92 West/I-880 South transition ramp. The project will take out business and/or homes west of I-880 south of Route 92, and either east or west of I-880 north of Route 92, depending on which alignment Caltrans picks. In 2010, it was reported that the estimated completion for this project is in late 2012. It was actually reopened in October 2011. About 235,000 vehicles pass through the interchange daily as of 2011. The project, constructed by Flatiron Construction and Granite Construction, was completed on schedule and about $1 million under budget.
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing Corridor and Operational Improvements.
I-880 / Whipple Road / Industrial Parkway (~ ALA 13.679)
In March 2016, it was reported that structures
on I-880 bridging Whipple Avenue in Union City (~ ALA 13.679) and over San
Leandro Creek and a Union Pacific rail line in San Leandro made the list of
California's 25 most traveled bridges that are rated "structurally deficient,"
according to a report from a Washington, D.C.-based trade group. The I-880
Whipple Road overcrossing was downgraded because of significant cracks in its
decks, which were repaired in 2015. The I-880 bridge over the creek and rail
line was built in 1951 and upgraded in 1970. It wasn't clear what the issue is
with that bridge. A bridge qualifies as "structurally deficient" if the
condition of any of these elements -- the bridge's deck, superstructure,
substructure or culvert and retaining walls -- is rated 4 or lower on a scale
of 9, or a 2 rating for overall structural condition or its clearance over any
waterway underneath, according to Nancy Singer, a spokeswoman for the Federal
Highway Administration. A 4 rating is considered poor; a zero is considered
failed condition and a 9 is excellent.
(Source: San Jose Mercury News, 3/23/2016)
In January 2019, Mr. Roadshow reported that
Caltrans has plans to rebuild the I-880/Whipple Road-Industrial Parkway
Southwest and I-880/Industrial Parkway West interchanges. The project would
include ramp reconfigurations, modifications and replacement of bridges, street
realignments and restriping, and bicycle and pedestrian improvements in Hayward
and Union City. This will be a monstrous job, costing around $175 million with
construction beginning in 2025. The Alameda CTC has set up a
webpage on the project. The project fact sheet notes that
I‐880/Whipple Road ramp intersections currently operate at or over
capacity, with a few movements experiencing high delay during a.m. and p.m.
peak hours. Observed queues for the northbound off‐ramp approach at
Whipple Road occasionally extend to the mainline. Additionally, the Whipple
Road–Industrial Parkway South West interchange was identified by the
cities of Union City and Hayward as needing bicycle and pedestrian improvements
to enhance the connectivity between the east and west sides of I‐880.
The planned improvements include a northbound off-ramp, a southbound high
occupancy vehicle (HOV) bypass lane on the southbound loop off-ramp, bridge
reconstruction over I-880, and surface street improvements and realignment.
(Source: Mercury News, 1/23/2019; Project Fact Sheet)
Marina to Helgenberger Project (~ ALA 22.836 to ALA 25.52)
In January 2011, the CTC approved for future consideration of
funding a project in Alameda County that will extend the existing southbound
HOV lane from south of the Marina Boulevard Overcrossing in the city of San
Leandro to Hegenberger Road in the city of Oakland. The project is programmed
in the Corridor Mobility Improvement Account and includes federal and local
funds. Construction is estimated to begin in Fiscal Year 2011-12. Total
estimated project cost is $108,000,000 for capital and support. The project
will result in no significant impacts to the environment. Avoidance and
minimization measures would reduce any potential effects on water quality,
hazardous waste and materials, air quality, noise, wetlands and other waters,
and threatened and endangered species.
(Image from Oakland Tribute, 1/9/2013)
In January 2012, the CTC updated the Marina to Hegenberger project. The project scope includes extending the existing southbound high occupancy vehicle lane from its current terminal point at just south of the Marina Boulevard Overcrossing to Hegenberger Road. The project scope also includes reconstruction of the Davis Street Overcrossing and the Marina Boulevard along with widening of bridge structures over the Union Pacific Railroad (UPPR) lines and the San Leandro Creek. Once completed, these improvements will help alleviate congestion along the corridor and also will upgrade the facility to meet the safety and operational requirements. The amendment reflected a request from the City of San Leandro to include an additional scope of work relating to the improvements at the Davis Street Interchange in the existing CMIA project. These improvements will be funded by the City of San Leandro with its own local funds. Combing these improvements with the CMIA project will result in more efficient delivery and less inconvenience to the traveling public during the construction of the project. The funding profile was updated. The project was also split into three segments for delivery: (1) South Segment (PPNO 0036F): On Route 880 in Alameda County, from Marina Boulevard to Davis Street in San Leandro. Extend existing southbound HOV Lane; (2) North Segment (PPNO 0036J): On Route 880 in Alameda County, from Davis Street to Hegenberger Road in Oakland. Extend existing southbound HOV Lane; (3) Follow-up Landscaping (PPNO 0036K): On Route 880 in Alameda County, from Marina Boulevard to Davis Street in San Leandro. Highway Planting.
In January 2013, it was reported that Caltrans
crews will begin widening a three-mile stretch of I-880 in San Leandro to add a
southbound carpool lane and replace two overpasses. Completion of the first
segment, which spans from Hegenberger Road to just north of Davis Street, is
scheduled for the fall of 2014. The second segment, from Davis Street to just
south of Marina Boulevard, is slated to be done by spring 2016 and includes new
overpasses at Davis Street and Marina Boulevard to improve vertical clearance
on I-880 and reduce the frequency of big rigs with high loads hitting the
bridges. Plans also include replacing 3,000 feet of soundwall, widening the San
Leandro Creek Bridge, improving pedestrian access and bike lanes on the Davis
Street overpass and reconstructing on- and offramps at 98th Avenue and
Hegenberger Road. The project -- estimated to cost $83.4 million -- aims to
ease congestion on I-880, which is expected to see a 30 percent increase in
traffic volume by 2035. A new left turn on westbound Marina Boulevard to the
Kaiser Permanente Medical Center development is also being considered.
(Source: Oakland Tribune, 1/9/2013)
In October 2014, the CTC authorized relinquishment of right of way in the city of Oakland (City) along Route 880 on Oakport Street (~ ALA 26.699), consisting of a reconstructed city street. The City, by freeway agreement dated July 30, 2008 and by letter signed on August 26, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.
