California State Route 94

From Wikipedia, the free encyclopedia

State Route 94

SR 94 highlighted in red
Route information
Defined by Streets and Highways Code § 394
Maintained by Caltrans
Length: 63.324 mi[2] (101.910 km)
Existed: 1933[1] – present
Major junctions
West end: I-5 in San Diego
 SR 15 in San Diego
 I-805 in San Diego
 SR 125 in Spring Valley
 SR 54 in El Cajon
 SR 188 near Tecate

East end: I-8 near Boulevard

Location
Counties: San Diego
Highway system
 State highways in California

 Interstate
 U.S.
 State
o Pre-1964

 History
 Unconstructed
  Deleted
 Freeway
 Scenic

← SR 92 US 95 →

State Route 94 (SR 94) is a highway in the U.S. state of California that is 63.324 miles
(101.910 km) long. The western portion, known as the Martin Luther King Jr.
Freeway, begins at Interstate 5 (I-5) in Downtown San Diego and continues to the end
of the freeway portion past SR 125 in Spring Valley. The non-freeway segment of
SR 94 that continues east through the mountains to I-8 near Boulevard is known as
Campo Road.

The Campo road served as a wagon road providing access to eastern San Diego County
as well as Imperial County. The road was added to the state highway system in 1933,
and signs for Route 94 were posted along local roads later that decade. Efforts to
convert the western half of the route to a freeway got underway in the 1950s, and the
freeway was complete by 1962 west of the road that became SR 125. Construction
continued east to Avocado Road over the next few years. Various proposals for
widening the highway have come from the California Department of Transportation
(Caltrans), but local opposition resulted in the delay or cancellation of many of these
proposals.

Contents
 1 Route description
 2 History
o 2.1 Campo Road
o 2.2 Designation and initial construction
o 2.3 Expansion and naming
 3 Future
 4 Major intersections
 5 See also
 6 References
 7 External links

Route description
SR 94 is an east–west freeway that begins at the eastern end of the one-way couplet of F
and G streets in southeast San Diego. The freeway continues through an interchange
with I-5 just east of downtown. Following this, the route goes through the
neighborhoods of Sherman Heights, Grant Hill, Stockton, and Mount Hope, where there
is an interchange with SR 15. Shortly thereafter, SR 94 intersects I-805 in Chollas View
before continuing east through Emerald Hills and Chollas Creek into the city of Lemon
Grove. Passing by the Marketplace at the Grove Mall, the freeway forms the boundary
between Lemon Grove to the south and La Mesa to the north, up to the SR 125
interchange where SR 94 turns east. At this point, SR 94 leaves both cities and enters
unincorporated Spring Valley and Casa de Oro.[3]
The freeway becomes an undivided highway at Via Mercado in Rancho San Diego. SR
94 continues through Rancho San Diego by turning southeast at the Jamacha Road and
Campo Road intersection, where SR 54 and CR S17 turn northeast. As Campo Road,
SR 94 crosses the Sweetwater River before entering a less-developed area, winding
through the communities of Jamul, Dulzura and intersecting the north end of SR 188
north of Tecate. After passing through the communities of Potrero, Campo, and the
Campo Indian Reservation, SR 94 continues east onto old U.S. Route 80 (US 80) briefly
before turning north on Ribbonwood Road west of Boulevard. The route ends by
connecting to I-8 near Manzanita.[3]

SR 94 sign off Interstate 8

SR 94 is part of the California Freeway and Expressway System;[4] west of SR 188, it is

part of the National Highway System,[5] a network of highways that are considered
essential to the country's economy, defense, and mobility by the Federal Highway
Administration.[6] SR 94 is eligible for the State Scenic Highway System,[7] but it is not
officially designated as a scenic highway by the California Department of
Transportation.[8] In 2014, SR 94 had an annual average daily traffic (AADT) of 440
vehicles at Live Oak Springs Road, and 179,000 vehicles between I-805 and 47th
Street, the latter of which was the highest AADT for the highway.[9]

