“Interstate 80 in California”的意思、由来-开放百科全书

Interstate 80 (I-80) is a major east–west route of the Interstate Highway System, running between the U.S. states of California and New Jersey. The highway has its western terminus in San Francisco. From there it heads east across the Bay Bridge to Oakland, where it turns north and crosses the Carquinez Bridge before turning back northeast through the Sacramento Valley. I-80 then traverses the Sierra Nevada, cresting at Donner Summit, before crossing into the state of Nevada within the Truckee River Canyon. The speed limit is at most {{convert|65|mph|km/h}} along the entire route instead of the state's maximum of {{convert|70|mph|km/h|abbr=on}} and most of the route is in either urban areas or mountainous terrain. I-80 has portions designated as the Eastshore Freeway and Alan S. Hart Freeway.

Throughout California, I-80 was built along the corridor of U.S. Route 40 (US 40), eventually replacing this designation entirely. The prior US 40 corridor itself was built along several historic corridors in California, notably the California Trail and Lincoln Highway. The route has changed from the original plans in San Francisco due to freeway revolts canceling segments of the originally planned alignment. Similarly in Sacramento, the freeway was re-routed around the city after plans to upgrade the original grandfathered route through the city to Interstate highway standards were cancelled.

Route description

I-80 is recognized as the Dwight D. Eisenhower Highway in the western United States and a Blue Star Memorial Highway for its entire length. In California, it follows the original corridor of the Lincoln Highway from Sacramento to Reno (with minor deviations near Donner Summit). I-80 is part of the California Freeway and Expressway System,^[3] and is part of the National Highway System,^[4] a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration.^[5] I-80 is also known as the Dutch Flat and Donner Lake Wagon Road from Emigrant Gap to Donner Lake.^[6]

San Francisco Bay Area

According to the California Street and Highways code, most maps, and local signs, I-80 begins at the intersection with U.S. Route 101 in San Francisco. However, federal logs place the western terminus of I-80 at the western approach to the San Francisco–Oakland Bay Bridge, at the location of the Fremont Street off-ramp (previously known as the Terminal Separator Structure that once connected it to the Embarcadero Freeway).^[7]^[8] The two logs disagree as to whether the first {{convert|1.20|mi|km}} of the signed Interstate, known as the San Francisco Skyway or Bayshore Viaduct, are actually part of the Interstate Highway System, although it is consistently shown as I-80 on most maps of San Francisco.

Eastshore Freeway

The Eastshore Freeway is a segment of Interstates 80 and 580 along the northeast shoreline of San Francisco Bay in northern California. It begins at the Carquinez Bridge and ends at the MacArthur Maze interchange just east of the eastern end of the San Francisco–Oakland Bay Bridge. Interstate 580 joins the Eastshore Freeway at an interchange known locally as the "Hoffman Split" in Albany. The section of the Eastshore Freeway between the MacArthur Maze and the 580 (Hoffman) split between Albany is a wrong-way concurrency where the northbound direction is signed as I-80 East and I-580 West, while the southbound direction is signed as westbound I-80 and eastbound I-580. This segment suffers from severe traffic congestion during rush hour due to the merger of three freeways (I-80, I-580, and I-880) at the MacArthur Maze.

The Eastshore Freeway was created in the mid 1950s^[9] (construction commenced in 1954, last segment completed May 10, 1960^[10]) by re-engineering the Eastshore Highway, a thoroughfare constructed in the 1930s (1934–37) as one of the approaches to the Bay Bridge and designated as part of U.S. Route 40.^[11] The Eastshore Highway began in El Cerrito at an intersection with San Pablo Avenue at Hill Street between Potrero Avenue and Cutting Blvd., adjacent to the location today of the El Cerrito Del Norte station of BART. It was not a freeway in that access was at intersections with adjoining streets rather than by ramps. The Eastshore Highway ran from El Cerrito to the Bay Bridge along the same routing as today's freeway, although it was much narrower. A causeway was constructed for this purpose by filling in part of the mudflats along the bayshore. In the stretch from University to Ashby Avenues in Berkeley, this resulted in the creation of an artificial lagoon which was developed by the Works Progress Administration in the late 1930s as "Aquatic Park".