Embarcadero Bridges - 5th Avenue, 29th Avenue, 23rd Avenue, High Street (~ ALA 27.799 to ALA 30.611)
In July 2010, the CTC approved for future consideration of funding a project that will construct roadway and safety improvements on Route 880 at the 29th Avenue and 23rd Avenue overcrossings in the city of Oakland. The project is programmed in the Trade Corridors Improvement Fund and the 2010 State Transportation Improvement Program and includes federal demonstration and local funds. Construction is estimated to begin in Fiscal Year 2012-13. Total estimated project cost is $96,787,000 for capital and support. In March 2012, the CTC amended the TCIF baseline agreement for TCIF Project 4 - I-880 Reconstruction, 29th-23rd Avenue project (PPNO 0044C) to update the project delivery schedule. The project will reconstruct the 29th and 23rd Avenue overcrossings. The project will also construct a number of on-ramp and off-ramp improvements within the project limits. These improvements will relieve traffic congestion within this major bottleneck on I-880. The project delivery has been delayed due of challenges in acquiring the necessary right of way. Due to multiple lien holders and a number of challenging utility and structure encroachments, obtaining the required acquisitions have been much more complicated than originally anticipated. The duration of construction has also increased from the original estimate of 26 months to 48 months due to revised staging requirements for the construction of various structures. Furthermore, the duration between Ready-to-List (RTL) and the Begin Construction milestones is being extended to six months to reflect the Commission meeting schedule for 2012.
There are plans to rebuild and seismically retrofit the Fifth Avenue and High Street Bridges in Oakland, as well as repaving I-880. They will also be rebuilding the 23rd and 29th Street Bridges, and adding a SB HOV lane from Oakland to San Leandro. The work will also widen existing lanes from 11 to 12 feet, plus add 10-foot shoulders and improve the narrow cattle-chute-like ramps into decent merging areas.
In January 2013, the CTC approved amending the TCIF baseline agreement for TCIF Project 4 - I-880 Reconstruction, 29th-23rd Avenue project (PPNO 0044C) to update the project funding plan and delivery schedule. The I-880 Reconstruction project will reconstruct the 29th and 23rd Avenue overcrossings. The project will also construct a number of on-ramp and off-ramp improvements within the project limits. The East Bay Municipal Utility District (EBMUD) has recently completed the design plans for their waterline relocations. Based upon these latest cost estimates, the Right of Way (R/W) estimate has increased from $5,200,000 to $6,325,000, an increase of $1,125,000. The ACTC is proposing to cover this funding shortfall with local measure funds. Additionally, at the completion of the design phase, it was determined there was sufficient capacity in the programmed construction capital to fully fund the project construction capital estimate and a change in construction support programming was necessary. Therefore, $5,700,000 was subtracted from construction capital and added to construction support, resulting in no net change on the amount coming from the SHOPP funds. The project delivery has been delayed by two months. This delay is due to the complexities of the project and also due to a large number of agencies involved in the project development activities. Construction is now planned to begin in July 2013, and end in July 2017.
In August 2011, the CTC approved $18,000,000 in SHOPP funding to rehabilitate 12.0 lane miles of roadway in Oakland, from 0.5 mile north of High Street to 0.5 mile north of Fifth Avenue, to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life.
In August 2011, there was an update on the
Interstate 880 Corridor Improvement Project. This is the eight-year effort to
upgrade a 15-mile stretch of roadway between Oakland and Hayward. In August
2011, it was reported that Caltrans was opening a , is entering yet another new
phase. This coming Sunday, the California Department of Transportation
(Caltrans) will shift traffic onto the new I-880 southbound bridge over Fifth
Avenue in Oakland (this bridge had been temporarily used as an on-ramp by
vehicles entering the freeway from Oak Street). The lane shift will give
Caltrans construction crews space to begin demolition and reconstruction of the
current 62-year-old bridge’s southbound lanes. If all goes as planned,
the reconstruction will be completed in the summer of 2013. In November 2011,
Gary Richards of the SJMN noted that the new bridge will be taller than then
old bridge, primarily because designers wanted to use sections of the old
bridge as part of the temporary support system for construction of the new one.
The High Street portion of I-880 was built in 1950 and is considered by
Caltrans to be vulnerable to damage in the event of a major earthquake.
According to the agency, when construction is completed motorists should notice
a smoother ride, better visibility and benefit from larger roadway shoulders to
accommodate disabled vehicles. The exit ramps are being reconfigured to reduce
back-ups entering and exiting the freeway at the 42nd Avenue interchange.
Construction of the 23rd and 29th Avenue bridges to Interstate 880 is scheduled
to begin in 2012. Nearby, The Fruitvale Avenue Overhead Project was completed
(Source: Alameda Patch)
In May 2014, the CTC authorized relinquishment of right of way in the city of Oakland along Route 880 from Market Street to West Grand Avenue (~ ALA R32.113 to ALA R34.538L), consisting of collateral facilities. The City, by freeway agreement dated July 27, 1993 agreed to accept title and by letter dated March 7, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State. It also authorized relinquishment of right of way in the city of Oakland along Route 880S on Maritime Street, consisting of collateral facilities. The City, by letter dated February 11, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.
MacArthur Maze Vertical Clearance Project – 80 (PM 2.8)/580 (PM 46.5R & 46.5L)/880 (PM 34.5L)
March 2019, Caltrans started holding public
hearings on the MacArthur Maze Vertical Clearance Project, whichwould to
increase the vertical clearances at three locations within the MacArthur Maze
Interchange (MacArthur Maze or Maze) in the City of Oakland, Alameda County.
Two of the locations are along the connector from westbound (WB) I-80 to
southbound (SB) I-880, as it crosses below the WB and eastbound (EB) I-580
overcrossings. The third location is along the connector from WB I-80 to EB
I-580 as it crosses below the connector from WB I-580 to WB I-80. The existing
vertical clearance at these three locations does not meet the current Caltrans
standard of 16 feet 6 inches and impedes the safe and efficient movement of
oversized vehicles and loads through the Maze. The project is proposed to
increase the vertical clearance of the structures in the Maze to allow for more
efficient travel of oversized vehicles.
