View source for U.S. Route 80 in California

{{good article}}
{{highway detail hatnote|U.S. Route 80}}
{{infobox road
|marker_image=[[File:US 80 (1961 cutout).svg|70px]][[File:Historic US 80 (CA).svg|70px]]
|state=CA
|type=US
|route=80
|alternate_name =Broadway of America<ref name=SDUT2004 /><ref>{{cite news |last=Edrich |first=Ronald W. |agency=Associated Press |date=15 April 2015 |title=The ‘Broadway of America’ connected the South |url=https://www.washingtontimes.com/news/2015/feb/15/the-broadway-of-america-connected-the-south/ |work=Washington Times |access-date=8 April 2018 }}</ref>
|map={{maplink|frame=yes|plain=yes|frame-align=center|frame-width=290|frame-lat=32.7|frame-long=-115.93|zoom=7|type=line|id=Q432634|stroke-width=3}}
|map_custom=yes
|map_notes=1942 alignment of US 80 highlighted in red
|direction_a=West
|direction_b=East
|formed=November 11, 1926<ref name=USHM />
|deleted=July 1, 1964<ref name="leg1963" /><ref name="FHWA">{{cite web |url=http://www.fhwa.dot.gov/infrastructure/us80.cfm |title=U.S. Route 80: The Dixie Overland Highway |publisher=Federal Highway Administration |work=Highway History |date=October 17, 2013 |access-date=April 16, 2015 |last= Weingroff |first= Richard F.}}</ref>
|length_mi=176
|length_ref=<ref name="map1942" />
|section0=Major intersections (in 1942)
|terminus_a={{Jct|state=CA|US 1926|101}} in San Diego
|terminus_b={{Jct|state=AZ|US 1926|80}} at the [[Arizona]] state line
|junction={{plainlist|
*{{Jct|state=CA|US 1926|395}} in San Diego
*{{Jct|state=CA|SR 1934 S|94}} in San Diego
*{{Jct|state=CA|SR 1934 S|79}} near [[Descanso, California|Descanso]]
*{{Jct|state=CA|SR 1934 S|94}} in [[Newton, California|Newton]]
*{{Jct|state=CA|SR 1934 S|98}} near [[Coyote Wells, California|Coyote Wells]]
*{{Jct|state=CA|US 1926|99}} near [[El Centro, California|El Centro]]
*{{Jct|state=CA|SR 1934 S|111}} in El Centro
*{{Jct|state=CA|SR 1934 S|98}} in [[Midway Wells, California|Midway Wells]]
}}
|previous_type=I
|previous_route=80
|next_type=SR
|next_route=82
}}
'''U.S. Route 80''' ('''US 80''') was a U.S. highway in [[California]] that continued east across the country to [[Georgia (U.S. state)|Georgia]]. The western terminus was in [[San Diego, California]], and US 80 continued east through the city on several different alignments through the years. The highway went through the [[Cuyamaca Mountains]], encountering many switchbacks, before descending to [[El Centro, California|El Centro]]. After passing through the sand dunes, the highway crossed the [[Colorado River]] into [[Yuma, Arizona]].

The highway replaced a 1912 [[Old Plank Road|plank road]] across much of [[Imperial County, California|Imperial County]]. The winding two-lane road through the Cuyamaca Mountains was one of the factors that led to a four-hour journey from San Diego to El Centro. During the 1930s, the road was realigned through the mountains, but several curves remained. In the 1950s, work began on constructing what would become [[Interstate 8]] (I-8) to replace the old highway in San Diego to bypass the cities of San Diego, [[La Mesa, California|La Mesa]], and [[El Cajon, California|El Cajon]]. This started with the construction of the Alvarado Canyon road as well as Mission Valley Road through the San Diego area, as well as construction a replacement for the old highway across the Viejas Grade. The construction continued across the rest of the route through the next two decades. US 80 was gradually decommissioned after 1964 as I-8, through [[San Diego County|San Diego]] and Imperial counties, was completed. In 2006, the highway was designated by the [[California State Legislature]] as '''Historic U.S. Route 80'''.

==Route description==
There were multiple alignments through the downtown San Diego area. The <!--original 1926-->route as of 1928 began at Broadway ([[U.S. Route 101|US 101]]) and ran along 4th Avenue north to University Avenue in the [[Hillcrest, San Diego, California|Hillcrest]] district, then went east on University Avenue.<ref>{{cite book | url=http://www.americanroads.us/citymaps/SanDiegoCA1928ABB.png | title=Automobile Blue Book | publisher=[[Automobile Blue Book]] Publishing Co | author=Charles Howard Gillette | year=1928}}</ref> By 1933, the routing had shifted to use Park Boulevard south of University Avenue into downtown, to end at Market Street; the city council voted that July to use University Avenue west of Park Boulevard to connect to US 101, to obtain federal funding for improving that road.<ref>{{cite news | title=U.S. Highway 80 Rerouted in City for Federal Aid | work=The San Diego Union | date=July 25, 1933 | author=Staff | page=2-1 }}</ref> The next year, the Point Loma highway was referred to as the western terminus of US 80 by E.E. Wallace, a district highway engineer.<ref>{{cite news | title=Plans Approved By Park Official and San Diegans | work=The San Diego Union | date=February 6, 1934 | author=Staff | page=2-1 }}</ref> Nevertheless, the state-produced highway maps from the next few years did not reflect the change, or this choice of the western terminus.<ref>{{cite Caltrans map|year=1934|side=back|inset=San Diego}}</ref><ref>{{cite Caltrans map|year=1936|side=back|inset=San Diego}}</ref>  <!--not backed up by maps:The route was extended in 1938 along Market Street from newly built Harbor Drive (US 101), then left onto 12th Street through [[Balboa Park (San Diego)|Balboa Park]] as beforehand.-->

