California State Route 125

For the cancer marker, see CA-125.

State Route 125 marker

State Route 125

SR 125 highlighted in red
Route information
Defined by Streets and Highways Code § 425
Maintained by Caltrans and SANDAG
Length: 23.839 mi[1] (38.365 km)
Major junctions
South end: Otay Mesa Road in Otay Mesa
 
North end: SR 52 in Santee
Location
Counties: San Diego
Highway system
← SR 124SR 126 →

State Route 125 (SR 125) is a state highway in the US state of California. As a freeway, it runs from Otay Mesa Road (former SR 905) in Otay Mesa near the U.S.–Mexico border to SR 52 in Santee. SR 125 serves as an additional north–south route in the San Diego metropolitan area, also connecting SR 54, SR 94, and Interstate 8 (I-8). The definition of the route continues to SR 56, but this portion has not been constructed, and there are no plans to do so.

The first parts of SR 125 were added to the state highway system in 1933, connecting Route 94 with U.S. Route 80 (US 80). In the 1964 state highway renumbering, what was signed as Route 67 was transferred to the new SR 125. After several delays in funding and in planning, the highway was extended north to SR 52 and south to SR 54 in the early 2000s.

The southern portion of SR 125 from Otay Mesa Road to SR 54 near Chula Vista is a toll road called the South Bay Expressway; this portion was completed in 2007. The toll road was operated by a public-private partnership known as South Bay Expressway LLC. However, the partnership declared bankruptcy in 2010 and sold the road to the San Diego Association of Governments (SANDAG) in 2011. Since then, following a decrease in the toll amount, traffic using the highway has increased.

Route description

SR 125 begins as the South Bay Expressway toll road at an interchange with Otay Mesa Road,[2] the former alignment of SR 905. The route heads north, encountering its first toll plaza just before entering the city of Chula Vista. The freeway cuts through the Eastlake neighborhood of Chula Vista before leaving the city and passing through Sweetwater Regional Park near Sweetwater Reservoir. SR 125 intersects with SR 54, where the tolled portion ends, before turning north again through the unincorporated area of La Presa. The freeway briefly enters Lemon Grove before intersecting with SR 94 and entering La Mesa.[3]

SR 125 interchanges with Interstate 8 (I-8) before continuing north through the city of El Cajon and passing near Grossmont College. The freeway continues into Santee, where the route terminates at the SR 52 interchange. Traffic can continue onto SR 52 or onto Mission Gorge Road at the terminus.[3]

SR 125 near Santee, CA

SR 125 is part of the California Freeway and Expressway System,[4] and south of I-8 is part of the National Highway System,[5] a network of highways that are essential to the country's economy, defense, and mobility.[6] The route is eligible for the State Scenic Highway System,[7] but it is only a scenic highway from SR 94 to I-8 as designated by Caltrans,[8] meaning that it is a substantial section of highway passing through a "memorable landscape" with no "visual intrusions", where the potential designation has gained popular favor with the community;[9] In 2013, SR 125 had an annual average daily traffic (AADT) of 29,000 at the northern terminus, and 161,000 between SR 94 and Lemon Avenue, the latter of which was the highest AADT for the highway.[10]

History

Route 67

Added to the state highway system in 1933,[11] and defined in 1935,[12] Route 198 extended from US 80 onto La Mesa Boulevard and Palm Avenue to SR 94 by 1938.[13] In 1947, the San Diego County Highway Development Association requested that the highway from Sixth Avenue in Mission Valley to US 80 be constructed as a freeway.[14] Although state senator Fred Kraft criticized the proposal in July 1953 because he believed that it would be too expensive and would not reduce congestion in the long-term, especially around the junction with US 80 in Grossmont,[15] approval for the Route 94 freeway extended to the junction with U.S. Route 80 (US 80) by October, with the Grossmont part of the route signed as Route 67.[16] The Route 67 freeway was completed in March 1957, from Campo Road and Route 94 to US 80; the project was completed for $1,625,000.[17][18]

Planning

Planning for what would become SR 125 north of I-8 began in 1954.[19] Route 282 was defined as a route from Brown Field through La Mesa extending to Route 277 in 1959,[20] and in 1961 the latter terminus was changed to Route 278.[21] The California Highway Commission selected a route for the highway in mid-1963.[22] In the 1964 state highway renumbering, SR 125 was designated as the highway from SR 75 near Brown Field to SR 56. Route 198 was renumbered as State Route 67; the portion south of I-8 was renumbered as SR 125.[23]

