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56-778: College Grove Shopping Center , also Marketplace at the Grove , at SR-94 at College Avenue in Oak Park, San Diego , on the border of Lemon Grove , is an open-air shopping center, but was originally a regional shopping mall, only the second to be built in San Diego County , and the 37th in the country. It opened July 28, 1960 with an official grand opening ceremony on August 25, 1960. The site had 650,000 sq ft (60,000 m) of gross leasable space on its 70-acre (28 ha) site. The $ 28-million center had 60 stores (of which 20 were open at launch) and parking for 6,000 cars on two levels. There

112-571: A Target . Since 2009 the Mervyn's site has been a Kohl's . In 2010 the Longs Drugs site became a Ross Dress For Less . In 2014, Staples closed, replacing it with a Sam Ash Music store two years later. The Walker Scott building was demolished in 1987 to make way for a Mann 9-cinema multiplex. An iconic neon baton-majorette stood over the Mann 9 Theatres (now Sam's Club), from 1988 to 1999, before being moved to

168-552: A Task Force Committee on Transportation to study the state transportation system and recommend major reforms. One of the proposals of the task force was the creation of a State Transportation Board as a permanent advisory board on state transportation policy; the board would later merge into the California Transportation Commission in 1978. In September 1971, the State Transportation Board proposed

224-477: A centralized computer system; this resulted in reduced congestion on the freeway, according to motorists. 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 (about $ 5 million in 2023 dollars); construction had been delayed by nine months by concern over environmental harm to the least Bell's vireo . The highway

280-421: A local sales tax. 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. 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. In July 1998,

336-513: A new mission statement: "Provide a safe, sustainable, integrated and efficient transportation system to enhance California's economy and livability." The earliest predecessor of Caltrans was the Bureau of Highways, which was created by the California Legislature and signed into law by Governor James Budd in 1895. This agency consisted of three commissioners who were charged with analyzing

392-416: A permit to connect to SR 94 and to construct on the state right-of-way . 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. In late 2009, the tribe filed a lawsuit against Caltrans over the inability to get approval to connect the driveway with

448-647: 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. In March 1968, the San Diego Highway Development Association considered the construction of the freeway from SR 125 to Jamacha Junction a priority. The state announced in August that the Spring Valley widening project would be funded earlier than anticipated, because of

504-486: A realignment in the route since then, M indicates a second realignment, L refers to an overlap due to a correction or change, and T indicates postmiles classified as temporary ( for a full list of prefixes, see California postmile § Official postmile definitions ). Segments that remain unconstructed or have been relinquished to local control may be omitted. The entire route is in San Diego County . California Department of Transportation Caltrans manages

560-487: A route from San Diego to west of Jacumba, going through the town of Campo. The San Diego Chamber of Commerce sent a representative to ask the state for funding for paving the Campo highway in 1935, and the road was paved that year. The Chamber also asked for the war department to declare the road a military highway to receive federal assistance for its improvement. Signs were posted for SR 94 in 1937, and by 1938, SR 94

616-533: A storm washed it out. By 1928, the paving of the Campo road was about 43 percent complete. In February of the next year, the progress was at 74 percent; the total cost was $ 122,474 (about $ 4 million in 2023 dollars). The Sweetwater bridge was finished in March at a cost of $ 60,000 (about $ 1 million in 2023 dollars). The Campo road was the only road through the Peninsular Ranges to stay open for

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672-601: A toll road that would have tunneled under the Laguna Mountains and bypassed Route 94 was proposed by the county Board of Supervisors. The state allocated $ 3.48 million (about $ 31 million in 2023 dollars) for making SR 94 a freeway from College Avenue to Campo Road in October ;1954. Construction began on the first part of the SR ;94 freeway just west of Lemon Grove by May 1955. The contract for

728-510: Is estimated to cost $ 71 million. Also in the planning stages are high-occupancy toll lanes between the I-5 and I-805 interchanges, and rerouting part of SR 94 east of the junction with Jamacha Boulevard while improving some interchanges. 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

784-926: Is part of the California Freeway and Expressway System ; west of SR 188, it is part of the National Highway System , a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration . SR 94 is eligible for the State Scenic Highway System , but it is not officially designated as a scenic highway by the California Department of Transportation . 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,

840-402: The California Department of Transportation (Caltrans), but local opposition resulted in the delay or cancellation of many of these proposals. 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

896-652: The Federal-Aid Highway Act of 1956 for the construction of its portion of the Interstate Highway System . Over the next two decades after Collier-Burns, the state "embarked on a massive highway construction program" in which nearly all of the now-extant state highway system was either constructed or upgraded. In hindsight, the period from 1940 to 1969 can be characterized as the "Golden Age" of California's state highway construction program. The history of Caltrans and its predecessor agencies during