(Source: MacArthur Maze Vertical Clearance Project, Initial Study with Proposed Negative Declaration/Environmental Assessment, January 2019)
The alternatives are Alternative A: Bridge Lowering, Alternative B: Bridge Raising, Alternative C: Partial Bridge Replacement, Alternative D: Partial Deck Reconstruction, and the No-Build Alternative. The project proposes to increase the vertical clearances at three locations in the MacArthur Maze interchange to the current Caltrans standard of 16 feet 6 inches in order to allow for freight and oversized vehicles to travel through these major connectors. At present, the connector from WB I-80 to EB I-580 has 14 feet 9 inches of vertical clearance as it passes under the WB I-580 to WB I-80 connector. The connector from WB I-80 to SB I-880 has a vertical clearance of 15 feet 3 inches as it passes under the WB I-580 to WB I-80 connector, and a vertical clearance of 15 feet 6 inches as it passes under the EB I-80 to EB I-580 connector. Currently, The WB I-80 to SB I-880 connector is a two-lane freeway built in 1998 with 4-foot-wide left and right shoulders. The WB I580 to WB I-80 connector is a three-lane freeway built in 1935 and widened in 2006 with 3-footwide left and right shoulders. The EB I-80 to EB I-580 connector is a three-lane freeway built in 1955 and widened in 1962 with 2-foot-wide left and right shoulders.
I-880 from Route 101 in San Jose to Route 80 at the San Francisco-Oakland
Bay Bridge in Oakland is named the "Nimitz Freeway". Named by Senate
Concurrent Resolution 23, Chapter 84 in 1958. It was named after Fleet Admiral
Chester William Nimitz. Admiral Nimitz was born on 24 February 1885 in
Fredericksburg, Texas. He had his sights set on an Army career and while a
student at Tivy High School, Kerrville, Texas, he tried for an appointment to
West Point. When none was available, he took a competitive examination for
Annapolis and was selected and appointed from the Twelfth Congressional
District of Texas in 1901. He left high school to enter the Naval Academy Class
of 1905. At the Academy Nimitz was an excellent student, especially in
mathematics and graduated with distinction. After graduation he joined USS Ohio
in San Francisco and cruised in her to the Far East. On 31 January 1907, after
the two years' sea duty then required by law, he was commissioned Ensign, and
took command of the gunboat USS Panay. He then commanded USS Decatur and was
court martialed for grounding her, an obstacle in his career which he overcame.
He returned to the U. S. in 1907 and was ordered to duty under instruction in
submarines. His first submarine was USS Plunger (A- 1). He successively
commanded USS Snapper, USS Narwal and USS Skipjack until 1912. On 20 March of
that year, Nimitz, then a Lieutenant, and commanding officer of the submarine
E-1 (formerly Skipjack), was awarded the Silver Lifesaving Medal by the
Treasury Department for his heroic action in saving W.J. Walsh, Fireman second
class, USN, from drowning. He had one year in command of the Atlantic Submarine
Flotilla before coming ashore in 1913 for duty in connection with building the
diesel engines for the tanker USS Maumee at Groton, Conn. He subsequently
served as Executive Officer and Engineering Officer of the Maumee until 1917
when he was assigned as Aide and Chief of Staff to COMSUBLANT. He served in
that billet during World War I. In September 1918 he came ashore to duty in the
office of the Chief of Naval Operations and was a member of the Board of
Submarine Design. In 1919, he had one year's duty as Executive Officer of the
battleship USS South Carolina. After that he continued his duty in submarines
in Pearl Harbor as Commanding Officer USS Chicago and COMSUBDIV Fourteen. In
1922 after studying at the Naval War College, he served as Chief of Staff to
Commander Battle Forces and later Commander in Chief, U.S. Fleet (Admiral S. S.
Robinson) . In the meantime, the ROTC program had been initiated and in 1926 he
became the first Professor of Naval Science and Tactics for the Unit at the
University of California at Berkley. Throughout the remainder of his life he
retained a close association with the University. After three years in that
assignment, in 1929, he again had sea duty in the submarine service as
Commander Submarine Division Twenty for two years and then went ashore to
command USS Rigel and decommissioned destroyers at the base in San Diego. In
1933 he was assigned to his first large ship command, the heavy cruiser USS
Augusta which served mostly as flagship of the Asiatic Fleet. Coming ashore in
1935 he served three years as Assistant Chief of the Bureau of Navigation. His
next sea command was in flag rank as Commander Cruiser Division Two and then as
Commander Battle Division One until 1939, when he was appointed as Chief of the
Bureau of Navigation for four years. In December 1941, however, he was
designated as Commander in Chief, Pacific Fleet and Pacific Ocean Areas, where
he served throughout the war. On 19 December 1944, he was advanced to the newly
created rank of Fleet Admiral, and on 2 September 1945, was the United States
signatory to the surrender terms aboard the battleship USS Missouri in Tokyo
Bay. He hauled down his flag at Pearl Harbor on 26 Nov. 1945, and on 15
December relieved Fleet Admiral E.J. King as Chief of Naval Operations for a
term of two years. On 01 January 1948, he reported as special Assistant to the
Secretary of the Navy in the Western Sea Frontier. In March of 1949, he was
nominated as Plebiscite Administrator for Kashmir under the United Nations.
When that did not materialize he asked to be relieved and accepted an
assignment as a roving goodwill ambassador of the United Nations. Thereafter,
he took an active interest in San Francisco community affairs, in addition to
his continued active participation in affairs of concern to the Navy and the
country. He served for eight years as a regent of the University of California
and did much to restore goodwill with Japan by raising funds to restore the
battleship Mikasa, Admiral Togo's flagship at Tsushima in 1905. He died on 20
[Excerpted from ADM Nimitz's official biography in the Navy History Archives]
The portion of I-880 between Washington Avenue and Marina Boulevard in the City of San Leandro (~ ALA 20.775 to ALA 22.946) is named the "Nels Dan Niemi Memorial Highway". This segment was named in memory of San Leandro Police Department Officer Nels Daniel (Dan) Niemi, born on October 2, 1962. On July 25, 2005, Officer Niemi was working an overtime shift and was dispatched to a disturbance call at the 14600 block of Doolittle Drive in San Leandro. The caller said there were juveniles loitering and creating a disturbance in that area. Officer Niemi arrived by himself and approached a group of male individuals. As he started talking to them and getting their identification, one of the subjects, without warning or provocation, pulled out a semiautomatic handgun and pointed it at Officer Niemi's face. The suspect shot and killed Officer Niemi. An extensive manhunt was conducted and the alleged shooter was captured the next day. Named by Senate Concurrent Resolution (SCR) 41, Resolution Chapter 91, on 7/10/2007.