History
Campo Road

SR 94 was built along the routing of an old stagecoach road that was part of the primary
road from San Diego to Yuma, Arizona. A trip to East County in the 19th century along
the road would last two days. James Pascoe surveyed the route through Campo for the
county in 1869 that was 25 miles (40 km) shorter than the existing route through
Warner's Pass. The road was known for its curves, climbs, and boulders, making travel
difficult. The first automobile went on the road in 1904.[10][11] By 1913, an unpaved
automobile road extended to Campo from San Diego,[12] and work took place to
improve the condition of the road in 1916.[13] A year later, the road continued east to
join with the state highway leading into Imperial County.[14] In 1927, the Potrero bridge
was replaced, after a storm washed it out.[15] By 1928, the paving of the Campo road
was about 43 percent complete.[16] In February of the next year, the progress was at
74 percent; the total cost was $122,474[17] (about $3 million in 2016 dollars).[18] The
Sweetwater bridge was finished in March at a cost of $60,000[19] (about $1 million in
2016 dollars).[18] The Campo road was the only road through the Peninsular Ranges to
stay open for the entirety of the next winter; other roads were closed due to snow,
leading to increased traffic along this road. This was largely due to the lower elevation
of the road, at only 4,000 feet (1,200 m).[20]

Designation and initial construction

SR 94 westbound at the eastern intersection with SR 54

In 1931, the County Board of Supervisors agreed to submit the Campo road for
consideration as a secondary state highway.[21] The state considered the inclusion of the
Campo road into the system in 1932.[22] The California State Legislature defined
Route 200 in 1933 as a route from San Diego to west of Jacumba, going through the
town of Campo.[1] The San Diego Chamber of Commerce sent a representative to ask
the state for funding for paving the Campo highway in 1935,[23] and the road was paved
that year.[24] The Chamber also asked for the war department to declare the road a
military highway to receive federal assistance for its improvement.[25] Signs were posted
for SR 94 in 1937,[26] and by 1938, SR 94 was signed along Broadway and Lemon
Grove Boulevard (later Federal Boulevard) before continuing east to Campo.[27][28][29]

The next year, the California Highway Commission declined to have the Campo road
improved.[30] However, the Highway 94 association, as well as the Campo-Potrero and
Highway 80 chambers of commerce raised concerns about the safety of the children
going to school in the buses along the road.[31] In 1952, the Southern California
committee of the state Chamber of Commerce recommended to the California Highway
Commission that Route 94 be widened to four lanes from the Wabash Freeway to
Jamacha.[32] In June 1953, the Commission approved an eight-lane freeway for
Route 94 from Home Avenue in San Diego to Palm Avenue around La Mesa.[33] The
local Board of Education also gave their approval, which was required because the
freeway would be built on land that was for a proposed school.[34] But the next month,
State Senator Fred Kraft criticized the proposal because he believed that it would be too
expensive and would not reduce congestion in the long term.[35] Approval extended to
the junction with US 80 by October 1953; the part from 18th Street to Wabash
Boulevard followed in November 1954.[36] Later that year, a toll road that would have
tunneled under the Laguna Mountains and bypassed Route 94 was proposed by the
county Board of Supervisors.[37] The state allocated $3.48 million (about $25 million in
2016 dollars)[18] for making SR 94 a freeway from College Avenue to Campo Road in
October 1954.[38]