The frontage road along the east side of today's Eastshore Freeway between Buchanan Street in Albany and Hearst Avenue in Berkeley retains the name "Eastshore Highway". The terminal segment of the old Eastshore Highway in El Cerrito between Potrero and San Pablo Avenues is today named "Eastshore Boulevard".

Originally, the name "Eastshore Freeway" was also applied to what is today known as the "Nimitz Freeway" (I-880) upon its construction in 1947. This freeway was dedicated in 1958 to Admiral Nimitz, and so for a few years in the 1950s prior, the Eastshore Freeway stretched the entire length of the east shore of San Francisco Bay. Until the late 1960s, the Eastshore Freeway was also designated as part of State Route 17 (SR 17) together with the Nimitz Freeway.^[12]

Central Valley

This section of I-80 has a top speed of {{convert|65|mph|km/h|abbr=on}}, unlike California's top speed limit of {{convert|70|mph|km/h|abbr=on}}, common in rural freeways.^[13] I-80 is a six- to eight-lane freeway with carpool lanes in Fairfield from exit 39A (Red Top Road) to exit 47 (Air Base Parkway).^[14]

I-80 has changed routing in the Sacramento area. Currently, the freeway runs on a northern bypass of the city, the Beltline Freeway, that was originally designated I-880. The I-80 routing alignment was moved from a route through Sacramento, now U.S. Route 50 and I-80 Business, after the proposed I-80 replacement of the North Sacramento Freeway was canceled. The Beltline Freeway runs northeast from the junction of I-80 and U.S. Route 50 in West Sacramento across I-5 to its junction northeast of Sacramento with I-80 Business (which is SR 51). SR 244 heads east as a short freeway spur from that interchange.

Sierra Nevada

Crossing the Sierra Nevada, I-80 regularly gets snow at higher elevations from fall to spring. Caltrans sometimes requires vehicles to use snow tires, snow chains or other traction devices in the mountains during and after snowstorms.^[15] Checkpoints are often set up to enforce chain restrictions on vehicles bound for icy or snowy areas. When chain restrictions are in effect vehicles must have chains on the driving wheels, except 4WD vehicles with snow tires.^[16] Additionally, during the winter season, trucks are required to carry chains whether or not controls are in force.

I-80 crosses the Sierra Nevada crest at Donner Summit (also known as Euer Saddle) at an elevation of {{convert|7239|ft|m}} westbound and {{convert|7227|ft|m}} eastbound. The Donner Summit Rest Area is located at this point.^[17]^[18] The summit is located in Nevada County, California. The pass is generally open year-round; it is plowed in winter, but may temporarily close during the worst snowstorms. The older, original US 40/Lincoln Highway route over Donner Pass is about two miles (3 km) to the south. This highway was replaced as the official trans-Sierra route by I-80 in 1964. Although the current Donner Pass is lower, Euer Saddle was chosen for the interstate because of more gradual approaches that aided construction to Interstate Highway standards, which do not allow the sharp curves used by the Donner Pass Road. The grade is 3-6% for 30 miles.^[19]

History

Historic routing

In California, I-80 was built along the corridor of, and eventually replaced, U.S. Route 40. The US 40 designation was eliminated in the state as part of the 1964 state highway renumbering. US 40 was one of the original California routes designed in 1926, although its western terminus was in Oakland, California with US 101E (then SR 17, then I-5W, now I-580/I-880) prior to the San Francisco–Oakland Bay Bridge construction in 1934. An auto ferry ran from Berkeley to San Francisco, signed at the ferry landings for U.S. 40. After the Bay Bridge's construction, US 40, along with US 50, were extended along the bridge to connect with US 101.^[20] The auto ferry service was then discontinued.

US 40 and US 50 ran concurrently along the Bay Bridge and the routes split on what is the present day MacArthur Maze in Oakland, California. US 50 continued southwest on present-day I-580 to Stockton and US 40 closely followed the route of present-day I-80. When reaching Sacramento, California, US 40 and US 50 rejoined once again, US 50 running concurrently with former US 99 from Stockton to Sacramento. US 40 then again split with US 50 in Downtown Sacramento and closely followed the route of present-day Business I-80, which was I-80 from 1957 to 1981, when I-80 was realigned along former I-880, routing along what was then the outskirts of Sacramento. US 40 then closely followed I-80 through the Sierra Nevada Range into Nevada.