The portion of I-880 in Alameda County between northbound PM ALA 26.61 and southbound PM ALA 27.63 is named the "California Highway Patrol Officer Brent William Clearman Memorial Freeway" This segment was named in memory of Brent William Clearman, born on January 1, 1973, in Astoria, Oregon. He later relocated to the Bay Area, and lived in such cities as Daly City, Antioch, Vacaville, and Concord, California. Prior to graduation from the California Highway Patrol Academy in 2005, Officer Clearman served his country in the Marine Corps as a sniper, and later moved up to instructor. As such, Officer Clearman shared his extensive knowledge and skills with others, and continued on to teach sniper tactics to law enforcement agencies. After graduation from the California Highway Patrol Academy, Officer Clearman, Badge Number 17843, was assigned to the Oakland area, Beat 370. On Aug. 5, 2006, a hit-and-run driver, Russell Rodrigues, struck Clearman after the officer had pulled over and left his patrol car to investigate a minor accident in Alameda County. The officer, a former Marine and Iraq war veteran who lived in Concord, was immediately transported to a local hospital where he succumbed to his injuries the next day. Rodrigues, a former sheriff's jail technician, was sentenced to four years in prison in October 2006. Named by Senate Concurrent Resolution (SCR) 132, Resolution Chapter 141, on 9/9/2008.
The portion of I-880 from the 23rd Avenue Overcrossing to the 16th Avenue Overcrossing (ALA 28.93 to ALA 29.70) in the County of Alameda is named the "CHP Officer William P. Sniffen Memorial Highway". It was named in memory of Officer William Prestige Sniffen, who was born on September 11, 1941, to William and Elsie, in Honolulu, Hawaii. Upon graduation from the CHP Academy in July 1966, Officer Sniffen was transferred to the San Leandro area and was later transferred to the Oakland area. Officer Sniffen was killed in the line of duty on April 5, 1973, while pursuing a speeding motorist on the Nimitz Freeway. The vehicle he was pursuing rear-ended another car and burst into flames. Officer Sniffen was unable to stop and slid underneath the burning vehicle. Officer Sniffen was a hard-working and dedicated officer who loved his job and enjoyed the people he worked with. He was known for his love and devotion to his wife and children, his charismatic personality, and for teaching others baton and other self-defense tactics. In his spare time, Officer Sniffen enjoyed spending time with his family and attending various martial arts classes. He was a third-degree black belt in Judo and a fourth-degree black belt in Jujitsu. Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
Bridge 33-0583 (ALA 022.40), an overcrossing of Route 880 in San Leandro, is named the "David S. Karp Overcrossing". While Mayor of San Leandro, David S. Karp (1935-1993), served as a member of the Metropolitan Transportation Commission and the Alameda County Transportation Authority. He was nationally recognized as an expert on transportation and infrastructure matters through his work with the U.S. Conference of Mayors. It was named by Assembly Concurrent Resolution 72, Chapter 111 in 1993. It was built in 1993.
The pedestrian overcrossing at 98th Ave and Route 880 in Oakland (Bridge 33-0110, ALA 024.74) is named the "Steven Lindheim Overcrossing". Mr. Lindheim was an Electrical Engineer who lived in Oakland and was active in the community. Just prior to his death, he was chair of a committee instrumental in the construction of the overcrossing. Named by Senate Concurrent Resolution 16, Chapter 52, filed with the Secretary of State on 2 July 1999.
In Alameda County, there are southbound HOV lanes from Marina Blvd to Whipple Road, for a total length of 9.7 miles. These were opened in September 1991 and ran from A Street to N of Tennyson, and were extended in December 1991 to Industrial Parkway. In 1992, they were extended from Route 238 to A Street, and in 1993, they were extended to Whipple Road. Lastly, in 1995, they were extended from Marina Blvd to Route 238. They require two or more occupants, and operate weekdays 5:00am-9:00am and 3:00pm-7:00pm.
Additional lanes from Mowry Avenue to Alvarado Niles Road were opened in October 1998. In December, these were extended from Mowry to Mission Blvd (Route 262).
Northbound, in Alameda County, there are HOV lanes from Whipple Road to 1 mi S of Route 238, for a total length of 6.3 mi. These were opened in 1991 from N of Tennyson to A Street, and extended to Industrial Parkway later that year. They were extended to Route 238 in 1992, and to Whipple Road in 1993. They were shortened from Whipple Road to 1 mi S of Route 238 in 1996. They require two or more occupants, and operate weekdays 5:00am-9:00am and 3:00pm-7:00pm.
In October 1998, lanes were opened from Mowry to Alvarado Nile Road. In November, they were extended from Mission Blvd (Route 262) to Mowry.
HOV lanes are also planned as follows:
A 2001 survey showed that more than 8,300 people carpooled between Marina Boulevard and Whipple Road in the East Bay, up from 4,000 in 1996.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
The Garden Clubs of America have designated this route as a Blue Star Memorial Highway.
Overall statistics for Route 880:
The international boundary near Border Field northeasterly to Route 5.
In 1986, Chapter 928 defined this segment as part of Route 905.
This part of the routing is unconstructed. This is an environmentally sensitive area, and there are no plans to develop this segment.
Route 5 near the south end of San Diego Bay to the International Boundary southerly of Brown Field.
In 1986, Chapter 928 defined this segment as part of Route 905. It was a transfer from Route 117, was added. In 1986, the original Route 117 routing was lengthened when the portion from Route 125 to the International Boundary was transferred from Route 125.Caltrans assumed maintenance of this segment from the border to Route 125 on 7/1/1990.
This section of Route 905 was brought into the Freeway & Expressway System in 1959, and it is part of the National Highway System (NHS). The route begins at the Point of Entry (POE), United States/Mexico Otay Mesa border crossing, and proceeds north to northwest to I-5. It has major interchanges with Route 125, I-5, and I-805. On June 29, 1965, the California Highway Commission adopted Route 75 segment (a), later renumbered as Route 117, and now Route 905, as a freeway from I-5 to Route 125. On January 2, 1969, a Freeway Agreement with the County of San Diego was executed for Route 905 between Heritage Road and Route 125 at Otay Mesa Road. The route is part of the Interregional Road System, from 1.6 kilometers (1.0 miles) east of Heritage Road to the POE. The portion of Route 905 from I-5 to I-805 is designated as part of the national network for the Surface Transportation Assistance Act. The portion of Route 905 from I-5 to 2.1 kilometers (1.3 miles) east of I-805 is constructed. The remaining portion of Route 905 to Route 125 is currently unconstructed. Route 905 is the primary east-west interregional route between the Otay Mesa border area of San Diego County and the cities of Chula Vista, Imperial Beach, and the San Diego metropolitan region.
