California State Route 52
Template:Short description Template:Redirect Template:Use American English Template:Use mdy dates Template:Featured article Template:Infobox road State Route 52 (SR 52) is a state highway in San Diego County, California, that extends from La Jolla Parkway at Interstate 5 (I-5) in La Jolla, San Diego, to SR 67 in Santee. It is a freeway for its entire length and serves as a major east–west route through the northern part of the city of San Diego. The road connects the major north–south freeways of the county, including I-5, I-805, SR 163, I-15, SR 125, and SR 67. SR 52 passes north of the Rose Canyon Fault before traversing Marine Corps Air Station Miramar (MCAS Miramar). East of Santo Road and west of SR 125, the highway goes through Mission Trails Regional Park, a large open preserve. SR 52 is also known as the Soledad Freeway and the San Clemente Canyon Freeway.
Plans for a route between La Jolla and Santee date from 1959, and SR 52 was officially designated in the 1964 state highway renumbering. Construction began in 1966 at the I-5 interchange with Ardath Road leading to La Jolla. It continued with the construction of San Clemente Canyon Road, which was later widened to become SR 52. The freeway was completed east to I-805 in 1970, and was built in two stages from there to Santo Road east of I-15; the last phase was completed in 1988.
The freeway east of Santo Road encountered delays from environmentalists over the endangered least Bell's vireo, a songbird which faced habitat destruction, as well as those concerned with the destruction of homes and businesses for the freeway right-of-way. The extension to Mission Gorge Road opened in 1993, and SR 52 was completed to SR 125 in 1998. Funding issues delayed the completion of the entire route until 2011, more than fifty years after construction began; until then, the city of Santee faced traffic snarls. A widening project was completed in 2007 between Santo Road and Mast Boulevard; further expansion has been put on hold due to state budget concerns.
Route descriptionEdit
SR 52 begins just west of I-5 at the eastern end of La Jolla Parkway. Before entering San Clemente Canyon, part of Marian Bear Natural Park,<ref name="tgsd" /> the road becomes a freeway as it intersects I-5. The freeway runs north of the Rose Canyon Fault, composed of Late Cretaceous rock estimated to be 90 million years old, and Mount Soledad.<ref name=utsdgeology /> Following exits with Clairemont Mesa Boulevard / Regents Road and Genesee Avenue, SR 52 intersects I-805 before exiting the canyon and traveling along the southern edge of the MCAS Miramar military base.<ref name="tgsd" />
From I-805 to SR 163, the highway goes through an area with visible Pliocene sedimentary rocks estimated to be 10 million years old.<ref name=utsdgeology /> After passing the Miramar Recycling Center and an interchange with Convoy Street, SR 52 intersects SR 163, a freeway heading towards downtown San Diego.<ref name="tgsd" /> SR 52 intersects Kearny Villa Road before an interchange with I-15. A collector/distributor road serves these three interchanges.<ref name="tgsd" />
After this interchange, the freeway leaves the edge of the military base and enters the San Diego neighborhood of Tierrasanta, where there is a junction with Santo Road, before traversing Mission Trails Regional Park, an open space preserve, for a few miles.<ref name="tgsd" /> The freeway ascends to Mission Trails Pass, north of the Template:Convert summit of Fortuna Mountain.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The mountain is part of the Peninsular Range; the highway cuts through Eocene rocks estimated to be 50 million years old and marine fossils. The road on the eastern side of the mountain is carved out of "igneous granitic rocks" that are thought to be 150 million years old, an unusual formation compared to the Eocene layer.<ref name=utsdgeology>Template:Cite news</ref>
A dedicated two-way bicycle path exists on the northern side of the roadway between Santo Road and Mast Boulevard, with access possible from both termini.<ref name=commute>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> East of the Mast Boulevard interchange, SR 52 crosses and begins to parallel the San Diego River. The freeway enters the city of Santee, where SR 52 was built alongside Mission Gorge Road.<ref name="tgsd">Template:Cite map</ref> SR 52 intersects the northern end of SR 125, where SR 52 traffic can exit south onto SR 125. The freeway continues east through Santee, with interchanges at Fanita Drive, Cuyamaca Street, and Magnolia Avenue, before it comes to an end at SR 67.<ref name="gmaps">Template:Google maps</ref>
