California State Route 94

SR 94 is an east–west freeway that begins at the eastern end of the one-way couplet of F and G streets in southeast San Diego. The freeway continues through an interchange with I-5 just east of downtown. Following this, the route goes through the neighborhoods of Sherman Heights, Grant Hill, Stockton, and Mount Hope, where there is an interchange with SR 15. Shortly thereafter, SR 94 intersects I-805 in Chollas View before continuing east through Emerald Hills and Chollas Creek into the city of Lemon Grove. Passing by the Marketplace at the Grove shopping center, the freeway forms the boundary between Lemon Grove to the south and La Mesa to the north, up to the SR 125 interchange where SR 94 turns east. At this point, SR 94 leaves both cities and enters unincorporated Spring Valley and Casa de Oro.

The freeway becomes an undivided highway at Via Mercado in Rancho San Diego. SR 94 continues through Rancho San Diego by turning southeast at the Jamacha Road and Campo Road intersection, where SR 54 and CR S17 turn northeast. As Campo Road, SR 94 crosses the Sweetwater River before entering a less-developed area, winding through the communities of Jamul, Dulzura and intersecting the north end of SR 188 north of Tecate. After passing through the communities of Potrero, Campo, and the Campo Indian Reservation, SR 94 continues east onto old U.S. Route 80 (US 80) briefly before turning north on Ribbonwood Road west of Boulevard. The route ends by connecting to I-8 near Manzanita.{{cite map|title=San Diego County Road Atlas|publisher=Rand McNally|author=Thomas Brothers|year=2009|pages=429–430, 1270–1272, 1289–1290, 1293–1294, 1298–1300|scale=1:22,800|location=Chicago|oclc=263420904}}

File:California 94 Sign.jpg

SR 94 is part of the California Freeway and Expressway System;{{CAFESystem}} west of SR 188, it is part of the National Highway System,{{FHWA NHS map|region=californiasouth|access-date=June 21, 2015}} a network of highways that are considered essential to the country's economy, defense, and mobility by the Federal Highway Administration.{{FHWA NHS}} SR 94 is eligible for the State Scenic Highway System,{{CA scenic|access-date=June 21, 2015}} but it is not officially designated as a scenic highway by the California Department of Transportation.{{Caltrans scenic}} In 2014, SR 94 had an annual average daily traffic (AADT) of 440 vehicles at Live Oak Springs Road, and 179,000 vehicles between I-805 and 47th Street, the latter of which was the highest AADT for the highway.{{Caltrans traffic|year=2014|start=92|end=98|access-date=July 10, 2016}}

SR 94 was built along the routing of an old stagecoach road that was part of the primary road from San Diego to Yuma, Arizona. A trip to East County in the 19th century along the road would last two days. James Pascoe surveyed the route through Campo for the county in 1869 that was {{convert|25|mi|km}} shorter than the existing route through Warner's Pass. The road was known for its curves, climbs, and boulders, making travel difficult. The first automobile went on the road in 1904.{{cite news | title=Stage Once Crossed Otay, Janal | work=The San Diego Union | date=July 28, 1968 | page=G2|oclc=13155544}}{{cite news | title=Route to Backcountry Seen as Path to History | work=San Diego Union-Tribune | date=January 16, 2010 | author=Krueger, Anne | page=NC2 | oclc=25257675}} By 1913, an unpaved automobile road extended to Campo from San Diego,{{cite map|year=1913|title=California|url=http://collections.lib.uwm.edu/cdm/compoundobject/collection/agdm/id/195/rec/33|publisher=W. Elliot Judge|author=Judge, W. Elliot|scale=1:760,320|location=San Francisco|access-date=June 21, 2015}} and work took place to improve the condition of the road in 1916.{{cite news | title=Road Condition Rapidly Improving | work=The San Diego Union | date=July 16, 1916 | page=3|oclc=13155544}} A year later, the road continued east to join with the state highway leading into Imperial County.{{cite map|url=http://collections.lib.uwm.edu/cdm/singleitem/collection/agdm/id/200/rec/36|title=California|year=1917|publisher=Automobile Club of Southern California|author=Automobile Club of Southern California|scale=1:1,160,000|location=Los Angeles|access-date=June 21, 2015|oclc= 32102746}} In 1927, the Potrero bridge was replaced, after a storm washed it out.{{cite news | title=Detour Near Del Mar is Opened to Traffic; Campo Road Blocked | work=Evening Tribune | date=March 7, 1927 | location=San Diego | page=1 | oclc=37687666}} By 1928, the paving of the Campo road was about 43 percent complete.{{cite news | title=Board Votes Pay for Road Contractor | work=Evening Tribune | date=December 3, 1928 | location=San Diego | page=2 | oclc=37687666}} In February of the next year, the progress was at 74 percent; the total cost was $122,474{{cite news | title=Money Voted for Roads by Board | work=Evening Tribune | date=February 4, 1929 | location=San Diego | page=11 | oclc=37687666}} (about ${{Formatprice|{{Inflation|US-GDP|122474|1893|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} The Sweetwater bridge was finished in March at a cost of $60,000{{cite news | title=Board Votes to Accept Bridge | work=Evening Tribune | date=March 4, 1929 | location=San Diego | page=15 |oclc=37687666}} (about ${{Formatprice|{{Inflation|US-GDP|60000|1929|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} The Campo road was the only road through the Peninsular Ranges to stay open for the entirety of the next winter; other roads were closed by snow, leading to increased traffic along this road. This was largely due to the lower elevation of the road, at only {{convert|4000|ft|m}}.{{cite news | title='Old Campo Road' Hornbeck's Pride; State's Lone 'All-Year-Clear' Sierra Highway, Claim | work=Evening Tribune | date=April 8, 1929 | author=Mansfield, Richard | page=7 |oclc=37687666}}