In the early days of World War II, some maps showed the western terminus of US 80 at the [[Cabrillo National Monument]] on [[Point Loma]], running north on Catalina Boulevard, north then east on Cañon Street, northeast on Rosecrans Street, southeast on Lytton Street, east on Barnett Avenue, south on [[Pacific Highway (U.S.)|Pacific Highway]] (US 101) and finally east on Market Street, before continuing north along Park Boulevard to El Cajon Boulevard.<ref>{{cite map|title=San Diego|publisher=The H.M. Gousha Company|year=1940|url=http://www.aaroads.com/california/images/us-080_ca_map_sd_1940.png}}</ref> [[US 395 (CA)|US 395]] ran concurrently along the route from downtown San Diego to the intersection with Fairmount Avenue.<ref>{{Cite Caltrans map|year=1940|side=back|inset=San Diego}}</ref> By 1942, the US 395 concurrency had been removed.<ref>{{cite Caltrans map|year=1969|side=back|inset=San Diego}}</ref> With the completion of the [[California State Route 163|Cabrillo Freeway]], between 1946 and 1948, US 80 shifted from Park Boulevard to 11th Avenue north onto the new freeway before continuing east onto El Cajon Boulevard towards La Mesa.<ref name="1946 map">{{cite Caltrans map|year=1946|side=back|inset=San Diego}}</ref><ref>{{cite Caltrans map|year=1948|side=back|inset=San Diego}}</ref><ref name="tgsd" /> The final San Diego alignment, <!--commissioned in June 1953,-->with signs to be placed in 1954,<!--1954 map is different--> moved the western terminus to the intersection with US 101 where it traveled east on what was known as Camino del Rio and Alvarado Canyon Road, and then continuing on the Mission Valley road towards La Mesa.<ref>{{cite Caltrans map|year=1955|side=back|inset=San Diego}}</ref><ref>{{cite news | title=$10,000 Available For Highway Signs | work=The San Diego Union | date=May 1, 1954 | author=Staff | page=A13}}</ref> According to Caltrans district engineer Jacob Dekema, during the 1950s, the parts of Camino Del Rio and Rosecrans Street from Lytton Street and Rosecrans Street to Pacific Highway were considered a part of [[US 80 (CA)|US 80]].<ref name="jake">{{cite news | title=Discussion Due On Routes For Two Major Freeways | work=The San Diego Union | date=August 19, 1962 | author=Staff | page=A16}}</ref>

[[Image:Old US 80 West of Descanso Junction.JPG|thumb|right|A section of old US 80 (Wildwood Glen Lane) now closed to vehicular traffic west of [[Descanso, California|Descanso Junction]]]]East of San Diego, US 80 followed the path of [[El Cajon Boulevard]] through [[La Mesa, California|La Mesa]] and then onto Main Street near downtown [[El Cajon, California|El Cajon]] before heading towards the Mountain Springs grade.<ref>{{cite news | title=Old Hwy 80 | work=Evening Tribune | date=September 25, 1984 | author=McVicar, Jim | location=San Diego | pages=L1}}</ref> The route was realigned from Arnold Way onto Alpine Boulevard as it passed through [[Alpine, California|Alpine]] and the [[Viejas|Viejas Indian Reservation]], before entering the [[Laguna Mountains]] and the [[Cleveland National Forest]] on the alignment used by I-8.<ref name="eighty" /> At Laguna Junction, a cafe for travelers existed from 1916 until when the building was taken down to provide land for the interchange with I-8.<ref>{{cite news | title=Forgotten haven was welcome resting spot on Highway 80 | work=The San Diego Union | date=January 23, 1986 | author=McVicar, Jim | page=II8}}</ref> A section of old US 80 — with the first few miles signed as [[California State Route 79|SR 79]] — continues to serve as access to the communities of [[Descanso, California|Descanso]], [[Guatay, California|Guatay]] and [[Pine Valley, California|Pine Valley]];<ref name="eighty">{{cite news | title=80 at 80 - Old highway a reminder of bygone days in East County | work=San Diego Union-Tribune | date=November 25, 2006 | author=Brandais, Jac | page=L1}}</ref> SR 79 intersected US 80 east of Descanso.<ref name="AAA1935" /> At the time, the Ellis Wayside Rest/Ellis Spring provided a [[rest area]] and water for travelers; later, the state recognized it as a historic site.<ref>{{cite news | title=Out of Way-side | work=The San Diego Union | date=March 7, 1985 | author=McVicar, Jim | pages=B4}}</ref> Exiting the national forest, US 80 continued in a southeasterly direction towards Live Oak Springs and [[Boulevard, California|Boulevard]], intersecting with the eastern terminus of [[SR 94 (CA)|SR 94]]. US 80 then came close to the Mexican border as it curved around the [[Jacumba Mountains]] and into the hot spring town of [[Jacumba, California|Jacumba]].<ref name="AAA1935">{{cite map|year=1948|title=San Diego County|publisher=Automobile Club of Southern California}}</ref><ref name="shell1965">{{cite map|year=1966|title=California|publisher=Shell Oil Company}}</ref> East of there, US 80 passed by the [[Desert View Tower]].<ref name=SDUT2004>{{cite news | title=The other mother road - It's not Route 66, but Old U.S. 80 is still a kick | work=San Diego Union-Tribune | date=June 26, 2004 | author=Brandais, Jack | page=WHEELS 1 |url=http://legacy.sandiegouniontribune.com/uniontrib/20040626/news_lz1d26mother.html }}</ref>