Construction began on the first part of the SR 94 freeway just west of Lemon Grove by
May 1955.[39] The contract for the College Avenue to Campo Road portion was given
out in October, for $2.9 million[40] (about $21 million in 2016 dollars).[18] Preparation
for bidding on the portion from the Wabash Freeway to near Euclid Avenue took place
towards the end of the year;[41] construction was underway by May 1956, as was
planning for the portion west of there to the intersection of 18th and F streets and the
future interchange with US 101.[42] The San Diego City Council requested that an
overpass be constructed at 22nd Street to provide improved access;[43] an underpass for
the road was eventually built.[3] The freeway from Wabash Boulevard and 56th was
completed on March 18, 1957; metal-weakened plane joints were used for the
construction, which the California Division of Highways considered "experimental" at
the time. East of College Avenue, some unwanted cracks developed in the roadway
during the joint pouring process, and were repaired with epoxy.[44] At one point in 1958,
SR 94 was considered as a possible extension of US 90, a route proposed to run along
the southern border of the United States to Florida, by the South Bay Highway
Association.[45] By August, SR 94 from Palm Avenue to Jamacha was being planned.[46]

The western end of SR 94 connecting to US 101 was put up for the bidding process in
late 1958.[47] Construction on the interchange with US 101 began in 1961.[48] By
January 1962, the freeway was mostly complete west of La Mesa and the freeway
connection to US 80.[49] The part of the freeway from 25th to 17th streets was
completed in November.[50] In the 1964 state highway renumbering, SR 94 was
officially designated from I-5 to I-8 near Jacumba, and SR 125 was designated from
SR 94 near La Mesa north to SR 56.[51]

Expansion and naming

Land acquisition for the construction of the SR 94 freeway through Spring Valley had
begun by 1965.[52] The next year, a plan to reroute and widen portions of SR 94 from
the Sweetwater River to I-8 was underway, with a Caltrans proposal to remove the
"Frenchy's" or "Three Springs" curve.[53] In March 1968, the San Diego Highway
Development Association considered the construction of the freeway from SR 125 to
Jamacha Junction a priority.[54] The state announced in August that the Spring Valley
widening project would be funded earlier than anticipated, due to the state of the
economy.[55] Meanwhile, a $1.8 million (about $10 million in 2016 dollars)[18] contract
to widen SR 94 to eight lanes from Wabash Boulevard to Waite Drive in Lemon Grove
was awarded in October.[56] The freeway from Kenwood Drive to Avocado Boulevard
in Spring Valley was completed in July 1970.[57]

The eastern end of the SR 94 freeway

An improved interchange with SR 125 was being planned in 1974, which would
connect to the existing freeway extending to Avocado Boulevard.[58] Construction began
in October, and continued into late 1975, at a cost of $11 million (about $39 million in
2016 dollars);[18] the road was predicted to reduce traffic at the intersection of Campo
Road and Bancroft Drive, and interchanges at Spring Street and Lemon Grove Avenue
were to be built.[59] The Lemon Grove Avenue interchange was open by January 30,
1976,[60] and parts of the interchange with Spring Street and SR 125 was open by
July 20.[61]

By 1977, much of the SR 94 freeway was congested, with 85,000 to 95,000 trips per
day on the freeway according to Caltrans. It was hoped that the construction of SR 54 to
the south and SR 125 would reduce traffic by 20,000 trips per day.[62] Onramp meters
were installed in 1978 to throttle traffic entering the freeway with a centralized
computer system; this resulted in reduced congestion on the freeway, according to
motorists.[63] In 1987, the bridge over the Sweetwater River that had been used for
58 years was replaced by a new bridge, at a cost of $2.3 million[64] (about $4 million in
2016 dollars);[18] construction had been delayed by nine months due to concern over
environmental harm to the least Bell's vireo.[65]

The highway was designated the Martin Luther King Jr. Freeway by the California State
Legislature in September 1989, after a two-year struggle to find a suitable tribute to
King in the San Diego area.[66] Nevertheless, the measure did not include funding for
the signs, and as a result, they were not installed until 1998, when they were funded by
the San Diego Association of Governments with $1.4 million (about $2 million in 2016
dollars)[18] from a local sales tax.[67]