SR 52 is part of the California Freeway and Expressway System<ref name="cafes">Template:CAFESystem</ref> and is eligible for the State Scenic Highway System.<ref name="scenic">Template:CA scenic</ref> In 2016, Caltrans officially designated the segment adjacent to Mission Trails Regional Park between Santo Road and Mast Boulevard as a scenic highway.<ref name="caltransscenic">Template:Caltrans scenic</ref><ref name="EastCounty">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> SR 52 is also part of the National Highway System,<ref name=fhwa-nhs>Template:FHWA NHS map</ref> a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration.<ref name=NHS-FHWA>Template:FHWA NHS</ref> The entire route is known as both the Soledad Freeway and the San Clemente Canyon Freeway.<ref name=tcr>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2013, SR 52 had an annual average daily traffic (AADT) of 69,000 at the eastern terminus with SR 67, and 103,000 between Convoy Street and SR 163, the lowest and the highest AADT for the highway, respectively.<ref name=traffic>Template:Caltrans traffic</ref>
HistoryEdit
In 1959, Legislative Route 279 was designated as a highway from La Jolla to Santee and incorporated into the California Freeway and Expressway System.<ref name="CAstat1959">Template:Cite CAstat</ref> In the 1964 state highway renumbering, this became SR 52.<ref name="CAstat1963">Template:Cite CAstat</ref> However, SR 52 took more than fifty years to be constructed, due to delays in the planning and construction phases.
I-5 to I-805Edit
A public hearing on Legislative Route 279 and on the Ardath Road connection to La Jolla was held on November 15, 1961.<ref name="hearing">Template:Cite news</ref> At the hearing, there were concerns expressed regarding destruction of vegetation. City and state officials indicated that the Soledad Freeway would be constructed in the northern part of the canyon to minimize environmental damage.<ref name="trees">Template:Cite news</ref> On November 9, 1966, the I-5 interchange with Ardath Road opened at the western end of what would become SR 52. The original goal was to connect the interchange with San Clemente Canyon Road, which served as a predecessor to SR 52; plans were to widen the road to four lanes and designate it as SR 52.<ref name="LaJolla1">Template:Cite news</ref> The connecting ramps were not opened that day because the aluminum guard rails had not been delivered on time. Estimates indicated that each resident of La Jolla would save 80 hours per year by using Ardath Road. A ramp from southbound I-5 to westbound Ardath Road was never completed because of a hairpin turn that would be necessary due to the towering cliff on the west side of I-5<ref name="lajolla2">Template:Cite news</ref> that Ardath Road ascends as it continues to La Jolla.<ref>Template:Cite map</ref> On November 18, San Clemente Canyon Road was connected to I-5 when the aluminum guard rails arrived and were subsequently installed.<ref name="2lanes">Template:Cite news</ref> San Clemente Canyon Road was not fully opened until 1967.<ref name="uc">Template:Cite news</ref> That year, citizens expressed opposition to the construction of the Soledad Freeway because some wanted the land to be used for a park, and did not view the freeway as "necessary."<ref name="necessary">Template:Cite news</ref>
Formal bids began in February 1969 for the first section of SR 52 between I-5 and I-805.<ref name="linkup">Template:Cite news</ref> The state ordered the construction of this section on April 28, 1969.<ref name="scc">Template:Cite news</ref> On Thursday, May 28, 1970, the Soledad Freeway opened,<ref name="hearing2">Template:Cite news</ref> connecting Regents Road and Genesee Avenue with I-5; however, it did not connect to the unopened I-805. The road was built by Kasler, Ball and Yeager for $3.9 million<ref name="soledad">Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn The construction firm deposited dirt into "an unnamed finger canyon" against the conditions of the city permit, and the city ordered the firm to remove it.<ref name="dumping">Template:Cite news</ref> The section of I-805 from SR 52 to El Cajon Boulevard was scheduled to be dedicated on March 20, 1972.<ref name="805opening">Template:Cite news</ref>
Ardath Road was renamed La Jolla Parkway on October 15, 2002, for two reasons: a nearby residential street was also named Ardath Road, and there was a desire to draw attention to this primary route to downtown La Jolla. This required the city of San Diego to pay $20,000 (about $Template:Inflation in Template:Inflation-year dollars)Template:Inflation-fn to replace the signs on SR 52.<ref name="ardath">Template:Cite news</ref>