US 80 then descended rapidly into [[Imperial County, California|Imperial County]] along the I[[n-Ko-Pah Gorge]] just west of [[Coyote Wells]] and [[Ocotillo, California|Ocotillo]] before entering the city limits of [[El Centro, California|El Centro]].<ref name="AAA1935" /><ref name="shell1965" /> <!--no source, doubt one can be found:The original alignment went through downtown along Main Street but was later reassigned four blocks north to Adams Avenue and North 4th Street before returning to Main Street in order to bypass the central corridor.{{cn|date=March 2014}}--> East of El Centro, US 80 again continued into [[Holtville, California|Holtville]]. US 80 cut a southeasterly trajectory, running parallel and very close to the Mexican border, and traversing the [[Algodones Dunes]] and the [[Colorado Desert]]. It finally reached [[Winterhaven, California|Winterhaven]] before crossing the [[Colorado River]] into [[Yuma, Arizona]].<ref name="shell1965" /> Almost the entire length of the former US 80 within Imperial County has since been designated [[County Route S80 (California)|County Route S80]].<ref name="tgsd">{{cite map|title=San Diego County Road Atlas|year=2009|publisher=Thomas Brothers}}</ref>

==History==
[[File:US 80 California 1948.svg|160px|right|thumb]]

===Construction===
{{see also|Old Plank Road}}

Route 12 was added to the state highway system in 1909 from San Diego to El Centro,<ref>{{cite act | url=https://books.google.com/books?id=G0w7AAAAMAAJ&pg=PA3#PRA1-PA12,M1 | title=State Highway Bond Act | publisher=California State Legislature | author=Staff | year=1909}}</ref> and Route 27 was added from El Centro to Yuma in 1915.<ref>{{cite CAstat|year=1915|ch=404}}</ref> Before a highway was constructed through the Imperial San Dunes, travelers had to pass to the north in order to reach Yuma.<ref name="yuma">{{cite news | title=Early transportation options included plank road over sand dunes | work=Yuma Sun | date=February 1, 2012 | author=Knaub, Mark}}</ref> The first route through Imperial Valley was originally a [[plank road]] made of pieces of wood that were tied together.<ref name="newroadlink">{{cite news | title=New Road Links San Diego, Yuma | work=Los Angeles Times | date=June 8, 1975 |last= Vance |first= Fred | page=G3}}</ref> The road was completed by October 1912, and portions were still visible into the 2010s. The Ocean-to-Ocean Bridge across the Colorado River was open in 1915, and a new plank road was opened that year which became state-maintained in 1917, and used a foundation of wooden rails, with the planks bound together by steel, as opposed to simple planks that were fastened to rails. However, traffic congestion and dusty conditions made travel along the plank road difficult.<ref name="yuma" /><ref>{{cite news | title=Wooden plank road cut through dunes to Yuma | work=San Diego Union-Tribune | date=October 22, 2009 | author=Crawford, Richard | pages=EZ1}}</ref><ref>{{cite news | title=Imperial Gateway Obstinate | work=The San Diego Union | date=January 8, 1974 | author=McVicar, Jim | page=X16}}</ref> The delay in constructing a road to San Diego caused increased development in Los Angeles and resulted in that city becoming the trade and population center of Southern California.<ref name="finally">{{cite news | title=Last Section Of Interstate 8 To Yuma Opens Thursday | work=The San Diego Union | date=May 25, 1975 |last= Harrison |first= Donald | page=B10}}</ref>

A [[stagecoach road]] existed into the 19th century that passed through the mountains east of San Diego.<ref name="grade">{{cite news | title=I-8 grade challenges the motorist | work=The San Diego Union | date=May 9, 1985 |last= McVicar |first= Jim | page=II7}}</ref> Construction was discussed as early as 1911, with ''[[The San Diego Union and Daily Bee]]'' saying that it "will be one of the best in the system."<ref>{{cite news | title=Descanso Noted as Delightful Vacation Resort | work=The San Diego Union and Daily Bee | date=January 2, 1911 | author=Staff | page=5}}</ref> Well before the freeway was constructed, the automobile road through the mountains east of San Diego was narrow and wound through the mountains; it was officially dedicated in 1912.<ref name="newroadlink" /><ref name="fruition">{{cite news | title=San Diego-Yuma Freeway Dream Nearing Fruition | work=The San Diego Union | date=May 19, 1970 |last= McVicar |first= Jim | page=B3}}</ref> This trip was known to take up to four hours, and frequently resulted in the [[radiator]] boiling over, flat tires, or broken [[fan belt]]s; recent inclement weather would result in cars becoming mired in the mud.<ref name="grade" /> But meanwhile, Colonel Ed Fletcher declared the road a "success", and indicated his belief that a concrete road from San Diego to Yuma would soon follow, responding to criticism that a road from Los Angeles to Brawley should have been built.<ref>{{cite news | title=Plank Road to Valley Success, Says Booster | work=The San Diego Union and Daily Bee | date=October 8, 1916 | author=Staff | page=6}}</ref>