At the beginning of that year, the La Mesa City Council expressed their preference for Route 282, which had been nicknamed the Ramona Freeway, to run on the routing of Fletcher Parkway, contrary to local businesses that wanted the highway to be routed 0.25 miles (0.40 km) west of the parkway.[24] A few months later, state engineer Jacob Dekema indicated that there were four routes under consideration for the portion from Brown Field to Sweetwater Lake, and the project would not be completed until well after 1972.[25] The state had selected a route for that part of the highway by June,[26] and for the routing west of Fletcher Parkway extending to Mission Gorge Road by July.[27] The next year, the California Highway Commission approved a routing north of Mission Gorge Road into Poway and ending at SR 56.[28]

In the 1970s, planning continued for the construction of the route, as well as modifications to the existing roadway. The City of La Mesa began discussions regarding adding SR 125 from SR 94 to I-8 into the scenic highway system in 1968;[29] the county Planning Commission continued pursuing these plans in 1970.[30] SR 125 was lengthened by the Legislature to extend to the border in 1972.[31]

In 1973, then-governor Ronald Reagan vetoed a bill to delete part of SR 125 from state plans, over concerns that not enough transportation studies had been done on the matter.[32][33] An improved interchange with SR 94 was being planned the next year.[34] Soon after, Caltrans raised concerns about the remainder of SR 125 not being constructed, due to objections from the community relating to freeway construction in general.[35] Construction began on the SR 94 interchange in October, and continued into late 1975, at a cost of $11 million (about $78 million in 2015 dollars).[36] Parts of the interchange with SR 94 were open by July 20.[37] The City of Chula Vista considered SR 125 as possibly having scenic value when constructed, and considered asking the state to add it to the state highway system;[38] this influenced a rule that construction projects near possible scenic routes in the city had to take natural aesthetics into account.[39] The La Mesa City Council asked the state to modify the interchange with I-8 in July; the original interchange did not allow for access to SR 125 from I-8 east or to I-8 west from SR 125.[40]

In January of the following year, state Assemblyman Wadie Deddeh proposed legislation to remove the southern portion of SR 125 from the state highway plans again.[41] Soon afterward, the Comprehensive Planning Organization (CPO) moved to support retaining SR 125 from Poway to Santee in the county transportation plan, despite opposition from a county supervisor and the mayor of Escondido.[42] Deddeh's bill passed the state Assembly Transportation Committee a month later; in the meeting, Deddeh noted the construction of I-805 to handle the traffic demands of the region, as well as a lack of funding that would result in the construction being delayed for at least 20 years.[43] Despite a petition from the mayor of Escondido, the CPO again declined to remove SR 125 from the county transportation plan in March.[44]

The new interchange with SR 94 was completed in July 1976.[45] In August, the CHC announced that SR 75 south of SR 54 had been removed from the state highway plan.[46] The next year, the county supervisor, a San Diego City councilman, and the mayors of La Mesa and National City wrote a letter to then-Governor Jerry 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.[47] San Diego City Councilman Tom Gade wrote a telegram to the 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".[48] However, the city of Chula Vista was opposed to the construction at the time, which was a factor in the removal of SR 125 from the highway plans.[49]

In March 1980, the CPO approved the funding for the redesign of the interchange with I-8.[50] By early 1980, SR 125 was denoted with signs saying "To 94" at Grossmont Summit; plans were to provide access north to Fletcher Parkway in the revamp of the interchange.[51] On December 30, 1980, the City of Poway included SR 56 in the city plan extending east through the city to a northern extension of SR 125.[52]

By 1981, the environmental impact report had been completed on the proposed changes to the I-8 intersection, and the $50 million (about $200 million in 2015 dollars)[36] project to add ramps and widen I-8 was awaiting clearance from the Federal Highway Administration.[53] That year, Poway removed SR 125 from their city plan, leading to a lawsuit from the City of San Diego.[54] In 1983, both the cities of San Diego and Poway supported the extension of SR 56 to SR 67, although the City of Poway wanted the route moved and had reservations about the freeway ending in the city.[55] The next year, the San Diego Association of Governments (SANDAG) suggested routing SR 125 through the city of Poway, rather than terminating the route in the southern part of the city like that city wanted.[56] Jacob Dekema was asked to advise the city of Poway in the dispute following his departure from the Caltrans district director position.[57]

Early construction

In 1986, the project revamping the I-8 interchange was under way, at a cost of $80 million (about $234 million in 2015 dollars);[36] it would allow for SR 125 to be extended north past I-8 to Fletcher Parkway.[58] That year, SR 125 was truncated to begin at SR 905 by the Legislature, as the latter was formed as a route from I-5 to the border.[59]

Environmental impact studies began on the part of SR 125 south of SR 54 in 1987.[60] The next year, work was under way to add lanes to SR 125 from south of Lemon Avenue to the northern terminus, at a cost of $17.2 million.[61] In 1989, some Bonita residents raised objections about the proposed extension south of La Mesa, as they were concerned about additional congestion and urbanization from the freeway going through Bonita.[62]

