Editing California State Route 56

{{short description|East–west state highway in the U.S. state of California}}
{{Use American English|date=March 2025}}
{{Use mdy dates|date=January 2025}}
{{Infobox road
|state=CA 
|type=SR
|route=56
|section=356
|maint=[[California Department of Transportation|Caltrans]]
|alternate_name=Ted Williams Freeway
|map={{maplink-road|from=California State Route 56.map}}
|map_custom=yes
|map_notes=State Route 56 highlighted in red
|length_mi=9.210
|length_round=3
|length_ref=<ref name=trucklist>{{caltrans trucklist}}</ref>
|direction_a=West
|terminus_a={{jct|state=CA|I|5}} in [[Carmel Valley, San Diego]]
|direction_b=East
|terminus_b={{jct|state=CA|I|15}} in [[Rancho Peñasquitos, San Diego]]
|previous_type=SR
|previous_route=55
|next_type=SR
|next_route=57
|formed=1964
|counties=[[San Diego County, California|San Diego]]
}}
'''State Route 56''' ('''SR&nbsp;56''') is an east–west [[State highways in California|state highway]] in the U.S. state of [[California]]. It runs {{convert|9.210|mi|km}} from [[Interstate 5 in California|Interstate&nbsp;5]] (I-5) in the [[Carmel Valley, San Diego|Carmel Valley]] neighborhood of [[San Diego]] to [[Interstate 15 in California|I-15]]. The eastern terminus of the highway is also the western end of the Ted Williams Parkway. SR&nbsp;56 serves as an important connector between I-5 and I-15, being the only east–west freeway between [[California State Route 78|SR&nbsp;78]] in [[North County, San Diego|north San Diego County]], several miles away, and [[California State Route 52|SR&nbsp;52]] near [[Marine Corps Air Station Miramar]]. It is also named the '''Ted Williams Freeway''', after the San Diego-born [[Ted Williams|baseball player]].

SR&nbsp;56 was added to the state highway system in 1959 as Legislative Route&nbsp;278, and was renumbered SR&nbsp;56 in the [[1964 state highway renumbering (California)|1964 state highway renumbering]]. Plans in 1964 were to connect SR&nbsp;56 to the north end of [[California State Route 125|SR&nbsp;125]] and continue east to [[California State Route 67|SR&nbsp;67]], but these plans did not come to fruition. The eastern end from Black Mountain Road to I-15 was completed in 1993; the western end from I-5 to Carmel Creek Road was completed in 1995 after several lawsuits filed by the [[Sierra Club]] and other community groups. The two ends were not connected until the middle portion of the freeway was completed in 2004. The delay was largely due to funding issues and environmental concerns.

==Route description==
[[File:SR 56 west.JPG|thumb|left|SR 56 west at the Carmel Creek Road interchange]]
Eastbound SR&nbsp;56 begins as a ramp from the northbound [[Interstate 5|I-5]]'s local bypass lanes. The interchange is not complete; southbound I-5 traffic must exit to Carmel Valley Road before entering SR&nbsp;56. Westbound traffic on SR&nbsp;56 merges into the southbound I-5 local bypass lanes, which provide access to I-805. Continuing east, the route then has an interchange at Carmel Creek Road, which provides access to the nearby [[San Diego Jewish Academy]], and proceeds eastward through a residential area. After passing milepost 2, the freeway has another interchange with Carmel Country Road south of the community of [[Torrey Hills, San Diego|Torrey Hills]].<ref name="bing" />

SR&nbsp;56 meets Carmel Valley Road and curves northward, passing [[Canyon Crest Academy]] before turning southeastward. The route passes over McGonigle Creek before intersecting Camino Del Sur, which serves the nearby [[Westview High School (San Diego)|Westview High School]]. Southeast of Camino Del Sur, SR&nbsp;56 curves back east, passing under Carmel Mountain Road without an exit. The route encounters exits with Black Mountain Road and Rancho Peñasquitos Boulevard in [[Rancho Peñasquitos, San Diego|Rancho Peñasquitos]] in a primarily residential area before meeting its terminus at a partial cloverleaf interchange with [[Interstate 15|I-15]]. Past the bridge over I-15, the road continues as Ted Williams Parkway,  ending at Twin Peaks Road in [[Poway, California|Poway]].<ref name="bing">{{bing maps|url=http://www.bing.com/maps/#JmNwPXBncmQ4ejU3Mmd3OSZsdmw9MTImZGlyPTAmc3R5PWImcnRwPXBvcy4zMi45MzQwODM1OTQ2Njk4OV8tMTE3LjIzODMzMTIyMjkzNTkzX25lYXIlMjBDYXJtZWwlMjBWYWxsZXklMjBSZCUyQyUyMFNhbiUyMERpZWdvJTJDJTIwQ0ElMjA5MjEzMF9fX2FffnBvcy4zMi45NjQ3MTE5OTE2ODcxNF8tMTE3LjA5NTExMTk5MDM3Njc4X19fX2FfJm1vZGU9RCZydG9wPTB+MH4wfg==|title=SR&nbsp;56|access-date=February 7, 2011|link=no}}</ref>