US 80 was designated on November 11, 1926, along with the rest of the U.S. Routes.<ref name=USHM>{{cite map |publisher= [[Bureau of Public Roads]] |title= United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials |url= http://texashistory.unt.edu/ark:/67531/metapth298433/m1/1/zoom/ |date= November 11, 1926 |accessdate= November 7, 2013 |scale= 1:7,000,000 |cartography= U.S. Geological Survey |oclc= 32889555}}</ref> The asphalt road was constructed through the valley as the main east–west route, and was open by 1927.<ref name="yuma" /> Another road was constructed in the early 1930s, to remove curves and widen the lanes.<ref name="grade" /> The result was a two-lane road that still had many [[Hairpin turn|switchbacks]], with one popularly known as "Dead Man's Curve".<ref>{{cite news | title=Out of Way-side Ellis Rest stop still remembered | work=The San Diego Union | date=March 7, 1985 | last= McVicar |first= Jim | page=B4}}</ref> Planning for this new alignment was underway in 1932, and much of the work was to be located at the Viejas Grade, and at the segment just west of Alpine.<ref>{{cite news | title=Two Projects Will Improve Highway East of San Diego | work=The San Diego Union | date=November 13, 1932 | author=Staff | page=2-1 }}</ref> Paving continued on US 80 into 1934, just west of the sand dunes.<ref>{{cite news | title=Paving Last Lap in California on Broadway Route | work=The San Diego Union | date=January 28, 1934 | author=Staff | page=12}}</ref>

Meanwhile, Imperial County businessmen hoped to promote the use of this road over the route from Phoenix to Los Angeles, to increase tourism.<ref>{{cite news | title=Valley Ships $1,000,000 Cantaloupes; Has Best Farm Season in Years | work=The San Diego Union | date=May 9, 1934 | author=Staff | page=1}}</ref> Eventually, US 80 did become the most used road into Southern California from the east, but by 1947, the Highway 80 Associated was formed to increase the traffic on the road, since the war and advertising by other cities had caused it to fall again.<ref>{{cite news | title=Group To Seek More Tourists | work=The San Diego Union | date=April 24, 1947 | author=Staff | page=11A}}</ref> Four years later, US 80 was reported to be the most used transcontinental highway,<ref>{{cite news | title=Highway 80 Gains In Attention, Travel | work=The San Diego Union | date=July 24, 1951 | author=Staff | page=B1}}</ref> and there was a 40 percent increase in the out-of-state cars that traveled through the state inspection station at Yuma during the first three months of that year.<ref>{{cite news | title=Local Tourist Revenue Due For Increase | work=The San Diego Union | date=June 18, 1951 | author=Staff | page=B14}}</ref> But in 1954, there were reports that traffic had decreased, because the road to [[Phoenix, Arizona]] from [[Lordsburg, New Mexico]] had improved.<ref>{{cite news | title=Good Road Reducing Tourists | work=The San Diego Union | date=February 23, 1954 | author=Staff | page=B5}}</ref>

===Early freeway development===
[[File:Before it was Interstate 8.jpg|thumb|right|The abandoned alignment of US 80 across the [[In-Ko-Pah Gorge]]]]
Starting in 1932, county and state officials proposed rerouting US 80 away from what is now La Mesa Boulevard. Although the city raised concerns about the proposal, due to the shift in transportation design towards "free-access highways" where vehicles could travel up to {{convert|60|mph|km/h}}, and the success of the [[Arroyo Seco Parkway]] in [[Los Angeles]], the [[La Mesa Scout]] newspaper withdrew their objections to the construction.<ref name="alvarado" /> In the meantime, parts of El Cajon Boulevard through downtown El Cajon were widened in 1935.<ref>{{cite news | title=El Cajon Plans Celebration of Street Widening | work=The San Diego Union | date=May 23, 1935 | author=Staff | page=6}}</ref> Federal funds were allocated for rerouting US 80 in 1940;<ref name="alvarado" /> by then, La Mesa Boulevard had been designated as a U.S. 80 Business Route, and El Cajon Boulevard then carried the US 80 designation to San Diego.<ref>{{cite news | title=La Mesa Blvd. to Retain U.S. 80 Designation | work=The San Diego Union | date=July 18, 1940 | author=Staff | page=9B}}</ref> But in 1947, the San Diego Highway Development Association criticized the proliferation of traffic signals and businesses on El Cajon Boulevard, during the discussion of how to resolve traffic issues on US 101 through [[Oceanside, California|Oceanside]].<ref>{{cite news | title=Limited Access Scheme Urged on US 101 | work=The San Diego Union | date=July 8, 1947 | author=Staff | page=B1}}</ref>

[[World War II]] stalled most freeway projects in the San Diego area. Plans were developed by 1946 for a freeway through Alvarado Canyon that would connect with the Cabrillo Freeway.<ref name="alvarado" />  Funding was obtained by 1949 for the {{convert|5.4|mi|km}} portion between 70th Street and Lake Murray Boulevard, and Fairmout Avenue. The first portion of the Alvarado Canyon Highway, the first freeway thorough La Mesa, was opened in early 1950. Reports indicated that this decreased the time to travel from La Mesa to San Diego by a factor of two, with 7,000 trips on the route each day.<ref name="alvarado">{{cite news | title=Alvarado Canyon Highway: La Mesa’s First Free-Way Speeds City into Modern Era in 1950 | work=La Mesa Patch | author=Staff}}</ref> That same year, the San Diego city manager expressed concerns at the Highway Commission meeting about shifting US 80 away from El Cajon Boulevard to the Alvarado Canyon and Mission Valley Road route, due to the potential loss of commerce for businesses located near the current route.<ref>{{cite news | title=New Highway Problems Told By City Manager | work=The San Diego Union | date=August 19, 1947 | author=Staff | page=12A}}</ref>