File:SR 54 and SR 94.jpg

In 1931, the County Board of Supervisors agreed to submit the Campo road for consideration as a secondary state highway.{{cite news | title=District Must Pay for Jail Lodgings | work=Evening Tribune | date=June 9, 1931 | location=San Diego | page=9 | oclc=37687666}} The state considered the inclusion of the Campo road into the system in 1932.{{cite news | title=May Include SD Roads in State System | work=Evening Tribune | date=October 14, 1932 | location=San Diego | page=3 | oclc=37687666}} The California State Legislature defined Route 200 in 1933 as a route from San Diego to west of Jacumba, going through the town of Campo.{{cite CAstat|year=1933|ch=767}} The San Diego Chamber of Commerce sent a representative to ask the state for funding for paving the Campo highway in 1935,{{cite news | title=Chamber Acts to Get County Road Funds | work=Evening Tribune | date=January 18, 1935 | location=San Diego | page=2 |oclc=37687666}} and the road was paved that year.{{cite news | title=A Major Highway Lost in the Past | work=San Diego Union-Tribune | date=July 14, 2008 | page=EZ7 | oclc=25257675}} The Chamber also asked for the war department to declare the road a military highway to receive federal assistance for its improvement.{{cite news | title=Campo Road as Military Route, Plea | work=Evening Tribune | date=February 7, 1935 | location=San Diego | page=6|oclc=37687666}} Signs were posted for SR 94 in 1937,{{cite news | title=State Changes Highway Number | work=The San Diego Union | date=November 20, 1937 | page=12|oclc=13155544}} and by 1938, SR 94 was signed along Broadway and Lemon Grove Boulevard (later Federal Boulevard) before continuing east to Campo.{{cite Caltrans map|year=1938|side=back|inset=San Diego|access-date=June 21, 2015}}{{cite Caltrans map|year=1938}}{{cite map|title=San Diego County|year=1948|author=Automobile Club of Southern California|publisher=Automobile Club of Southern California|scale=1:261,730|location=Los Angeles}}

