Interstate 5 ( I-5 ) is the main north-south route of the Interstate Toll Road system in the US state of California. It begins on the Mexican-American border at the San Ysidro crossing, going north across California and across to the southern Oregon metropolitan area of ​​Medford-Ashland. This is the most important and most used route of the two main routes in the north-south of the Pacific Coast, the other is the US 101 Route, which is mainly coastal.
This highway connects the big cities of California in San Diego, Santa Ana, Los Angeles, Stockton, Sacramento, and Redding. Among the major cities that are not directly connected to Interstate 5 but which are connected by local highways to it are San Francisco, Oakland and San Jose, which are all about 80 miles (130 km) west of the highway. Interstate 5 is commonly referred to as "5" in Northern California, and is often called "5" in the Southern California Area.
Interstate 5 has several sections named: Montgomery Freeway, San Diego Freeway, Santa Ana Freeway, Golden State Freeway, and West Side Freeway.
Video Interstate 5 in California
Route description
The I-5 is part of the California Freeway and Expressway System, and is part of the National Highway System, a highway network considered critical to the economy, defense and mobility of the country by the Federal Highway Administration. It qualifies for inclusion in the State Scenic Highway System; However, this is a beautiful highway as defined by Caltrans only from State Route 152 (SR 152) to I-580.
San Diego County
Interstate, 5 starts at San Ysidro Port of Entry from Mexico in San Ysidro, San Diego. Immediately after the border, the I-805 split into the northeast and serves as an I-5 bypass that avoids the downtown area of ​​San Diego. I-5 itself continues to the northwest and intersects with the western edge of the SR 905 freeway, a route that connects to Otay Mesa's border boundary. I-5 then continues north and joins the southern end of SR 75, the highway that connects to Coronado via Strand Silver. I-5 then enter Chula Vista, shortly leaving the city limits of San Diego. It continues along the east side of San Diego Bay where it intersects with SR 54 and enters National City. From there, I-5 swerved at the San Diego Naval Base and reentered the San Diego city limits. I-5 then switched to four state routes - SR 15 (south end of extension I-15), SR 75 and Coronado Bay Bridge, western end of SR 94, and southern end of SR 163. In addition to serving downtown San Diego, I-5 also provides access to Balboa Park from Pershing Drive exit. Part I-5 from the border to downtown San Diego is named "Montgomery Freeway" in honor of John J. Montgomery, a pioneer pioneer who flew a glider from a location near Chula Vista in 1884.
I-5 continues northwest from downtown as San Diego Freeway until it reaches an intersection with I-8, then turns a bit north as it passes SeaWorld and Mission Bay. After that, I-5 swapped with the western end of SR 52 before passing UC San Diego campus at University City near La Jolla. At Nobel Drive (exit 28A), San Diego LDS Temple looms over I-5. Shortly thereafter, I-5 exchanged with the northern I-805 terminus before proceeding northward and exchanging with the western end of SR 56. At this junction, there is a newly completed local bypass which provides the only access to Carmel Mountain Road from both. direction and provide the only access to SRÃ, 56 heading north.
Just north of the San Diego boundary, the I-5 goes to the boundaries of Solana Beach, and then three northern cities - Encinitas, Carlsbad and Oceanside. At Oceanside, I-5 intersected with the SR 78 freeway and the SR 76 freeway and continued through Camp Pendleton. Towards the northern end of its routing through Camp Pendleton, I-5 passes San Onofre State Beach and near San Onofre Nuclear Power Station, as well as a proposed exchange with SR 241 near Trestles as a result of possible Foothill's toll road expansion.. This then follows the coastline of the Pacific Ocean for the next 20 miles (32 km). I-5 enters Orange County at the exit of Christianitos Road.
Orange County
Upon entering Orange County, I-5 passes San Clemente. Then at Dana Point, I-5 turns ashore while SR 1, Pacific Coast Highway, continues along the coast. I-5 then head north through San Juan Capistrano and Mission Viejo, interchanging with the SR 73 freeway to the northwest. I-5 continues to the El Toro Y intersection in southeastern Irvine, splitting into lanes for regular traffic as well as for truck traffic (although autos can use this path as well). From that point on, the I-405 took over the appointment of Freeway San Diego, while I-5 became the Santa Ana Freeway as it traveled southeast to northwest.