SR&nbsp;56 is part of the [[California Freeway and Expressway System]];<ref name="cafes">{{CAFESystem}}</ref> and is part of the [[National Highway System (United States)|National Highway System]],<ref name=fhwa-nhs>{{FHWA NHS map|region=sandiego}}</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>{{FHWA NHS}}</ref> In 2014, SR&nbsp;56 had an [[annual average daily traffic]] (AADT) of 32,000&nbsp;vehicles between I-15 and the eastern terminus at Ted Williams Parkway, and 81,000&nbsp;vehicles between Carmel Creek Road and Carmel Country Road, the latter of which was the highest AADT for the freeway.<ref name=traffic>{{Caltrans traffic|year=2014|start=51|end=59|access-date=July 10, 2016}}</ref>

==History==

===Planning and initial construction===
Planning for SR&nbsp;56 started in 1956, according to San Diego Councilwoman Barbara Warden.<ref name="plan2" /> The route was first added to the California State Highway System in 1959 as Legislative Route Number 278 (LRN&nbsp;278). The routing ran from [[Legislative Route 2 (California pre-1964)|LRN&nbsp;2]], which later became [[US 101 (CA)|US&nbsp;101]], all the way east to [[Legislative Route 198 (California pre-1964)|LRN&nbsp;198]], which is now SR&nbsp;67.<ref>{{cite CAstat|year=1959|ch=1062}}</ref> In the [[1964 state highway renumbering (California)|1964 state highway renumbering]], LRN&nbsp;278 was renumbered SR&nbsp;56 and was designated to run from I-5 to [[California State Route 67|SR&nbsp;67]].<ref>{{cite CAstat|year=1963|ch=385}}</ref> On December&nbsp;30, 1980, the City of Poway included SR&nbsp;56 in their city plan extending all the way east through the city to a northern extension of [[California State Route 125|SR 125]].<ref>{{cite news | title=Poway Council Includes Route&nbsp;56 in General Plan | work=The San Diego Union | date=December 31, 1980 | last= Taylor |first= Rivian | page=3 | oclc=13155544}}</ref> In 1983, both the cities of San Diego and Poway supported the extension of SR&nbsp;56 all the way to SR&nbsp;67, although Poway wanted the route moved and had reservations about the freeway ending in their city.<ref>{{cite news | title=San Diego, Poway Back Proposed Freeway | work=The San Diego Union | date=January 20, 1983 | last= Pimentel |first= Ricardo | page=B3| oclc=13155544}}</ref> Nevertheless, {{as of|2014|lc=yes}} there are no plans to construct the portion of SR&nbsp;56 east of I-15;<ref name="TCR">{{cite web | author=California Department of Transportation|url=http://www.dot.ca.gov/dist11/departments/planning/pdfs/tcs/08_SR_56TCS.pdf | title=State-Route&nbsp;56 Transportation Concept Summary | publisher=California Department of Transportation | date=May 2008 | access-date=October 6, 2012 |pages=1–2}}</ref> several arterial roads connect the eastern end of the SR 56 freeway with SR 67, including Ted Williams Parkway, Twin Peaks Road, Espola Road ([[CR S5 (CA)|CR S5]]), and Poway Road ([[CR S4 (CA)|CR S4]]).<ref name="bing" />

[[File:BellsvireoF1.jpg|thumb|right|A [[Bell's vireo]], of which the least Bell's vireo is a subspecies]]
Citizens began to lobby for the construction of SR&nbsp;56 in 1986, in a similar action to efforts for [[California State Route 52|SR 52]].<ref>{{cite news | title=Drive to Build State Route 56 Gets Under Way | work=Evening Tribune | date=April 19, 1986 | last= Balint |first= Kathryn | location=San Diego| page=C9 | oclc=37687666}}</ref> As far back as 1987, the [[Sierra Club]] opposed the use of sales tax revenue to build the freeway because of environmental concerns.<ref>{{cite news | title=Groups Fear Growth, Oppose Sales Tax Use to Build Route&nbsp;56 | work=Evening Tribune | date=April 3, 1987 | last=Krueger |first= Anne | location=San Diego | page=B6| oclc=37687666}}</ref> A public forum was held on April&nbsp;10, 1990, in Rancho Peñasquitos. Since funds were not available for constructing the middle of the route, many opposed the construction of the eastern part of SR&nbsp;56 as a "road to nowhere".<ref>{{cite news | title=Freeway Plan Assailed as 'Free-for-All' | work=Evening Tribune | date=April 11, 1990 | last= Ikeda |first= John | location=San Diego | page=B1| oclc=37687666}}</ref> Opposition to the western end of the freeway related to concerns about destruction of "farmland, marshland, and willow scrubland", the habitat of the endangered [[Bell's vireo|least Bell's vireo]].<ref>{{cite news | title=West-end Residents Voice Opposition to Freeway Plan | work=Evening Tribune | date=April 13, 1990 | last=Balint | first= Kathryn | location=San Diego | page=B2| oclc=37687666}}</ref> The [[San Diego City Council]] voted against such widening of Carmel Valley Road on April&nbsp;12, citing the environmental concerns. [[Caltrans]] rejected other routes, and insisted on ending the freeway at I-5 and Carmel Valley Road.<ref>{{cite news | title=Plan for Freeway Link Between I-5 and I-15 is Rejected | work=The San Diego Union | date=April 13, 1990 | last=Weisberg | first=Lori | page=B3| oclc=13155544}}</ref> The council reversed its decision on May&nbsp;8; after the public gave several opinions on the matter, Caltrans agreed to set aside {{convert|69|acre|ha}} for [[environmental mitigation]], and $2&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|2000000|1990|r=2}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} was to be set aside for the purchase of land for a park near the San Dieguito River.<ref>{{cite news | title=Route&nbsp;56 Link Clears Council Hurdle | work=Evening Tribune | date=May 9, 1990 | last=Balint | first=Kathryn | location=San Diego | page=B1| oclc=37687666}}</ref>