On March 24, 1983, the Commission adopted Route 905 (Route 125) from the Port of Entry to Otay Mesa road 0.8 kilometers (0.5 miles) west of Harvest Road. The members of the CTC expressed support for the extension project, the construction of Route 905 from 0.1 kilometers (0.06 miles) east of I-805 to the Port of Entry, during a tour of Route 905 and the Otay Mesa Border on September 19, 1997. On October 3, 2001, the Commission adopted a portion of Otay Mesa Road as a traversable highway from 2.1 kilometers (1.3 miles) east of I-805 to 2.1 kilometers (1.3 miles) west of the Port of Entry. This adoption provided for a state highway between I-805 and the Port of Entry. Traffic currently uses Otay Mesa Road as a traversable highway. The Department approved the Project Report for the Route 905 extension project on July 30, 2004. On October 28, 2004, the Commission adopted a portion of Route 905 from the junction with Route 125 to the Port of Entry.
This routing was approximately LRN 281, defined in 1959, although its proposed routing was slighly N of the current Route 905.
The original road, Otay Mesa Road, was a four to six lane road. It has heavy truck traffic and no center divider. It is maintained by the City of San Diego. There are "End CA-905" signs where the freeway ends just east of I-805. Where the road turns south toward Mexico, there are "BEGIN CA-905" signs. Some portions of this, near RM 12.0, were up for relinquishment in February 2001.
Route 905 Freeway
Part (2) of the routing was unconstructed from 1 mi E of Route 805 to Route 125 in 2001. This is currently under construction, but funding was an issue. However, in June 2001, $25 million towards the project was received from the State Transportation Commission, moving the project closer to its funding goal. This is TCRP Project #86. The state needs an estimated $264 million to build a new seven-mile freeway. Right-of-way acquisition occurred under the Department’s Policy for Early Acquisition. The Final Environmental Impact Statement was approved in July 2004. The size and complexity of the project and numerous design changes required several environmental studies to be redone. In addition, review of the draft and final document by external stakeholders took longer than anticipated. Although right-of-way acquisition proceeded under “Early Acquisition,” the lack of an approved environmental document prevented the purchasing of all the right-of-way necessary for the project. According to Don Hagstrom in October 2002, Route 905 began construction, with an interchange planned at Siempre Viva, the last intersection / stoplight that one reaches when traveling south on Route 905 into Tijuana. The rest of the freeway, from Siempre Viva to just east of I-805 (where the current freeway begins) will go under construction in 2004, with completion set for 2007 or so. Some of the signs announcing the freeway mistakenly have an interstate shield. In April 2006, the CTC considered a request to update the project schedule and funding plan. The updated schedule shows: Phase 1: FY 2004/2005; Phase 2: FY 2006/2007; Phase 3: FY 2007/2008; Phase 4: FY 2010/2011.
In October 2004, the CTC considered adoption of 1.9 kilometers (1.0 miles) of Freeway for Route 905 in the City of San Diego, San Diego County, from 0.9 kilometers (0.6 miles) east of La Media Road to the Otay Mesa Federal Port of Entry to Mexico. This would serve to extend Route 905 from 0.1 kilometer east of I-805 to the Otay Mesa Federal Port of Entry to reduce congestion, enhance the safe transportation of people, goods, and services, and to improve the mobility of local, regional, interregional, and international traffic. The project is coded ‘HE-14 New Facilities’ and has current funding from a large number of sources including State, Interregional and Regional Transportation Improvement Programs, the Transportation Equity Act for the 21st Century for the years 2000 to 2004, local funds and Transportation Congestion Relief Program. Construction is scheduled for FY 2006-07. ( ref).
In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed completing Corridor Improvements and constructing a new 6-lane freeway route.
In March 2006, the CTC considered four public road connections at Heritage Road, Britannia Boulevard, Siempre Viva Road, and Enrico Fermi Drive. Enrico Fermi Drive connects within the Route 905/Route 125 Interchange. The Heritage Road Interchange is based on the opening of the circulation element roads of the City of San Diego General Plan. A diamond-type interchange is proposed at Britannia Boulevard, and a similar interchange is proposed for Siempre Viva Road. A full freeway-to-freeway interchange is proposed to connect Route 905 with Route 125 with a connector to Enrico Fermi Drive. The extension of this route will provide congestion relief for Otay Mesa Road, the only major east-west road currently servicing Otay Mesa and would allow direct access to I-5, I-805, and the Port of Entry. Route 905 would also provide future access to Route 11.
In November and December 2006, Caltrans and San Diego Associated Governments (SANDAG) proposed to the CTC the following State Transportation Improvement Program (STIP) Amendment for the Route 905 freeway — Otay Mesa project in San Diego County: (1) Program $81,289,000 of SAFETEA-LU Border Infrastructure Program (BIP) funds to Construction in FY 2006-07. (2) Revise the project scope from a four-lane freeway to a six-lane freeway as originally programmed. (3) Shift $9,461,000 programmed in the Interregional Improvement Program (IIP) from Construction to Environmental (PA&ED) and Design (PS&E). (4) Shift $6,355,000 programmed in the IIP from Construction to Construction Support. (5) Shift $1,209,000 programmed in the Regional Improvement Program (RIP) from Construction to Construction Support. This project was originally programmed to provide six travel lanes connecting Route 805 to the Otay Mesa Border POE. The overall project is to be constructed in four phases. Due to escalating construction costs that caused a substantial funding shortfall to the project and to stay within STIP Programming Guidelines, SANDAG and the Department down-scoped Phase 1 of the project to a four-lane freeway from Siempre Viva to Britannia Boulevard in May 2005. In June 2006, a 12-month time extension for the period of project allocation was approved for Construction programmed in FY 2005-06. This allowed time for legislation to establish procedures for programming and accessing SAFETEA-LU BIP funding to fully fund the original six-lane freeway project. The Route 905 project is currently ready for construction, but has an unfunded need of $93,289,000. The proposed programming of $81,289,000 in SAFETEA-LU BIP funds and the availability of $12,000,000 in SAFETEA-LU Earmarks, would fully fund Phase 1 of the original six-lane freeway project. Phase 1 also includes interchanges at Caliente Avenue, Britannia Boulevard, and La Media Road.
In April 2007, the CTC considered a STIP amendment that would (a) Program $80,000,000 of BIP funds to Right of Way in FY 2006-07, and (b) Revise the project scope from a four- lane freeway to a six- lane freeway from Britannia to Siempre Viva (Phase 1A- Eastern Segment of Phase 1).
In late 2007, Caltrans started the bidding process for the construction of the freeway from 0.6 Km East of Cactus Road to 0.3 Km West of the Mexico border.