A portion of old US 40 near Donner Lake is still fully intact and is an alternate route of I-80.^[21] It begins near Soda Springs and ends at Truckee, California. At one point, it travels right by Donner Lake, unlike I-80, which ascends higher in the Sierra Nevada Range north of historic US 40.

Construction

Original routing in San Francisco

When I-80 was first approved, it was to begin at planned I-280 (SR 1) in Golden Gate Park, head east on the never-built Panhandle Freeway, then run south and southeast on the Central Freeway (US 101) to the San Francisco Skyway. The Panhandle Freeway was to be routed through Hayes Valley, passing through Golden Gate Park and terminating at proposed I-280, now SR 1.^[22] In 1964, community oppositions forced CalTrans to abandon the Panhandle Freeway project. A January 1968 amendment moved I-280 to its present alignment, degraded Interstate 480, to a state highway, and truncated the origin point of I-80 to the Embarcadero Freeway (then I-280, formerly I-480).^[23] Prior to that truncation, I-80 had been defined as from "Route 280 in San Francisco to the Nevada state line near Verdi, Nevada, passing near Division Street in San Francisco, passing near Oakland, via Albany, via Sacramento, passing near North Sacramento, passing near Roseville, via Auburn, via Emigrant Gap, via Truckee and via the Truckee River Canyon," and certain maps had been shown of I-80 running concurrently with US 101 to Fell Street.^[24] These changes were made on the state level later that year, but Route 80 was only truncated to US 101. (The Central Freeway remained part of US 101, and the Panhandle Freeway became State Route 241. The Panhandle Freeway was later cancelled in the wake of the Freeway Revolts, and the State Route 241 designation has since been reassigned to an unrelated stretch of highway in Orange County) The San Francisco Skyway, which had already been signed as part of I-80, has remained a de facto section of I-80 to the present day and remains listed as part of the Interstate in California.

In 2000, the San Francisco Chronicle published an article about the proposed construction of a new freeway through San Francisco. According to the article, the suggested 19th Avenue tunnel would run {{convert|5|mi|km|spell=in}}, from Junipero Serra Boulevard through Golden Gate Park and up to Lake Street, with exits at Brotherhood Avenue, Ocean Avenue, Quintara Street, Lincoln Way, and Geary Boulevard.^[25] The Van Ness tunnel would run almost {{convert|2|mi|km|spell=in}}, from about Fell Street to Lombard Street, with exits at Broadway and Geary Boulevard. Along Oak and Fell, the planners suggested an underground road running more than half a mile (0.8 km) from Laguna to Divisadero streets. However, the roads would violate the long-standing general plan for San Francisco, which calls for no new highway capacity. On March 2015, this proposed route was adopted by the CTC.^[24]{{not in citation given|date=October 2016}}

Legacy

Prior to the construction of I-80, the US 40 corridor had frequent car accidents. Reasons for this was of the many traffic lights and out-of-nowhere stop signs. Specifically, five intersections were listed with a high accident rate when CalTrans claimed that the construction of the I-80 freeway would reduce the accidents. According to a study done on I-80 in Vallejo from 1955 and 1956, prior to the freeway construction, and 1957 and 1958, after the freeway was constructed, the accident rate dropped 73% and there were 245 fewer accidents on the then-new I-80 freeway.^[26]

The new route also made traveling in the Sierra Nevada Range much easier. Before construction, US 40 was a two-lane road with winding turns.^[27] This route was often closed in the winter because of the high elevation of the Donner Pass (7239 feet), and drivers had to use a much longer route to the north, US 40 ALT, now SR 70 using the Beckwourth Pass, at an elevation of 5221 ft.^[28] After the construction, driving was easier through the Sierra Nevada Range via I-80 and the pass was only closed to intense snowstorms.{{citation needed|date=May 2016}}

Truncation of US 40

In 1964, Caltrans desired to reduce the number of designated routes in the California state highways system.^[29] The Interstate Highway system, designed and built starting in 1956, was adding on to the already increased number of U.S. Routes and state highways.^[30] In result, the 1964 renumbering truncated US 50 to West Sacramento. The entire route of US 40 was deleted in the western United States due to the completion of I-80.^[30] Also, the number "40" was duplicated along I-40, at that time, a newly built route in southeastern California. I-40 was to be numbered I-30, but the American Association of State Highway and Transportation Officials (AASHTO) rejected the numbering.^[31]