In June&nbsp;1990, the Del Mar Terrace Conservancy and the Carmel Valley Coalition sued the San Diego City Council to require them to move the western terminus of SR&nbsp;56 closer to Sorrento Valley.<ref>{{cite news | title=2 Environmental Groups Sue Council to Overturn Route of Future Highway | work=Evening Tribune | date=June 15, 1990 | last= Thesken |first= Joseph | location=San Diego | page=B14| oclc=37687666}}</ref> On August&nbsp;1, the City of San Diego received a petition in which more than 45,000&nbsp;people requested that the City Council overturn their decision or refer it to a public referendum.<ref>{{cite news | title=45,000 Sign Petition to Prevent Construction of Freeway Segment | work=Evening Tribune | date=August 2, 1990 | author=Calvano | location=San Diego | page=B3| oclc=37687666}}</ref> The City Council backed down and rescinded the appropriate zoning changes on August&nbsp;7, in efforts to keep the city from having to run a special election. They also approved the plans for the eastern portion between Black Mountain Road and I-15. Meanwhile, the Carmel Valley Coalition sued the city as well.<ref>{{cite news | title=Route&nbsp;56 Plan Hits Roadblock at West End | work=Evening Tribune | date=August 8, 1990 | last=Balint |first= Kathryn | location=San Diego| page=B2| oclc=37687666}}</ref> The California Coastal Commission approved the construction on September&nbsp;13, and several local residents representing both sides of the debate attended the meeting in [[Marina del Rey, California|Marina del Rey]].<ref>{{cite news | title=Freeway Leg Approved Toward Linking I-5, I-15 | work=Evening Tribune | date=September 14, 1990 | last=Taylor | first=Kathie | location=San Diego | page=A1| oclc=37687666}}</ref>

Construction on the predecessor of SR&nbsp;56 began on November&nbsp;16, 1987, the Newland-California Company paying for the work as a local developer.<ref>{{cite news | title=Route&nbsp;56 Construction | work=The San Diego Union | date=November 17, 1987 | author=Staff | page=B3| oclc=13155544}}</ref> Around 1990, the North City Parkway was completed as a two-lane road between Rancho Peñasquitos Boulevard (then Peñasquitos Boulevard) and I-15, along the proposed route of SR&nbsp;56.<ref name="northcity">{{cite news | title=Plan to Link I-5, 15 Has 4-mile Gap | work=The San Diego Union | date=April 9, 1990 | last=Weisberg |first=Lori | page=B1| oclc=13155544}}</ref> The first official segment of the freeway from Black Mountain Road to I-15 was constructed next, beginning on July&nbsp;25, 1991 by Daley Corporation and W.R. Connelly Inc.<ref>{{cite news | title=Route&nbsp;56 Project Under Way | work=Evening Tribune | date=July 25, 1991 | last=Richmond |first=Michael | location=San Diego | page=B5| oclc=37687666}}</ref> This was scheduled to open in May&nbsp;1993, at a cost of $13&nbsp;million<ref name="sofar">{{cite news | title=So Far, State Route&nbsp;56 is a Road With No Middle | work=The San Diego Union-Tribune | date=March 7, 1993 | last=Mayer | first=Tim |  page=H29 | oclc=25257675}}</ref><ref name="withoutfunds">{{cite news | title=Without Funds, State&nbsp;56 'Road to Nowhere' | work=The San Diego Union-Tribune | date=April 9, 1993 | last=Mayer |first=Tim | page=B3| oclc=25257675}}</ref> (about ${{Formatprice|{{Inflation|US-GDP|13000000|1991|r=2}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}}

Opposition to the western segment (from I-5 to Carmel Valley Road) persisted. By 1991, the Del Mar Terrace Conservancy filed an appeal with the 4th District Court of Appeals after losing the lawsuit to the city of San Diego and Caltrans. The Sierra Club had also sued the [[California Coastal Commission]].<ref>{{cite news | title=Del Mar Critics of Route&nbsp;56 Vow | work=Evening Tribune | date=September 7, 1991 | last= Sherman | first=Lola | location=San Diego | page=B1| oclc=37687666}}</ref> On July 16, 1992, the Sierra Club withdrew its lawsuit after the City of San Diego agreed to work to keep the Peñasquitos Lagoon flowing to the ocean and to restore a wetland area.<ref name="sierra" /> Following the Sierra Club's settlement, the City of [[Del Mar, California|Del Mar]] raised an objection to the club's decision to accept a settlement, since the city had given a $7,000 contribution (about ${{formatnum:{{Inflation|US-GDP|7000|1992|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} to the case. The Sierra Club agreed to return the money in August&nbsp;1992.<ref>{{cite news | title=Sierra Club Offers to Reimburse Del Mar for Lawsuit Expenses | work=The San Diego Union-Tribune | date=August 15, 1992 | last= McNeil | first=Eddy | page=II4| oclc=25257675}}</ref>