The next year, the city of Santee expressed concerns about expanding SR 125 and SR 52 to Santee without ensuring that connecting both those roadways to SR 67 first, due to increased traffic; however, Caltrans said such congestion was unavoidable due to a lack of funds to make the connections right away.[63] La Mesa residents also expressed concerns about the destruction of homes under some of the proposals for the Amaya Drive interchange design,[64] which the city council also endorsed.[65] Meanwhile, the City of Poway continued to include the construction of SR 125 north to that city in their plans, citing increasing traffic along I-15.[66]

Caltrans proposed building the southern portion as a toll road, operated by private firms; California Transportation Ventures and PrivaCAL both applied for the role.[67] In September, state officials approved this proposal, which was expected to cost $400 million.[68] The California Transportation Commission decided to reallocate the funding for the part of SR 125 from SR 94 to SR 54; they shifted it towards finishing the 40th Street portion of I-15.[69] California Transportation Ventures soon declared that they would be considering many potential routings for the road, including some that Caltrans had declined.[70] The next year, while the company hoped to start the environmental impact study, objections were raised about increased pollution and traffic from the road, as well as the part of the franchise agreement that would allow for the company to collect a settlement if SR 905 was constructed with more than six lanes, since it would compete with the proposed toll road.[71]

Meanwhile, the La Mesa City Council approved the construction and design of the Fletcher Parkway interchange in January 1991, over the objections of those who would lose their homes.[19] Further interchange-related concerns were raised from Lemon Grove homeowners the next year.[72] In August 1993, Caltrans agreed to design the new freeway to keep it west of the Sweetwater Reservoir, which satisfied Spring Valley while raising concerns from those living in Bonita, who would be closer to this new routing.[73]

The northern portion of the current SR 125 would be built in stages, at the same time as the portion south of SR 94. The reconstruction of the interchange with I-8 was completed in April 1993.[74] The construction process began in April 1996, at a cost of $177 million in sales tax revenue.[75] The California Transportation Commission agreed to ensure that the southern connection from SR 125 to the new toll road would be funded in May 1996.[76] The first phase of the construction of the eastern portion of the SR 54 freeway corresponded with the construction of SR 125 north of Jamacha Boulevard to SR 94; construction began in 1996 at a cost of $313.5 million, using money from sales tax revenue. The plans were to exclude the controversial ramps at Troy and Palm streets.[77]

Much of the routing for SR 125 south of SR 54 was determined in March 1997,[78] and the Federal Highway Administration determined the "San Miguel Connector" routing that would connect the new freeway with SR 54 in August. The selection of the route, due to concerns over the destruction of the habitat of the Least Bell's Vireo, led to objections from county officials due to the proximity to homes and passing through the Bonita Golf Course and a Little League field.[79]

After weather-related construction delays due to the El Niño season of the winter of 1997–1998, as well as a contractor declaring bankruptcy, the extension of SR 52 between Mission Gorge Road and SR 125 was dedicated on May 9, 1998, as well as SR 125 from Mission Gorge Road to Grossmont College Drive.[80] The portion from Fletcher Parkway to ramps located at Amaya Drive was finished at the beginning of 2001, with the segment north to Navajo Road to open later that year, and the part from there to Grossmont College Drive was to begin construction in early 2001.[81] The entire freeway from SR 52 to I-8 was completed by 2004.[82] The portion from SR 94 to Jamacha Boulevard was completed in 2003.[83]

Toll road construction

The second phase consisted of the construction of the SR 125 toll road and opened on November 19, 2007. While California Transportation Ventures owned the franchise on the tolled portion of SR 125, the interchange with SR 54 was constructed with $160 million of public funding.[84] From 2005 to 2007, 1.5 million cubic meters of rock were blasted through in 160 separate explosions to allow for the interchange to be built.[85] The South Bay Expressway extended SR 125 southward from SR 54 to Otay Mesa. Construction of this portion was opposed by community and environmental groups.[86] This toll road was one of four privately financed toll highway projects, including the 91 Express Toll Lanes, that were approved in 1990;[87] it was also one of two toll roads financed and controlled by both public and private sources, although the 91 Express Lanes, the other road, soon became entirely publicly owned. A partnership known as the South Bay Expressway operated the road, while an Australian company, Maquarie Group Ltd., handled financial and construction matters.[88]

Bankruptcy

In 2008, 30,000 vehicles a day traveled on the expressway, which fulfilled state expectations;[89] however, the toll machines resulted in complaints due to the low height and needing exact change.[90] In late 2009, the resulting South Bay Expressway partnership that operated the road questioned the value of the toll road for property tax purposes, saying that it was worth $330 million less than it was originally valued due to the low volumes of traffic using the road.[91] On March 22, 2010, the toll road's operator filed for Chapter 11 bankruptcy protection, citing traffic counts running at less than 40 percent of initial estimates due to the economic downturn. Some drivers chose not to use the toll road due to a recent increase in tolls.[92] An editorial in the San Diego Union-Tribune also blamed the delay in opening the toll road and the associated penalties, interest, and legal fees for the company's financial status.[93] According to the bankruptcy filing, the expressway had $510 million of loans outstanding, of which $170 million was owed to the U.S. Department of Transportation. In addition, there was over $600 million of unresolved litigation with the construction contractors. The EBITDA for the fiscal year ending June 30, 2009 was approximately $3 million on revenues of $21 million.[94]