The state law authorizing the renumbering was passed on September 20, 1963. Signage changes took place by July 1, 1964, and US 40 was decommissioned.^[29] US 40 was one of the first US Routes to be decommissioned completely in California.^[32]

Former alignments in Sacramento

In the Sacramento area, I-80 has been realigned to many routes.^[24] In 1964, I-80 used the old US 40/99E freeway, the current I-80 BUS, while a year later, I-80 was proposed to be realigned along a new freeway that would run south of the former I-80/I-880 northeast of Sacramento, run to south of the American River, and rejoin I-80. This was necessary because the 1964 I-80 failed to meet Interstate standards.^[24]

In 1972, I-880 was completed, while a part of the new alignment of I-80 was completed but not open to traffic, where there was a long bridge to nowhere.^[33] From 1972 to 1980, Interstate 880 began in West Sacramento as a fork from the original I-80, continues northeast over the Sacramento River to its interchange with I-5, continues east through the communities of North Sacramento and Del Paso Heights and ends at an interchange with the Roseville Freeway (I-80). The now-designated Capital City Freeway was then the original I-80 routing, continuing southwest directly into downtown Sacramento. I-80 was then re-routed along the Beltline Freeway in 1983, while the Capital City Freeway became I-80 Business, also I-305 and SR 51. I-880 would have intersected SR 244 and then US 50, but in 1979, the Sacramento City Council voted to delete the proposed I-80 alignment for rail transit. The constructed 244/51/80 split is now used for three railroad stations. In 1980, the new I-80 alignment was deleted from the Interstate system. SR 244 was then truncated from its proposed alignment to the only freeway section of the abandoned project in 1994, which is about a mile long. In 1982-84, I-880 was reassigned to SR 17 running from Oakland to San Jose, after two to four years of inactivity.

Bay Bridge replacement

On October 17, 1989, the Loma Prieta earthquake was responsible for 63 deaths and 3,757 injuries. The San Francisco–Oakland Bay Bridge, which is part of I-80, suffered severe damage, as a {{convert|76|x|50|ft|m|0|adj=on}} section of the upper deck on the eastern cantilever side fell onto the deck below. The quake caused the Oakland side of the bridge to shift {{convert|7|in|cm|}} to the east, and caused the bolts of one section to shear off, sending the {{convert|250|ST|MT|-1|adj=on}} section of roadbed crashing down like a trapdoor.^[34] Caltrans removed and replaced the collapsed section, and re-opened the bridge on November 18.^[35]

In 2002, due to the risk of a future large earthquake, Caltrans started building a new eastern span. The department advertised that the new span of the Bay Bridge used a new earthquake-resisting technique that would not collapse in an earthquake similar to the Loma Prieta earthquake.^[36] The new eastern span opened on September 2, 2013 at an estimated cost of $6.4B dollars.

Exit list

Related routes

There are eight associated routes of I-80: seven auxiliary Interstate Highways and one business route; these routes are I-280, I-380, I-580, I-680, I-780, I-880, I-980, and I-80 Bus.. Three former routes exist: I-180, I-480, and I-880.