The Del Mar Conservancy suit continued, and the plaintiffs requested a court order to stop construction.<ref name="sierra">{{cite news | title=Sierra Club Drops Suit Barring Carmel Valley Freeway | work=The San Diego Union-Tribune | date=July 18, 1992 | last1=McNeil | first1=Eddy | first2=Terry | last2=Rodgers | page=B7| oclc=25257675}}</ref> This lawsuit claimed that the state and city had not done enough environmental studies and mitigation. The 4th District Court of Appeals denied an appeal on October&nbsp;23.<ref>{{cite news | title=Court Rejects Suit, Clears Way for Construction of Route&nbsp;56 | work=The San Diego Union-Tribune | date=October 24, 1992 | last= McNeil | first=Eddy | page=B2| oclc=25257675}}</ref> In&nbsp;1993, citizens complained that funds were being diverted from a recreational park to build the freeway, possibly hindering the development of a new elementary school.<ref>{{cite news | title=City Hears Cries of Highway Robbery | work=The San Diego Union-Tribune | date=May 24, 1993 | last=Weisberg | first=Lori | page=B1| oclc=25257675}}</ref> The segment was finally completed at a projected cost of $27.2&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|27200000|1993|r=3}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} opening to traffic by 1995.<ref name="sofar" /><ref name="roadplanner">{{cite news | title=Road Planner Expected to Push Route&nbsp;56 | work=The San Diego Union-Tribune | date=April 26, 2001 | last=Thornton | first=Kelly | page=B3| oclc=25257675}}</ref> The ramps connecting SR&nbsp;56 to I-5 were opened between 1997 and 1998; traffic was diverted onto Carmel Valley Road in the meantime.<ref>{{cite map|author=Automobile Club of Southern California|publisher=Automobile Club of Southern California|title=North San Diego Area|year=1997|section=O5–P6|location=Los Angeles|scale=1'≈0.75 mi}}</ref><ref>{{cite map|author=Thomas Brothers|publisher=Thomas Brothers|title=San Diego County Road Atlas|year=1998|section=J1-J2|page=1207|location=Irvine, California|scale=1:31680}}</ref>

[[File:Ted Williams BBall Digest May 1949 raw.jpg|thumb|left|Williams in 1949, soon after leaving San Diego for Boston]]
The freeway is named after [[Ted Williams]], a [[List of members of the Baseball Hall of Fame|Hall of Fame]] baseball player born in San Diego<ref>{{Cite book|last=Seidel |first=Michael |title=Ted Williams: A Baseball Life |year=2000 |publisher=University of Nebraska Press |location=Lincoln, Nebraska |isbn=978-0-8032-9280-2|page=1}}</ref> who played for the [[Boston Red Sox]] during his 21-year career.<ref>{{cite book|last=Montville|first=Leigh|title=Ted Williams: The Biography of an American Hero|publisher=Doubleday|year=2004|location=New York|isbn=978-0-385-50748-6|pages=[https://archive.org/details/tedwilliamsbiogr00mont/page/33 33–34]|url-access=registration|url=https://archive.org/details/tedwilliamsbiogr00mont/page/33}}</ref><ref>{{cite book|title=The Kid: Ted Williams in San Diego|last=Nowlin|first=Bill|location=Cambridge, Massachusetts|publisher=Rounder Books|year=2005|isbn=978-1-58261-495-3|page=324}}</ref> The San Diego City Council also considered naming SR&nbsp;56 after the former governor and San Diego mayor [[Pete Wilson]].<ref>{{cite news | title=Roberts Thrown a Curve in Bid to Honor Baseball Great | work=The San Diego Union-Tribune | date=May 6, 1992 | last=Pierce | first=Emmet | page=B1| oclc=25257675}}</ref> The Council voted 7-1 to name it after Williams on May 12, 1992. Since Williams was still alive, the State of California had to approve the name.<ref>{{cite news | title=Ted Williams Tops Wilson 7-1 in Road Game | work=The San Diego Union-Tribune | date=May 13, 1992 | last=McKinnie |first= Ruth | page=B1| oclc=25257675}}</ref> [[Lionel Van Deerlin]] alleged that Councilwoman Abbe Wolfsheimer nominated Wilson for the honor as political ammunition against Councilman Ron Roberts.<ref>{{cite news | title=Ted Williams Freeway Final Score is 7-1 for Hometown Boy | work=The San Diego Union-Tribune | date=May 19, 1992 | last=Van Deerlin |first= Lionel | page=B5| oclc=25257675}}</ref> Williams came to [[Mt. Carmel High School (San Diego, California)|Mt. Carmel High School]] on July&nbsp;12, 1992, for the freeway dedication.<ref>{{cite news | title=Pride and Nostalgia in Full Swing at Ted Williams Route Ceremony | work=The San Diego Union-Tribune | date=July 13, 1992 | last=Pierce |first= Emmet | page=B1| oclc=25257675}}</ref> Kevin McNamara, who had worked with the government to get the name approved despite opposition, was charged $15,000 (about ${{formatnum:{{Inflation|US-GDP|15000|1992|r=-3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} for the highway signs when the name was official.<ref>{{cite news | title=Ted Williams Takes the Real Fanfest Wherever He Goes | work=The San Diego Union-Tribune | date=July 13, 1992 | last=Cushman | first=Tom | page=D1| oclc=25257675}}</ref> The freeway was officially named after Ted Williams in 1993 by the Legislature.<ref>{{cite CAstat|year=1993|ch=74}}</ref>