In February 2009, the CTC was noticed that Caltrans and the San Diego Association of Governments (SANDAG) recommended that the following projects programmed in the Trade Corridors Improvement Fund (TCIF) and the 2008 State Transportation Improvement Program (STIP) be reprogrammed as a corridor (i.e., with Federal funds), with funding levels to be based on the state funds previously allocated by the California Transportation Commission (Commission) and available local and federal funds:
The approved would allow the project to continue by using local or federal funds to meet the immediate cash flow needs of the projects that would otherwise be met with bond funds and the STIP amendment is necessary for this to occur.
In April 2009, the CTC approved funding this project [Route 905 in San Diego County project (PPNO 0703): Construct 6 Lane Freeway Phase 1B] (as a loan against future bonds) from 2009 Stimulus funds.
In February 2012, it was reported that the project to widen a connector ramp from westbound Route 905 to northbound I-805 was completed two months early and for $2 million less than expected. The $20 million project included the widening of an auxiliary lane along I-805 from Route 905 to Palm Avenue, and of the Del Sol Boulevard underpass.
In December 2012, it was reported that the freeway had been completed from I-5 to the International Border.
In October 2015, the CTC authorized relinquishment of right of way in the city of San Diego (11-SD-905U-PM-8.7/10.7 [Otay Mesa Road, Brittania to Harvest], 11-SD-905-R6.4/R10.7 [Otay Mesa Road/Airway to the 11/125/905 interchange]), consisting of a superseded highway and collateral facilities. The City, by cooperative agreement dated December 10, 1996 agreed to accept ownership, operation and maintenance of the superseded highway upon completion of the new Route 905 alignment, and by freeway agreement dated October 10, 2005, agreed to accept title to the collateral facilities of the new alignment upon relinquishment by the State. The 90-day notice period expired November 2, 2015, without exception.
In December 2013, the CTC authorized relinquishment of right of way in the city of San Diego along Route 905 between Britannia Boulevard (approx SD R8.801) and Airway Road (approx SD R10.949), consisting of a collateral facilities, as well as right of way in the city of San Diego along Route 905 between Cactus Road (approx SD R8.289) and Britannia Boulevard (approx SD R8.801), consisting of a collateral facilities.
In June 2017, the CTC authorized relinquishment of right of way in the county of San Diego along Route 905 on Otay Mesa Road (11-SD-905-PM R10.3/R10.9), consisting of superseded highway and collateral facilities. The County, by letter dated March 9, 2017, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
In December 2012, the CTC updated the description
of the Route 905/Route 11 connectors project to be: "In San Diego County near
San Diego on
Route 905 from 0.1 mile west of Britannia Boulevard
overcrossing to 1.6 miles east of La Media Road undercrossing.
In May 2013, the CTC amended the TCIF Baseline Agreement for Segment 1 of Project 68 – Route 11/Route 905 Freeway to Freeway Connectors project (PPNO 0999A) in San Diego County to update the project funding plan. The CTC also approved $79,700,000 to fund construction.
In March 2014, the CTC authorized $800,000 for the Route 905/Route 125 Northbound Connectors.
In June 2014, the CTC amended the project plan to adjust funding, and to adjust the start of the construction phase to August 2014. This relates to the portion of the project that will construct the northbound connectors from Route 905 and future Route 11 to Route 125 near the Otay Mesa Port of Entry.
In January 2015, the CTC authorized $22,657,000 in additional funding for construction of the Route 905/Route 125 Northbound Connectors.
October 2015, it was reported that work had begun on construction of the
connectors between Route 125, Route 905, and Route 11. Officials said over the
past two decades, trade between the U.S. and Mexico has grown by an average of
10 percent a year — an increase that exceeds that of U.S. trade with the
rest of the world. Last year, more than 800,000 northbound trucks and $39
billion in goods passed through the Otay Mesa Port of Entry. The $21.5 million
project is expected to be completed in late 2016. Funding sources include a
$15.9 million chunk from Proposition 1B Trade Corridors Improvement Fund and
$2.7 million from the TransNet half-cent sales tax for transportation uses
approved by San Diego County voters, among other funding sources. Caltrans
officials said the project is designed to remedy one of the last missing links
in the overall border road network. Currently, truckers congest city streets
and local roads to access Route 125. The new connectors will create a seamless
highway system, greatly reducing wait times at the border, according to
(Source: KPBS, 10/26/2015)
In November 2016, it was reported that construction
crews just wrapped up a year-long project that will help reduce congestion at
the Otay Mesa Port of Entry. Three freeway connectors that link Route 905 and
Route 11 to the northbound South Bay Expressway (Route 125) opened to traffic.
More than 7,000 trucks travel across the Otay Mesa Border Crossing every day.
The heavy traffic here during rush hour has caused major headaches for anyone
trying to get to toll road Route 125 from Route 905 and Route 11. Before the
connectors, vehicles exiting the Otay Mesa Port of Entry had no direct access
to northbound 125 and drivers were forced to use local streets just to get
there. Now, the new access will provide another option of travel for people
living in southern San Diego and eastern Chula Vista. Drivers can avoid
congestion on I-805 and I-5 by going east on Route 905 and north on Route 125.
Now that the northbound connectors are complete, officials with SANDAG say they
are hard at work finishing up designs on the southbound connectors. That
project expected to begin construction in 2018.
(Source: CW 6, 11/30/2016)
With respect to the Southbound Connectors: In June
2019, it was reported that Skanska has won the construction contract for Route
905 in San Diego, California. The $101 Million contract with California
Department of Transportation (Caltrans) is for a four-lane highway with freeway
connectors on Route 905, located at Otay Mesa, one of three ports of entry in
the San Diego-Tijuana Mexico metropolitan region. Construction work includes
two freeway-to-freeway flyover bridges that will connect three highways (Route
125, Route 11 and Route 905), as well as a 1.25-mile greenfield extension of
Route 11 to the east toward a future port-of-entry. The project will involve
more than 15,000m3 of structural concrete, 30,000m3 of
concrete paving, 35,000 tons of asphalt, and about 840,000 m3 of
earthworks. Construction is scheduled for completion in September 2021.
(Source: Construction Index, 6/10/2019)
In June 2019, the CTC amended the TCEP Project
Baseline Agreement and established it as the basis for project delivery and
monitoring. The amendment programmed $1,708,000 in savings from the TCIF
program for construction on the Route 125/Route 905 Connector project (PPNO
1036) in San Diego County. This project is one of six projects included in the
Baseline Agreement for the California-Mexico Border System Network
Improvements. The Route 125/Route 905 Connector project will construct a
freeway to freeway South-West connector, thereby completing the remaining
connector needed to integrate three major state roads serving the border region
just north of the Otay Mesa Port of Entry at the United States/Mexico border.