I-805 to Santo RoadEdit
The second phase of SR 52 from I-805 to Template:Convert past U.S. Route 395 (which became I-15 in 1974<ref>Template:Cite CAstat</ref>) was projected to cost $29.4 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn. The new freeway was to provide access to Tierrasanta and reduce the traffic on I-8. The U.S. Navy was consulted in the planning process due to the road's proposed routing through what was then NAS Miramar that would provide a delineation against further urban development. There were no concerns expressed at the public hearing on November 17, 1970;<ref name="hearing2" /> however, construction did not begin for more than ten years, as California governor Jerry Brown stalled the construction of SR 52 from Santo Road to SR 67.<ref name="gov" /> In 1977, the county supervisor, a San Diego City councilman, and the mayors of La Mesa and National City wrote a letter to Brown to ask for the construction of this portion of SR 125 and other freeways, due to concerns about the types of congestion seen in Los Angeles coming to San Diego due to the incomplete freeway system.<ref>Template:Cite news</ref> San Diego City Councilman Tom Gade wrote a telegram to Caltrans Director Adriana Gianturco about the possible deletions; in response, Gianturco clarified that the plans were only being reconsidered and had not been removed, and a CHC member criticized the tone of the original telegram, calling it "intemperate".<ref>Template:Cite news</ref> In 1984, Leo Trombatore, the Caltrans Director under California governor George Deukmejian, requested to the California Transportation Commission (CTC) that "formal studies toward this end be initiated immediately. Route 52 has a high statewide priority."<ref name="gov">Template:Cite news</ref> The CTC followed the director's wishes, approving the studies.<ref name="newroute52">Template:Cite news</ref>
The first part of this phase, from I-805 to Convoy Street, began construction in December 1986.<ref name="funds">Template:Cite news</ref> It was dedicated at a community celebration on July 11, 1987, and was scheduled to open to traffic a few weeks later.<ref name="dance">Template:Cite news</ref> The first callboxes in San Diego County were installed on SR 52 near Convoy Street on June 20, 1988.<ref name="callbox">Template:Cite news</ref> On June 30, 1988, SR 52 from Convoy Street to Santo Road opened to traffic.<ref>Template:Cite news</ref> The I-15 interchange was built with state funds from the CTC.<ref name="funds" />
In 2000, Hazard Construction Company added a single westbound lane on SR 52 from SR 163 to I-805, a distance of Template:Convert, at a cost of $1.7 million<ref>Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn In 2006, the Metropolitan Transit System, in cooperation with the San Diego Association of Governments (SANDAG), Caltrans, and the California Highway Patrol, began a pilot program to run transit buses along the shoulders of SR 52 between Kearny Villa Road and I-805. During rush hour, buses were able to use these shoulders to bypass slow traffic in the main lanes.<ref name="dec2005">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The trial was considered successful as more than 99 percent of trips arrived on time, customer feedback was favorable and no safety concerns were encountered.<ref name="nov2006">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> On May 9, 2007, The San Diego Union-Tribune published a story which raised reader concerns about a dangerous dip in the freeway. The dip had developed in a section of the highway constructed on top of the Miramar Landfill, and had been caused by trash settling; it was repaired by the next day.<ref name="dip1">Template:Cite news</ref><ref name="dip2">Template:Cite news</ref>
Planning for eastern portionEdit
