Interstate 70 in Colorado

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This article is about the section of Interstate 70 in Colorado. For the entire route, see Interstate 70.

Interstate 70 marker

Interstate 70
Template:Maplink-road
I-70 highlighted in red
Route information
Maintained by CDOT
Length: 449.589 mi[1] (723.543 km)
History: Designated in 1956
Completed in 1992
Restrictions: No hazardous goods allowed in the Eisenhower Tunnel
Major junctions
West end: I-70 / US-6 / US-50 at Utah state line
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East end: I-70 / US-24 at Kansas state line
Location
Counties: Mesa, Garfield, Eagle, Summit, Clear Creek, Jefferson, Denver, Adams, Arapahoe, Elbert, Lincoln, Kit Carson
Highway system
Colorado State Highways
← SH 69 SH 71 →

Interstate 70 (I-70) is a transcontinental Interstate Highway in the United States, stretching from Cove Fort, Utah, to Baltimore, Maryland. In Colorado, the highway traverses an east–west route across the center of the state. In western Colorado, the highway connects the metropolitan areas of Grand Junction and Denver via a route through the Rocky Mountains. In eastern Colorado, the highway crosses the Great Plains, connecting Denver with metropolitan areas in Kansas and Missouri. Bicycles and other non-motorized vehicles, normally prohibited on Interstate Highways, are allowed on those stretches of I-70 in the Rockies where no other through route exists.

The United States Department of Transportation (USDOT) lists the construction of I-70 among the engineering marvels undertaken in the Interstate Highway System and cites four major accomplishments: the section through the Dakota Hogback, Eisenhower Tunnel, Vail Pass, and Glenwood Canyon. The Eisenhower Tunnel, with a maximum elevation of 11,158 feet (3,401 m) and length of 1.7 miles (2.7 km), is the longest mountain tunnel and highest point along the Interstate Highway System. The portion through Glenwood Canyon was completed on October 14, 1992. This was one of the final pieces of the Interstate Highway System to open to traffic and is one of the most expensive rural highways per mile built in the country. The Colorado Department of Transportation (CDOT) earned the 1993 Outstanding Civil Engineering Achievement Award from the American Society of Civil Engineers for the completion of I-70 through the canyon.

When the Interstate Highway System was in the planning stages, the western terminus of I-70 was proposed to be at Denver. The portion west of Denver was included in the plans after lobbying by Governor Edwin C. Johnson, for whom one of the tunnels along I-70 is named. East of Idaho Springs, I-70 was built along the corridor of U.S. Highway 40 (US 40), one of the original transcontinental U.S. Highways. West of Idaho Springs, I-70 was built along the route of US 6, which was extended into Colorado during the 1930s.

Route description

File:Glenwood Canyon I-70.JPG
Westbound I-70 on a viaduct inside Glenwood Canyon, paralleling the Colorado River and former Denver and Rio Grande Western Railroad (now Union Pacific) main line

Colorado River

I-70 enters Colorado from Utah, concurrent with US 6 and US 50, on a plateau between the north rim of Ruby Canyon of the Colorado River and the south rim of the Book Cliffs. The plateau ends just past the state line and the highway descends into the Grand Valley, formed by the Colorado River and its tributaries.[2] The Grand Valley is home to several towns and small cities that form the Grand Junction Metropolitan Statistical Area, the largest conurbation in the area regionally known as the Western Slope. The highway directly serves the communities of Fruita, Grand Junction, and Palisade. Grand Junction is the largest city between Denver and Salt Lake City and serves as the economic hub of the area.[3] The freeway passes to the north of downtown, while US 6 and US 50 retain their original routes through downtown. US 6 rejoins I-70 east of Grand Junction; US 50 departs on a course toward Pueblo.[2]

I-70 exits the valley through De Beque Canyon, a path carved by the Colorado River that separates the Book Cliffs from Battlement Mesa. The river and its tributaries provide the course for the ascent up the Rocky Mountains. In the canyon, I-70 enters the Beavertail Mountain Tunnel, the first of several tunnels built to route the freeway across the Rockies. This tunnel design features a curved side wall, unusual for tunnels in the United States, where most tunnels feature a curved roof and flat side walls. Engineers borrowed a European design to give the tunnel added strength.[4] After the canyon winds past the Book Cliffs, the highway follows the Colorado River through a valley containing the communities of Parachute and Rifle.[2]

Glenwood Canyon

East of the city of Glenwood Springs, the highway enters Glenwood Canyon. Both the federal and state departments of transportation have praised the engineering achievement required to build the freeway through the narrow gorge while preserving the natural beauty of the canyon.[4][5] A 12-mile (19 km) section of roadway features the No Name Tunnel, Hanging Lake Tunnel, Reverse Curve Tunnel, 40 bridges and viaducts, and miles of retaining walls.[6] Through a significant portion of the canyon, the eastbound lanes extend cantilevered over the Colorado River and the westbound lanes are suspended on a viaduct several feet above the canyon floor.[5][7] Along this run, the freeway hugs the north bank of the Colorado River, while the Central Corridor of the Union Pacific Railroad (formerly the Denver and Rio Grande Western Railroad) occupies the south bank.[2]

File:Hanging Lake Tunnel I-70 Glenwood Canyon.jpg
The western portal of the Hanging Lake Tunnel; at this point in the canyon both the river and the railroad are directly below the freeway viaducts.