In May 2018, the project received $21,980,000 in TCEP funding. In August 2018,
the California-Mexico Border System Network Improvements Baseline Agreement was
approved, including this Route 125/905 Connector project. In February 2019, bid
results from an adjacent project along the same corridor reflected a 10 percent
increase in project costs. Upon review of those bid results, the project
development team prepared a revised cost estimate for the Route 125/905
Connector project using the updated unit prices from the adjacent project. The
revised estimate indicated a cost increase of approximately $1,708,000.
Therefore, the Department and SANDAG propose to program $1,708,000 in TCIF
savings from other projects to this connector project. A construction
allocation of the programmed TCEP and TCIF funds is expected to be requested in
(Source: June 2019 CTC Minutes, Agenda Item 2.1s.(1))
In June 2019, the CTC approved deallocating
$770,000 from TCIF Project 68.1 – Route 11/Route 905 Freeway to Freeway
Connector Project in San Diego County, due to cost savings at the completion of
the project. (PPNO 11-0999A)
(Source: June 2019 CTC Minutes, Agenda Item 2.5g.(5b))
In June 2019, the CTC amended the Trade Corridors
Improvement Fund Program to add the Route 125/Route 905 Connector Project in
San Diego County as Project 133, at a cost of $1,708,000. The Route 125/Route
905 Connector Project will construct a southbound Route 125 freeway connector
to the westbound Route 905 freeway to integrate three major state roads serving
the border region just north of the Otay Mesa Port of Entry. This project will
contribute to a safer and more efficient border highway network that will
alleviate congestion while providing more reliability for cross border
international freight movements. The Trade Corridors Enhancement Program
Baseline Agreement, approved in August 2018 will be amended to include the
Trade Corridors Improvement Fund, thereby eliminating the need to adopt a
stand-alone Trade Corridors Improvement Fund Baseline Agreement. The recently
refined engineer’s estimate identified a cost increase of $1,708,000 in
construction to bring the total estimated construction cost to $33,108,000. The
need for the additional funds is due to updated unit pricing based on recently
opened bids on nearby projects. The funding for this amendment is made
available through savings generated from other projects programmed in the Trade
Corridor Improvement Fund and is consistent with the Trade Corridors
Improvement Fund Program Close-Out Policy approved at the May 2019
(Source: June 2019 CTC Minutes, Agenda Item 4.27)
Siempra Viva Road
Funding has been considered to build the Siempra Viva Road Interchange (approx SD R11.374). July 2002 CTC Agenda. According to Don Hagstron in May 2003, the project is "progressing nicely. Currently, Siempre Viva has been rerouted to the south of its former location and a new signalized intersection has been created. To the west of Route 905, a temporary roadway takes you over to the existing Siempre Viva near the Arco AM/PM station. This new temporary road actually looks like it might be a piece of the future ramp."
The Seimpra Viva Road Interchange opened in December 2004. It is a mile-long segment consisting of an interchange connecting Siempre Viva Road to Route 905. Construction of the freeway will be completed in phases, and it was the first phase of four or more to be completed. Eventually, Route 905 will run west to east, connecting Interstates 5 and 805 to the border crossing. It will run parallel to Otay Mesa Road, 1,300 feet south of it, and lead to a relocated port of entry east of the existing one. Caltrans projects the project will cost $309 million. A total of $216 million in funding has been identified for use on the freeway construction, but there is still a shortfall. Completion is expected in 2008, but planners are eager to finish it as soon as possible.
The interchange between I-5 and Route 905 in the County of San Diego is named the "Caltrans Equipment Operator II Richard Gonzalez Memorial Interchange" . It was named in memory of Caltrans Equipment Operator II Richard Gonzalez, a dedicated maintenance worker. Richard Gonzalez, while working on a special programs crew at the connector of I-15 and Route 94, was struck on the morning of June 20, 2011, and died in the line of duty at the age of 52 as a result of injuries sustained in the collision. Richard Gonzalez was an exemplary employee who gained the respect of supervisors, management, and peers for his devotion to the values of integrity, commitment, and teamwork. Richard Gonzalez's passion was restoration of classic cars and serving as a mentor and role model to his family and friends. Named by Senate Concurrent Resolution 52, Resolution Chapter 94, on September 15, 2011.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
Approved as 139(b) non-chargeable milage in 1984. This has not yet been constructed to interstate standards, nor is it yet signed as an interstate.
Overall statistics for Route 905:
Chris Sampang speculated that this number might have originally been for a possible connector to the Southern Crossing. This is confirmed by this map.
This route was LRN 226, defined in 1959, and was signed as part of Route 24 between 1964 and 1984.
With respect to the bridge aspects, the impetus for the freeway first emerged in 1927, when engineers identified a number of routes for a possible bridge connecting the East Bay to San Francisco, according to Connect Oakland, a group that formed in 2014 to advocate for the freeway’s removal. Although planners ultimately chose the current alignment, which knits West Oakland to Yerba Buena Island and San Francisco, planners began considering a second crossing almost as soon as the Bay Bridge opened. By 1948, municipal leaders were mulling a second transbay crossing connecting Castro and Grove streets in Oakland with Army Street in San Francisco. The idea was to build a connection from the Grove-Shafter Freeway, known today as Route 24, with a new bridge. That bridge never materialized.