Discussions regarding a potential SANDAG purchase of the road began in October 2010.[95] On July 29, 2011, SANDAG agreed to purchase the lease of the freeway from South Bay Expressway LLC;[96] even though a study suggested that the agency might have to spend millions of dollars to maintain and repair parts of the highway.[97] Objections raised to the purchase during the negotiation phase included a loan from the federal government of $1.5 million to complete the purchase, and a possible increase in traffic through Lemon Grove.[98] The sale of the franchise rights until the year 2042 was finalized on December 16, 2011, at a price of $341.4 million, and $10.2 million in additional fees, with $254 million from TransNet sales tax revenue, some of it to be repaid with toll revenue. SANDAG claimed at the time that they would reduce the tolls to attract increased use and decrease traffic on I-805, which would mean that additional lanes would not need to be constructed on that route.[99] The San Diego Union-Tribune criticized the decision of the operator to increase tolls rather than decreasing them despite the low demand for using the road;[100] in mid-2011, it cost $4 to drive the entire toll portion of the road.[96]

Due to toll reductions in 2012 that were 25 to 40 percent less than their privately owned amounts, the number of vehicles using the toll portion of the expressway increased by 19 percent that year, as compared to the previous year.[101] It was estimated that the road would be fully paid off in 2014, and there were reports of decreased traffic on Chula Vista streets and an increase in retail business.[102]

Tolls

Toll plazas are located along the South Bay Expressway at all northbound onramps and southbound offramps; there is also a mainline Otay Mesa Toll Plaza at the southern end of the facility just north of Otay Mesa Road.[3]

The toll road is equipped with the FasTrak electronic toll collection system, with drivers being charged a prorated toll based on the distance traveled (similar to the ticket systems employed by the Pennsylvania Turnpike and several other toll roads located on the East Coast of the United States). Those paying by cash or credit card are instead charged a more expensive flat rate depending on which toll booth they pass through, using a barrier toll system. For example, any cash- or credit-paying driver that passes through the Otay Mesa Toll Plaza ends up paying $3.50 regardless of the distance they actually traveled.[103][104]

The following table lists the toll rates for passenger cars, both with and without FasTrak (as of June 12, 2012). The toll rate is doubled for vehicles with more than two axles.[103]

Southern end of trip Northern end of trip Fastrak Cash/Credit
Otay Mesa Road SR 54 $2.75 $3.50
East H Street $2.00 $3.50
Birch Road, Olympic Parkway, or Otay Lakes Road $1.95 $3.50
Between Birch Road and East H Street $0.50 $2.50
Birch Road, Olympic Parkway, Otay Lakes Road, or East H Street SR 54 $1.70 $2.50
San Miguel Ranch Road $1.55 $2.00

Future

The proposal to extend SR 125 north into Poway was discussed as late as 2003 by a local advisory group working with the San Diego Association of Governments.[105] However, none of these proposals to extend SR 125 have been included in SANDAG's 2050 Regional Transportation Plan.[106]

Previously, SR 125 had a direct connection with SR 905 via two at-grade intersections on Otay Mesa Road.[3] With the completion of the freeway segment of SR 905 and the freeway-to-freeway connection to SR 125 unconstructed, traffic on SR 125 must head west on Otay Mesa Road and south on La Media Road to make the connection.[2] A freeway-to-freeway interchange is planned for the connection between SR 125 and SR 905,[107] and construction began in late 2015;[108] there are also plans to connect to the new SR 11 freeway once it is constructed. SR 11 is planned to be a toll facility that will serve a new border crossing east of Otay Mesa.[109]

Exit list

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).[1] Segments that remain unconstructed or have been relinquished to local control may be omitted. The entire route is in San Diego County.