After the crossing of El Toro Y, I-5 intersects SR 133, the toll road that eventually connects to SR 241. Just before the Tustin city limits, I-5 passes SR 261, the last toll road from the East Transport Corridor, but traffic must use Jamboree Road to access the latter. I-5 then cuts with SR 55 and enters Santa Ana, the county seat of Orange County. To the north side of Santa Ana, I-5 cuts SR 57 and SR 22 in a place known as Orange Crush junction. After this, I-5 briefly entered the city of Orange across Anaheim and passed right next to Disneyland. I-5 then swapped with SRÃ, 91, passed Buena Park and crossed into Los Angeles County.
Los Angeles County
After crossing the county line, I-5 passes several towns east of Los Angeles, including La Mirada, Santa Fe Springs, and Norwalk. In Downey, the I-5 cuts off I-605, which serves as the north-to-south connector path in cities east of Los Angeles. I-5 then passes Trading and Cuts I-710 before entering the unincorporated area of ​​East Los Angeles, and then the city is right in Los Angeles. When the highway reaches the East Los Angeles Interchange one mile (1.6 km) east of downtown Los Angeles, I-5 becomes Golden State Freeway as US 101 takes over the appointment of Santa Ana Freeway. At this intersection, I-10, SR 60, and US $ 101 intersect; I-10 continues for several miles north on I-5 before proceeding east to San Bernardino and pointing further east.
On the north side of downtown, I-5 follows the Los Angeles River, intersecting with SR 110 and SR 2 and passing along the east side of Griffith Park. The route continues through San Fernando Valley, exchanging with SR 134. It briefly enters the town of Glendale and then Burbank. I-5 passes near the Burbank Airport before re-entering the Los Angeles city limits and intersects the northern end of SR 170. Near the town of San Fernando, the I-5 intersects SR 118. After this, the I-5 cuts three routes in a row: the northern tip of I- 405, the west end of I-210 and the southern end of SR 14 at the junction of the Newhall Pass. Then cross the Newhall Pass through the Santa Susana Mountains to the Santa Clarita Valley. The HOV I-5 line also has direct connectors with HOV paths on SR 170 and SR 14. It allows continuous HOV paths to run from Palmdale to North Hollywood via SR-14 through I-5 to SR-170.
The I-5 continues along the boundaries of the western city and the suburbs of Santa Clarita and passes Six Flags Magic Mountain, cutting the SR 126 just north of it. The Golden State Freeway then rose sharply northward, past Castaic Lake and Pyramid Lake and cut off SR 138 to eventually cross the Tejon Pass through the Tehachapi Mountains with Path 26 pathways in general aligning the freeway. Upon entering Kern County, the highway then dropped sharply 12 miles (19 km) from over 4,100 feet (1,250 m) at Tejon Pass to about 1,500 feet (457 m) in Grapevine near the southernmost point of San Joaquin Valley, about 30 mile (50 km) south of Bakersfield and 5 miles (8 km) south of the intersection with State Route 99 at Wheeler Ridge.
Central Valley
From SR 99 to south Tracy, I-5 is known as Westside Freeway . This parallels SR 33, along the far more remote edge of Central Central, and thus is here removed from major population centers such as Bakersfield, Fresno and Modesto, with other state connections providing connections. I-5 still runs around Avenal, Coalinga, Los Banos, and several other small towns on the western edge of the Central Valley. For most of this section, line 15 power transmission corridors follow the highway, forming an infrastructure corridor along with the California Water Line.