To minimize the hazards along this portion, a command center staffed with emergency response vehicles and tow trucks on standby monitors cameras along the tunnels and viaducts in the canyon. Traffic signals have been placed at strategic locations to stop traffic in the event of an accident, and variable message signs equipped with radar guns will automatically warn motorists exceeding the design speed of one of the curves.[8]

Rocky Mountains

The highway departs the Colorado River near Dotsero, the name given to the railroad separation for the two primary mountain crossings, the original via Tennessee Pass/Royal Gorge and the newer and shorter Moffat Tunnel route.[9] I-70 uses a separate route between the two rail corridors. From this junction, I-70 follows the Eagle River toward Vail Pass, at an elevation of 10,666 feet (3,251 m). In this canyon, I-70 reaches the western terminus of US 24, which meanders through the Rockies before rejoining I-70. US 24 is known as the Highway of the Fourteeners, from the concentration of mountains exceeding 14,000 feet (4,300 m) along the highway corridor.[10] Along the ascent, I-70 serves the ski resort town of Vail and the ski areas of Beaver Creek Resort, Vail Ski Resort, and Copper Mountain.[2]

File:Eisenhower Tunnel2.JPG
Entrance to the Eisenhower Tunnel

The construction of the freeway over Vail Pass is also listed as an engineering marvel. One of the challenges of this portion is the management of the wildlife that roams this area. Several parts of the approach to the pass feature large fences that prevent wildlife from crossing the freeway and direct the animals to one of several underpasses. At least one underpass is located along a natural migratory path and has been landscaped to encourage deer to cross.[1][11]

The highway descends to Dillon Reservoir, near the town of Frisco, and begins one final ascent to the Eisenhower Tunnel, where the freeway crosses the Continental Divide. At the time of dedication, this tunnel was the highest vehicular tunnel in the world, at 11,158 feet (3,401 m).[12] As of 2010, the facility was still the highest vehicular tunnel in the US.[6] The Eisenhower Tunnel is noted as both the longest mountain tunnel and the highest point on the Interstate Highway System.[12] The tunnel has a command center, staffed with 52 full-time employees, to monitor traffic, remove stranded vehicles, and maintain generators to keep the tunnel's lighting and ventilation systems running in the event of a power failure. Signals are placed at each entrance and at various points inside the tunnel to close lanes or stop traffic in an emergency.[12] There are several active and former ski resorts in the vicinity of the tunnel, including Breckenridge Ski Resort, Keystone Resort, Arapahoe Basin, Loveland Ski Area, Berthoud Pass Ski Area, and Winter Park Resort.[2]

Clear Creek

The freeway follows Clear Creek down the eastern side of the Rockies, passing through the Veterans Memorial Tunnels[13] near Idaho Springs. Farther to the east, I-70 departs the US 6 corridor, which continues to follow Clear Creek through a narrow, curving gorge. The Interstate, however, follows the corridor of US 40 out of the canyon. The highway crests a small mountain near Genesee Park to descend into Mount Vernon Canyon to exit the Rocky Mountains.[2] This portion features grade-warning signs with unusual messages, such as "Trucks: Don't be fooled", "Truckers, you are not down yet", and "Are your brakes adjusted and cool?".[14] Runaway truck ramps are a prominent feature along this portion of I-70,[4] with a total of seven used along the descent of either side the Continental Divide to stop trucks with failed brakes.[1]

File:TrucksDontBeFooled.JPG
Warning sign stating, "Trucks, Don't be Fooled—4 more miles [6.4 km] of steep grades and sharp curves"

The last geographic feature of the Rocky Mountains traversed before the highway reaches the Great Plains is the Dakota Hogback. The path through the hogback features a massive cut that exposes various layers of rock millions of years old. The site includes a nature study area for visitors.[4][15]

Great Plains

As the freeway passes from the Rocky Mountains to the Great Plains, I-70 enters the Denver metropolitan area, part of a larger urban area called the Front Range Urban Corridor. The freeway arcs around the northern edge of the LoDo district, the common name of the lower downtown area of Denver. Through the downtown area, US 40 is routed along Colfax Avenue, which served as the primary east–west artery through the Denver area before the construction of I-70. Through downtown, US 6 is routed along 6th Avenue before departing the I-70 corridor to join I-76 on a northeast course toward Nebraska.[2] The freeway meets I-25 in an interchange frequently called the Mousetrap.[4] From I-25 on to I-225, I-70 serves—together with those two Interstates—as part of an inner beltway around Denver.[16]

File:I-70 WB from US 287 Federal Boulevard overpass.jpeg
I-70 westbound at the US 287 interchange in Denver

I-70 has one official branch in Colorado, I-270, which connects the Interstate with the Denver–Boulder Turnpike. Where these two freeways merge is the busiest portion of I-70 in the state, with an average of 183,000 vehicles per day as of 2009.[17] While State Highway 470 (SH 470) and E-470 are not officially branches of I-70, they are remnants of plans for an I-470 outer beltway around Denver that were canceled when the allocated funds were spent elsewhere.[18]

Leaving Denver, the highway serves the redevelopment areas on the former site of Stapleton International Airport; runway 17R/35L crossed over the Interstate at the runway's midsection.[2] East of Aurora, I-70 rejoins the alignment of US 40 at Colfax Avenue. The freeway proceeds east across the Great Plains, briefly dipping south to serve the city of Limon, which bills itself as Hub City because of the many rail and road arteries that intersect there.[19] I-70 enters Kansas near Burlington, a small community known for having one of the oldest carousels in the United States.[20]

History

As first proposed in 1944, the western terminus of I-70 was Denver, along the corridor of US 40. The portion across the Rocky Mountains was added to the plans, after lobbying by Colorado officials, following the US 6 corridor.[11] The origins of both the US 40 and US 6 predate the United States Numbered Highway System, using established transcontinental trails.[21]