In 1995, a U.S. Border Patrol checkpoint was opened near Dulzura, to combat human
and drug trafficking that used SR 94, as well as fatal traffic accidents resulting from
such smuggling.[68] Two years later, following a proposal to widen SR 94 from Otay
Lakes Road to SR 188 to address the high rate of accidents, local residents raised
concerns about this proposal.[69] In July 1998, the Back Country Coalition sued Caltrans
concerning the short length of the environmental impact report as well as not soliciting
comments from the public; opponents pushed for a ban of all trucks on the highway.[70]
Caltrans agreed to hold another hearing in an out-of-court settlement, as well as to pay
$20,000 for the attorneys.[71] In March 1999, Caltrans agreed to delay the construction
for several years to evaluate the environmental impact.[72] During the early 2000s, the
interchange with SR 125 was reconstructed to allow for the extension of the latter
freeway south to SR 54, which was finished in 2003.[73]

In late 2006, the Jamul Indian tribe prepared to construct a casino, but many expressed
concerns about the amount of traffic that would now travel on SR 94.[74] In 2007,
Caltrans declared that the construction required a permit to connect to SR 94 and to
construct on the state right-of-way.[75] At the end of the year, the tribe had started
construction on the driveway to the casino, while Caltrans stated that it lacked the
information needed to determine if the proposed traffic signal should be approved.[76] In
late 2009, the tribe filed a lawsuit against Caltrans over the inability to get approval to
connect the driveway with the highway.[77] The tribe made the claim that they were a
sovereign nation and did not need the approval, but this was rejected by the court.
Caltrans and the tribe came to an agreement in 2009, where the tribe would provide its
own studies and pay for environmental mitigation.[78]

Future
Caltrans has plans to add a ramp from southbound SR 125 to SR 94 to improve the
interchange; it is in the environmental planning stages, and is estimated to cost
$71 million.[79] Also in the planning stages are high-occupancy toll lanes between the I-
5 and I-805 interchanges,[80] and rerouting part of SR 94 east of the junction with
Jamacha Boulevard while improving some interchanges.[81]

Major intersections
Except where prefixed with a letter, postmiles were measured on the road as it was in
1964, based on the alignment that existed at the time, and do not necessarily reflect
current mileage. R reflects a realignment in the route since then, M indicates a second
realignment, L refers an overlap due to a correction or change, and T indicates postmiles
classified as temporary (for a full list of prefixes, see the list of postmile definitions).[82]
Segments that remain unconstructed or have been relinquished to local control may be
omitted. The entire route is in San Diego County.

Postmile Exit
Location [2][9][82] [83] Destinations Notes

To I-5 south / F Western terminus; westbound

1.42 Street – Downtown San exit and eastbound entrance;
Diego, Balboa Park, west end of SR 94
Petco Park
I-5 north (San Diego Westbound exit and eastbound
1.42 1A Freeway) – Los
entrance; I-5 south exit 15B
Angeles
Westbound exit and eastbound
1.85 1B 25th Street
entrance
2.21 1C 28th Street Signed as exit 1 eastbound
2.68 1D 32nd Street, Broadway No eastbound exit
Signed as exits 2A (south) and
2C (north) eastbound; westbound
San Diego 3.17 2A/C SR 15 (Escondido exit to SR 15 north is via exit 3;
Freeway) SR 15 north exits 2B-C, south to
94 west exit 2
Eastbound exit and westbound
3.62 2B Home Avenue
entrance
Eastbound exit to I-805 north is
4.09 3 I-805 (Jacob via exit 2C; I-805 exit 13A, south
Dekema Freeway) to 94 west (via SR 15) exit 14
4.63 47th Street Entrance ramps only
5.14 4A Euclid Avenue Signed as exit 4 westbound
5.79 4B Kelton Road Signed as exit 5 westbound
Westbound exit is via a U-turn at
6.16 5 Federal Boulevard
exit 5
7.29 6A College Grove Way Westbound exit and entrance
Lemon 7.76 6B College Avenue, Signed as exit 6 eastbound; no
Grove Broadway eastbound entrance
8.27 7 Massachusetts Avenue
8.93 8 Lemon Grove Avenue
Lemon Signed as exits 9A (south) and
Grove–La T10.11 9 SR 125 9B (north); SR 125 exit 15, south
Mesa line to 94 east exit 17A
Spring Street – La
La Mesa R10.88 9C
Mesa
R11.08 10A Bancroft Drive
Kenwood Drive – Casa
R11.80 10B
de Oro
Sweetwater Springs
Spring
R12.75 11 Boulevard – Casa de
Valley
Oro
Avocado Boulevard,
R13.33 12
Calavo Drive
East end of freeway