The next year, the California Highway Commission declined to have the Campo road improved.{{cite news | title=Highway Board Views Park Link | work=The San Diego Union | date=June 24, 1939 | page=1|oclc=13155544}} However, the Highway 94 association, as well as the Campo-Potrero and Highway 80 chambers of commerce raised concerns about the safety of the children going to school in the buses along the road.{{cite news | title=Improvement Urged on Highway 94 Section | work=The San Diego Union | date=August 30, 1939 | page=6A | oclc=13155544}} In 1952, the Southern California committee of the state Chamber of Commerce recommended to the California Highway Commission that Route 94 be widened to four lanes from the Wabash Freeway to Jamacha.{{cite news | title=Road Improvement Plans Sent to Group | work=The San Diego Union | date=July 20, 1952 | page=A23|oclc=13155544}} In June 1953, the Commission approved an eight-lane freeway for Route 94 from Home Avenue in San Diego to Palm Avenue around La Mesa.{{cite news | title=Commission Sets July 29 for Protests | work=The San Diego Union | date=June 19, 1953 | page=A11 | oclc=13155544}} The local Board of Education also gave their approval, which was required because the freeway would be built on land that was for a proposed school.{{cite news | title=Board Approves Freeway Route | work=The San Diego Union | date=July 2, 1953 | page=B1|oclc=13155544}} But the next month, State Senator Fred Kraft criticized the proposal because he believed that it would be too expensive and would not reduce congestion in the long term.{{cite news | title=Sen. Kraft Opposes Freeway 94 Route | work=The San Diego Union | date=July 25, 1953 | page=A11 | oclc=13155544}} Approval extended to the junction with US 80 by October 1953; the part from 18th Street to Wabash Boulevard followed in November 1954.{{cite journal| title=Freeways in District XI | author=Dekema, J. | journal=California Highways and Public Works | date=November–December 1955 | volume=34 | issue=11–12 | pages=4–8 |oclc=7511628}} Later that year, a toll road that would have tunneled under the Laguna Mountains and bypassed Route 94 was proposed by the county Board of Supervisors.{{cite news | title=New Low-Level Survey Before Board | work=The San Diego Union | date=November 15, 1953 | page=A19|oclc=13155544}} The state allocated $3.48 million (about ${{Formatprice|{{Inflation|US-GDP|3480000|1954|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} for making SR 94 a freeway from College Avenue to Campo Road in October 1954.{{cite news | title=San Diego County Gets $16,139,000 For Road Projects | work=The San Diego Union | date=October 25, 1954 | page=A13|oclc=13155544}}

Construction began on the first part of the SR 94 freeway just west of Lemon Grove by May 1955.{{cite news | title=County's 5th State Road Job Finished | work=The San Diego Union | date=May 15, 1955 | page=A42|oclc=13155544}} The contract for the College Avenue to Campo Road portion was given out in October, for $2.9 million{{cite news | title=State Awards Contracts for Highway Work | work=The San Diego Union | date=October 27, 1955 | page=A11 | oclc=13155544}} (about ${{Formatprice|{{Inflation|US-GDP|2900000|1955|r=-6}}}} in {{inflation-year|US-GDP}} dollars).{{Inflation-fn|US-GDP}} Preparation for bidding on the portion from the Wabash Freeway to near Euclid Avenue took place towards the end of the year;{{cite news | title=State to Seek Bids on Freeway | work=The San Diego Union | date=December 24, 1955 | page=A7 | oclc=13155544}} construction was underway by May 1956, as was planning for the portion west of there to the intersection of 18th and F streets and the future interchange with US 101 (Now I-5).{{cite news | title=Plans Take Shape on Freeway Link | work=The San Diego Union | date=May 13, 1956 | page=A42 | oclc=13155544}} The San Diego City Council requested that an overpass be constructed at 22nd Street to provide improved access;{{cite news | title=City Will Request Route 94 Overpass | work=The San Diego Union | date=January 25, 1957 | page=B1 | oclc=13155544}} an underpass for the road was eventually built. The freeway from Wabash Boulevard and 56th was completed on March 18, 1957; metal-weakened plane joints were used for the construction, which the California Division of Highways considered "experimental" at the time. East of College Avenue, some unwanted cracks developed in the roadway during the joint pouring process, and were repaired with epoxy.{{cite journal| title=San Diego Freeways | author=Luckenbach, R.B. |author2=Smith, C.|author3=Estep, Al | journal=California Highways and Public Works | date=July–August 1957 | volume=8 | issue=7–8 | pages=45–48 |oclc=7511628}} At one point in 1958, SR 94 was considered as a possible extension of US 90, a route proposed to run along the southern border of the United States to Florida, by the South Bay Highway Association.{{cite news | title=Highway 94 Proposed as Florida Link | work=The San Diego Union | date=January 18, 1958 | page=A8 | oclc=13155544}} By August, SR 94 from Palm Avenue to Jamacha was being planned.{{cite news | title=Local Highway Jobs Reported Awaiting Funds | work=The San Diego Union | date=August 12, 1958 | page=A14|oclc=13155544}}

