California Highways

From Route 680 at Benicia to Route 80 in Vallejo.

In 1976, Chapter 1354 defined this route by transfer from I-680: "Route 680 at Benicia to Route 80 in Vallejo."

This was part of LRN 74 (defined in 1935). It was originally signed as Route 29.

• Cal-NExUS Exit Numbering: Route 780 East
• Cal-NExUS Exit Numbering: Route 780 West
• Western Exit Guide: Route 780 (Jeff Stapleton)
• I-780 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Interstate 780
• 3 Digit Interstates: I-780

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:

• Total Length (1995): 7 miles
• Average Daily Traffic (1992): 22,300 to 53,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 7.
• Previous Federal Aid Milage: FAI: 7 mi.
• Functional Classification: Prin. Arterial: 7 mi.
• Counties Traversed: Solano.

From Route 5 near San Ysidro to Route 5 north of La Jolla and easterly of existing Route 5.

This route remains as defined in 1963. This route was completed in 1975.

This was LRN 241, defined in 1959. It was not signed as a state route until after 1964.

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.

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.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #1307: Construct sound barriers at the I-805/Route 54 interchange, National City. $680,000.

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.

This route was previously named the "Inland Freeway".

Bridge 57-619, at Adams Avenue in San Diego county, 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 57-720, 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 57-762, the Old Miramar Road overcrossing 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.

The Orange Avenue overcrossing 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.

• Cal-NExUS Exit Numbering: Route 805 North
• Cal-NExUS Exit Numbering: Route 805 South
• Western Exit Guide: Route 805 (Jeff Stapleton)
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)
• I-805 Strip Chart (Andrew Tompkins)
  [XML support required]

• California @ AARoads: Interstate 805 (Alex/Andy)
• 3 Digit Interstates: I-805 (Kurimi)
• Fact Sheet on the I-5/I-805 interchange (CalTrans)

HOV lanes are planned between Route 52 and Mira Mesa Blvd.

Approved as chargeable interstate in 7/1958.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

Overall statistics for Route 805:

• Total Length (1995): 28 miles
• Average Daily Traffic (1993): 44,000 to 202,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 28.
• Previous Federal Aid Milage: FAI: 28 mi.
• Functional Classification: Prin. Arterial: 28 mi.
• Counties Traversed: San Diego.

(a) From Route 280 in San Jose to Route 80 in Oakland.

(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 1963, I-880 was defined as "Route 80 between Harbor Boulevard and the Yolo Causeway west of Sacramento to Route 80 near Watt Avenue."

In 1981, Chapter 292 transferred that version of I-880 to I-80. See Route 80 for a history of this.

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).

In 1989, the double-decked portion of the route, between 18th Street and 34th Street in Oakland, collapsed in the Loma Prieta earthquake. 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. [Thanks to Scott "Kurumi" Oglesby for much of this information]

Until mid-1997, there was a 4 mile section that was missing in Oakland. This was the result of the 1989 Loma Priata earthquake, where a double-decked portion of the freeway collapsed and killed a number of people. The City of Oakland was against rebuilding the route along the original path, as it was divisive to the community, and thus a new routing further west was constructed, and was opened in July 1997. Between 1989 and 1997, thru-traffic used a routing starting at I-980, and along I-980 to I-580, and along I-580 to I-80 in Oakland. The replacement section was 5 miles long, and cost $1.25 billion to build.

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). The original definition of Route 17 continued N along what is now I-580/I-80, and then across the bay as I-580.

Caltrans has plans to rebuild the Route 92/I-880 interchange. Currently, the interchange is a conventional cloverleaf interchange, with collector/distributor roads on I-880. The new interchange will have 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.

There are also plans to reconstruct the Coleman Avenue interchange near the San Jose Airport. This is TCRP Project #8, requested by the Santa Clara Valley Transportation Authority. This was completed in 2004.

There are also plans to widen I-880 between the I-880/North First Street interchange in San Jose to the Montague Expressway. This involved:

• Widening the existing 4-lane freeway to 6-lanes. To do this, the existing 40 ft median was reduced to an interim 16 ft, allowing widening without additional right of way acquisition. Type 60 concrete barriers were installed. These lanes opened in October 2003.

• Adding an auxiliary lange between old Bayshore Highway and North First Street in the SB direction. This would require construction of retaining walls between US 101 and North First Street to avoid right of way acquisition.

• Widening of the undercrossings at Old Bayshore Highway, Fourth Street, and North First Street to accomodate the additional lane. The widing would be approximately 20 ft to provide for a standard 10 ft shoulder.

• Improvements of various exit ramps and turns. In particular, improve and lengthen the SB exit at Brokaw Road; eliminate the right-turn from the exit ramp to O'Toole Avenue, and turn O'Toole Avenue into a one-way street between the SB exit ramp and Brokaw Road. The previous right-turning traffic would be accomodated on Junction and Charcot Avenues.

• Construct a new bridge at Coyote Creek and Brokaw Road. It would be built as 4-lanes SB, 4-lanes NB, and a NB acceleration lane from the Brokaw Road on ramp. This requires right of way acquisition.

• Realignment of the Old Bayshore Highway SB on-ramp.

Work has been done on the Dixon Landing Interchange. 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.

There is also work being done to widen the route near Mission Blvd. 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 his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing Corridor and Operational Improvements.