See also

References

1. ^{{cite web |first= Daniel P. |last= Faigin |url= http://cahighways.org/073-080.html#080 |work= California Highways |title= Routes 73 through 80: Interstate 80 |date= |access-date=January 26, 2013}}{{self-published source|date= April 2014}}
2. ^{{cite web | url=http://www.dot.ca.gov/trafficops/trucks/docs/truckmap-d04.pdf | title=Truck Networks on California State Highways: District 4 | date=May 1, 2015 | publisher=California Department of Transportation | format=PDF | accessdate=May 3, 2016}}
3. ^{{CAFESystem}}
4. ^{{FHWA NHS map|region=californianorth|accessdate=October 12, 2017}}
5. ^{{FHWA NHS}}
6. ^{{CA Named Freeways | pages=54, 225}}
7. ^{{FHWA NHS map|region=sanfrancisco|accessdate=October 12, 2017}}
8. ^{{cite web |author= California Department of Transportation |publisher= California Department of Transportation |url= http://dot.ca.gov/hq/tsip/hseb/crs_maps/ |title= California Road System (CRS) Maps |access-date= November 2007}}
9. ^{{cite journal |first = J.F. |last = O'Brien |url = http://libraryarchives.metro.net/DPGTL/Californiahighways/chpw_1954_julaug.pdf |title = Eastshore Highway, Illustrated |journal = California Highways and Public Works |volume = 33 |issue = 7–8 |date = July–August 1954 |pages = 10–11 |issn = 0008-1159 }}
10. ^[https://archive.org/details/cavol3940liforniahigh6061wa00calirich/page/n289 California Highways and Public Works, Official Journal of the Division of Highways, Department of Public Works, State of California, Vol.39, Nos.7-8, July-August, 1960, p.57]
11. ^{{cite web |author= City of Emeryville, CA |url= http://ci.emeryville.ca.us/661/Emeryville-Comes-of-Age-1930s-to-1960s |publisher= City of Emeryville, CA |title= Emeryville Comes of Age: 1930s to 1960s |access-date=July 21, 2010}}
12. ^{{cite journal |first = E.J. |last = Carter |title = Rapid Progress: East Shore Freeway in Oakland Nearing Completion |url = https://archive.org/details/californiahighwa194849calirich/page/n429 |journal = California Highways and Public Works |volume = 28 |issue = 5–6 |date = May–June 1949 |pages = 6–10 |issn = 0008-1159 |via = Archive.org }}}
13. ^{{cite web |url= http://www.dot.ca.gov/hq/roadinfo/70mph.htm |publisher= California Department of Transportation |title= Highways with 70MPH Speed Limits }}
14. ^{{cite web|url=https://rideshare.511.org/carpool/carpool-lanes.aspx|work=511.org | title=Carpool Lanes|year=2016|publisher=Metropolitan Transportation Commission|access-date= May 1, 2016}}
15. ^{{cite web |author= California Department of Transportation |url= http://dot.ca.gov/hq/roadinfo/chcontrl.htm |title= Chain Controls |year= 2007 |access-date= September 3, 2010 |publisher= California Department of Transportation }}
16. ^{{cite web |url=http://dot.ca.gov/dist3/departments/mtce/controlmp.htm |title=Winter Operations |year=2007 |access-date=September 3, 2010 |author= California Department of Transportation District 3 |publisher= California Department of Transportation}}
17. ^{{cite web |author= California Department of Transportation |url= http://www.dot.ca.gov/hq/tsip/tsidoc/summit.xls |title= Elevation and Location of Summits and Passes in California |format= XLS |publisher= California Department of Transportation |archive-url= https://web.archive.org/web/20091107001352/http://www.dot.ca.gov/hq/tsip/tsidoc/summit.xls |archive-date= November 7, 2009 }}
18. ^{{cite web |url=http://ohv.parks.ca.gov/?page_id=23055 |title=Donner Summit |publisher=ca.gov |access-date=2017-01-05}}
19. ^{{cite web|url= http://www.gonefcon.com/trucktcom/grade.htm |title= Grade Climb & Descent Considerations|work=www.gonefcon.com |accessdate= 2017-08-14}}
20. ^{{cite web|url= http://usends.com/40-49/040/040.html|title=End of US Highway 40 |work= US Ends.com}}{{sps|certain=yes|date=April 2016}}
21. ^{{cite web|url=http://www.sierranevadageotourism.org/content/california-u-s-highway-40/sie53a2264898e90274c|work=National Geographic, Sierra Nevada Tourism|title=California U.S. Highway 40}}{{sps|certain=yes|date=May 2016}}