The western end of SR 94 connecting to US 101 was put up for the bidding process in late 1958.{{cite journal| title=Report from District XI | author=Dekema, Jacob | journal=California Highways and Public Works | date=November–December 1958 | volume=37 | issue=11–12 | pages=40, 46|oclc=7511628}} Construction on the interchange with US 101 began in 1961.{{cite news | title=Street Detours to Start Today in Road Work | work=The San Diego Union | date=July 30, 1961 | page=A24 | oclc=13155544}} By January 1962, the freeway was mostly complete west of La Mesa and the freeway connection to US 80.{{cite news | title=New Freeway Construction Stepped Up in San Diego | work=The San Diego Union | date=January 5, 1962 | page=C4 | oclc=13155544}} The part of the freeway from 25th to 17th streets was completed in November.{{cite news | title=State 94 Freeway Work Pressed | work=The San Diego Union | date=November 20, 1962 | page=A19 | oclc=13155544}} In the 1964 state highway renumbering, SR 94 was officially designated from I-5 to I-8 near Jacumba, and SR 125 was designated from SR 94 near La Mesa north to SR 56.{{cite CAstat|year=1963|ch=385}}

Land acquisition for the construction of the SR 94 freeway through Spring Valley had begun by 1965.{{cite news | title=Freeways Abreast of Business Needs | work=The San Diego Union | date=January 8, 1965 | page=C5 | oclc=13155544}} The next year, a plan to reroute and widen portions of SR 94 from the Sweetwater River to I-8 was underway, with a Caltrans proposal to remove the "Frenchy's" or "Three Springs" curve.{{cite news | title=Elimination of Curve Due on State 94 | work=The San Diego Union | date=January 3, 1966 | page=B3 | oclc=13155544}} In March 1968, the San Diego Highway Development Association considered the construction of the freeway from SR 125 to Jamacha Junction a priority.{{cite news | title=18 Highway Projects Get Top Priority | work=The San Diego Union | date=March 19, 1968 | author=Clance, Homer | page=C1|oclc=13155544}} The state announced in August that the Spring Valley widening project would be funded earlier than anticipated, because of the state of the economy.{{cite news | title=$17 Million More Set for Area Road Jobs | work=The San Diego Union | date=August 22, 1968 | page=B1 | oclc=13155544}} Meanwhile, a $1.8 million (about ${{Formatprice|{{Inflation|US-GDP|1800000|1968|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} contract to widen SR 94 to eight lanes from Wabash Boulevard to Waite Drive in Lemon Grove was awarded in October.{{cite news | title=Job to Widen Route 94 Let | work=The San Diego Union | date=October 31, 1968 | page=B8 | oclc=13155544}} The freeway from Kenwood Drive to Avocado Boulevard in Spring Valley was completed in July 1970.{{cite news | title=Freeway 94 Area to Open | work=The San Diego Union | date=July 10, 1970 | page=B2 | oclc=13155544}}

File:SR 94 freeway.jpg

An improved interchange with SR 125 was being planned in 1974, which would connect to the existing freeway extending to Avocado Boulevard.{{cite news | title=Bid Opening Set on State 94 | work=The San Diego Union | date=June 21, 1974 | page=B2 | oclc=13155544}} Construction began in October, and continued into late 1975, at a cost of $11 million (about ${{Formatprice|{{Inflation|US-GDP|11000000|1975|r=-6}}}} in {{inflation-year|US-GDP}} dollars);{{Inflation-fn|US-GDP}} the road was predicted to reduce traffic at the intersection of Campo Road and Bancroft Drive, and interchanges at Spring Street and Lemon Grove Avenue were to be built.{{cite news | title=I-15 Freeway is Final Link Yet to Finish | work=The San Diego Union | date=September 14, 1975 | author=Sexton, Ruby | page=B9 | oclc=13155544}} The Lemon Grove Avenue interchange was open by January 30, 1976,{{cite news | title=Lemon Grove State 94 Interchange Opened | work=The San Diego Union | date=January 30, 1976 | page=B3 | oclc=13155544}} and parts of the interchange with Spring Street and SR 125 was open by July 20.{{cite news | title=New State 94 Interchange is Open | work=The San Diego Union | date=July 20, 1976 | page=B3 | oclc=13155544}}