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.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #359: Reconstruct the I-880 & Coleman Avenue Interchange (this is TCRP #8, which was supposedly completed) and implement other I-880 Corridor operational improvements in Santa Clara County. $8,000,000.

• High Priority Project #1367: Modify the I-880 and Stevens Creek Boulevard Interchange to ease traffic congestion in San Jose. $9,600,000.

• High Priority Project #2131: Construct operational and safety improvements to I-880 N at 29^th Ave in Oakland. $2,000,000.

• High Priority Project #2484: Reconstruct I-880/Route 92 interchange in Hayward. $1,400,000.

• High Priority Project #3785: Modify I-880/Stevens Creek Boulevard interchanges to ease traffic congestion in San Jose. $5,000,000.

• Cal-NExUS Exit Numbering: Route 880 North
• Cal-NExUS Exit Numbering: Route 880 South
• Western Exit Guide: Route 880 (Jeff Stapleton)
• I-880 Strip Chart (Andrew Tompkins; XML Required)

• California @ AARoads: Interstate 880
• City of Milpitas 237/880 Interchange Project
• City of Milpitas Dixon Interchange Project
• 3 Digit Interstates: I-880

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 February 1966.
[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, 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 the freeway between US 101 in San Jose and Route 80 is named the "East Shore Freeway". This section of freeway was named by Senate Concurrent Resolution 99, Chapter 229 in 1968.

Bridge 33-583, 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 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:

• From N of Bayshore Blvd to S of Route 237. Construction starts in January 1999. Santa Clara County.
• In Milpitas from 0.1 mi S of Route 237 to 1.7 mi N of Route 237. Planning stages. Santa Clara County.
• From the Santa Clara/Alameda County line to Route 262. Construction starts in February 2000. Alameda County.
• From Route 262 to the Alvarado-Niles interchange. Planning stages. Alameda County.

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.

[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:

• Total Length (1995): 45 miles
• Average Daily Traffic (1993): 95,000 to 204,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 45.
• Previous Federal Aid Milage: FAP: 45 mi.
• Functional Classification: Prin. Arterial: 45 mi.
• Counties Traversed: Santa Clara, Alameda.

1. 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. Caltrans assumed maintenance of this segment from the border to Route 125 on 7/1/1990.

   
   

2. 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. 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.
   	Part (2) Of the routing is unconstructed from 1 mi E of Route 805 to Route 125. This is currently under construction, but funding is 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 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). The current road, Otay Mesa Road, is 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. Funding has been considered to build the Siempra Viva Road Interchange. 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. 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 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 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 his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed completing Corridor Improvements and constructing a new 6-lane freeway route. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #450: Conduct project design and environmental analysis of Heritage Bridge on Heritage Road (which crosses Route 905) linking Chula Vista to Otay Mesa $2,800,000. High Priority Project #2813: Construct Route 905 to connect the Otay Mesa Port of Entry to I-805, San Diego. $12,000,000.

• Cal-NExUS Exit Numbering: Route 905 East
• Cal-NExUS Exit Numbering: Route 905 West
• Western Exit Guide: Route 905 (Jeff Stapleton)
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)
• CA-905 Strip Chart (Andrew Tompkins)
  [XML support required]

• California @ AARoads: California 905
• Caltrans Route 905 Information
• High Priority Corridors @ AARoads.com: Interstate 5 and California 905 (Corridor 30)
• 3 Digit Interstates: I-905 (Kurumi)

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.

[SHC 253.8] Entire portion. The portion from Route 5 to Route 125 was added to the Freeway and Expressway system in 1959. The remainder was added to the Freeway and Expressway system in 1991.

Overall statistics for Route 905:

• Total Length (1995): 4 miles traversable; 8 miles unconstructed.
• Average Daily Traffic (1992): 16,200 to 35,000
• Milage Classification: Rural: 3; Sm. Urban: 0; Urbanized: 9.
• Previous Federal Aid Milage: FAP: 9 mi.
• Functional Classification: Prin. Arterial: 9 mi.
• Counties Traversed: San Diego.

From Route 880 to Route 580 in Oakland.

In 1981, Chapter 292 defined this route by transfer from Route 24: "Route 17 in Oakland to Route 580."

In 1986, Chapter 928 changed "Route 17" to "Route 880"

In 1988, Chapter 106 clarified the routing: "Route 880 in Oakland to Route 580 in Oakland".

Chris Sampang speculated that this number might have originally been for a possible connector to the Southern Crossing.

This route was LRN 226, defined in 1959, and was signed as part of Route 24 between 1964 and 1984.

• Cal-NExUS Exit Numbering: Route 980 East
• Cal-NExUS Exit Numbering: Route 980 West
• Western Exit Guide: Route 980 (Jeff Stapleton)
• I-980 Strip Chart (Andrew Tompkins; XML Required)

• Army Street Freeway (proposed) [Chris Sampang]. This includes a hypothetical exit list.
• California @ AARoads: Interstate 980
• 3 Digit Interstates: I-980

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.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

Overall statistics for Route 980:

• Total Length (1995): 2 miles
• Average Daily Traffic (1992): 148,000 to 189,000
• Milage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 2.
• Previous Federal Aid Milage: FAI: 1 mi; FAP: 1 mi.
• Functional Classification: Prin. Arterial: 2 mi.
• Counties Traversed: Alameda.