In 1948, the Highway 80 Chamber of Commerce president complained that funds were being prioritized for US 395 construction, instead of on US 80.<ref>{{cite news | title=Co-ordination Council Urged For Highways | work=The San Diego Union | date=May 4, 1948 | author=Staff | page=5A}}</ref> In September, the county supervisors approved the Mission Valley road as a limited access highway, but held off on processing the results from surveying.<ref>{{cite news | title=Limited Access Highway Set By Supervisors | work=The San Diego Union | date=September 14, 1948 | author=Staff | page=6A}}</ref> The next month, $1 million was allocated to the realignment of the Viejas grade,<ref>{{cite news | title=Linking of Highways 395, 101 to Freeways Outlined | work=The San Diego Union | date=October 12, 1948 | author=Staff | page=4A}}</ref> namely, increasing the radius of the curves from {{convert|300|ft|m}} to {{convert|2000|ft|m}}, as well as limiting the grade to 4 percent.<ref>{{cite news | title=State Discloses Plans To Ease Viejas Grade | work=The San Diego Union | date=March 9, 1948 | author=Staff | page=4A}}</ref> By 1949, the project was under way, with prisoners contributing to the labor force,<ref>{{cite news | title=Road Building Program Set For San Diego County | work=The San Diego Union | date=July 28, 1949 | author=Staff | page=A1}}</ref> and was projected to include a tunnel as well as several crossings of the Sweetwater River.<ref>{{cite news | title=Work to Begin On Highways Improvements | work=The San Diego Union | date=January 9, 1940 | author=Staff | page=A11}}</ref> A longer {{convert|34|mi|km}} tunnel through the Cuyamaca Mountains was also proposed that year, which would have been the longest in the world.<ref>{{cite news | title=S.D. Dreams Giant Tunnel Through Valley | work=The San Diego Union | date=October 16, 1949 | author=Staff | page=B1}}</ref> But by 1950, work on the Viejas grade had stalled, due to the prison labor camp being shut down; efforts were then made to start work again.<ref>{{cite news | title=Move Starts To Resume Road Work | work=The San Diego Union | date=March 14, 1950 | author=Staff | page=A5}}</ref> More funds were allocated by the State Highway Commission a few months later, and the work was to be put out for [[Bidding (construction)|bid]] to complete the project.<ref>{{cite news | title=Paving Funds Approved For New Viejas Grade | work=The San Diego Union | date=May 18, 1950 | author=Staff | page=B1}}</ref>

Meanwhile, construction continued on the western part of the US 80 freeway. On August 27, 1951, the final link in the new freeway between Point Loma and La Mesa was dedicated.<ref>{{cite news | title=This Week in History | work=San Diego Union-Tribune | date=August 27, 2006 | author=Staff | page=J3}}</ref> The next year, planning continued for the possibility of a freeway bypass of El Cajon that would connect to the existing US 80 freeway.<ref>{{cite news | title=Surveys Under Way For New Freeway | work=The San Diego Union | date=April 29, 1952 | author=Staff | page=A8}}</ref> However, many El Cajon Boulevard motel owners raised objections over the reassigning of the US 80 designation to the new freeway, as it would potentially harm business. In response, the Highway Development Association proposed designating El Cajon Boulevard as a business route.<ref>{{cite news | title=El Cajon Blvd. Motel Men Protest Loss Of U.S. 80 Designation | work=The San Diego Union | date=October 26, 1953 | author=Staff | page=B1}}</ref> But in order to obtain funding for the construction, the new route would have to be added to the state highway system by the California State Legislature, or be designated as US 80.<ref>{{cite news | title=Highway 80 Relocation Talks Today | work=The San Diego Union | date=January 19, 1954 | author=Staff | page=A13}}</ref> Later, a Freeway 80 Association was formed to encourage public support for the construction of the bypass of El Cajon, and the conversion of the Alvarado Canyon and Mission Valley roads into a freeway.<ref>{{cite news | title=Freeway 80 Will Get Organized Support | work=The San Diego Union | date=November 10, 1953 | author=Staff | page=B1}}</ref> Following the city of San Diego council and county approval, the [[California State Assembly]] transportation committee heard complaints from citizens claiming that they had not been adequately notified about the plans for US 80 or [[SR 94 (CA)|SR 94]], or given enough time to provide input.<ref>{{cite news | title=Highway 80 Freeway Plan Hit | work=The San Diego Union | date=December 1, 1953 | author=Staff | page=A13}}</ref>

In Imperial County, discussion regarding rerouting US 80 south of the city of Holtville began in August 1953.<ref>{{cite news | title=Highway Commission Considering New U.S. 80 Route in Holtville | work=The San Diego Union | date=August 21, 1953 | author=Staff | page=A4}}</ref> The next year, the state director of public works announced that the route would be rebuilt to the south for {{convert|7|mi|km}} as a freeway.<ref>{{cite news | title=Plans For New U.S. 80 Construction Complete | work=The San Diego Union | date=January 14, 1954 | author=Staff | page=A7}}</ref> In February 1954, the California Highway Commission declared that both the Alvarado Canyon and Mission Valley roads, as well as the new Holtville alignment, were to be part of US 80; an alignment was also chosen for the part of the highway that passed through El Cajon.<ref name="relocate">{{cite news | title=Board Orders Highway 80 Relocation | work=The San Diego Union | date=February 19, 1954 | author=Staff | page=A10}}</ref> A $934,211 contract was given out to construct the Holtville portion in April.<ref>{{cite news | title=Contract Placed For $934,211 Highway Work | work=The San Diego Union | date=April 24, 1954 | author=Staff | page=A7}}</ref> Contrary to the recommendation of the California Senate Interim Committee on Highways to study constructing the freeway to replace US 80 on a new alignment, San Diego County officials decided to pursue upgrading the existing road to become a freeway. Another route through the Lyons Valley was considered as an alternative.<ref>{{cite news | title=Consensus Favors Improving U.S. 80 Over Present Route | work=The San Diego Union | date=October 20, 1954 | author=Staff | page=A13}}</ref> The Highway Development Association proposed adding grade-separated interchanges on the routing of US 80 through San Diego, as well as reconstructing the interchange with the Cabrillo Freeway, as well as finishing the work on the Viejas Grade and through the mountains.<ref>{{cite news | title=Improvement Plan For U.S. 80 Offered | work=The San Diego Union | date=November 30, 1954 | author=Staff | page=A17}}</ref> That year, according to Caltrans, the interchange with US 395 was the busiest in the county.<ref>{{cite news | title=Mission Valley Crossing To Be Busiest | work=The San Diego Union | date=December 12, 1954 | author=Staff | page=A39}}</ref>