14.33 CR S17 (Jamacha

Boulevard)

14.86 SR 54 east (Jamacha

Road)
Otay Lakes Road –
24.57 Otay Lakes, Chula
Vista, National City

38.97 SR 188 south –

Tecate

52.15 CR S1 (Buckman
Springs Road)
Old Highway 80 – Live
64.23 Oak Springs, San Former US 80 west
Diego
Old Highway 80 –
Boulevard 64.82 Jacumba, El Centro, Former US 80 east
Yuma

65.38 I-8 – El Centro, San East end of SR 94; I-8 exit 65

Diego
65.38 Ribbonwood Road Continuation beyond I-8
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

 Incomplete access

See also
  California Roads portal

References
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Protest Rally". San Diego Union-Tribune. p. B1. OCLC 25257675.
  Arner, Mark (July 2, 1998). "Group Sues for More Study of Route 94 Passing
Lanes". San Diego Union-Tribune. p. B1. OCLC 25257675.
  Arner, Mark (July 13, 2014). "New Hearing on Adding Passing Lanes to Route 94
Set for Dec. 2". San Diego Union-Tribune. p. B3. OCLC 25257675.
  Harpster, Dave (March 26, 1999). "Environment Studies Delay Route 94 Work".
San Diego Union-Tribune. p. B1. OCLC 25257675.
  Krueger, Anne (May 7, 2003). "Route 125 Connection". San Diego Union-Tribune.
p. B1. OCLC 25257675.
  Barfield, Chet (September 14, 2006). "Casino Plan Gets Neighborly Criticism".
San Diego Union-Tribune. p. B1. OCLC 25257675.
  Soto, Onell (May 19, 2007). "Casino Still a Ways Off". San Diego Union-Tribune.
p. B1. OCLC 25257675.
  Soto, Onell (December 17, 2007). "Driveway is Prelude to Casino". San Diego
Union-Tribune. p. B1. OCLC 25257675.
  Soto, Onell (October 9, 2008). "Jamul Tribe Sues, Claims Caltrans is Meddling".
San Diego Union-Tribune. p. B1. OCLC 25257675.
  "A Secret Deal on Route 94". San Diego Union-Tribune. April 26, 2009. p. F2.
OCLC 25257675.
  California Department of Transportation (January 2016). "State Route 94 / SR-125
Interchange Project Fact Sheet" (PDF). California Department of Transportation.
Retrieved July 10, 2016.
  California Department of Transportation (March 2016). "State Route 94 Express
Lanes Project Fact Sheet" (PDF). California Department of Transportation. Archived
from the original (PDF) on August 20, 2016. Retrieved July 10, 2016.
  California Department of Transportation (May 2016). "State Route 94
Improvement Project Fact Sheet" (PDF). California Department of Transportation.
Retrieved July 10, 2016.
  California Department of Transportation. "State Truck Route List". Sacramento:
California Department of Transportation. Archived from the original (XLS file) on June
30, 2015. Retrieved June 30, 2015.

83.  Kals, Sunny (July 5, 2007). "State Route 94 Freeway Interchanges

Eastbound" (PDF). California Numbered Exit Uniform System. Sacramento:
California Department of Transportation. Retrieved March 5, 2009.
Howe, Don (September 21, 2006). "State Route 94 Freeway Interchanges
Westbound" (PDF). California Numbered Exit Uniform System. Sacramento:
California Department of Transportation. Retrieved March 5, 2009.
External links
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 California Highways: SR 94

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