By 1977, much of the SR 94 freeway was congested, with 85,000 to 95,000 trips per day on the freeway according to Caltrans. It was hoped that the construction of SR 54 to the south and SR 125 would reduce traffic by 20,000 trips per day.{{cite news | title=Freeway Loop Called Answer to Congestion | work=The San Diego Union | date=December 31, 1977 | author=Clance, Homer | pages=B1, B2 | oclc=13155544}} Onramp meters were installed in 1978 to throttle traffic entering the freeway with a centralized computer system; this resulted in reduced congestion on the freeway, according to motorists.{{cite news | title=Traffic-Control Lights to Shine on I-8 Ramps | work=The San Diego Union | date=January 11, 1981 | author=Gulotta, Carol | page=B3 | oclc=13155544}} In 1987, the bridge over the Sweetwater River that had been used for 58 years was replaced by a new bridge, at a cost of $2.3 million{{cite news | title=Historic Bridge Reopens to More Sedate Clientele | work=The San Diego Union | date=June 30, 1987 | author=Jackson, Irene | page=B5 | oclc=13155544}} (about ${{Formatprice|{{Inflation|US-GDP|2300000|1987|r=-6}}}} in {{inflation-year|US-GDP}} dollars);{{Inflation-fn|US-GDP}} construction had been delayed by nine months by concern over environmental harm to the least Bell's vireo.{{cite news | title=Tiny Bird May be a Mighty Roadblock | work=Evening Tribune | date=November 23, 1985 | author=Carrier, Lynne | location=San Diego | page=C1 | oclc=37687666}}

The highway was designated the Martin Luther King Jr. Freeway by the California State Legislature in September 1989, after a two-year struggle to find a suitable tribute to King in the San Diego area.{{cite news | url=https://pqasb.pqarchiver.com/latimes/access/66607038.html?dids=66607038:66607038&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+21%2C+1989&author=ARMANDO+ACUNA&pub=Los+Angeles+Times+(pre-1997+Fulltext)&desc=California+94+Renamed+to+Honor+Martin+Luther+King&pqatl=google | archive-url=https://archive.today/20130131235619/http://pqasb.pqarchiver.com/latimes/access/66607038.html?dids=66607038:66607038&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+21,+1989&author=ARMANDO+ACUNA&pub=Los+Angeles+Times+(pre-1997+Fulltext)&desc=California+94+Renamed+to+Honor+Martin+Luther+King&pqatl=google | url-status=dead | archive-date=January 31, 2013 | title=California 94 Renamed to Honor Martin Luther King | work=Los Angeles Times | date=November 21, 1989 | access-date=July 8, 2012 | last=Acuna | first=Armando | oclc=3638237}} Nevertheless, the measure did not include funding for the signs, and as a result, they were not installed until 1998, when they were funded by the San Diego Association of Governments with $1.4 million (about ${{Formatprice|{{Inflation|US-GDP|1400000|1999|r=-6}}}} in {{inflation-year|US-GDP}} dollars){{Inflation-fn|US-GDP}} from a local sales tax.{{cite news | title=Freeway Name Up to Speed | work=San Diego Union-Tribune | date=January 19, 1999 | author=Powell, Ronald | page=B1 | oclc=25257675}}