The planning process for the remainder of SR 52 began as early as 1970, when the initial plan was to route the freeway through the city of Santee along Mission Gorge Road and the San Diego River.<ref name="santee1970">Template:Cite news</ref> Planning was delayed until 1984, along with the construction of the I-805 to Santo Road segment. The City of Santee opposed the original plans, hoping to route the freeway on Prospect Avenue or north of the San Diego River.<ref>Template:Cite news</ref> By April 1985, a second route along Prospect Avenue, proposed by Caltrans, earned the support of the City Council;<ref name="statecites">Template:Cite news</ref> however, the required demolition of many small businesses led many of those affected to start a petition against this route.<ref name="proposedpath">Template:Cite news</ref> On the other hand, there were objections about the "river route" costing approximately $15 million more<ref>Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn and cutting through a future "Town Center development".<ref name="etreport">Template:Cite news</ref> The Lakeside Chamber of Commerce preferred the route along the San Diego River, citing the proximity to that city.<ref name="chamber">Template:Cite news</ref> The environmental impact report was found to be deficient by the Federal Highway Administration in late 1986.<ref>Template:Cite news</ref>
In January 1987, the Santee City Council voted to commence a study of a more northern route, even though local residents and workers objected that this would postpone construction.<ref name="santeecouncil">Template:Cite news</ref> In March, the study, done by BSI Inc., supported the Caltrans decision to abandon plans for the northern path due to the increased cost from the "mountainous, undeveloped" terrain.<ref name="route52study">Template:Cite news</ref> The council voted to support a southern alignment through the town, with both the Prospect Avenue and San Diego River alternatives still viable.<ref name="decisionnear">Template:Cite news</ref> In the same month, the mayor of La Mesa, Fred Nagel, started a petition drive supporting the extension of the freeway due to the recurring traffic on I-8.<ref name="lamesa">Template:Cite news</ref> The Caltrans environmental impact report indicated that the Prospect Avenue route would cost $89 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn, compared to the river route's $121 million<ref>Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn The city council of El Cajon publicly supported the Prospect Avenue routing;<ref>Template:Cite news</ref> however, some employees of the City of Santee, including some city planners and engineers, were concerned that portions of the report were "outdated."<ref name="santeecity">Template:Cite news</ref> The petitions were given to the CTC in May, when San Diego officials made several arguments in support of the construction.<ref>Template:Cite news</ref>
In June 1987, the CTC staff initially recommended against allocating money for the SR 52 segment;<ref>Template:Cite news</ref> however, SANDAG agreed to fund the project with $1 million<ref>Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn Residents of Santee opposed the possible routes through the city at a public forum on June 10 because of the necessary destruction of homes to build on those routes.<ref>Template:Cite news</ref> In late June, Caltrans considered making small modifications to the Prospect Avenue alignment to destroy fewer homes, including those in mobile home parks.<ref>Template:Cite news</ref> On June 25, 1987, the CTC voted to support the SR 52 extension, with the requirement that $4.8 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn come from local funding sources.<ref>Template:Cite news</ref> Finally, on September 23, the City of Santee recommended the Prospect Avenue Route to the CTC.<ref>Template:Cite news</ref>
In July 1987, the U.S. Fish and Wildlife Service expressed concerns that construction near the San Diego River crossing might result in the destruction of the endangered least Bell's vireo habitat.<ref>Template:Cite news</ref> Two of the four alternative routes considered by Caltrans passed through the Carlton Hills golf course,<ref>Template:Cite news</ref> which the public opposed.<ref>Template:Cite news</ref> In April 1988, the Sierra Club denounced the Prospect Avenue route; federal negotiators recommended shifting the route from Hollins Lake towards the golf course.<ref>Template:Cite news</ref> Environmental concerns raised in June 1988 related to the least Bell's vireo included decrease of insects, a darker environment after overpasses are constructed, and the fragmenting of habitat. Nevertheless, Caltrans still desired the Prospect Avenue route over concerns of a more expensive and less traveled northern route.<ref>Template:Cite news</ref> Upset because of the delays, the Santee City Council wrote to U.S. senators Pete Wilson and Alan Cranston, asking for their assistance.<ref>Template:Cite news</ref> Councilman Jim Bartell alleged that the issue would affect the city council elections.<ref>Template:Cite news</ref>