Earlier routes

Before the formation of the US Highway System, the country relied on an informal network of roads, organized by various competing interests, collectively called the auto trail system. The surveyors of most trails chose either South Pass in Wyoming or a southern route through New Mexico to traverse the Rocky Mountains. Both options were less formidable than the higher mountain passes in Colorado but left the state without a transcontinental artery. When the planners of the Lincoln Highway also decided to cross the Rockies in Wyoming, officials pressed for a loop to branch from the main route in Nebraska, enter Colorado, and return to the main route in Wyoming. While the Lincoln Highway was briefly routed this way, the loop proved impractical and was soon removed.[21]

File:Colrado02Rebalanced.png
I-70 crossing the Rocky Mountains

After losing the connection to the Lincoln Highway, officials convinced planners of the Victory Highway to traverse the state. The highway entered Colorado from Kansas along what was previously called the Smoky Hill Trail. The highway crossed the mountains along a trail blazed by a railroad surveyor and captain in the American Civil War, cresting at Berthoud Pass.[21] After a round of political infighting between Utah and Nevada, the Victory Highway would become the Lincoln Highway's main rival for San Francisco-bound traffic.[22] When the U.S. Highway system was unveiled in 1926, the Victory Highway was numbered US 40.[21]

While US 6 was also one of the original 1926 US Highways, the road originally served the portion of the country east of the Rocky Mountains. The highway was not extended to the Pacific coast until 1937, mostly following the Midland Trail.[23] Around the time the U.S. Highway system was formed, the portion of the Midland Trail through Glenwood Canyon, known as the Taylor State Road, was destroyed by a flood.[21] When US 6 was extended, the Works Progress Administration was rebuilding the road through the canyon and the Public Works Administration was nearing completion of a new highway over Vail Pass.[11][21] In western Colorado, US 6 was routed concurrent with US 50 from the Utah state line to Grand Junction and eventually replaced US 24 from Grand Junction to near Vail.[24] To keep these routes over the Rockies competitive with alternatives in other states, the Colorado Department of Highways relied on ingenuity to keep the roads safe. The department pioneered new machines to clear snow and various bridge and culvert designs to protect the roads from flooding.[21]

Interstate Highway planning

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See also: Interstate 70 in Utah
File:I-70WBMM244CO.jpg
I-70 descending into Clear Creek Canyon

Governor Edwin C. Johnson, for whom one of the tunnels along I-70 was later named, was a primary force in persuading the planners of the Interstate Highway System to extend the highway across the state. He stated to the Senate subcommittee in 1955:

You are going to have a four-lane highway through Wyoming. You are going to build two four-lane highways through New Mexico and Arizona. Colorado needs to be able to compete with our neighboring states. We do not want to take anything away from them. We do not want them to get way out ahead of us, either, because these interstate highways are going to be very attractive highways for the East and West to travel on.[11]

Colorado held several meetings to convince reluctant Utah officials they would benefit from a freeway link between Denver and Salt Lake City. Utah officials expressed concerns that, given the terrain between these cities, this link would be difficult to build. They later expressed concerns that the construction would drain resources from completing Interstate Highways they deemed to have a higher priority. Colorado officials persisted, presenting three alternatives to route I-70 west of Denver, using the corridors of US 40, US 6, and a route starting at Pueblo, proceeding west along US 50/US 285/US 24. In March 1955, Colorado officials succeeded in convincing Utah officials with the state legislature passing a resolution supporting a link with Denver. The two states jointly issued a proposal to Congress that would extend the plans for I-70 along the US 6 corridor. Under this proposal, the freeway would terminate at I-15 near Spanish Fork, Utah, linking the Front Range and Wasatch Front metropolitan areas.[11]

File:Bevertailmountaintunnel.jpg
Beavertail Mountain tunnel as seen from Amtrak's California Zephyr

Congress approved the extension of I-70; however, the route still had to be approved by the representatives of the military on the planning committee. Military representatives were concerned that plans for this new highway network did not have a direct connection from the central part of the country to Southern California; and further felt Salt Lake City was adequately connected. Military planners approved the extension but moved the western terminus south to Cove Fort, using I-70 as part of a link between Denver with Los Angeles instead of Salt Lake City. Utah officials objected to the modification, complaining they were being asked to build a long and expensive freeway that would serve no populated areas of the state. After being told this was the only way the military would approve the extension, Utah officials agreed to build the freeway along the approved route.[11]

Construction

Several mountains with scars from roads visible at the base and up the sides
View from Loveland Pass, showing a hairpin turn along the US 6 alignment on top right, and the straighter I-70 emerging from the Eisenhower Tunnel on the left

The first Colorado portion of I-70 opened to traffic in 1961. This section bypassed and linked Idaho Springs to the junction where US 6 currently separates from I-70 west of the city. The majority of the alignment through Denver was completed by 1964. The Mousetrap reused some structures that were built in 1951, before the formation of the Interstate Highway System. The last piece east of Denver opened to traffic in 1977.[4]

Eisenhower Tunnel

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Main article: Eisenhower Tunnel

Planning on how to route the freeway over the Rocky Mountains began in the early 1960s. The US 6 corridor crosses two passes: Loveland Pass, at an elevation of 11,992 feet (3,655 m), and Vail Pass, at 10,666 feet (3,251 m).[2] Engineers recommended tunneling under Loveland Pass to bypass the steep grades and hairpin curves required to navigate US 6. The project was originally called the Straight Creek Tunnel, after the waterway that runs along the western approach. The tunnel was later renamed the Eisenhower–Johnson Memorial Tunnel, after President Dwight D. Eisenhower and Colorado Governor Edwin C. Johnson.[12]