North of the Grapevine, I-5 bypass SR 166, SR 119 and SR 43 before meeting with SR 58, a highway that continues east to Bakersfield, near the town of Buttonwillow. I-5 then swapped with SR 46 before entering Kings County. In Kings County, the I-5 intercepts SR 41 before briefly entering the boundary of the Avenal town, where it intersects SR 269. In Fresno County, the I-5 cuts SR 198 and SR 145 before proceeding simultaneously with SR 33 for several miles. The I-5 then crossed into Merced County, intersecting SRÃ, 165, SR 152 near the San Luis Reservoir (providing major connections to the Monterey Peninsula and Silicon Valley), SR 33, and SR 140 in the county line of Stanislaus.
In San Joaquin County, Interstate 580 broke away from I-5 at Tracy's southern point, providing route-spurring connections to the San Francisco Bay Area. From here, the I-5 intersects SR 132, the main route to the east to the mountains, as well as the northern end of SR 33. After passing Tracy, I-5 intersects I-205, route the connector to I-580, before crossing the SR 120 freeway at the town limits of Manteca. After passing Lathrop, I-5 heading north through Stockton, swapping the SR 4 freeway providing access to downtown Stockton. I-5 passes west of Lodi town boundary before cutting SR 12 and entering Sacramento County.
I-5 entered the town of Elk Grove as it passed the eastern edge of the National Lakes National Wildlife Refuge. Then cross the Sacramento city limits, immediately parallel the Sacramento River before cutting the Highway, which brings US 50 and Interstate 80 Business. SRÃ, 99 joins I-5 at this point, and two routes pass through the western part of downtown Sacramento. Following the bridge over the American, I-5 and SRÃ, 99 rivers cut the main I-80 continental route. Just as the I-5 left Sacramento, the SR 99 split and continued north while the I-5 turned west past Sacramento International Airport and across the Sacramento River to Yolo County. At Woodland, the SR 113 highway merges with I-5 before exiting north. Interstate headed northwest again toward Dunnigan, where he met Interstate 505.
I-5 skirts north along the western edge of the Sacramento Valley, passing through major towns in the region, including Yuba City, Oroville and Chico, before reaching Red Bluff. From Dunnigan, I-5 enters Colusa County, passes through the city of Williams and intersects SR 20. At Glenn County, the I-5 deducts SR 162 at Willows and SR 32 in Orland. I-5 then crossed into Tehama County, passing Corning before entering Red Bluff and intersecting SR 36, which connects to the northern end of SR 99. I-5 crosses the Sacramento River twice before entering Shasta County.
Cascade Region
The I-5 then enters the Shasta Cascade area, intersects SR 273 in Anderson before passing Redding and bypasses SR 44 and SR 299. The highway then continues through the town of Shasta Lake, intersecting SR 151, before crossing Shasta Lake on the causeway and climbing to near foot Mount Shasta. In Siskiyou County, I-5 passes Dunsmuir before cutting SR 89 near Lake Siskiyou and entering the town of Mount Shasta. North from here, US 97 intercepts with I-5 in Weed, providing access to Klamath Falls, Oregon. The Interstate then proceeds to Yreka, intersects SR 3 and SR 96 before crossing the Klamath River and reaching the Oregon border and Siskiyou Summit.
Maps Interstate 5 in California
History
Naming history
Part of this highway from Los Angeles to San Diego was also signed together as the U.S. Route. 101 until the end of 1964. The portion of this highway from Woodland to Red Bluff roughly follows the old 99W AS.
In California, the former west branch of Interstate 5 (north end of the Bay Area) connects Interstate 80 from Vacaville to Dunnigan, formerly known as Interstate 5W , has been renamed Interstate 505. Interstate 580 runs between I -5 and I-80 have also been set 5W; what is now I-5 (stretching that runs through Sacramento) has initially been specified Interstate 5E .
Los Angeles area
The Golden State Freeway was proposed by the California Highway Commission in 1953. This proposal provoked harsh criticism from East Los Angeles residents for dissecting and removing the large residential and commercial areas of Boyle Heights and Hollenbeck Heights. The proposal also seems to indicate a disregard for Mexican ethnic populations of metropolitan America of Los Angeles. The "Boyle-Hollenbeck Anti-Golden State Freeway Committee" was formed for the purpose of blocking or changing freeway routes. Then a member of the Los Angeles City Council, Edward R. Roybal led the committee. Despite these contradictions, the highway development continues.
