Skip to main content

California State Route 11; the Otay Mesa Freeway Extension

The current iteration of California State Route 11 is a planned tolled freeway known as the Otay Mesa Freeway Extension.  The alignment of California State Route 11 is planned to originate from the Otay Mesa East Port of Entry and terminate to the west at California State Route 905/California State Route 125 interchange in San Diego.  In current form only a mile of California State Route 11 from Enrico Fermi Drive west to the California State Route 905/California State Route 125 interchange has been opened to traffic.  

Part 1; the history of modern California State Route 11

The current corridor of California State Route 11 ("CA 11") is second highway to use the number.  The original CA 11 corridor was found in the Los Angeles Area and was one of the original Sign State Routes announced during August 1934.  The original CA 11 featured numerous notable segments of highway such as the Arroyo Seco Parkway and Harbor Freeway.  The original CA 11 featured multiplexes with US Route 66, US Route 6 and US Route 99.  More regarding the original CA 11 can be found below:

The Arroyo Seco Parkway and the early terminus points of US Route 66 in Los Angeles

The current CA 11 was designated via 1994 Legislative Chapter 409.  Upon being designated during 1994 the current CA 11 was not given a specific route description.  CA 11 was intended to terminate a new Mexican Port of Entry where it would connect with an unconstructed Mexican Freeway then known as Tijuanna 2000.  CA 11 appears on the 2005 Caltrans Map with the following Legislative Description:

The generalized planned routing of CA 11 appears on the 2005 Caltrans Map.  

According to during June 2012 the California Transportation Commission approved CA 11 for consideration of future funding after a finalized Environmental Impact Report was submitted.  During December 2012 the California Transportation Commission approved a route adoption of a new 2.8 mile tolled freeway from the CA 905/CA 125 interchange east to the proposed Otay Mesa East Port of Entry.  The initial segment of CA 11 east of CA 905/CA 125 to Enrico Fermi Drive opened to traffic on March 19th, 2016 according to Caltrans District 11.  

On July 7th, 2016 the San Diego Union Tribune announced that Caltrans and the San Diego Associations of Government ("SANDAG") had received $49.3 in Federal Funding for construction of CA 11.  The Federal Funding was earmarked to constructed southbound ramp connectors between CA 11, CA 125 and CA 905.  

During August 2019 the Los Angeles Tribune reported that construction of the second segment of CA 11 from Enrico Fermi Drive to the Otay Mesa East Port of Entry had begun and was expected to be complete during 2021.  Construction of the Otay Mesa East Port of Entry is stated to have a projected beginning in 2021 with a completion target of 2023.  

The San Diego Union Tribune reported during October 2024 that the Otay Mesa East Port of Entry was anticipated to be completed by 2024 due to COVID-19 pandemic related delays.  The second segment of CA 11 was stated in the article to have an anticipated completion to the Otay Mesa East Port of Entry sometime during late 2021.  During September of 2021 it was reported on the AAroads forum that the first Diverging Diamond Interchange in San Diego was opened at CA 11 and Enrico Fermi Drive.  As of the publishing date of this blog (12/2/21) the second segment of CA 11 has not yet opened. 

Part 2; Roadwaywiz features California State Route 11

During October 2020 Dan Murphy of the Roadwaywiz Youtube Channel (and Gribblenation) featured real-time drives on CA 11.  Below eastbound CA 11 from CA 905 on the Otay Mesa Freeway Extension to Enrico Fermi Drive can be observed.  

Below westbound CA 11 on the Otay Mesa Freeway Extension from Enrico Fermi Drive to CA 905 can be observed. 

CA 11 and the Otay Mesa Freeway Extension were featured on the Roadwaywiz San Diego area webinar on April 18th, 2020.  The panel (Dan Murphy, Tom Fearer and Scott Onson) discuss CA 11 and the Otay Mesa Freeway Extension at time stamp 51:28-55:56.


Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third