===Filling the gap===
A {{convert|5.5|mi|km|adj=on}} gap in the freeway remained, nevertheless.<ref name="begin" /> Concerns about the missing funds for the freeway date back to 1990.<ref name="northcity" /> Since the proposed route passed through the open area between Carmel Valley and Rancho Peñasquitos, revenue from the Proposition A sales tax hike could not be used.<ref name="planneddecades" /> In&nbsp;1993, a "Citizens United for State Route 56" group was commissioned to work on the funding issues.<ref name="withoutfunds" /> Two years later, County Supervisor Pam Slater briefly proposed making SR&nbsp;56 a toll road in order to raise funds for construction.<ref>{{cite news | title=Toll Could Put Finishing Touch to State Route&nbsp;56 | work=The San Diego Union-Tribune | date=July 21, 1995 | last=Bean | first=Jeff | page=B3| oclc=25257675}}</ref> The city of San Diego agreed to pay $25&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|25000000|1995|r=3}}}} in {{inflation-year|US-GDP}} dollars),{{Inflation-fn|US-GDP}} and the state indicated that it would contribute $20&nbsp;million.<ref>{{cite news | title=Supervisors Pledge $20&nbsp;Million to Close Gap in Route&nbsp;56 | work=The San Diego Union-Tribune | date=December 13, 1995 | last=Young | first=Eric | page=B5| oclc=25257675}}</ref>

Highway&nbsp;680 was a planned county route that would have run from [[Encinitas, California|Encinitas]] to [[Rancho Bernardo, California|Rancho Bernardo]]. The San Diego County Board of Supervisors cancelled the plans in February&nbsp;1994, respecting the wishes of the city of Encinitas. There were concerns that some of the traffic from this proposed route would now travel on SR&nbsp;56 instead.<ref>{{cite news | title=Board Might Shift Funds to Route&nbsp;56 | work=The San Diego Union-Tribune | date=March 24, 1994 | last=McKinnie | first=Ruth | page=B9| oclc=25257675}}</ref> On May&nbsp;17, 1994, $20&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|20000000|1994|r=3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} allocated to Highway&nbsp;680 was given to the SR&nbsp;56 project.<ref>{{cite news | title=County OKs $20&nbsp;Million for Route&nbsp;56 | work=The San Diego Union-Trbiune | date=March 18, 1994 | last=McKinnie | first=Ruth | page=B2| oclc=25257675}}</ref>

In January&nbsp;1998, the State Transportation Improvement Program approved a $245&nbsp;million allocation (about ${{Formatprice|{{Inflation|US-GDP|245000000|1998|r=3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} for the expansion, and hopes were to finish construction by 2000, with traffic projected to decrease by 20&nbsp;percent on I-15. There were environmental concerns that fostered consideration of four northern alternatives.<ref>{{cite news | title=Money OK'd for Completing Route&nbsp;56 | work=The San Diego Union-Tribune | date=January 14, 1998 | last=Gembrowski | first=Susan | page=B3| oclc=25257675}}</ref> One of them was chosen in June&nbsp;1998 by the San Diego City Council, amid concerns that by moving the route away from "environmentally sensitive canyons", the freeway would be closer to residences.<ref name="plan2">{{cite news | title=Route&nbsp;56 Northern Route Chosen | work=The San Diego Union-Tribune | date=June 18, 1998 | last=Huard | first=Ray | page=B8| oclc=25257675}}</ref> Some of those living in Rancho Glens Estates sued the city over these concerns in August.<ref>{{cite news | title=Lawsuit Challenges Route&nbsp;56 Alignment | work=The San Diego Union Tribune | date=August 22, 1998 | last=Balint | first=Kathryn | page=B2| oclc=25257675}}</ref>