===Interstate Highway System===
In April 1955, a Caltrans official announced that US 80 would be built as a freeway for its entire length in California, as it was to be included in the [[Interstate Highway System]].<ref>{{cite news | title=U.S. 80 Expected To Be Full Freeway As Far As Arizona | work=The San Diego Union | date=April 18, 1955 | author=Staff | page=A13}}</ref> In the meantime, while plans moved further along on US 101, the mayor of San Diego asked the California Highway Commission to keep the US 80 project on track.<ref>{{cite news | title=S.D. Delegation Asks Speed On U.S. 80 Project | work=The San Diego Union | date=April 22, 1955 | author=Staff | page=C1}}</ref> However, the construction was put on hold because of lower traffic levels on US 80, compared to other local highways.<ref>{{cite news | title=Highway 80 Plans Appear Stymied | work=The San Diego Union | date=March 29, 1955 | author=Staff | page=A10}}</ref> State Assemblyman Hegland raised the issue in the Assembly Highway subcommittee in December, stating that the construction of the freeway would help the economy and the Port of San Diego.<ref>{{cite news | title=Change In Policy Urged For U.S. 80 | work=The San Diego Union | date=December 6, 1955 | author=Staff | page=A15}}</ref> State Senator Collier went even further and blamed the delay on San Diego County officials, in addition to linking the delay to damaging the program to develop the port.<ref>{{cite news | title=Collier Says Lack Of Action On Roads Jeopardizes Port | work=The San Diego Union | date=February 1, 1956 | author=Staff | page=A2}}</ref> The bridge over the Colorado River was replaced in 1956, at a cost of $1.2 million, and was in use until 1978, when the I-8 bridge was built.<ref name="bridgelink">{{cite news | title=Bridge Completes Last Link In Interstate 8 Job | work=The San Diego Union | date=August 19, 1978 | author=Staff | page=A3}}</ref>

Finally, in May 1957, bids opened for the part of US 80 between Grossmont Boulevard in La Mesa and Chase Avenue in El Cajon, that would connect to the new [[SR 67 (CA)|SR 67]] freeway.<ref>{{cite news | title=La Mesa-El Cajon Road Bids Opened | work=The San Diego Union | date=May 3, 1957 | author=Staff | page=A13}}</ref> Groundbreaking took place on June 10, and the project was to cost $3.6 million.<ref>{{cite news | title=Ground Broken For Freeway 80 | work=The San Diego Union | date=June 11, 1957 | author=Staff | page=A7}}</ref> The rebuilding of the Cabrillo Freeway interchange became a priority due to the availability of federal funding, and due to the traffic problems encountered with having ramps entering from both the left and the right.<ref>{{cite news | title=Cabrillo–Mission Valley Interchange Contract Near | work=The San Diego Union | date=June 14, 1957 | author=Staff | page=B1}}</ref> In July, the Highway Development Association decided to formally raise the issue of the incomplete highway survey through Imperial County at the next California Highway Commission meeting.<ref>{{cite news | title=Action Requested On 80, 101 Routes | work=The San Diego Union | date=July 3, 1957 | author=Staff | page=B1}}</ref> In 1958, federal funds were allocated to construct US 80 from Taylor Street to Fairmount Avenue as an eight-lane freeway, and from there to 70th Street as a divided highway.<ref>{{cite news | title=Highway 80 Freeway Job Starts In Fall | work=The San Diego Union | date=January 3, 1958 | author=Staff | pages=A13}}</ref> In August, the state announced that there were four proposed routes for US 80 through the mountains, including one with a tunnel.<ref>{{cite news | title=Highway 80 Revision To Ease Grade | work=The San Diego Union | date=August 5, 1958 | author=Staff | page=A13}}</ref> A contract was later awarded to construct the freeway from Taylor Street to the Cabrillo Freeway at a cost of $1.2 million.<ref>{{cite news | title=$1,213,980 Pact Let For Freeway | work=The San Diego Union | date=October 1, 1958 | author=Staff | page=A23}}</ref> In November, Caltrans announced that the Walker Canyon route had been chosen for US 80, which would allow for the route to be constructed in stages, as well as being the least expensive alternative.<ref>{{cite news | title=Canyon Site OKd As U.S. 80 Route | work=The San Diego Union | date=November 21, 1958 | author=Staff | page=A19}}</ref>

By the end of the year, plans were being made for construction of the freeway between Flume Drive east of El Cajon and Laguna Junction,<ref>{{cite news | title=U.S. 80 Plans Are Described | work=The San Diego Union | date=December 16, 1958 | author=Staff | page=A15}}</ref> and the portion of the freeway from Fairmount Avenue to Lake Murray Boulevard was contracted for $2.6 million.<ref>{{cite news | title=Contract Awarded On U.S. 80 Project | work=The San Diego Union | date=December 30, 1958 | author=Staff | page=B1}}</ref> In January 1960, the Taylor Street to Cabrillo Freeway portions were under construction, including the interchange at the latter, and were scheduled to be complete by October, while the Cabrillo Freeway to Fairmout Avenue portion was up for bid;<ref>{{cite news | title=State Asks Bids For Link In U.S. 80 Project Here | work=The San Diego Union | date=January 6, 1959 | author=Staff | page=A13}}</ref> the next month, the contract was awarded for $4.6 million, with interchanges to be constructed at Texas Street and Ward Road to replace traffic signals.<ref>{{cite news | title=S.D. Firms Low Bidders On Road Job | work=The San Diego Union | date=February 14, 1959 | author=Staff | page=A13}}</ref> In July, the new I-8 designation for the road was announced, and plans to post signs were made.<ref>{{cite news | title=U.S. 101 Gets 8th Name | work=The San Diego Union | date=July 15, 1959 | author=Staff | page=A15}}</ref> Another contract for the portion from Grossmont Summit near Chase Avenue to Ballantyne Avenue was awarded for $2.7 million in November.<ref>{{cite news | title=New Freeway Work Slated To Start Soon | work=The San Diego Union | date=November 9, 1959 | author=Staff | page=A21}}</ref>