Construction on the first bore of the tunnel was started on March 15, 1968.[12] Construction efforts suffered many setbacks, and the project went well over time and budget. One of the biggest setbacks was the discovery of fault lines in the path of the tunnel that were not discovered during the pilot bores.[25] These faults began to slip during construction and emergency measures had to be taken to protect the tunnels and workers from cave-ins and collapses.[21] A total of nine workers were killed during the construction of both bores. Further complicating construction was that the boring machines could not work as fast as expected at such high altitudes, and the productivity was significantly less than planned. The frustration prompted one engineer to comment, "We were going by the book, but the damned mountain couldn't read."[25] The first bore was dedicated March 8, 1973. Initially, this tunnel was used for two-way traffic, with one lane for each direction. The amount of traffic through the tunnel exceeded predictions, and efforts soon began to expedite construction on the second tube (the Johnson bore), which was finished on December 21, 1979.[12] The initial engineering cost estimate for the Eisenhower bore was $42 million; the actual cost was $108 million (equivalent to $NaN in 2021[26]). Approximately 90 percent of the funds were paid by the federal government, with the state of Colorado paying the rest. At the time, this figure set a record for the most expensive federally aided project. The excavation cost for the Johnson bore was $102.8 million (equivalent to $335 million in 2021[26]).[25][27]

File:DSCN2091 vailpassrestarea e 600.jpg
Rest area along I-70 at the top of Vail Pass

The tunnel construction became involved in the women's rights movement due to advocacy by Janet Bonnema after she was subjected to gender-based discrimination after being hired as an engineering technician for the construction of the Straight Creek Tunnel in 1970. Bonnema was restricted from entering the tunnel due to the miners' superstition that women who entered underground mines and tunnels would bring bad luck. In 1972, Bonnema filed a $100,000 class action suit against CDOT, citing Title VII of the Civil Rights Act of 1964. As Colorado voters had passed the Equal Rights Amendment that year, the state settled Bonnema's case out of court for $6,730. Bonnema entered the tunnel for the first time on November 9, 1972, prompting 66 workers to temporarily walk off the job; most returned the next day. She continued with the project until the tunnel opened.[28]

Vail Pass

While designing the Eisenhower Tunnel, controversies erupted over how to build the portions over Vail Pass and Glenwood Canyon. The route of US 6 over Vail Pass has a distinctive "V" shape. Initially, engineers thought they could shorten the route of I-70 by about 10 miles (16 km) by tunneling from Gore Creek to South Willow Creek, an alternative known as the Red Buffalo Tunnel.[21] This alternative sparked a nationwide controversy as it would require an easement across federally protected lands, through what is now called the Eagles Nest Wilderness. After the US Secretary of Agriculture refused to grant the easement, the engineers agreed to follow the existing route across Vail Pass. The engineers added infrastructure to accommodate wildlife and had significant portions of the viaducts constructed offsite and lifted in place to minimize the environmental footprint.[21] The grade over Vail Pass reaches seven percent.[29]

Glenwood Canyon

File:CZglenwood.jpg
I-70 in Glenwood Canyon as seen from Amtrak's California Zephyr

Glenwood Canyon has served as the primary transportation artery through the Rocky Mountains, even before the creation of U.S. Highways. Railroads have used the canyon since 1887, and a dirt road was built through the canyon in the early 20th century.[8] The first paved road was built from 1936 to 1938 at a cost of $1.5 million (equivalent to $NaN in 2021[26]).[21]

With the Eisenhower Tunnel finished, the last remaining obstacle for I-70 to be an interstate commercial artery was the two lane, non-freeway portion in Glenwood Canyon. Construction had started on this section in the 1960s with a small section opening to traffic in 1966.[4] The remainder was stopped due to environmentalist protests that caused a 30-year controversy.[11] The original design was criticized as "the epitome of environmental insensitivity". Engineers scrapped the original plans and started work on a new design that would minimize additional environmental impacts.[30] A new design was underway by 1971, which was approved in 1975; however, environmental groups filed lawsuits to stop construction, and the controversy continued even when construction finally resumed in 1981.[21] The final design included 40 bridges and viaducts, three additional tunnel bores (two were completed before construction was stopped in the 1960s), and 15 miles (24 km) of retaining walls for a stretch of freeway 12 miles (19 km) long.[6] The project was further complicated by the need to build the four-lane freeway without disturbing the operations of the railroad. This required using special and coordinated blasting techniques.[31] Engineers designed two separate tracks for the highway, one elevated above the other, to minimize the footprint in the canyon.[8] The final design was praised for its environmental sensitivity. A Denver architect who helped design the freeway proclaimed, "Most of the people in western Colorado see it as having preserved the canyon." He further stated, "I think pieces of the highway elevate to the standard of public art."[30] A portion of the project included shoring up the banks of the Colorado River to repair damage and remove flow restrictions created in the initial construction of US 6 in the 1930s.[32]

File:I70terracedglenwoodcanyon.jpg
CDOT drawing showing how reusing the existing footprint of US 6 combined with elevating two lanes helped minimize the environmental impact of the freeway on Glenwood Canyon

The freeway was finally completed on October 14, 1992, in a ceremony covered nationwide.[33][34] Most coverage celebrated the engineering achievement or noted this was the last major piece of the Interstate Highway System to open to traffic. However, newspapers in western Colorado celebrated the end of the frustrating traffic delays. For most of the final 10 years of construction, only a single lane of traffic that reversed direction every 30 minutes remained open in the canyon. One newspaper proudly proclaimed "You heard right. For the first time in more than 10 years, construction delays along that 12-mile [19 km] stretch of Interstate 70 will be non-existent."[35]