[[File:SR 56 east.JPG|thumb|SR 56 east at Carmel Creek Road; the exits on the sign were constructed with the missing portion of the freeway that was completed in 2004.]]
Construction began on the missing portion of SR&nbsp;56 on October&nbsp;21, 1999, amid allegations of a missing [[United States Army Corps of Engineers|Army Corps of Engineers]] permit, at an estimated cost of $111&nbsp;million<ref name="begin">{{cite news | title=Party Will Celebrate New Section of Route&nbsp;56 | work=The San Diego Union-Tribune | date=October 20, 1999 | last=Arner | first=Mark | page=B2| oclc=25257675}}</ref> (about ${{Formatprice|{{Inflation|US-GDP|111000000|1999|r=3}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} The California Coastal Commission approved the extension on May&nbsp;10, 2000, after residents lost two lawsuits relating to the proximity of the freeway. Caltrans was required to install a drainage system because of the wetlands; this requirement was similar to a court ruling for a project in the [[Bolsa Chica Ecological Reserve]]. At this time, the completion was estimated to occur in 2004, at a cost of $151&nbsp;million<ref>{{cite news | title=Route&nbsp;56 Extension Delayed Until 2004 | work=The San Diego Union-Tribune | date=May 5, 2000 | last=Arner | first=Mark | page=B1| oclc=25257675}}</ref><ref>{{cite news | title=Commission Approves Plan to Finish Route&nbsp;56 | work=The San Diego Union-Tribune | date=May 11, 2000 | last=Arner | first=Mark | page=B1| oclc=25257675}}</ref> (about ${{Formatprice|{{Inflation|US-GDP|151000000|2000|r=3}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} In October&nbsp;2000, Carmel Valley Road was extended to Black Mountain Road, providing a paved alternative until SR&nbsp;56 was completed; commuters had to travel on a {{convert|2.2|mi|km|adj=on}} unpaved road, one of the only roads between I-5 and I-15 in North County.<ref>{{cite news | title=New Road is Expected to Ease Path to Coast | work=The San Diego Union-Tribune | date=October 3, 2000 | last=Clark | first=Brian | page=B3| oclc=25257675}}</ref>

Local developers contributed $21&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|21000000|2001|r=3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} for the construction of the interchange at Camino Ruiz, and construction began on July&nbsp;11, 2001.<ref>{{cite news | title=Route&nbsp;56 Interchange Project Commences | work=The San Diego Union-Tribune | date=July 11, 2001 | last=Clark | first=Brian | page=NI1| oclc=25257675}}</ref><ref name="fete">{{cite news | title=Freeway 'Play Day' Set to Fete New Interchange | work=The San Diego Union-Tribune | date=April 4, 2003 | last=Burge | first=Michael | page=NC1| oclc=25257675}}</ref> An open house was held on the {{convert|1.5|mi|km|adj=on}} portion of the freeway between the Camino Ruiz (renamed Camino del Sur) interchange and the Black Mountain Road interchange on April&nbsp;5, 2003. The road was scheduled to open on April&nbsp;12, 2003, and was projected to decrease the traffic on city streets coming from the extended Carmel Valley Road.<ref name="fete" /><ref>{{cite news | title=Walkers, Bicyclists Get First Run of Route&nbsp;56 | work=The San Diego Union-Tribune | date=April 6, 2003 | last=Berhman | first=John | page=N1| oclc=25257675}}</ref>

The city of San Diego constructed SR&nbsp;56 from Black Mountain Road to Carmel Mountain Road, and Caltrans built the remaining portion of the route to Carmel Creek Road. The bridges were still under construction in November&nbsp;2000 on the city portion.<ref>{{cite news | title=Bridging the Gap | work=The San Diego Union-Tribune | date=November 1, 2000 | last=Peterson | first=Kim | page=NC1| oclc=25257675}}</ref> San Diego mayor [[Dick Murphy]] commissioned the San Diego Freeway Congestion Strike Team to attempt to accelerate stalled freeway projects such as SR&nbsp;56 in 2001.<ref name="roadplanner" /> In May&nbsp;2001, the City Council allocated another $5.1&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|5100000|2001|r=3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} to purchase land to build the freeway.<ref>{{cite news | title=Extra Funds OK'd for Route&nbsp;56 Link | work=The San Diego Union-Tribune | date=May 23, 2001 | page=NC2| oclc=25257675}}</ref> Critics stated that the construction of SR&nbsp;56 was a short-term solution, and that traffic would return by 2020.<ref>{{cite news | title=Route&nbsp;56 Won't End Congestion, Experts Say | work=The San Diego Union-Tribune | date=March 20, 2002 | last=LaRue | first=Steve | page=NC1| oclc=25257675}}</ref>