But in 1960, Jacob Dekema, the district highway engineer, stated that due to lower traffic on US 80, the completion of the freeway through the mountains would be delayed until at least 1971.<ref>{{cite news | title=Highway 80 Mountain Plan Faces Delay | work=The San Diego Union | date=March 29, 1960 | author=Staff | page=A15}}</ref> Construction of the section of US 80 from Magnolia Avenue to Third Street was contracted for $2.7 million in April.<ref>{{cite news | title=State Awards Contract For U.S. 80 Link | work=The San Diego Union | date=April 28, 1960 | author=Staff | page=A21}}</ref> That year, work continued on the freeway, and in August, only one traffic signal was left on the highway west of El Cajon, at Ward Road.<ref>{{cite news | title=Highway 80 Traffic Light To Blink Out | work=The San Diego Union | date=August 7, 1960 | author=Staff | page=A32}}</ref> In August, Dekema announced that bids for the portion between Lake Murray Boulevard and Third Street would be opened the following month; once that was completed, the entire freeway west of El Cajon would be complete.<ref>{{cite news | title=Bid Opening Set On Freeway Link | work=The San Diego Union | date=August 23, 1960 | author=Staff | page=A16}}</ref> Eastbound lanes between US 395 and Fairmount Avenue opened on November 23.<ref>{{cite news | title=4 Eastbound Lanes | work=The San Diego Union | date=November 24, 1960 | author=Staff | page=B1}}</ref>

The portion from the Grossmont summit to Magnolia Avenue and SR 67 was completed in April 1961.<ref>{{cite news | title=Half Of Freeway To Open Today | work=The San Diego Union | date=April 26, 1961 | author=Staff | page=A18}}</ref> By August, the entirety of the freeway west of El Cajon was complete, with the exception of the portions from near Lake Murray Boulevard to near La Mesa Boulevard for $3.1 million, as well as between Magnolia Avenue and the El Cajon eastern city limits for $2.7 million. In addition to this, the part of the freeway from near Grays Well to Ogilby Road in Imperial County was also being constructed for $2.3 million.<ref>{{cite news | title=Spring Opening Set For Freeway Link | work=The San Diego Union | date=August 1, 1961 | author=Staff | page=A15}}</ref> The {{convert|2.3|mi|km}} freeway portion east of Magnolia Avenue that connected with the undivided US 80 opened on September 6.<ref>{{cite news | title=Officials Open Freeway Unit At El Cajon | work=The San Diego Union | date=September 7, 1961 | author=Staff | page=A19}}</ref> The final section in La Mesa was completed in April 1962.<ref>{{cite news | title=Freeway Link Opens Tomorrow On U.S. 80 | work=The San Diego Union | date=April 23, 1962 | author=Staff | page=A18}}</ref> Construction started on the Mountain Springs portion of US 80 in September 1962.<ref>{{cite news | title=Work Begins On U.S. 80 In Springs Sector | work=The San Diego Union | date=September 20, 1962 | author=Staff | page=A28}}</ref> That year, US 80 west of the Cabrillo Freeway interchange was declared to be the busiest road in the City of San Diego, at 71,000 daily vehicles.<ref>{{cite news | title=U.S. 80 Tops City In Traffic Volume | work=The San Diego Union | date=June 4, 1962 | author=Staff | page=A17}}</ref>

US 80 was removed from the state highway system in the [[1964 state highway renumbering (California)|1964 state highway renumbering]] when [[Interstate 80 in California|I-80]] was designated; [[Interstate 8 in California|I-8]] assumed the routing from San Diego to El Centro and Yuma.<ref name="leg1963">{{cite CAstat|year=1963|ch=385}}</ref> However, US 80 signs were posted for several years afterward on the remaining portions of the original asphalt road that had not been bypassed by the freeway.<ref>{{cite Caltrans map|year=1967}}</ref> The [[American Association of State Highway and Transportation Officials|AASHO]] formally recognized California's requested elimination of US 80 by 1969. Gradually, the route was removed from Arizona, New Mexico and part of Texas between 1977 and 1991.<ref name="FHWA" /> After the freeway was built, the population of Jacumba went from 400 to 200, and many businesses closed or relocated. However, the population began to increase after a few years, and residents began commuting to jobs in El Centro and San Diego.<ref>{{cite news | title=Jacumba Starts To Grow Again | work=The San Diego Union | date=May 3, 1979 | author=Clance, Homer | page=B3}}</ref> Following a campaign from the local Old Highway 80 Committee and endorsement from the San Diego County Board of Supervisors,<ref>{{cite news | title=Drive on to make Highway 80 officially historic | url=http://www.sandiegouniontribune.com/uniontrib/20051019/news_7m19hiway.html | work=San Diego Union-Tribune | date=October 19, 2005 | last=McAfee | first=Melonyce | page=B1 | access-date=February 20, 2016}}</ref> the California State Legislature passed a resolution allowing for the route to be designated and signed as a state historic route, Historic U.S. Route 80, in 2006.<ref>{{cite news | title=Old Highway 80 now a new attraction | url=http://www.sandiegouniontribune.com/uniontrib/20060831/news_7m31highway.html | work=San Diego Union-Tribune | date=August 31, 2006 | last=Krueger | first=Anne | page=B1 | access-date=February 20, 2016}}</ref><ref>{{CA Named Freeways | pages=111}}</ref>