In March 1989, the Fish and Wildlife Service agreed to the project, on the conditions of altering the route to cross the San Diego River and pass east of the center of the town, and constructing 44 acres of additional habitat as mitigation.<ref>Template:Cite news</ref> SANDAG voted against building a full bicycle lane along the route in July 1989, citing the high costs.<ref>Template:Cite news</ref> Finally, on July 27, the final routing of SR 52 was determined, running along Prospect Avenue.<ref>Template:Cite news</ref> In May 1990, Santee councilman Roy Woodward was censured for having a conflict of interest in voting to support the proposals for the freeway because he "held interests" in three properties that would benefit from the freeway, thus violating the Political Reform Act as these interests exceeded $10,000. One of the holdings was near Cuyamaca Street, the location of an offramp on a path that he voted to support. He was fined $2,000 (about $Template:Inflation in Template:Inflation-year dollars)Template:Inflation-fn for each property, for a total of $6,000<ref>Template:Cite news</ref> (about $Template:Inflation in Template:Inflation-year dollars).Template:Inflation-fn
Santo Road to Mission Gorge RoadEdit
In April 1990, the Santee City Council agreed to begin purchasing land, over the environmental concerns of Councilman Jim Bartell.<ref>Template:Cite news</ref> Construction finally began on the four-lane section of SR 52 between Santo Road and Mission Gorge Road on July 19, 1991. The work was projected to cost $52 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn. For environmental mitigation, a new Template:Convert songbird habitat was constructed that cost $8.3 million<ref>Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn Fossils of "small foraging mammals" were discovered during construction in late 1991.<ref>Template:Cite news</ref> The construction company, HDB Construction, was required to keep noise below 61 decibels to protect the birds.<ref>Template:Cite news</ref> The project was funded primarily with revenue from a voter-approved sales tax in 1987. The opening of this portion was scheduled for December 16, 1993.<ref name="temp">Template:Cite news</ref> This new segment ended just southeast of the Mast Boulevard interchange, after the San Diego River overpass.<ref name="tgsdold">Template:Cite map</ref>
The opening of this stretch of SR 52 had many effects on the transportation of the East County region. Traffic decreased significantly on I-8 in early 1994, with an estimated 30,000 commuters switching from I-8 to SR 52.<ref name="I-8">Template:Cite news</ref> Fewer cars traveled on the western part of Mission Gorge Road, leading to a decrease in revenue for businesses located along that road.<ref>Template:Cite news</ref> On Mast Boulevard and Mission Gorge Road in Santee, much more traffic was present, leading to residents complaining to the city.<ref name="santee2">Template:Cite news</ref> In 1998, the city began to widen Mission Gorge Road between Carlton Hills Drive and Fanita Road to handle the extra traffic from the incomplete SR 52.<ref name="wideningMG">Template:Cite news</ref>
The year after the September 11, 2001 attacks, the military erected a fence to block a deer tunnel underneath the freeway that connected the base and Mission Trails Regional Park, since the tunnel could be used to gain unauthorized access to the base.<ref>Template:Cite news</ref> In 2006, construction began to add a third lane on westbound SR 52 between Mast Boulevard and Santo Road.<ref name="crewstobegin">Template:Cite news</ref> The expansion cost $3.4 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn and was funded by the state and the county TransNet sales tax.<ref name="thirdlane">Template:Cite news</ref> The new lane opened on May 8, 2007; however, the widening generated complaints from angry commuters facing a "bottleneck" at Santo Road.<ref name="route52imp">Template:Cite news</ref> Because the additional lane was constructed in portions, the opening of the third lane between Santo Road and the existing third lane closer to I-15 was delayed; however, construction for the missing Template:Convert was approved in April 2007.<ref name="sandag">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The extension opened on July 20, 2007.<ref name="extends">Template:Cite news</ref>
Mission Gorge Road to SR 67Edit