22. ^{{cite web|first=Griffin|last=Estes|date=March 29, 2015|url=http://hoodline.com/2015/03/panhandle-freeway-revolt|work=Hoodline.com|title=The Panhandle Freeway}}
23. ^{{cite web |first= Daniel P. |last= Faigin |date= April 28, 2014 |url= http://cahighways.org/itypes.html |work= California Highways |title= Interstate Highway Types and the History of California's Interstates |access-date= April 28, 2014}}{{self-published source|date= April 2014}}
24. ^¹²³{{cite web|first=Daniel P.|last=Fagin|date=May 1, 2016|url=http://cahighways.org/273-280.html#280|work=California Highways|title=Route 280}}{{self-published source|date=April 2014}}
25. ^{{cite news|first=Edward|last=Edspein|date=April 18, 2000|url=http://www.sfgate.com/news/article/Underground-Toll-Roads-Urged-for-S-F-Transit-3240568.php|work=San Francisco Chronicle|title=Underground Toll Roads Urged for S.F.: Transit group proposes 3 crosstown routes}}
26. ^{{cite journal |first = Charles A. |last = Pivetti |title = Vallejo Freeway: Latest Survey Shows Marked Decline in Accident Rate |url=https://archive.org/stream/cavol3940liforniahigh6061wa00calirich#page/n745/mode/2up|journal = California Highways and Public Works |date = July–August 1961 |volume = 40 |issue = 7–8 |pages = 25–26 |issn = 0008-1159 |via = Archive.org }}
27. ^{{cite journal |url=https://archive.org/stream/californiahighwa195657calirich#page/n625/mode/2up |title = Sierra Passes: Annual Opening Presents Difficult Job |volume = 36 |issue = 5–6 |pages = 31–33, 54 |journal=California Highways and Public Works |date = May–June 1957|issn = 0008-1159 |via = Archive.org }}
28. ^{{Cite web |title= California State Parks Office of Historical Preservation|url=http://ohp.parks.ca.gov/ListedResources/Detail.aspx?num=336|accessdate=2013-07-07}}
29. ^¹{{cite journal |url= https://archive.org/stream/californiahighwa196465calirich#page/n85/mode/2up |title= Route Renumbering: New Green Markers Will Replace Old Shields |work=California Highways and Public Works |date=March–April 1964 |volume= 43 |issue= 3–4 |pages= 11–13 |issn= 0008-1159 |access-date= April 19, 2016 |via= Archive.org }}
30. ^¹{{cite web|first=Casey|last=Cooper|url=http://www.gbcnet.com/ushighways/history/1964_hwy_renumbering_contents.html|work=GBCnet.com|title=1964 California Highway Renumbering}}{{self-published source|date=May 2016}}
31. ^{{cite web|first=Daniel|last=Fagin|date=May 2, 2016|url=http://cahighways.org/033-040.html#040|work= California Highways |title=Routes 33-40}}{{sps|certain=y|date=May 2016}}
32. ^{{cite web|first=Dale|last=Sanderson|date=May 5, 2016|url=http://www.usends.com/Focus/SanFran/index.html|work=USEnds|title=Historic US highways endpoints in San Francisco, CA}}{{sps|certain=y|date=May 2016}}
33. ^{{cite web|url=http://www.kurumi.com/roads/3di/i880.html#880ca|work=Kurumi|title=I-880 (decommissioned)}}{{sps|certain=y|date=May 2016}}
34. ^{{cite news|title=The California Quake: The Bay Bridge; Damage to Link Across Bay Is More Serious than Thought |url= https://www.nytimes.com/1989/10/20/us/california-quake-bay-bridge-damage-link-across-bay-more-serious-than-thought.html |date= October 20, 1989 |newspaper= The New York Times }}{{page needed|date= April 2016}}
35. ^{{cite web |url= http://www.sfmuseum.net/alm/quakes3.html#1989 |title= San Francisco Earthquake History 1915–1989: October 17, 1989 |work= The Virtual Museum of the City of San Francisco |publisher= Museum of the City of San Francisco |date= n.d. |access-date= April 20, 2016}}
36. ^{{cite web |url= http://www.dot.ca.gov/dist4/eastspans/ |author= California Department of Transportation |title= San Francisco–Oakland Bay Bridge East Span Seismic Safety Project |publisher= California Department of Transportation }}
37. ^¹²{{cite web |publisher= California Department of Transportation |work=California Numbered Exit Uniform System |url= http://www.dot.ca.gov/trafficops/exit/docs/80.pdf |format= PDF |title=Interstate 80 Freeway Interchanges |archive-url=https://web.archive.org/web/20140423110426/http://www.dot.ca.gov/trafficops/exit/docs/80.pdf |access-date= April 28, 2014 |archive-date= April 23, 2014 |dead-url= no |date= April 18, 2008 |first= KS |last= Warring}}