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
• I-780 Strip Chart (Andrew Tompkins; XML Required)

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

The following segments are designated as Classified Landscaped Freeway:

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.

In April 2008, the CTC authorized relinquishment of right of way in the city of San Diego, north and south of Sorrento Valley Boulevard, along the westerly side of Vista Sorrento Parkway, consisting of relocated and reconstructed city streets, frontage roads, and other State constructed local roads.

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.

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.

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 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 early October 2009, Caltrans began construction on two new freeway lanes on the southbound side of I-805, between Route 54 and Bonita Road. 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:

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

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. 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. 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.

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
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)
• I-805 Strip Chart (Andrew Tompkins)
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• 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.

The following segments are designated as Classified Landscaped Freeway:

[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.

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 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.

Scheduled for Spring 2011 is the repaving of I-880 from I-280 next to the Valley Fair shopping center to US 101 through San Jose

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 were 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.

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.

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:

• Redesign the off-ramp from south I-880 to Stevens Creek and Monroe. Add a second exit lane from the freeway and broaden the off-ramp to five lanes — with the far right lane feeding traffic directly onto Monroe and into Valley Fair, avoiding Stevens Creek altogether.

• Build another span from north I-280 to a new exit at Tisch Way and Winchester Boulevard — a back way into Santana Row and Valley Fair.

• Construction of a fly-over ramp from north I-280 to north I-880 to separate merging freeway traffic from vehicles exiting at Stevens Creek.

• Reconfiguration of the north I-880 ramp to Stevens Creek, with a triple left turn onto Stevens Creek and a single right turn onto San Carlos St.

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.

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 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, it was reported that the CTC approved $71.6 million in funding to add carpool lanes on I-880 between Milpitas and San Jose.

Caltrans recently rebuilt the Route 92/I-880 interchange. 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.

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 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 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 in 2009.
(Source: Alameda Patch)

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.

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, 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.

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

• California @ AARoads: Interstate 880
• 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 I-880 from the 23rd Avenue Overcrossing (milepost marker 28.93) to the 16th Avenue Overcrossing (milepost marker 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.

The portion of I-880 in Alameda County between northbound mile marker 26.61 and southbound mile marker 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 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.

The following segments are designated as Classified Landscaped Freeway:

[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 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 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). 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: Route 905 Otay Mesa - Phase 1A project (PPNO 0374) Route 905 Otay Mesa - Phase 1B project (PPNO 0703). 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. 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 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 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. 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. Route 11 from Route 11/905 Separation to Enrico Fermi Drive and on Route 905 from 0.1 mile East of La Media Road Undercrossing to 0.2 mile West of Airway 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.
   	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:

• Cal-NExUS Exit Numbering: Route 905
• 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 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.

• Cal-NExUS Exit Numbering: Route 980
• I-980 Strip Chart (Andrew Tompkins; XML Required)

• 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.

The following segments are designated as Classified Landscaped 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.