LocationPostmile
[1][10][110]		Exit
[111]		DestinationsNotes
Otay Mesa 
SR 905 / SR 11 east		Interchange under construction; future south end of SR 125; future I-905
 L0.501 To SR 905 / Otay Mesa RoadSouthbound exit and northbound entrance; current south end of SR 125
San Diego Otay Mesa Toll Plaza
Chula Vista2.295Birch Road
3.066Olympic Parkway
4.047Otay Lakes Road
5.088East H Street
6.939San Miguel Ranch Road, Mt. Miguel RoadSouthbound exit and northbound entrance
  North end of toll road
 9.5911 SR 54 west (South Bay Freeway)
 9.9012Jamacha Boulevard, Paradise Valley Road (CR S17)
 10.6213Jamacha Road
Lemon Grove12.9715 SR 94 (Martin Luther King Jr. Freeway)Southbound exit to SR 94 east is via exit 17A; SR 94 exits 9A-B
 13.5017ASpring Street – La MesaNorthbound exit is via exit 15
La Mesa14.7417ALemon AvenueNorthbound exit and southbound entrance
R15.0917BGrossmont Boulevard
R15.4118A I-8I-8 west exit 14A, east exit 14B.
18.6618BFletcher Parkway
El Cajon19.5320ANavajo Road
20.3920BGrossmont College Drive
Santee22.1721 SR 52 – San Diego, SanteeNorthbound exit and southbound entrance; north end of SR 125
22.30Mission Gorge RoadAt-grade intersection
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