FCI Constructors Inc. and W.R. Connelly Inc. won the contract for the Caltrans portion of the new freeway at a [[Construction bidding|bid]] of $50.2&nbsp;million (about ${{Formatprice|{{Inflation|US-GDP|50200000|2002|r=3}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}}, with completion scheduled for 2004.<ref>{{cite news | title=Caltrans Sets Route&nbsp;56 Completion Date | work=The San Diego Union-Tribune | date=August 3, 2002 | last=Burge | first=Michael | page=B2| oclc=25257675}}</ref> The freeway was built with two lanes in each direction, additional land being available to expand to three lanes if necessary.<ref name="planneddecades">{{cite news | title=Planned Decades Ago, Route&nbsp;56 Expected to Open in Two Years | work=The San Diego Union-Tribune | date=September 8, 2002 | last=Burge | first=Michael | page=B1| oclc=25257675}}</ref> The project continued on schedule through the [[Gray Davis#Budget crisis|2003 California budget crisis]], receiving $4.3&nbsp;million from the state in 2003.<ref>{{cite news | title=3 Top County Freeway Projects Still on Track | work=The San Diego Union-Tribune | date=June 22, 2003 | last=Ristine | first=Jeff | page=B2| oclc=25257675}}</ref> In&nbsp;2004, there were citizen complaints about the lack of a sound wall to reduce the freeway noise in private residences.<ref>{{cite news | title=Neighbors Sound Off Over Noise on SR&nbsp;56 | work=The San Diego Union-Tribune | date=June 27, 2004 | last=Gustafson | first=Craig | page=B1| oclc=25257675}}</ref> It took until July&nbsp;19, 2004, to join the west and east ends of the freeway; a public festival was held on the freeway on July&nbsp;17. The cost of completing the middle {{convert|5.5|mi|km|adj=on}} segment was reported at $220&nbsp;million in 2004<ref>{{cite news | title=For City Drivers, A Connection is Made | work=The San Diego Union-Tribune | date=July 18, 2004 | last=Ristine | first=Jeff | page=B3| oclc=25257675}}</ref> (about ${{Formatprice|{{Inflation|US-GDP|220000000|2004|r=3}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} Citizens complained in 2008 that the bike path along SR&nbsp;56 was difficult to access from the northern side of the interchange with El Camino Real; however, funding issues prevented the construction of a paved path at the time.<ref>{{cite news | title=Going Gets Rough with Unpaved Access to Bike Path Near Route&nbsp;56 | work=The San Diego Union-Tribune | date=January 9, 2008 | last=Braun | first=Ruth McKinnie | page=B1| oclc=25257675}}</ref>

===Ramps and bypasses===
[[File:SR 56 ramps.JPG|thumb|right|SR 56 ramps to I-5]]
The construction of a "[[Local–express lanes|dual freeway]]" at the western end was scheduled to begin in early 2002, referring to the two [[carriageways]] needed for each direction of the freeway. It would require drivers to use the new local lanes to access eastbound SR&nbsp;56 from I-5 or [[I-805 (CA)|I-805]]. The project would allow for trucks to use the new lanes to assist in merging with traffic.<ref>{{cite news | title=Battling the Bottleneck | work=The San Diego Union-Tribune | date=June 25, 2001 | last=Thornton | first=Kelly | page=A1| oclc=25257675}}</ref> The northbound lanes were scheduled to open in February&nbsp;2006.<ref>{{cite news | title=Showers Push Back Opening of Bypass | work=The San Diego Union-Tribune | date=February 19, 2006 | page=B3| oclc=25257675}}</ref> The southbound I-15 to westbound SR&nbsp;56 ramp was improved in a construction project in 2005.<ref>{{cite news | title=Caltrans: Freeway work to be Done by Spring | work=The San Diego Union-Tribune | date=February 4, 2005 | last=Ristine | first=Jeff | page=B2| oclc=25257675}}</ref>

Concerns about the lack of a ramp from westbound SR&nbsp;56 to northbound I-5 date back from 1988, because of a projected increase of traffic on local Carmel Valley streets.<ref>{{cite news | title=CalTrans to Take 2nd Look at North Ramp | work=The San Diego Union | date=May 14, 1988 | last=Kaufman | first=Laura | page=B3| oclc=25257675}}</ref> Planning for the missing ramps at the western end of SR&nbsp;56 was underway in 2008, despite nearby homeowner opposition.<ref>{{cite news | title=Making Connections: Caltrans Tries to Allay Fears About Route&nbsp;56 Ramp Options, but Residents Wary | work=The San Diego Union-Tribune | date=June 5, 2008 | last=Burge | first=Michael | page=CZ1| oclc=25257675}}</ref> Caltrans agreed not to destroy homes in late June&nbsp;2008, but concerns about noise and funding remained.<ref>{{cite news | title=Revised Ramp Plan Spares Houses | work=The San Diego Union-Tribune | date=June 29, 2008 | last=Burge | first=Michael | page=N1| oclc=25257675}}</ref> On June&nbsp;13, 2012, Caltrans held a public forum to discuss five proposals to address the missing ramps at the western terminus:
*build the westbound to northbound ramp and the southbound to eastbound ramp,
*add additional lanes to both SR&nbsp;56 and I-5,
*only build the westbound-to-northbound ramp and add lanes to southbound I-5 and eastbound SR&nbsp;56,
*build the westbound-to-northbound ramp and add lanes on SR&nbsp;56 only, or
*build nothing at all.<ref>{{cite news |url=http://thecoastnews.com/2012/06/i-5-and-sr-56-connection-options-considered/ |archive-url=https://web.archive.org/web/20140811211148/https://thecoastnews.com/2012/06/i-5-and-sr-56-connection-options-considered/ |archive-date=August 11, 2014 |title=I-5 and SR&nbsp;56 Connection Options Considered |work=Coast News |date=June 18, 2012 |access-date=October 2, 2012 |last=Kaplanek |first=Bianca |location=Encinitas, California |oclc=44918589 |url-status=dead }}</ref>