When this section was completed in 1956, The Eastside Sun newspaper wrote the expressway causing "eradication, extermination, razing, moving, tearing, destroying Eastside homes."
The highway between Orange County and Los Angeles was originally designed to have three lanes on each side. Due to the high demand of cars, freeways began to experience a major expansion and widened in the early 1990s in Orange County. Work from SR 91 north through the Los Angeles-Orange County line was completed in 2010. Improvements between the county line and the East Los Angeles Interchange are scheduled to be completed between 2016 and 2025.
Newhall Pass
The original route passes through Saugus and Newhall towns, and then crosses the Newhall Pass (current route is SR 14, Antelope Valley Freeway). In 1862, Beale Cut was made in the construction of a highway. The width hole is 15'Ã, wide, 60'Ã, depth (4.6mm Ã, 18.3m) "dug by a pull and shovel.The road will be part of the Midway Route.At the turn of the century, it is the route of most cars directly between Los Angeles and San Joaquin Valley through the Mojave Desert and Tehachapi Line.
In 1910, Beale Cut was bypassed by the Newhall tunnel. Built by Los Angeles County, it was too narrow for two trucks to pass each other inside. As a result, in 1939, the tunnel was completely erased (or "illuminated by the sun") when the road was widened into four lanes. In 1930 the bypass road was built to avoid the Newhall Pass through the Weldon valley and Gavin, which is the current I-5 route.
Interestingly, the two routes were eventually built as toll roads. The Gavin Canyon route becomes I-5, and the main north-south route through Ridge Route. The Newhall Pass route becomes the SR 14 (Antelope Valley Freeway), which is the main route between Los Angeles and a high-growing desert community. It is also still part of an important Midway Route, which is the main alternative route when I-5 is closed (via SR 58 and SR 14).
On the evening of October 12, 2007, two trucks collided in a southern tunnel that took the bypass road of a truck below the main line near the Newhall Pass intersection. Fifteen trucks were burned, killing three people and injuring ten people.
Ridge Route
Ridge Route refers to the section of the highway between Castaic and Grapevine, via Tejon Pass. The highway began in the early 1910s, when a route was needed to connect Los Angeles to Central Valley. Some believe that the only option is a route through the Mojave and Tehachapi Mountains, but a new route is discovered through the Tejon Pass. This route is known as Ridge Route and sees almost constant planning and construction from 1914 to 1970.
The first road was completed in 1915. The road was slow, winding, two lanes through the mountains with a speed limit of 15 mph in some places. However, immediate repair needs are realized upon completion. The road was paved after World War I, and several blind turns were opened ("natural light"). Even with improvements in the 1920s, it became clear that new routes were needed to meet increasing demand.
In 1927 a plan was made for "Ridge Route Alternate", named after the plan as an addition to the existing Ridge Route and not as a substitute. Opened in 1933 as a three-lane highway through the mountains. The middle or "suicide path" is used as an overtaking path for cars in both directions. This route is a bigger, faster, and 9.7 mile (15.6 km) shorter ride than the old Ridge Route, but not enough to meet demand, and conversion to a four-lane highway is required. The outbreak of World War II delayed this until 1948 and the fourth line was completed in 1952. However, just three years later, plans began to convert the four-lane highway into a six-lane freeway.
The last major change to Route Ridge began in the early 1960s. At that time, the plan for the six-lane freeway has expanded into eight lanes. This construction project made the biggest change to the route. Many of the curves that follow the slopes of the mountain are cut off. To climb the mountain on the southern side of Castaic more easily, the traffic lanes are reversed (south to east path and north to west path). To prevent direct collisions, the two ends of the route are separated on two different sides of the mountain, and the passage through Piru Canyon is moved to an entirely new alignment to make room for the Pyramid Lake. The project was completed in 1970 and brought the Ridge Route to its current direction.