In 1995, a U.S. Border Patrol checkpoint was opened near Dulzura, to combat human and drug trafficking that used SR 94, as well as fatal traffic accidents resulting from such smuggling.{{cite news | title=Checkpoint Near Dulzura Mostly Quiet on First Day | work=San Diego Union-Tribune | date=June 17, 1985 | author=Sanchez, Leonel | page=B7 | oclc=25257675}} Two years later, following a proposal to widen SR 94 from Otay Lakes Road to SR 188 to address the high rate of accidents, local residents raised concerns about this proposal.{{cite news | title=Opponents of Route 94 Project Hold Protest Rally | work=San Diego Union-Tribune | date=September 13, 1997 | author=Harpster, David | page=B1 | oclc=25257675}} In July 1998, the Back Country Coalition sued Caltrans concerning the short length of the environmental impact report as well as not soliciting comments from the public; opponents pushed for a ban of all trucks on the highway.{{cite news | title=Group Sues for More Study of Route 94 Passing Lanes | work=San Diego Union-Tribune | date=July 2, 1998 | author=Arner, Mark | page=B1 | oclc=25257675}} Caltrans agreed to hold another hearing in an out-of-court settlement, as well as to pay $20,000 for the attorneys.{{cite news | title=New Hearing on Adding Passing Lanes to Route 94 Set for Dec. 2 | work=San Diego Union-Tribune | date=July 13, 2014 | author=Arner, Mark | page=B3 | oclc=25257675}} In March 1999, Caltrans agreed to delay the construction for several years to evaluate the environmental impact.{{cite news | title=Environment Studies Delay Route 94 Work | work=San Diego Union-Tribune | date=March 26, 1999 | author=Harpster, Dave | page=B1 | oclc=25257675}} During the early 2000s, the interchange with SR 125 was reconstructed to allow for the extension of the latter freeway south to SR 54, which was finished in 2003.{{cite news | title=Route 125 Connection | work=San Diego Union-Tribune | date=May 7, 2003 | author=Krueger, Anne | page=B1 | oclc=25257675}}

In late 2006, the Jamul Indian tribe prepared to construct a casino, but many expressed concerns about the amount of traffic that would now travel on SR 94.{{cite news | title=Casino Plan Gets Neighborly Criticism | work=San Diego Union-Tribune | date=September 14, 2006 | author=Barfield, Chet | page=B1 | oclc=25257675}} In 2007, Caltrans declared that the construction required a permit to connect to SR 94 and to construct on the state right-of-way.{{cite news | title=Casino Still a Ways Off | work=San Diego Union-Tribune | date=May 19, 2007 | author=Soto, Onell | page=B1 | oclc=25257675}} At the end of the year, the tribe had started construction on the driveway to the casino, while Caltrans stated that it lacked the information needed to determine if the proposed traffic signal should be approved.{{cite news | title=Driveway is Prelude to Casino | work=San Diego Union-Tribune | date=December 17, 2007 | author=Soto, Onell | page=B1 | oclc=25257675}} In late 2009, the tribe filed a lawsuit against Caltrans over the inability to get approval to connect the driveway with the highway.{{cite news | title=Jamul Tribe Sues, Claims Caltrans is Meddling | work=San Diego Union-Tribune | date=October 9, 2008 | author=Soto, Onell | page=B1 | oclc=25257675}} The tribe made the claim that they were a sovereign nation and did not need the approval, but this was rejected by the court. Caltrans and the tribe came to an agreement in 2009, where the tribe would provide its own studies and pay for environmental mitigation.{{cite news | title=A Secret Deal on Route 94 | work=San Diego Union-Tribune | date=April 26, 2009 | page=F2 | oclc=25257675}}

Caltrans has plans to add a ramp from southbound SR 125 to SR 94 to improve the interchange; it is in the environmental planning stages, and is estimated to cost $71 million.{{cite web | url=http://www.dot.ca.gov/d11/facts/94_125.pdf | title=State Route 94 / SR-125 Interchange Project Fact Sheet | author=California Department of Transportation| publisher=California Department of Transportation | date=January 2016 | access-date=July 10, 2016 }} Also in the planning stages are high-occupancy toll lanes between the I-5 and I-805 interchanges,{{cite web|url=http://www.dot.ca.gov/d11/projects/94Express.pdf |title=State Route 94 Express Lanes Project Fact Sheet |author=California Department of Transportation |publisher=California Department of Transportation |date=March 2016 |access-date=July 10, 2016 |archive-url=https://web.archive.org/web/20160820183734/http://www.dot.ca.gov/d11/projects/94Express.pdf |archive-date=August 20, 2016 |url-status=dead }} and rerouting part of SR 94 east of the junction with Jamacha Boulevard while improving some interchanges.{{cite web | url=http://www.dot.ca.gov/d11/projects/94Improvement.pdf | title=State Route 94 Improvement Project Fact Sheet | author=California Department of Transportation|publisher=California Department of Transportation | date=May 2016 | access-date=July 10, 2016 }}