Construction on the next portion of SR 52, from Mission Gorge Road to SR 125, was scheduled to begin in late 1995, at a total cost of $60 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn for the entire project.<ref>Template:Cite news</ref> Property acquisition began in 1994, with many property owners along the south side of Mission Gorge Road being forced to move out of the way of the freeway and subsequent road construction, as Mission Gorge Road was moved south to accommodate the new freeway. About $40 million ($Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn was spent on the property acquisition.<ref>Template:Cite news</ref><ref name="swatch">Template:Cite news</ref> After weather-related construction delays due to the El Niño season of the winter of 1997–1998, the extension of SR 52 between Mission Gorge Road and SR 125 was dedicated on May 9, 1998. The eastbound lanes were scheduled to be opened a few days later, and the westbound lanes were to be opened in mid-July of that year. L.R. Hubbard Construction Company built the portion for $17 million<ref name="newfreeway">Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars).Template:Inflation-fn
The City of Santee faced problems in the construction of the freeway from SR 125 to SR 67. As early as 1995, it was clear that the environmental impact report was delayed and that there would be funding difficulties.<ref>Template:Cite news</ref> SANDAG allocated $23 million dollars (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn in 1999 to purchase properties needed for the right-of-way.<ref name="1999s">Template:Cite news</ref> In 2001, SANDAG gave $138 million (about $Template:Formatprice in Template:Inflation-year dollars)Template:Inflation-fn to the expansion of SR 52 to SR 67, which was necessary for extending the freeway past Cuyamaca Street.<ref name="sandag2">Template:Cite news</ref> But by 2003, the transportation committee of SANDAG voted to delay the project due to decreased state funding.<ref name="sandag1">Template:Cite news</ref> The City of Santee was required to make improvements to Forester Creek to accommodate potential flooding, which cost $30 million<ref name="creek1">Template:Cite news</ref> (about $Template:Formatprice in Template:Inflation-year dollars);Template:Inflation-fn the work began in May 2006.<ref name="creek2">Template:Cite news</ref> Funding issues were finally resolved in 2006 with voter-approved statewide transportation bonds.<ref name="longroad" /> In 2007, highway construction costs increased;<ref name="costs">Template:Cite news</ref> that year, the SANDAG transportation committee voted to fund the construction, taking money from a planned reversible lanes project on SR 52.<ref name="sandag3">Template:Cite news</ref>
"Heavy construction" of SR 52 from SR 125 eastward to SR 67 began in February 2008. More than 360 properties were acquired to build the freeway; at least 60 were mobile homes.<ref name="longroad">Template:Cite news</ref> This portion was divided into three construction projects: from SR 125 to Cuyamaca Street, from there to Magnolia Avenue, and the interchange with SR 67, which began construction in mid-June 2008. The middle project had to be shut down briefly in February 2009 due to funding issues.<ref name="proj">Template:Cite news</ref><ref>Template:Cite news</ref> Completion was scheduled for 2010, but was postponed to early 2011 due to weather-related delays.<ref>Template:Cite news</ref> This new portion was opened to traffic on March 29, 2011. The cost of this project was $525 million, funded with state and federal funds as well as TransNet revenue. The opening was predicted to reduce traffic on I-8 as well as Mission Gorge Road and other Santee thoroughfares.<ref name="sdut-ca52">Template:Cite news</ref> The official "ribbon cutting" ceremony took place on March 19, 2011 on the freeway at the Cuyamaca Street interchange.<ref name="10news2">Template:Cite news</ref>
Reactions to the extension between SR 125 and SR 67 were mixed. There were reports of faster transportation through the East County area, yet commuters noted a rush hour backup at SR 125 headed westbound because there were only two lanes traveling west through the interchange.<ref name="sdutmixed">Template:Cite news</ref> Traffic along Mission Gorge Road was reported to have decreased by 20 percent.<ref name="street">Template:Cite news</ref>
FutureEdit
There are plans to add one lane in each direction, as well as two reversible lanes, from I-15 to SR 125. These plans were put on hold in 2008 due to a budget shortfall. Completion is scheduled to take place by 2040.<ref name=sandagweb>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Caltrans recommends adding two more lanes between I-5 and I-805, and two HOV lanes between I-805 and I-15.<ref name="tcr" />
Exit listEdit
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See alsoEdit
ReferencesEdit
External linksEdit
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