The cost was $490 million (equivalent to $NaN in 2021[26]) to build 12 miles (19 km), 40 times the average cost per mile predicted by the planners of the Interstate Highway System.[21] This figure exceeded that of I-15 through the Virgin River Gorge, which was previously proclaimed the most expensive rural freeway in the country.[36] The construction of I-70 through Glenwood Canyon earned 30 awards for CDOT,[8] including the 1993 Outstanding Civil Engineering Achievement Award from the American Society of Civil Engineers.[37] At the dedication, it was claimed that I-70 through Glenwood Canyon was the final piece of the Interstate Highway System to open to traffic. For this reason, the system was proclaimed to be complete.[6][8] However, at the time, there were still two sections of the original Interstate Highway System that had not been constructed: a section of I-95 in central New Jersey,[38] that was not completed until 2018,[39] and a section of I-70 in Breezewood, Pennsylvania.[40]

Incidents

On August 1, 1984, a truck carrying six torpedos for the US Navy overturned while navigating a ramp at the Mousetrap, a complex interchange. The situation was made worse as no one answered at the phone number provided with the cargo, and an unknown liquid was leaking from one of the torpedoes. It took more than three hours before any military personnel arrived on the scene, US Army personnel from a nearby base. The incident left thousands of cars stranded and Denver's transportation network paralyzed for about eight hours. Approximately 50 residents in the area were evacuated.[41][42] Investigations later revealed that the truck driver did not follow a recommended route provided by the state police, who specifically warned the driver to avoid the Mousetrap.[41] The Navy promised reforms after being criticized for providing an unstaffed phone number with a hazardous cargo shipment, a violation of federal law, and failing to notify Denver officials about the shipment.[43][44] The Mousetrap was grandfathered into the Interstate Highway System, with some structures built in 1951.[4] The incident provided momentum to rebuild the interchange with a more modern and safer design. Construction began in several phases in 1987, and the last bridge was dedicated in 2003.[45]

In 2014, mile-marker 420 was altered by CDOT to read "Mile 419.99" following repeat thefts of the original sign due to the significance of the number 420 in cannabis culture.[46]

In 2019, a fiery crash killed four people and injured dozens. A previous, non-fatal accident in Lakewood had resulted in backed up traffic for several miles. At the time of the second collision, the backup extended past the Colorado Mills Parkway exit. A semi-trailer truck descending the grades as the freeway entered the greater Denver area, driven by Rogel Aguilera Mederos, attempted to downshift, but he was unable re-engage the transmission.[47] This resulted in the vehicle rapidly increasing in speed, with witnesses seeing the truck out of control near the Genesee exit, nine miles (14 km) from where the accident would occur. Witnesses also testified seeing the brakes smoking while the truck descended the hill. The driver passed at least one runaway truck ramp without entering, as well as four other exits where he could have exited the freeway. As the truck approached the backed up traffic, the driver attempted to swerve to the side of the road to avoid a collision but was unable as other trucks had already blocked this path while similarly attempting to avoid a collision. The truck collided with the backup and exploded. Over a dozen other vehicles were involved in the collision and four people died. The driver was charged with numerous offenses, including assault and vehicular homicide and initially sentenced to 110 years. This was controversial, due to the length of the sentence and the opinions of some victims and witnesses that the owner of the truck bore more responsibility. The company had previously been fined and cited for numerous brake-related violations as well as employing inexperienced truck drivers who were not fluent in English.[48] Aguilera testified through an interpreter in his own defense and pleaded for mercy saying, "I ask God too many times why them and not me? Why did I survive that accident?".[47] He also blamed his employer, testifying he was instructed to take back roads from the trip's origin in Wyoming and avoid the more commonly used road from Wyoming, I-25.[49] Shortly after the accident, CDOT announced a location for an additional runaway truck ramp in this area.[50][51]

After the 2020 Grizzly Creek Fire, I-70 was closed in Glenwood Canyon in August 2021 due to significant damage by debris from the fire, causing large detours.[52] The damage after the 2021 landslides required lengthy reconstruction of the road; the highway partially reopened on August 14, 2021.[53][54][55]

Legacy

When first approved, the extension of I-70 from Denver to Cove Fort was criticized in some area newspapers as a road to nowhere;[56] an information liaison specialist with USDOT in Baltimore, Maryland—the eastern terminus of I-70—claims people have asked "did we think Baltimoreans were so desperate to get to Cove Fort that we were willing to pay $4 billion to get them there?".[11] However, a resident engineer with USDOT has called the extension one of the "crown jewels" of the Interstate Highway System.[8] In Colorado, the freeway helped unite the state, despite the two halves being separated by the formidable Rocky Mountains. The Eisenhower Tunnel alone is credited with saving up to an hour from the drive across the state.[21] Prior to I-70's construction, the highway through Glenwood Canyon was one of the most dangerous in the state. With the improvements, the accident rate has dropped 40 percent even though traffic through the canyon has substantially increased.[8] CDOT is considering the nomination of various portions of I-70 as a National Historic Landmark, even though the freeway will not qualify as historical for several decades.[21]

File:Colorado14.JPG
I-70 through the Colorado Plateau

The freeway is credited with enhancing Colorado's ski industry. The ski resort town of Vail did not exist until I-70 began construction, with developers working in close partnership with CDOT.[21] By 1984, the I-70 corridor between Denver and Grand Junction contained the largest concentration of ski resorts in the country. The towns and cities along the corridor have experienced significant growth, luring recreational visitors from the Denver area. As one conservationist lamented, I-70 "changed rural Colorado into non-rural Colorado".[21]