A [[Environmental impact statement|final environmental document]] was scheduled to be released in the middle of 2016.<ref name=factsheet2012-12>{{cite web|first=Arturo |last=Jacobo |date=January 2016 |url=http://dot.ca.gov/d11/facts/5_56.pdf |title=Interstate 5/State Route 56 Interchange Project Fact Sheet |publisher=California Department of Transportation |access-date=July 10, 2016 |archive-url=https://web.archive.org/web/20160820174525/http://dot.ca.gov/d11/facts/5_56.pdf |url-status=dead |archive-date=August 20, 2016 }}</ref> In the meantime, Caltrans began studies relating to widening the route to three lanes in each direction, as called for by the 2050 regional plan;<ref name=factsheet2050>{{cite web|author=California Department of Transportation |date=March 2015 |url=http://www.dot.ca.gov/d11/projects/56-project-study.pdf |title=State Route 56: I-5 to I-15 Project Study Report |publisher=California Department of Transportation |access-date=July 10, 2016 |archive-url=https://web.archive.org/web/20160820201016/http://www.dot.ca.gov/d11/projects/56-project-study.pdf |url-status=dead |archive-date=August 20, 2016 }}</ref> by late 2022, plans had been developed to add [[high-occupancy vehicle]] lanes between El Camino Real and Carmel Country Road starting in April.<ref>{{Cite news |last=Garrick |first=David |date=October 18, 2022 |title=Work will start in April on long-awaited widening of state Route 56 |work=San Diego Union-Tribune |url=https://www.sandiegouniontribune.com/news/transportation/story/2022-10-17/work-will-start-in-april-on-long-awaited-widening-of-state-route-56 |access-date=October 30, 2022| oclc=25257675}}</ref> On April 24, 2023, the [[San Diego City Council]] voted unanimously to allocate $22.5 million and approve the construction of HOV lanes.<ref>{{Cite web |last=Bowen |first=Andrew |date=April 25, 2023 |title=San Diego City Council approves $22.5 million widening of SR-56 freeway |url=https://www.kpbs.org/news/environment/2023/04/25/san-diego-city-council-approves-22-5-million-widening-of-sr-56-freeway |access-date=April 28, 2023 |website=KPBS Public Media |location = San Diego |publisher = [[KPBS-TV]] |language=en}}</ref>

==Exit list==
{{CAinttop|exit|county=San Diego|location=San Diego|length_ref=<br /><ref name="log">{{cite web|title=State&nbsp;Route&nbsp;56 Freeway Interchanges|work=California Numbered Exit Uniform System|url=http://www.dot.ca.gov/trafficops/exit/docs/56.pdf|publisher=California Department of Transportation|date=June 12, 2008|access-date=July 10, 2016|last=Warring | first=KS|location=Sacramento}}</ref>|exit_ref=<br /><ref name="log" />
}}
{{CAint|exit
|mile=0.00
|exit=1A
|road={{Jct|state=CA|I|5|dir1=south}}
|notes=Western terminus; exit 33A on I-5
}}
{{CAint|exit
|type=incomplete
|mile=0.31
|exit=1B
|road={{Jct|state=CA|road|[[El Camino Real (California)|El Camino Real]]|I|5|dir2=north|to2=yes}}
|notes=Westbound exit and eastbound entrance
}}
{{CAint|exit
|mile=0.82
|exit=1C
|road=Carmel Creek Road
|notes=Signed as exit 1 eastbound
}}
{{CAint|exit
|mile=1.81
|exit=2
|road=Carmel Country Road
|notes=
}}
{{CAint|exit
|mile=3.10
|exit=3
|road=Carmel Valley Road
|notes=
}}
{{CAint|exit
|mile=6.07
|exit=6
|road=Camino del Sur
|notes=
}}
{{CAint|exit
|mile=7.23
|exit=7
|road=Black Mountain Road
|notes=
}}
{{CAint|exit
|mile=8.04
|exit=8
|road=Rancho Peñasquitos Boulevard
|notes=Connects to [[County Route S4 (California)|CR S4]]
}}
{{CAint|exit
|mile=9.21
|mspan=2
|exit=9
|road={{Jct|state=CA|I|15|name1=[[Escondido Freeway]]}}
|notes=Partial [[at-grade intersection]] with ramps; east end of freeway; eastern terminus; no exit number westbound; exit 19 on I-15
}}
{{CAint|exit
|mile=none
|exit=–
|road=Ted Williams Parkway east
|notes=Continuation beyond I-15
}}
{{Jctbtm|keys=incomplete}}

==See also==
*{{portal-inline|California Roads}}

==References==
{{Reflist|30em}}

==External links==
{{commons category|California State Route 56}}
{{Attached KML|display=title,inline}}
{{CASR external links|SR|56}}
*[http://www.aaroads.com/california/ca-056.html California @ AARoads.com – State Route 56]
*[http://www.cahighways.org/049-056.html#056 California Highways: SR 56]

{{featured article}}

[[Category:State highways in California|056]]
[[Category:Southern California freeways|056]]
[[Category:Roads in San Diego County, California|State Route 056]]
[[Category:1964 establishments in California]]