References

  1. 1 2 3 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.
  2. 1 2 Google (June 12, 2015). "State Route 125" (Map). Google Maps. Google. Retrieved June 12, 2015.
  3. 1 2 3 4 Thomas Brothers (2009). San Diego County Road Atlas (Map). 1:22,800. Chicago: Rand McNally. pp. 1231, 1251, 1271, 1291, 1311, 1331, 1351.
  4. ↑ California State Legislature. "Streets and Highways Code Section 250–257". Sacramento: California State Legislature. Retrieved April 8, 2011.
  5. ↑ Federal Highway Administration (March 25, 2015). National Highway System: San Diego, CA (PDF) (Map). Scale not given. Federal Highway Administration. Retrieved May 25, 2015.
  6. ↑ Natzke, Stefan; Neathery, Mike & Adderly, Kevin (June 20, 2012). "What is the National Highway System?". National Highway System. Washington, DC: Federal Highway Administration. Retrieved July 2, 2015.
  7. ↑ California State Legislature. "Streets and Highways Code Section 260-284". Sacramento: California State Legislature. Retrieved October 6, 2008.
  8. ↑ California Department of Transportation (September 7, 2011). "Officially Designated State Scenic Highways and Historic Parkways". Sacramento: California Department of Transportation. Retrieved July 2, 2015.
  9. ↑ California Department of Transportation (2012). Scenic Highway Guidelines (PDF). Sacramento: California Department of Transportation. p. 5. Retrieved July 29, 2012.
  10. 1 2 California Department of Transportation (2013). "All Traffic Volumes on CSHS". Sacramento: California Department of Transportation. Retrieved July 2, 2015.
  11. ↑ California State Assembly. "An act to amend sections 2, 3 and 5 and to add two sections to be numbered 6 and 7 to an act entitled 'An act to provide for the acquisition of rights of way for and the construction, maintenance...". Fiftieth Session of the Legislature. Statutes of California. State of California. Ch. 767.
  12. ↑ California State Assembly. "An act to establish a Streets and Highways Code, thereby consolidating and revising the law relating to public ways and all appurtenances thereto, and to repeal certain acts and parts of acts specified herein". Fifty-first Session of the Legislature. Statutes of California. State of California. Ch. 29.
  13. ↑ California Division of Highways (1938). Road Map of the State of California (Map). Scale not given. Sacramento: California Division of Highways. San Diego inset. Retrieved July 3, 2015.
  14. ↑ "Highway Needs Restatement Asked by Group". The San Diego Union. July 1, 1947. p. 4A.
  15. ↑ "Sen. Kraft Opposes Freeway 94 Route". The San Diego Union. July 25, 1953. p. A11. OCLC 13155544.
  16. ↑ Dekema, J. (November–December 1955). "Freeways in District XI". California Highways and Public Works 34 (11–12): 5–7.
  17. ↑ Luckenback, R.B.; Smith, C.; Estep, Al (July–August 1957). "San Diego Freeways". California Highways and Public Works 35 (7–8): 45.
  18. ↑ Dekema, Jacob (November–December 1958). "Report from District XI". California Highways and Public Works 37 (11–12): 46.
  19. 1 2 Wolf, Leslie (January 25, 1991). "La Mesa Council Approves Plans for Interchange on 125 Extension". Evening Tribune (San Diego). p. B12.
  20. ↑ California State Assembly. "An act to amend Sections 306, 320, 332, 351, 362, 365, 369, 374, 382, 388, 397, 407, 408, 409, 410, 415, 422, 435, 440, 446, 453, 456, 460, 467, 470, 476, 487, 492, 493, 494, 506, 521, 528, and 529...". 1959 Session of the Legislature. Statutes of California. State of California. Ch. 1062.
  21. ↑ California State Assembly. "An act to amend Sections 253, 305, 308, 315, 316, 323, 326, 343, 354, 366, 368, 376, 399, 414, 415, 416, 468, 512, 513, 526, 572, 582, and 587, to amend and renumber Section 559, and to repeal Section 725.5...". 1961 Session of the Legislature. Statutes of California. State of California. Ch. 1146.
  22. ↑ "Midway Freeway Route is Adopted". The San Diego Union. July 24, 1963. p. A17.
  23. ↑ California State Assembly. "An act to add Section 253 and Article 3 (commencing with Section 300) to Chapter 2 of Division 1 of, and to repeal Section 253 and Article 3 (commencing with Section 300) of Chapter 2 of Division 1 of, the...". 1963 Session of the Legislature. Statutes of California. State of California. Ch. 385.
  24. ↑ "La Mesa Backs Freeway Route Near Parkway". The San Diego Union. January 31, 1964. p. A20.
  25. ↑ "Public, Experts Eye 4 Freeway Plans". The San Diego Union. March 24, 1964. p. A18.
  26. ↑ "State Proposes Freeway Route in South Bay". The San Diego Union. June 28, 1964. p. B3.
  27. ↑ "Womack Backs Westerly Route for Freeway". The San Diego Union. July 31, 1964. p. A20.
  28. ↑ "Revised Area Freeway OKd". The San Diego Union. July 22, 1965. p. A15.
  29. ↑ Stone, Joe (November 10, 1968). "La Mesa to Study Scenic Route Plan". The San Diego Union. p. B3.
  30. ↑ "State 125 Scenic Corridor Urged". The San Diego Union. November 6, 1970. p. B1.
  31. ↑ California State Assembly. "An act to amend Sections 263.3, 263.8, and 415 of, and to add Section 486 to, the Streets and Highways Code, relating to state highways". 1972 Session of the Legislature. Statutes of California. State of California. Ch. 1216.