{{CAinttop|exit|county=San Diego|post_ref=
{{Caltrans bridgelog|date=October 2014|access-date=June 21, 2015}}

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{{cite web|author=Kals, Sunny|publisher=California Department of Transportation|work=California Numbered Exit Uniform System|url=http://www.dot.ca.gov/trafficops/exit/docs/ninetyfoureast.pdf|title=State Route 94 Freeway Interchanges Eastbound|access-date=March 5, 2009|date=July 5, 2007|location=Sacramento}}
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{{CAint|exit

|location=Lemon Grove

|lspan=3

|type=incomplete

|postmile=7.76

|exit=6B

|road=College Avenue / Broadway

|notes=Signed as exit 6 eastbound; no eastbound entrance

}}

{{CAint|exit

|postmile=8.27

|exit=7

|road=Massachusetts Avenue

}}

{{CAint|exit

|postmile=8.93

|exit=8

|road=Lemon Grove Avenue

}}

{{CAint|exit

|location1=Lemon Grove

|location2=La Mesa

|postmile=T10.11

|exit=9

|road={{Jct|state=CA|SR|125}}

|notes=Signed as exits 9A (south) and 9B (north); SR 125 exit 15, south exit 16 to SR 94 east; SR 125 north of SR 94 was formerly SR 67

}}

{{CAint|exit

|location=La Mesa

|postmile=R10.88

|exit=9C

|road=Spring Street – La Mesa

}}

{{CAint|exit

|location=Spring Valley

|ctdab=San Diego

|lspan=5

|postmile=R11.08

|exit=10A

|road=Bancroft Drive

}}

{{CAint|exit

|postmile=R11.80

|exit=10B

|road=Kenwood Drive – Casa de Oro

}}

{{CAint|exit

|postmile=R12.75

|exit=11

|road=Sweetwater Springs Boulevard – Casa de Oro

}}

{{CAint|exit

|postmile=R13.33

|exit=12

|road=Avocado Boulevard / Calavo Drive

}}

{{Jctplace|exit

|state=CA

|postmile= 

|place=East end of freeway

}}

{{CAint|exit

|location=none

|postmile=14.33

|road={{Jct|state=CA|CR|S17|county1=San Diego|name1=Jamacha Boulevard}}

}}

{{CAint|exit

|location=none

|postmile=14.86

|road={{Jct|state=CA|SR|54|dir1=east|name1=Jamacha Road}}

}}

{{CAint|exit

|location=none

|postmile=24.57

|road=Otay Lakes Road – Otay Lakes, Chula Vista, National City

}}

{{CAint|exit

|location=none

|postmile=38.97

|road={{jct|state=CA|SR|188|dir1=south|city1=Tecate}}

}}

{{CAint|exit

|location=none

|postmile=52.15

|road={{Jct|state=CA|CR|S1|dir1=north|county1=San Diego|name1=Buckman Springs Road}}

}}

{{CAint|exit

|location=none

|postmile=64.23

|road=Old Highway 80 – Live Oak Springs, San Diego

|notes=Former US 80 west

}}

{{CAint|exit

|location=Boulevard

|postmile=64.82

|road=Old Highway 80 – Jacumba

|notes=Former US 80 east

}}

{{CAint|exit

|location=none

|postmile=65.38

|road={{Jct|state=CA|I|8|city1=El Centro|city2=San Diego}}

|notes=Interchange; I-8 exit 65; east end of SR 94

}}

{{CAint|exit

|location=none

|postmile=65.38

|road=Ribbonwood Road

|notes=Continuation beyond I-8

}}

{{Jctbtm|col=6|keys=incomplete}}

• {{portal-inline|California Roads}}

{{Reflist|30em}}

• {{cite magazine |last=Randall |first=Laura |title=70 perfect miles |url=https://www.sunset.com/travel/california/70-perfect-miles-0 |magazine=Sunset |publisher=Sunset Publishing Corporation }}

{{Attached KML|display=title,inline}}

{{commons category}}

{{CASR external links|SR|94}}

• [http://www.aaroads.com/california/ca-094.html California @ AARoads.com – State Route 94]
• [http://www.cahighways.org/089-096.html#094 California Highways: SR 94]

094

094

State Route 094

Category:Transportation in San Diego

Category:Lemon Grove, California

Category:La Mesa, California