Future

CDOT is replacing a 1.8-mile (2.9 km) viaduct that formerly carried I-70 between Brighton Boulevard and Colorado Boulevard in Denver with a below-grade highway; the project is expected to be completed in 2022. The $1.2 billion project, financed through a public–private partnership with Kiewit and Meridiam, would add a new express toll lane and build frontage roads; the below-grade freeway would have a four-acre (1.6 ha) park built over the top between Clayton and Columbine streets.[57][58] The project has attracted controversy from activists opposed to highway expansion, including lawsuits filed over changes to federal air quality standards that would allow the project to be built.[59][60][needs update]

Exit list

County Location[61] mi[61] km Exit Destinations Notes
Mesa ​ 0.000 0.000 I-70 west (US-6 / US-50 west) – Salina Continuation into Utah
​ 1.814 2.919 2 Rabbit Valley
Mack 11.106 17.873 11 Mack (US 6 / US 50 east) Eastern end of concurrency with US 6/US 50
​ 15.081 24.271 15 SH 139 north – Loma, Rangely Southern terminus of SH 139
Fruita 19.444 31.292 19 SH 340 to US 6 (US 50) – Fruita
Grand Junction 25.563 41.140 26 I-70 Bus. east / US 6 / US 50 – Grand Junction Diverging diamond interchange; Grand Junction appears only on eastbound signage
27.570 44.370 28 24 Road
Redlands Parkway
31.351 50.455 31 Horizon Drive
​ 36.644 58.973 37 I-70 Bus. west to US 6 – Clifton, Delta, Grand Junction Delta appears only on eastbound signage; US 6 and Grand Junction appear only on westbound signage
Palisade 41.578 66.913 42 To US 6 – Palisade US 6 appears only on eastbound signage
​ 43.682 70.299 44 US 6 west – Palisade Westbound exit and eastbound entrance; western end of concurrency with US 6
45.332 72.955 46 Cameo
46.867 75.425 47 James M. Robb – Colorado River State Park, Island Acres Former port of entry
49.015 78.882 49 SH 65 south to SH 330 east – Grand Mesa, Collbran
50.381 81.080
61.648 99.213 62 De Beque (US 6 east) Eastern end of concurrency with US 6[62]
Garfield Parachute 72.230 116.243 72 US 6 to CR 215 north – West Parachute Dumbbell interchange; opened October 31, 2012[63]
74.661 120.155 75 Parachute, Battlement Mesa
​ 81.236 130.737 81 Rulison
Rifle 86.850 139.772 87 West Rifle (US 6)
90.422 145.520 90 SH 13 north – Rifle, Meeker Eastbound entrance ramp includes direct entrance from Airport Road
​ 93.991 151.264 94 Garfield County Regional Airport
Silt 97.427 156.794 97 I-70 Bus. north – Silt
​ 105.260 169.400 105 New Castle
Chacra 109.000 175.418 109 Canyon Creek (US 6 west) Western end of concurrency with US 6
111.328 179.165 111 South Canyon
Glenwood Springs 114.295 183.940 114 West Glenwood (US 6 east) Dumbbell interchange; eastern end of concurrency with US 6
116.380 187.295 116 SH 82 east (Grand Avenue) / US 6 west – Glenwood Springs, Aspen Partial dumbbell interchange; western end of concurrency with US 6[64]
​ 118.640 190.933 119 No Name
120.954 194.657 121 Grizzly Creek to Hanging Lake Hanging Lake appears only on westbound signage
​ 122.660 197.402 123 Shoshone Eastbound exit and westbound entrance
125.061 201.266 125 Hanging Lake Eastbound exit and westbound entrance
125.269 201.601
128.317 206.506 129 Bair Ranch
Eagle ​ 133.384–
134.053		 214.661–
215.737		 133 Dotsero
Gypsum 139.533 224.557 140 Gypsum (US 6 east) Eastern end of concurrency with US 6
Eagle 146.648 236.007 147 Eagle
​ 156.547 251.938 157 SH 131 north – Wolcott, Steamboat Springs
​ 162.782 261.972 163 I-70 Bus. south – Edwards
Avon 166.635 268.173 167 Avon
168.157 270.622 168 William J. Post Boulevard – Avon East Entrance
Eagle-Vail 168.758 271.590 169 US 6 – Eagle-Vail Westbound exit and eastbound entrance
​ 171.105 275.367 171 US 6 west / US 24 east – Minturn, Leadville Western end of concurrency with US 6; western terminus of US 24
Vail 173.319 278.930 173 West Vail
176.057 283.336 176 Vail Ski Area – Vail Museum
179.866 289.466 180 East Vail
Vail Pass 189.981 305.745 Elevation 10,662 feet (3,250 m)
Summit ​ 190.095 305.928 190 Shrine Pass Road – Vail Pass rest area
195.298 314.302 195 SH 91 south – Copper Mountain, Leadville
197.854 318.415 198 Officers Gulch
Frisco 200.995 323.470 201 Main Street – Frisco, Breckenridge Breckenridge appears only on eastbound signage; Main Street appears only on westbound signage
202.352 325.654 203 SH 9 south – Frisco, Breckenridge Western end of concurrency with SH 9; Breckenridge appears only on westbound signage
Silverthorne 205.423 330.596 205 SH 9 north (Blue River Parkway) / US 6 east – Silverthorne, Dillon Eastern end of concurrency with US 6/SH 9
Continental Divide 213.651–
215.340		 343.838–
346.556		 Eisenhower Tunnel
Clear Creek ​ 216.185 347.916 216 US 6 west – Loveland Pass Western end of concurrency with US 6
218.346 351.394 218 (no name) Connects to Herman Gulch Road[65]
221.297 356.143 221 Bakerville
Silver Plume 225.719 363.260 226 Silver Plume
Georgetown 227.910 366.786 228 Georgetown
​ 231.889 373.189 232 US 40 west – Empire, Granby Western end of concurrency with US 40
233.047 375.053 233 Lawson Eastbound exit only
234.209 376.923 234 Downieville, Dumont, Lawson Dumont appears only on eastbound signage; Lawson appears only on westbound signage
235.005 378.204 235 Dumont Westbound exit and eastbound entrance
237.660 382.477 238 Fall River Road
Idaho Springs 238.704–
239.267		 384.157–
385.063		 239 I-70 Bus. east – Idaho Springs No eastbound entrance; I-70 Bus. appears only on eastbound signage
239.652 385.683 240 SH 103 / Invalid type: road – Mt. Evans
241.125 388.053 241 I-70 Bus. west – Idaho Springs I-70 Bus. appears only on westbound signage
242.292 389.931
242.980 391.038 243 Hidden Valley, Central City