952-550: 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

1008-745: The National Environmental Policy Act and the California Environmental Quality Act forced Caltrans to devote significant time, money, people, and other resources to confronting issues such as "air and water quality, hazardous waste, archaeology, historic preservation, and noise abatement." The devastating 1971 San Fernando earthquake compelled the agency to recognize that its existing design standards had not adequately accounted for earthquake stress and that numerous existing structures needed expensive seismic retrofitting . Maintenance and construction costs grew at twice

1064-601: 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 . SR 94

1120-403: The 1970s, as its institutional focus shifted from highway construction to highway maintenance. The agency was forced to contend with declining revenues, increasing construction and maintenance costs (especially the skyrocketing cost of maintaining the vast highway system built over the past three prior decades), widespread freeway revolts , and new environmental laws . In 1970, the enactment of

1176-635: The 20th century was marked by many firsts. It was one of the first agencies in the United States to paint centerlines on highways statewide; the first to build a freeway west of the Mississippi River ; the first to build a four-level stack interchange ; the first to develop and deploy non-reflective raised pavement markers, better known as Botts' dots ; and one of the first to implement dedicated freeway-to-freeway connector ramps for high-occupancy vehicle lanes . In 1967, Governor Ronald Reagan formed

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1232-489: 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. Caltrans agreed to hold another hearing in an out-of-court settlement, as well as to pay $ 20,000 for the attorneys. In March 1999, Caltrans agreed to delay the construction for several years to evaluate

1288-737: The College Avenue to Campo Road portion was given out in October, for $ 2.9 million (about $ 26 million in 2023 dollars). Preparation for bidding on the portion from the Wabash Freeway to near Euclid Avenue took place towards the end of the year; 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 (Now I-5). The San Diego City Council requested that an overpass be constructed at 22nd Street to provide improved access; an underpass for

1344-607: The Department of Engineering into the Department of Public Works, which continued to have a Division of Highways. That same year, three additional divisions (now districts) were created, in Stockton, Bishop, and San Bernardino. In 1933, the state legislature enacted an amendment to the State Highway Classification Act of 1927, which added over 6,700 miles of county roads to the state highway system. To help manage all

1400-441: The Department of Transportation, of which the most important was the Department of Public Works and its Division of Highways. The California Department of Transportation began official operations on July 1, 1973. The new agency was organized into six divisions: Highways, Mass Transportation, Aeronautics, Transportation Planning, Legal, and Administrative Services. Caltrans went through a difficult period of transformation during

1456-502: The State of California into 12 districts, supervised by district offices. Most districts cover multiple counties ; District 12 ( Orange County ) is the only district with one county. The largest districts by population are District 4 ( San Francisco Bay Area ) and District 7 ( Los Angeles and Ventura counties). Like many state agencies, Caltrans maintains its headquarters in Sacramento , which

1512-755: The additional work created by this massive expansion, an eleventh district office was founded that year in San Diego. The enactment of the Collier–Burns Highway Act of 1947 after "a lengthy and bitter legislative battle" was a watershed moment in Caltrans history. The act "placed California highway's program on a sound financial basis" by doubling vehicle registration fees and raising gasoline and diesel fuel taxes from 3 cents to 4.5 cents per gallon. All these taxes were again raised further in 1953 and 1963. The state also obtained extensive federal funding from

1568-448: The commissioners submitted their report to the governor on November 25, 1896, the legislature replaced the Bureau with the Department of Highways. Due to the state's weak fiscal condition and corrupt politics, little progress was made until 1907, when the legislature replaced the Department of Highways with the Department of Engineering, within which there was a Division of Highways. California voters approved an $ 18 million bond issue for

1624-481: The construction of a state highway system in 1910, and the first California Highway Commission was convened in 1911. On August 7, 1912, the department broke ground on its first construction project, the section of El Camino Real between South San Francisco and Burlingame , which later became part of California State Route 82 . The year 1912 also saw the founding of the Transportation Laboratory and

1680-464: The creation of a state department of transportation charged with responsibility "for performing and integrating transportation planning for all modes ." Governor Reagan mentioned this proposal in his 1972 State of the State address , and Assemblyman Wadie P. Deddeh introduced Assembly Bill 69 to that effect, which was duly passed by the state legislature and signed into law by Reagan later that same year. AB 69 merged three existing departments to create

1736-476: The creation of seven administrative divisions, which are the predecessors of the 12 district offices in use as of 2018 . The original seven division headquarters were located in: In 1913, the California State Legislature began requiring vehicle registration and allocated the resulting funds to support regular highway maintenance, which began the next year. In 1921, the state legislature turned

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1792-531: The entirety of the next winter; other roads were closed by 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). In 1931, the County Board of Supervisors agreed to submit the Campo road for consideration as a secondary state highway. The state considered the inclusion of the Campo road into the system in 1932. The California State Legislature defined Route 200 in 1933 as

1848-476: The environmental impact. 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. 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. In 2007, Caltrans declared that the construction required