==Major intersections==
This table refers to the route as it was in 1942.
{{CAinttop|length_ref=<ref name="map1942">{{cite Caltrans map|year=1942}}</ref><ref name="mapinset1942">{{Cite map |author = California Division of HIghways |year = 1942 |title = Road Map of the State of California |url=https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~239584~5511889:-Verso--Road-Map-of-the-State-of-Ca?sort=Date&qvq=q:California%201942;sort:Date;lc:RUMSEY~8~1&mi=3&trs=10 |scale = [1:158,400] |location = Sacramento |publisher = California Division of Highways |inset = San Diego}}</ref><ref name="Google">{{cite web|title=Google Maps|url=https://www.google.com/maps/@32.739772,-115.8623544,9.61z|publisher=Google, Inc.|accessdate=10 September 2018}} - Used distance measuring tool on old US 80 segments.</ref>}}
{{CAint
|county=San Diego
|cspan=7
|location=San Diego
|lspan=3
|mile=0
|road={{Jct|state=CA|US 1926|101|name1=Market Street/12th Avenue|city1=Los Angeles|city2=San Ysidro}}
|notes=Western end of US 80; LRN 12 continued west to [[Point Loma, San Diego|Point Loma]] via US 101 north
}}
{{CAint
|mile=0.3
|road={{Jct|state=CA|SR 1934 S|94|name1=Broadway|city1=La Mesa}}
|notes=
}}
{{CAint
|mile=6
|road={{Jct|state=CA|US 1926|395|dir1=north|city1=Escondido|name1=Fairmount Avenue}}
|notes=Southern end of US 395
}}
{{CAint
|location=La Mesa
|mile=11
|road=Palm Avenue ([[Legislative Route 198 (California pre-1964)|Legislative Route 198]] south)
|notes=
}}
{{CAint
|location=El Cajon
|mile=15
|road=Magnolia Avenue ([[Legislative Route 198 (California pre-1964)|Legislative Route 198]] north) &ndash; [[Ramona, California|Ramona]]
|notes=
}}
{{CAint
|location=none
|mile=39
|road={{Jct|state=CA|SR 1934 S|79|dir1=north|city1=Cuyamaca|city2=Hemet}}
|notes=South end of SR 79
}}
{{CAint
|location=none
|mile=65
|road={{Jct|state=CA|SR 1934 S|94|dir1=west|city1=Campo}}
|notes=East end of SR 94
}}
{{CAint
|county=Imperial
|cspan=8
|location=Seeley
|mile=110
|road={{Jct|state=CA|SR 1934 S|98|dir1=east|city1=Calexico}}
|notes=West end of SR 98
}}
{{CAint
|location=El Centro
|lspan=2
|type=concur
|mile=117
|road={{Jct|state=CA|US 1926|99|dir1=north|city1=Brawley|name1=Imperial Avenue|city2=Indio}}
|notes=Western end of US 99 concurrency
}}
{{CAint
|type=concur
|mile=118
|road={{Jct|state=CA|US 1926|99|dir1=south|name1=4th Street|city1=Calexico}}
|notes=Eastern end of US 99 concurrency
}}
{{CAint
|location=none
|mile=121
|road={{Jct|state=CA|SR 1934 S|111|city1=Brawley|city2=Palm Springs|city3=Calexico}}
|notes=
}}
{{CAint
|location=Holtville|lspan=2
|mile=128
|road=Holt Avenue ([[Legislative Route 198 (California pre-1964)|Legislative Route 187]] north) &ndash; [[Brawley, California|Brawley]]
|notes=
}}
{{CAint
|mile=128.2
|road=Walnut Avenue ([[Legislative Route 198 (California pre-1964)|Legislative Route 187]] south) &ndash; [[Bonds Corner, California|Bonds Corner]]
|notes=
}}
{{CAint
|location=Midway Wells
|mile=147
|road={{Jct|state=CA|SR 1934 S|98|dir1=west|city1=Bonds Corner}}
|notes=East end of SR 98
}}
{{CAint
|mile=176
|location=none
|road={{Jct|state=AZ|US 1926|80}}
|notes=Continuation into Arizona; East end of LRN 12
}}
{{Jctbtm}}

==See also==
*{{portal-inline|California Roads}}
*[[U.S. Route 66 in California]]

==References==
{{reflist|30em}}

==External links==
{{Attached KML|display=title,inline}}
{{commonscat}}
*[http://www.fhwa.dot.gov/infrastructure/us80.cfm U.S. Route 80 - Federal Highway Administration]
*[http://www.gbcnet.com/ushighways/US80/ Finding US 80 Guide]
*[http://www.aaroads.com/california/us-080_ca.html California @ AARoads.com - Historic U.S. Route 80]
*[http://www.cahighways.org/073-080.html#1934-080 California Highways: US 80]

{{compact state detail browse|type=US|route=80|state=California|stateafter=Arizona}}

[[Category:U.S. Highways in California|80]]
[[Category:U.S. Route 80| California]]
[[Category:Former state highways in California|80]]
[[Category:Roads in San Diego County, California]]
[[Category:El Cajon, California]]
[[Category:El Centro, California]]
[[Category:La Mesa, California]]
[[Category:Transportation in San Diego]]