  32. ↑ "Freeway Priority Set Low". The San Diego Union. July 6, 1974. p. B3.
  33. ↑ "Legislation to Cut Road Project by 10 Miles Planned". The San Diego Union. December 25, 1974. p. B6.
  34. ↑ "Bid Opening Set on State 94". The San Diego Union. June 21, 1974. p. B2. OCLC 13155544.
  35. ↑ "Public's Mood Shifts Away From Freeways". The San Diego Union. January 8, 1974. p. X16.
  36. 1 2 3 United States nominal Gross Domestic Product per capita figures follow the Measuring Worth series supplied in Johnston, Louis; Williamson, Samuel H. (2016). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved April 10, 2016. These figures follow the figures as of 2015.
  37. ↑ "New State 94 Interchange is Open". The San Diego Union. July 20, 1976. p. B3. OCLC 13155544.
  38. ↑ Staff (January 19, 1974). "Chula Vista Scenic Roads Plan Studied". The San Diego Union. p. B2.
  39. ↑ Staff (May 26, 1974). "Scenic Route Plan OK Voted". The San Diego Union. p. B3.
  40. ↑ Staff (July 25, 1974). "City Asks Interchange Construction". The San Diego Union. p. B3. OCLC 13155544.
  41. ↑ Staff (January 18, 1975). "Poll Asks Stand on State 125". The San Diego Union. p. B3.
  42. ↑ "CPO Backs Freeway Plan". The San Diego Union. January 21, 1975. p. B3.
  43. ↑ Staff (February 5, 1975). "Assembly Unit Cuts Work on State 125". The San Diego Union. p. B8.
  44. ↑ Harrison, Donald (March 18, 1975). "CPO Selects Otay Mesa Site for Future Regional Airport". The San Diego Union. p. B1.
  45. ↑ "New State 94 Interchange is Open". The San Diego Union. July 20, 1976. p. B3.
  46. ↑ "Plans for 10-Mile State Highway to Border Eliminated". The San Diego Union. August 10, 1976. p. B3.
  47. ↑ "Added Freeway Projects Sought". The San Diego Union. April 26, 1977. p. B4.
  48. ↑ Harrison, Donald (July 24, 1977). "State Aide Protests Gade Words". The San Diego Union. p. H16.
  49. ↑ Preble, Laura (September 4, 1987). "Growth Spurs New Look at Route 125 Plan". Evening Tribune (San Diego). p. B10.
  50. ↑ "CPO Approves $1 Billion Rail, Road Program". The San Diego Union. March 18, 1980. p. B2.
  51. ↑ Spiller, Virginia (March 24, 1980). "Key Road Project in La Mesa". The San Diego Union. p. B2.
  52. ↑ Taylor, Rivian (December 31, 1980). "Poway Council Includes Route 56 in General Plan". The San Diego Union. p. 3. OCLC 13155544.
  53. ↑ Staff (May 20, 1981). "Interchange Project Nears Green Light". The San Diego Union. p. B3. OCLC 13155544.
  54. ↑ Kozub, Linda (February 7, 1985). "Poway Officials Ask San Diego Aid on Traffic Problems". The San Diego Union. p. B3.
  55. ↑ Pimentel, Ricardo (January 20, 1983). "San Diego, Poway Back Proposed Freeway". The San Diego Union. p. B3. OCLC 13155544.
  56. ↑ Kozub, Linda (July 11, 1984). "Road Proposed Through Poway". The San Diego Union. p. B3.
  57. ↑ Kozub, Linda (February 21, 1985). "Poway Council Hires Ex-Caltrans Official". The San Diego Union. p. B3.
  58. ↑ Taylor, Kathie (December 5, 1986). "Detour-sign watchers have field day at interchange". Evening Tribune (San Diego). p. B22. OCLC 37687666.
  59. ↑ California State Assembly. "An act to amend Sections 318, 341, 343, 360, 366, 370, 374, 388, 389, 403, 425, 468, 548, 624, 2104, and 2107 of, to add Section 632 to, and to repeal Sections 322.1, 355.1, 417, and 622.2 of, the Streets...". 1985–1986 Session of the Legislature. Statutes of California. State of California. Ch. 928.
  60. ↑ Staff (November 21, 1987). "Impact of 4 Alternative State 125 Routes Studied". The San Diego Union. p. B4.
  61. ↑ Hughes, Joe (April 9, 1988). "Building Boom Tangles Drivers in 50 Projects". Evening Tribune (San Diego). p. A1.
  62. ↑ De Salvo, Steven (January 13, 1989). "Bonita Residents Fear Freeway Will Shatter Their Peace, Quiet". Evening Tribune (San Diego). p. B1.
  63. ↑ Harpster, David (March 30, 1990). "City Fears Giant Gridlock When Two Freeways Linked to Santee". Evening Tribune (San Diego). p. B3.
  64. ↑ LePage, Andrew (June 1, 1990). "Route 125 Plan Needs Brakes, La Mesans Say". Evening Tribune (San Diego). p. B18.
  65. ↑ Kucher, Karen (July 26, 1990). "Score One for Foes of Interchange". Evening Tribune (San Diego). p. B1.
  66. ↑ Jones, J. Harry (September 21, 1990). "Poway Panel Tries to Brighten Traffic Forecast". Evening Tribune (San Diego). p. B13.
  67. ↑ Sevilla, Graciella; Carson, Dan (August 3, 1990). "Highway Receives Support, But Toll Chills Enthusiasm". San Diego Union. p. B3.
  68. ↑ Roach, Ron; Taylor, Kathie (September 14, 1990). "State Says Otay Freeway Will Be Unique Toll Road". Evening Tribune (San Diego). p. A1.
  69. ↑ Carson, Daniel (September 20, 1990). "Funds for State 125 Shifted to I-15 Link". The San Diego Union. p. B5.
  70. ↑ Heffernan, Lillian (October 22, 1990). "Routes Eyed for Toll Road in S. County". Evening Tribune (San Diego). p. B5.
  71. ↑ Weisberg, Lori (March 3, 1991). "Consortium Facing Bumpy Path in Promoting Toll Road". San Diego Union. p. B2.
  72. ↑ Sevilla, Graciella (February 20, 1992). "Caltrans Offers New Option for Highway Past Lemon Grove". San Diego Union-Tribune. p. B1.