San Joaquin Valley
When the Interstate Highway System was made in 1956, there was a discussion of which way to cross the interstate road through San Joaquin Valley (Central Valley). Two proposals are considered. The first is to change the Golden State Highway (Route 99 AS, then CA Route 99) into a highway. The other is to use the proposed Western Side Path (Interstate 5 at the moment). The Golden State Highway route will serve many farming communities in San Joaquin Valley, but the West Side Freeway proposal will cut across Central Valley communities and thus provide a faster and more direct north-south route through the country and ultimately chosen.
Construction began in the early 1960s. There are only three phases for 321 miles (517 km). The first phase, completed in 1967, ran from the San Joaquin County line to Los Banos. The second phase, completed in 1972, extends the freeway south to Wheeler Ridge and connects it to SR 99. The freeway then begins to see traffic, as in Stockton there are only 4 miles (6.4 km) between the West Side Freeway and Golden State Highway. The third phase, completed in 1979, extends the freeway to Sacramento and connects it to north I-5.
When the second phase of the highway opened in 1972, it was a long and deserted route with no business beside it. Service is not easily available because nearby cities are miles away and generally not visible. It used to be that the car ran out of fuel. Over time, West Side Freeway (I-5) sees business growth catering to travelers' needs. Over the years, there is still interest to point the Golden State Highway route as its own interstate, Interstate 9.
The Median on I-5 between Wheeler Ridge and Tracy is wide enough to accommodate the West Side Freeway widening of up to six or eight lanes, in case the need arises.
I-5W and San Francisco Bay Area
Direct Los Angeles-to-Sacramento route to Interstate 5 passes San Francisco, San Jose, Oakland, and the entire San Francisco Bay Area. The original plan also requested an Interstate loop with the directional suffix, I-5W. This route now roughly corresponds to I-580 from I-5 south Tracy to Oakland, I-80 from Oakland to Vacaville, and I-505 from Vacaville to I-5 near Dunnigan. I-5W and most other Interstates across the country with targeted suffixes eventually returned or omitted, except I-35E and I-35W in Texas and Minnesota. Nevertheless, San Francisco is still listed as a control city north of I-5 between SR 99 and I-580.
Sacramento area
Interstate 5 in downtown Sacramento closely follows the Sacramento River. This results in a complex engineering work to keep the dry part under the water's surface. Locally, Caltrans refers to part of this freeway as "Boat Section". Due to the record level of rainfall in 1980, the Boat Section was flooded with 15Ã, ft (4.6 m) water. Caltrans began to build this section during the 1960s and 1970s. The freeway was engineered below the level so it would be out of the office and shop look at Downtown Sacramento. To achieve this, the site was excavated and water seeps pumped from the area. Complex drainage systems, water pumps and retaining walls are used to protect the highway from the Sacramento River. However, the system slowly clogged for years with the accumulation of sand and mud. The major repair works of the Boat Section began on May 30, 2008. Its construction will take 40 days to complete, requiring complete north and south closures with alternating schedules.
Exit list
Except where it begins with letters, postmiles are measured on the street as in 1964, based on the existing harmony at the time, and do not necessarily reflect the current mileage. R reflects the alignment in the route since then, M denotes a second rearrangement, L refers to overlap due to correction or change, and T denotes postmiles are classified as temporary (for a complete list of prefixes, see postmil definition list). Segments that remain unconstructed or have been released to local controls can be removed. The numbers are reset at the county line; the initial and final posts in each county are given in the county column.
Truck route
Interstate 5 has its own truck route, complete with its own exit, via the Newhall Pass crossing at Sylmar. The route starts near the I-210 intersection and ends near the Newhall Pass.
The entire route is in Los Angeles County. All exits are not numbered.
See also
- California Street Portal
References
External links
- Interstate 5 on Interstate-Guide.com
- Interstate 5 in California @ AARoads.com
- Caltrans: Interstate 5 highway condition
- Interstate 5 on Highway California
- History of Northern Los Angeles County of Interstate 5 (Photos, text, TV shows)
- Interstate 5 in Los Angeles Area
- US 99 Tour in Southern California
Source of the article : Wikipedia
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