As for the crossing in Oakland: there is a connection to a historic use
of freeways to divide and segregate communities. The Federal Housing
Administration, created in 1934, insured mortgages covering eighty percent
of the cost of a house — but only in all-white neighborhoods. They
judged as risky -- and used a practice known as red-lining -- for
properties in racially mixed neighborhoods or even in white neighborhoods
near black ones that might possibly integrate in the future. An FHA
underwriting manual notes that highways were “effective in
protecting a neighborhood and the locations within it from …
inharmonious racial groups.” Miami, Los Angeles, and other big
cities routed freeways to cordon off, or pave over, minority
neighborhoods. The double-decker Cypress Freeway plowed through the middle
of West Oakland in the 1950s, and another freeway was planned (but not
constructed) that would mark a firm line between white Oakland, and black
West Oakland — I-980. But by the time construction started in the
1960s, things were starting to change. The Civil Rights Movement was
gaining traction, the courts were ruling that segregation could no longer
be government policy, and the Black Panther Party was rising up in West
Oakland. The freeway would no longer divide white and black residents
because black people had already moved into the rest of Oakland at that
point. Construction started in 1962, and soon bulldozers began clearing a
path through Oakland. Demolition crews knocked down houses, setting off
protests, but there wasn’t much activists could do. However, in
1972, a young lawyer named Stephen Berzon, funded by President
Johnson’s Legal Services Program, came up with an idea for a
lawsuit. It wasn’t enough to relocate people, he argued; the
California Department of Transportation also needed to replace the housing
it tore down. A federal judge agreed with Berzon and gave him the
injunction he sought, stopping the earth movers. The project sat in limbo
for years, with the construction site acting as a parking lot for heavy
equipment. People from the neighborhood told Berzon they didn’t
necessarily want to stop the freeway, they just wanted decent homes. A
freeway would be better than what the earth movers left behind. In
1973, Roger Clay Jr., a young attorney living in West Oakland, began
working with Berzon. Berzon worked to make sure that the government built
new housing and honored the city’s promises to keep his
clients’ rents low. This led to the community shaping the design of
the freeway, and is why the freeway was constructed as an depressed
roadway instead of elevated. That way, it wouldn’t form as much of a
barrier and so that the earthen sidewalls would contain some of the noise
and pollution. It is also why the first two miles are elevated (pre-1972
construction), and the end is elevated (to connect with I-880).
(Source: SF Streetsblog, 4/17/2019)
In the end, Oakland removed 503 homes, 22 businesses, four churches and 155 trees to make way for a speedier connection to downtown, according to Connect Oakland.
In November 2015, a community movement surfaces that wants to remove
The argument is that I-980 is the lowest traffic segment of urban freeway
Oakland, and the most valuable land (whether from a community or
perspective) taken up by a freeway. Removing it will reunite historic West
downtown Oakland. The cause is being chapioned by "Connect Oakland" and
King, the urban design critic of the SF Chronicle. According to King, the
would replace the freeway with "a boulevard lined with housing at all
levels, reknitting the urban landscape." The proposal could also "include
for BART beneath the boulevard, a tunnel that could connect to a second
tube from Oakland to San Francisco." King describes Octavia Boulevard in
Francisco, for example, as a comparable example for the future direction
Connect Oakland. The proposal has been pressed "for the past year by a
of local architects and planners with good intentions but little clout,"
reports King, but city recently moved the idea into a new level of
when it requested "requested $5.2 million from the Alameda County
Transportation Authority to begin planning studies of an I-980 conversion
second BART tube."
(Sources: Planetzen, 11/17/2015; Neighborland; SF Chronicle, 11/14/2015 (paywalled))
In January 2017, it was reported that the Congress for the New Urbanism
released a report highlighting I-980 on its “top 10” list of
freeways across the country that they say serve as a blight to the
they bisect. The call echoes those of local advocacy groups, as well as
city of Oakland, which is studying the freeway’s conversion to a
boulevard as part of its $2.35 million downtown specific plan. The plan
create guidelines for future development in the heart of the city.
1985, the roughly two-mile stretch of freeway runs from its intersection
Interstate 880 near Jack London Square to its nexus with Highway 24 near
I-580 interchange, blanketing more than 40 city blocks. As in many
across the country, the construction of urban freeways devastated West
severing neighborhoods, isolating communities and plunging the
into several decades of decline. But some social justice advocates have
views about whether removing the freeway now would heal the economic
decades past. As of 2017, the highway is underutilized, reaching only 41.9
percent capacity at its peak, with average levels much lower, according to
Berkeley study of the corridor. Connect Oakland, along with the city of
Oakland, proposes removing the freeway to its intersection with Grand
where traffic volumes peak at just over 27 percent of the roadway’s
intended capacity. The freeway carries no freight traffic and does little
augment the regional freeway network. Transforming the freeway into a
could net the city 17 new acres of publicly-controlled land, creating a
connections between West Oakland and downtown where there are currently
Removing the freeway would remove a barrier to Jack London Square, better
connecting that neighborhood with both downtown and West Oakland, said
Sensenig, the founder of Connect Oakland. City officials also see the
as a possible route for a second transbay tube crossing for BART, Caltrain
high-speed rail, Sensenig said. The below-grade route could be built at
same time the freeway is converted into a boulevard, or, because that
is likely decades away, it could create a space underground for the
lines, when and if that project comes to fruition. BART included funds in
$3.5 billion bond measure, which voters approved in November 2016, for a
possible study of a second transbay tube, an idea that has germinated in
regional transportation circles for decades.
(Source: Mercury News, 1/30/2017)
However, the community is not completely on-board with removal of I-980.
The historical argument for getting rid of it assumes the freeway is a
legacy of mid-century attempts to build barriers around white middle-class
neighborhoods, or as a wrecking ball to replace “urban
blight.” That’s true of several major freeways, but the story
of I-980 isn’t so clear cut. By the time the state of California
finally finished building it in 1985, the residents of West Oakland had
come on board. At that point, the community wanted this freeway. Today,
some of those same residents find themselves wary of another major public
works project in their backyard. And that means activists’ best
intentions are colliding with a community that might prefer to be left
alone. In West Oakland, reactions ranged from skepticism to outright
scorn. To comprehend why old timers from this historically black
neighborhood are so dubious, you have to understand two seemingly
conflicting things: that West Oakland has been repeatedly screwed over by
infrastructure projects and that the history of I-980 freeway deviates
from that pattern. Some of the people who initially balk at the idea of
tearing up the freeway become more interested after they consider what
could replace it. Over the past few years, Oakland’s city government
has been holding meetings on the future of the 980 corridor to capture
what residents want. Residents have turned up at the meetings with lots of
ideas for better uses of the land, like bus lanes, parks, and affordable
housing. Some see the response as an encouraging sign: People in the
community may embrace the idea of replacing the freeway, if they get to
choose what comes next.
(Source: SF Streetsblog, 4/17/2019)
Route 980 from Route 880 to 17th Street in Oakland is named the "John B. Williams Freeway". John B. Williams (d. 1976) served the City of Oakland as Director of the Office of Community Development and was responsible for the Oak Center and City Center development projects. Named by Assembly Concurrent Resolution 52, Chapter 61 in 1977.
I-980 is also known as the "Grove-Shafter Freeway". This name comes from the streets that the freeway paralleled between the Nimitz Freeway (I-880) and the Warren Freeway (Route 13). In the 1980s, Grove Street was renamed Martin Luther King, Jr. Way. Shafter Street runs from MacArthur Boulevard to the Rockridge BART station.
Approved as 139(a) non-chargeable interstate in July 1976; Freeway.
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
Overall statistics for Route 980:
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