1904-442: The existing freeway extending to Avocado Boulevard. Construction began in October, and continued into late 1975, at a cost of $ 11 million (about $ 48 million in 2023 dollars); 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. The Lemon Grove Avenue interchange was open by January 30, 1976, and parts of

1960-529: The freeway was mostly complete west of La Mesa and the freeway connection to US 80. The part of the freeway from 25th to 17th streets was completed in November. 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 . Land acquisition for the construction of the SR 94 freeway through Spring Valley had begun by 1965. The next year,

2016-478: The front of the shopping center where artwork currently stands. Prior to display at the shopping center, the artwork was at the back of the College Drive-in's screen and shone onto El Cajon Boulevard for 36 years. California State Route 94 State Route 94 ( SR 94 ) is a state highway in the U.S. state of California that is 63.324 miles (101.910 km) long. The western portion, known as

2072-434: The highway. 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 . 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

2128-481: The inflation rate in this era of high inflation; the reluctance of one governor after another to raise fuel taxes in accordance with inflation meant that California ranked dead last in the United States in per capita transportation spending by 1983. During the 1980s and 1990s, Caltrans concentrated on "the upgrading, rehabilitation, and maintenance of the existing system," plus occasional gap closure and realignment projects. For administrative purposes, Caltrans divides

2184-415: The interchange with Spring Street and SR 125 was open by July 20. 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. Onramp meters were installed in 1978 to throttle traffic entering the freeway with

2240-440: The latter of which was the highest AADT for the highway. 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

2296-513: 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 shopping center, the freeway forms the boundary between Lemon Grove to

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2352-480: The road was eventually built. 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 . At one point in 1958, SR 94

2408-667: The road. 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. 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. The local Board of Education also gave their approval, which

2464-411: The roads of the state and making recommendations for their improvement. At the time, there was no state highway system, since roads were purely a local responsibility. California's roads consisted of crude dirt roads maintained by county governments, as well as some paved streets in certain cities, and this ad hoc system was no longer adequate for the needs of the state's rapidly growing population. After

2520-560: The site was turned into a strip style power center , with the Mervyn's and a new HomeBase , Staples , Pic 'N' Save , Sam's Club and Walmart . HomeBase opened for business in December 1999, followed by Sam's Club, which made its debut in February 2000. Walmart welcomed its first shoppers on March 15 of the same year. Since 2002, Pic 'N' Save became Big Lots . Since 2003 the HomeBase site has been

2576-625: 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 . 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

2632-522: The state of the economy. Meanwhile, a $ 1.8 million (about $ 12 million in 2023 dollars) contract to widen SR 94 to eight lanes from Wabash Boulevard to Waite Drive in Lemon Grove was awarded in October. The freeway from Kenwood Drive to Avocado Boulevard in Spring Valley was completed in July ;1970. An improved interchange with SR 125 was being planned in 1974, which would connect to

2688-399: The state's highway system , which includes the California Freeway and Expressway System , supports public transportation systems throughout the state and provides funding and oversight for three state-supported Amtrak intercity rail routes ( Capitol Corridor , Pacific Surfliner and San Joaquins ) which are collectively branded as Amtrak California . In 2015, Caltrans released

2744-532: Was a three-story branch of Walker Scott , the San Diego–based department store. More than 250,000 people attended the first day the center was open. There was a heliport with helicopter service to Lindbergh Field . A new amenity offered was "park-a-tot" child care. The architect was John Graham & Company of Seattle. There was also a two-level (36,900 square foot) J.C. Penney , and J.J. Newberry and F.W. Woolworth variety stores . A one-level Mervyn's

2800-450: Was added in the 1970s. In the mid-1980s the City of San Diego wished to have the center become a four-anchor enclosed mall, but anchor tenants could not be secured. Instead the center relaunched as Marketplace at the Grove in November 1988. By the late 1990s, the mall was half-vacant and in 1999 what remained of the original center was demolished, leaving Mervyn's and the mall's Longs Drugs store;

2856-420: 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

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2912-502: 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. By August, SR 94 from Palm Avenue to Jamacha was being planned. The western end of SR 94 connecting to US 101 was put up for the bidding process in late 1958. Construction on the interchange with US 101 began in 1961. By January 1962,

2968-694: 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. 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 2023 dollars) from

3024-459: Was known for its curves, climbs, and boulders, making travel difficult. The first automobile went on the road in 1904. By 1913, an unpaved automobile road extended to Campo from San Diego, and work took place to improve the condition of the road in 1916. A year later, the road continued east to join with the state highway leading into Imperial County . In 1927, the Potrero bridge was replaced, after

3080-420: Was required because the freeway would be built on land that was for a proposed school. 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. Approval extended to the junction with US 80 by October 1953; the part from 18th Street to Wabash Boulevard followed in November 1954. Later that year,

3136-514: Was signed along Broadway and Lemon Grove Boulevard (later Federal Boulevard) before continuing east to Campo. The next year, the California Highway Commission declined to have the Campo road improved. 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

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