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Once a year beginning in 1986, a lane is opened to pedestrians for the Navy Bay Bridge Run/Walk, a fundraiser sponsored by and benefiting the Navy Morale, Welfare, and Recreation program. The bridge was designed entirely and exclusively for motor vehicle traffic there are no pedestrian walkways, bike paths, or shoulders ("breakdown lanes"). It is designated and signed as part of California State Highway 75. The eastern end of the bridge connects directly to a T interchange with Interstate 5, just southeast of downtown San Diego. This incident began the process of implementing the barrier solution.
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On December 7, 1981, Coronado resident Hal Willis was westbound when a drunk driver traveling eastbound at high speeds drove through the cones, hit him head on and caused his death. Prior to installation of the barrier, moveable cones were used to separate eastbound/westbound traffic. The bridge contains five lanes: two eastbound, two westbound, and a reversible middle lane with a barrier transfer machine system installed in 1993 which can be used to create a reversible lane in either direction in response to traffic volume. However nothing came of the discussions, and more recently there have been discussions of removing the unused toll plaza completely. Though tolls are no longer collected, beginning Februthere was talk of resuming westbound toll collection to fund major traffic solutions and a tunnel. The islands upon which the toll booths sat, as well as the canopy over the toll plaza area, are still intact, located at the western end of the bridge in the westbound lanes. On June 27, 2002, it became the last toll bridge in Southern California to discontinue tolls, despite objections from some residents that traffic to the island would increase. Although the bridge was supposed to become "toll-free" once the original bridge bond was paid (which occurred in 1986), the tolls continued for sixteen additional years. Several years later, this was changed to a $1.00 toll collected for traffic going westbound to Coronado only. Originally, the toll was $0.60 in each direction. The bridge is the third largest orthogonal box in the country – the box is the center part of the bridge, between piers 18 and 21 over the main shipping channel. The five-lane bridge featured the longest continuous box girder in the world until it was surpassed by the Shibanpo Yangtze River Bridge in Chongqing, China in 2008. In 1970, it won an award of merit for long span bridge from the American Institute of Steel Construction. Ī view of the bridge from a commercial jet The clearance would allow an empty oil-fired aircraft carrier to pass beneath it – it is not sufficient for Nimitz-class nuclear aircraft carriers in light load condition. To achieve this clearance with a reasonable grade, the bridge length was increased by taking a curved path, rather than a more direct path to Coronado. By 1964 the Navy supported a bridge if there was at least 200 feet (61 m) of clearance for ships which operate out of the nearby Naval Base San Diego to pass underneath it. In 1951–52, the Coronado City Council initiated plans for bridge feasibility studies. In 1935, an officer at the naval air station at North Island argued that if a bridge was built to cross the bay then the Navy would leave San Diego. They feared a bridge could be collapsed by attack or an earthquake and trap the ships stationed at Naval Base San Diego. Navy initially did not support a bridge that would span San Diego Bay to connect San Diego to Coronado. Spreckels recommended that a bridge be built between San Diego and Coronado, but voters dismissed the plan. The bridge is signed as part of State Route 75.ĭescription Construction The San Diego–Coronado Bridge, locally referred to as the Coronado Bridge, is a prestressed concrete/ steel girder bridge, crossing over San Diego Bay in the United States, linking San Diego with Coronado, California.