  73. ↑ Jahn, Ed (August 14, 1993). "Route 125 East Plans Erased By Caltrans". San Diego Union-Tribune. p. B4.
  74. ↑ Jahn, Ed (April 16, 1993). "Link of I-8, 125 Opens". San Diego Union-Tribune. p. B1.
  75. ↑ Balint, Kathryn (April 3, 1996). "Work on New Stretch of 125 to Start Today". San Diego Union-Tribune. p. B2.
  76. ↑ Mendel, Ed (May 2, 1996). "Commission Toils Over Funding for New Toll Roads". San Diego Union-Tribune. p. B2.
  77. ↑ Barfield, Chet (August 1, 1996). "Building begins on Route 125 segment". San Diego Union-Tribune. p. B7.
  78. ↑ Arner, Mark (March 5, 1997). "Plans to Extend Route 125 Advance". San Diego Union-Tribune. p. B1.
  79. ↑ Arner, Mark (August 13, 1997). "U.S., State Choice of Route for Toll Road Angers County". San Diego Union-Tribune. p. B3.
  80. ↑ Arner, Mark (May 8, 1998). "New freeway between Santee and La Mesa to be opened in stages". San Diego Union-Tribune. p. B4. OCLC 25257675.
  81. ↑ "Stretch of Route 125 to Open Today, Others Later". San Diego Union-Tribune. January 3, 2001. p. B2.
  82. ↑ Ristine, Jeff (July 11, 2004). "Is Tax Near End of Road?". San Diego Union-Tribune. p. B1.
  83. ↑ Krueger, Anne (May 7, 2003). "Route 125 connection". San Diego Union-Tribune. p. B1.
  84. ↑ Schmidt, Steve (November 20, 2007). "Drivers Say Tollway is on Road to Success". San Diego Union-Tribune. p. B1.
  85. ↑ Graham, David (March 5, 2007). "Route 54 bridge blasting complete". San Diego Union-Tribune. p. B3.
  86. ↑ Luzzaro, Susan (November 18, 2009). "Nine Miles of Nothing". San Diego Reader. Retrieved September 13, 2014.
  87. ↑ Roach, Ron (September 15, 1990). "State Approves Toll Highway for Otay Mesa". Evening Tribune (San Diego). p. B1.
  88. ↑ Fry, Wendy; Hawkins, Robert (April 13, 2011). "SANDAG to Buy Bankrupt South Bay Expressway?". San Diego Union-Tribune (Web ed.) – via America's Newspapers.
  89. ↑ Schmidt, Steve (May 5, 2008). "Tollway is Meeting Officials' Expectations". San Diego Union-Tribune. p. B1.
  90. ↑ Schmidt, Steve (January 20, 2008). "Toll Collection Machines Draw Complaints". San Diego Union-Tribune. p. B1.
  91. ↑ "The Unused Toll Road". San Diego Union-Tribune. December 5, 2009. p. B6.
  92. ↑ Schmidt, Steve (March 23, 2010). "Toll Road Operator Files for Chapter 11". San Diego Union-Tribune. p. A1.
  93. ↑ "Speed Bump for a Toll Road". San Diego Union-Tribune. March 26, 2010. p. B6.
  94. ↑ "Declaration in Support of Chapter 11 Petition and First Day Motions". March 22, 2010. Archived from the original (PDF) on July 5, 2015. Retrieved July 3, 2015.
  95. ↑ Hawkins, Robert (October 6, 2010). "SANDAG to Consider Taking Over Toll Road". San Diego Union-Tribune. p. B2.
  96. 1 2 Max, Nathan (July 30, 2011). "SANDAG Agrees to Buy SR-125 Toll Road". San Diego Union-Tribune. p. B1. Retrieved July 30, 2011.
  97. ↑ McDonald, Jeff (November 18, 2011). "Report Cites Concerns in Plan to Buy Toll Road". San Diego Union-Tribune. p. B1.
  98. ↑ Hawkins, Robert (December 3, 2011). "Concerns Remain on South Bay Toll Road Purchase". San Diego Union-Tribune. p. B1.
  99. ↑ Hawkins, Robert (December 16, 2011). "SANDAG Agrees to Purchase South County Toll Road". San Diego Union-Tribune. p. A1. Retrieved March 4, 2012.
  100. ↑ "Lowering Tolls on a Road Less Traveled". U-T San Diego. May 25, 2012. p. B6.
  101. ↑ Fry, Wendy (July 17, 2012). "Chula Vista Toll Decreases, Traffic Increases". NBC San Diego. Archived from the original on July 3, 2015. Retrieved July 22, 2012.
  102. ↑ Poythress, Katherine (December 27, 2012). "Payoff Plans for South Bay Expressway on Track". U-T San Diego. p. SZ3.
  103. 1 2 "South Bay Expressway Toll Schedule". San Diego Association of Governments. Archived from the original (PDF) on July 3, 2015. Retrieved September 7, 2013.
  104. ↑ San Diego Association of Governments. "FAQ". South Bay Expressway. San Diego Association of Governments. Archived from the original on July 2, 2015. Retrieved July 2, 2015.
  105. ↑ Ristine, Jeff (December 13, 2003). "Old Ideas Come Round for Travelling North–South". San Diego Union-Tribune. p. NC-2.
  106. ↑ "SANDAG 2050 Regional Transportation Plan". San Diego Association of Governments. October 28, 2011. Retrieved June 12, 2015.
  107. ↑ Kuhney, Jen (July 19, 2012). "New Freeway Segment at Border Celebrated". U-T San Diego. p. B2.
  108. ↑ CIty News Service (October 26, 2015). "Construction Begins On Otay Mesa Border Freeway Connection". KPBS (San Diego). Retrieved January 16, 2016.
  109. ↑ Staff (January 11, 2011). "Hearing Set on Border Highway and Crossing". San Diego Union-Tribune. p. B2.
  110. ↑ California Department of Transportation (July 2007). "Log of Bridges on State Highways". Sacramento: California Department of Transportation.
  111. ↑ Howe, Don (November 1, 2007). "SR 125 Northbound" (PDF). Sacramento: California Department of Transportation. Retrieved March 5, 2009.
    Howe, Don (November 1, 2007). "SR 125 Southbound" (PDF). Sacramento: California Department of Transportation. Retrieved March 5, 2009.

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