​ 244.260 393.098 244 US 6 / US 40 east – Golden Left exit eastbound; left entrance westbound; no eastbound entrance; eastern end of concurrency with US 6/US 40
246.602 396.867 247 Beaver Brook, Floyd Hill Eastbound exit and westbound entrance
Jefferson ​ 247.604 398.480 248 none Westbound exit and eastbound entrance
250.769 403.574 251 El Rancho Eastbound exit and westbound entrance
​ 251.318 404.457 252 SH 74 (Evergreen Parkway) / US 40 west Westbound exit and eastbound entrance; western end of concurrency with US 40
252.244 405.947 253 Chief Hosa
253.528 408.014 254 US 40 east – Genesee Park Eastern end of concurrency with US 40
255.974 411.950 256 Lookout Mountain
​ 258.722 416.373 259 US 40 east – Golden, Morrison Eastbound signage
CR 93 – Morrison Westbound signage
Golden 259.803 418.112 260 SH 470 – Boulder, Colorado Springs SH 470 exit 1; no westbound exit or eastbound entrance from SH 470 EB
​ 261.030 420.087 261 US 6 east (6th Avenue) Eastbound exit and westbound entrance
261.630 421.053 262 US 40 / I-70 Bus. (Colfax Avenue) to US 6 I-70 Bus. appears only on eastbound signage; US 6 appears only on westbound signage
Lakewood 262.571 422.567 263 Colorado Mills Parkway – Denver West
Wheat Ridge 264.341 425.416 264 Youngfield Street/32nd Avenue
265.343 427.028 265 SH 58 west – Golden, Central City
265.726 427.645 266 SH 72 (Ward Road) / Invalid type: road
267.402 430.342 267 SH 391 (Kipling Street)
Arvada 269.005 432.922 269A SH 121 (Wadsworth Boulevard)
269.242 433.303 269B I-76 east – Fort Morgan Eastbound left exit and westbound entrance; western terminus of I-76
Wheat Ridge–Lakeside line 270.000 434.523 270 SH 95 (Sheridan Boulevard) / Invalid type: road SH 95 (Sheridan Blvd.) not signed westbound
Jefferson–Denver
county line		 Lakeside–Denver line 270.496 435.321 271A SH 95 (Sheridan Boulevard) Westbound exit and eastbound entrance
City and County of Denver 271.549 437.016 271B Lowell Boulevard/Tennyson Street Westbound exit and eastbound entrance
272.005 437.750 272 US 287 (Federal Boulevard)
273.015 439.375 273 Pecos Street
274.062 441.060 274 US 6 west / US 85 south / I-25 (US 87) – Fort Collins, Colorado Springs The Mousetrap; western end of concurrency with US 6/US 85; exit 214A on I-25
274.607 441.937 275A Washington Street Unnumbered and part of exit 274 eastbound
275.252 442.975 275B SH 265 north (Brighton Boulevard)
275.545 443.447 275C York Street/Josephine Street Eastbound exit and westbound entrance
276.080 444.308 276A US 6 east / US 85 north (Vasquez Boulevard) Eastbound signage; eastern end of concurrency with US 6/US 85
Steele Street/Vasquez Boulevard Westbound signage
276.572 445.099 276B SH 2 (Colorado Boulevard) to US 6 east / US 85 north US 6 and US 85 appear only on westbound signage
276.797–
278.319		 445.462–
447.911		 277 Dahlia Street/Holly Street/Monaco Street
278.548 448.280 278 SH 35 (Northfield Quebec Street)
279.086 449.145 279A I-270 west / US 36 west – Fort Collins, Boulder Westbound exit and eastbound entrance; western end of concurrency with US 36
279.591 449.958 279B Central Park Boulevard
280.567 451.529 280 Havana Street
281.560 453.127 281 Peoria Street Unnumbered and part of Exit 282 westbound
Denver–Adams
county line		 Denver–Aurora line 282.271–
283.180		 454.271–
455.734		 282 I-225 south – Aurora, Colorado Springs Exit 12 on I-225
Adams Aurora 283.532 456.301 283 Chambers Road
283.623 456.447 284 Peña Boulevard – Denver International Airport Eastbound exit and westbound entrance
284.627 458.063 285 Airport Boulevard
285.727 459.833 286 Tower Road
288.219 463.844 288 I-70 Bus. / US 40 west / US 287 north (Colfax Avenue) Left exit westbound; no westbound entrance; I-70 Bus. appears only on westbound signage; western end of concurrency with US 40/US 287
289.028 465.145 289 E-470 – Fort Collins, Colorado Springs Exit 20 on E-470
292.128 470.134 292 SH 36 east (Airpark Road) Former US 36 east
​ 295.256 475.168 295 I-70 Bus. north – Watkins
299.328 481.722 299 Manila Road
Bennett 304.360 489.820 304 SH 79 north – Bennett
305.259 491.267 305 Kiowa Eastbound exit only
Arapahoe 305.784 492.112 306 SH 36 – Kiowa, Bennett No eastbound signage; no eastbound entrance; former US 36
​ 310.165 499.162 310 Strasburg
315.913 508.413 316 US 36 east / SH 36 west – Byers Eastern end of concurrency with US 36; unsigned SH 36 is former US 36 west
322.086 518.347 322 Peoria
Deer Trail 328.329 528.394 328 I-70 Bus. south – Deer Trail
Elbert ​ 336.787 542.006 336 Lowland
340.354 547.747 340 I-70 Bus. west – Agate
348.731 561.228 348 Cedar Point
352.340 567.036 352 SH 86 west – Kiowa
354.537 570.572 354 (no name)
Lincoln Limon 359.499 578.558 359 I-70 Bus. east to US 24 / SH 71 – Limon Eastbound signage
US 24 – Colorado Springs Westbound signage
361.743 582.169 361 I-70 Bus. to SH 71 – Limon SH 71 appears only on eastbound signage
​ 363.025 584.232 363 US 40 east / US 287 south – Hugo, Kit Carson Eastbound signage; eastern end of concurrency with US 40/US 287
I-70 Bus. / US 24 west to SH 71 – Limon Westbound signage; western end of concurrency with US 24
​ 371.482 597.842 371 Genoa, Hugo Hugo appears only on westbound signage
376.520 605.950 376 Bovina
Arriba 383.496 617.177 383 Arriba
Kit Carson ​ 394.564 634.989 395 Flagler
Seibert 405.065 651.889 405 US 24 east / SH 59 – Seibert Eastern end of concurrency with US 24
​ 411.961 662.987 412 Vona
419.311 674.816 419 SH 57 – Stratton
428.824 690.125 429 Bethune
Burlington 436.788 702.942 437 I-70 Bus. / US 385 (Lincoln Street) I-70 Bus. appears only on eastbound signage
438.225 705.255 438 I-70 Bus. / US 24 (Rose Avenue) I-70 Bus. appears only on westbound signage; western end of concurrency with US 24
​ 449.589 723.543 I-70 east / US-24 east – Goodland, Salina Continuation into Kansas
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

References

  1. ↑ 1.0 1.1 1.2 Lua error in package.lua at line 80: module 'strict' not found.
  2. ↑ 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 Lua error in package.lua at line 80: module 'strict' not found.
  3. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  4. ↑ 4.0 4.1 4.2 4.3 4.4 4.5 4.6 4.7 Lua error in package.lua at line 80: module 'strict' not found.
  5. ↑ 5.0 5.1 Lua error in package.lua at line 80: module 'strict' not found.
  6. ↑ 6.0 6.1 6.2 6.3 Lua error in package.lua at line 80: module 'strict' not found.
  7. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  8. ↑ 8.0 8.1 8.2 8.3 8.4 8.5 8.6 Lua error in package.lua at line 80: module 'strict' not found.
  9. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  10. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  11. ↑ 11.0 11.1 11.2 11.3 11.4 11.5 11.6 11.7 Lua error in package.lua at line 80: module 'strict' not found.
  12. ↑ 12.0 12.1 12.2 12.3 12.4 12.5 Lua error in package.lua at line 80: module 'strict' not found.
  13. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  14. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  15. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  16. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  17. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  18. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  19. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  20. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  21. ↑ 21.00 21.01 21.02 21.03 21.04 21.05 21.06 21.07 21.08 21.09 21.10 21.11 21.12 21.13 21.14 21.15 21.16 Lua error in package.lua at line 80: module 'strict' not found.
  22. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  23. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  24. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  25. ↑ 25.0 25.1 25.2 Lua error in package.lua at line 80: module 'strict' not found.
  26. ↑ 26.0 26.1 26.2 26.3 Lua error in package.lua at line 80: module 'strict' not found. United States Gross Domestic Product deflator figures follow the Measuring Worth series. Cite error: Invalid <ref> tag; name "inflation-USGDP" defined multiple times with different content Cite error: Invalid <ref> tag; name "inflation-USGDP" defined multiple times with different content Cite error: Invalid <ref> tag; name "inflation-USGDP" defined multiple times with different content
  27. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  28. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  29. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  30. ↑ 30.0 30.1 Lua error in package.lua at line 80: module 'strict' not found.[permanent dead link]
  31. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  32. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  33. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  34. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  35. ↑ Lua error in package.lua at line 80: module 'strict' not found.[page needed]
  36. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  37. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  38. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  39. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  40. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  41. ↑ 41.0 41.1 Lua error in package.lua at line 80: module 'strict' not found.
  42. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  43. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  44. ↑ Lua error in package.lua at line 80: module 'strict' not found.[page needed]
  45. ↑ Lua error in package.lua at line 80: module 'strict' not found.[page needed]
  46. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  47. ↑ 47.0 47.1 Lua error in package.lua at line 80: module 'strict' not found.
  48. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  49. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  50. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  51. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  52. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  53. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  54. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  55. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  56. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  57. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  58. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  59. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  60. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  61. ↑ 61.0 61.1 Lua error in package.lua at line 80: module 'strict' not found.
  62. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  63. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  64. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  65. ↑ Lua error in package.lua at line 80: module 'strict' not found.

External links

Script error: No such module "Attached KML".


Interstate 70
Previous state:
Utah		 Colorado Next state:
Kansas
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