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Location: West Metro Denver
Alignment: Clear Creek Canyon
History:
Dates to the 1930s. SH 20 was used as the route
in Clear Creek Canyon between SH 119 and Golden. However, it
was only ever a projected/impassable road. At that time US 6
used the US 40 routing via Mount Vernon Canyon. By 1954, the
road was completed through Clear Creek Canyon, and US 6 was
run through it. However it was done as an extension of SH
182, and SH 20 was decommissioned.
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Location: Grand Junction
History:
Brought
into the state system about 1956, starting off as a highway from US 50
in downtown Grand Junction northeast to US 6 west of Clifton. By 1958
it was extended northwest from downtown to US 6. Previously there were
no state highways along these alignments. By 1963 an interchange had
been put in at SH 20's northwest end (current interchange at North Avenue/BL 70/US 50 junction). By 1965 SH 20 was extended from Clifton east along US 6 to Palisade. Previously that stretch of road was US 6/SH 4.
Sometime or another, probably between 1958 and 1963, US 50 was rerouted so it used part of SH 20
from North Avenue southeast into downtown. Before then US 50 had used
North Ave and 5th St. Also at some point BL I-70 was run along SH 20
between its two junctions with North Ave. This most likely happened
after 1966, since that's when I-70 was completed in the Grand Junction
area.
SH 20 was decommissioned in the purge of 1968, because
by that point it had been overtaken by other routes for its entire
length, US 50, BL 70 and US 6.
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Location: Platteville (North Front Range)
Alignment: Loop east of US 85 through Platteville.
History:
Appears to be an original 1920s highway. Turned back by
1939.
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Location: North Eastern Plains
Alignment: Spur each direction north and south off of
US 6 at Paoli.
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Location: Western Slope
Alignment: Spur from SH 13 southwest of Hamilton
south to Loyd.
History:
Appears on state maps only one year: 1954.
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Location: North Eastern Plains
S End: Jct SH 14 near Stoneham
N End: Nebraska border
History:
Brought into the state system by 1955, along the alignment
of current SH 71. Alignment was previously not a state
highway. By 1961, it's paved from SH 14 north to Cottonwood
Creek. Paved all the way to Nebraska by 1963. By 1964 it's
decommissioned, renumbered as an extension of SH 71.
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Location: East Metro Colorado Springs
Length*: 22.30mi
S End: Jct SH 16 at Powers Blvd/Mesa Ridge Pkwy in northeast Fountain
N End: Jct SH 83 in north Colorado Springs
Counties: El Paso
Places: Colorado Springs
NHS: Entire length.
Expressway: Four- to six-lane dvided entire length. Interchanges at Briargate/Union, US 24/Platte Ave and Woodmen Rd.
Roadway Names: Powers Boulevard.
Milepost Guide:
- 131.81: Powers Blvd/Mesa Ridge Pkwy intersection (begin SH 21 in El Paso County)
- 139.58: South jct US 24/Fountain Blvd, Colorado Springs
- 141.74: North jct US 24/Platte Ave interchange
- 154.11: SH 83 (end SH 21)
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Annual Average Daily Traffic (2008):
- 9800 at Mesa Ridge Pkwy/SH 16
- 26,500 north of Grinnell Blvd
- 49,800 on US 24/SH 21 north of Aeroplaza Rd
- 50,500 north of Platte Ave/US 24
- 55,800 north of Waynoka Rd
- 41,700 north of Barnes Rd
- 21,100 at SH 83
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Notes:
The ultimate plan for Powers is to turn most of its length into a full
freeway. In addition to those already in place, it is expected the
final SH 21 freeway will include interchanges at: Proby Pkwy (aka
Drennan), Fountain Blvd, Airport Rd, Galley Rd, Palmer Park Blvd,
Constitution Ave, North Carefree Cir, Barnes Rd, Stetson Hills Blvd,
Dublin Blvd, Research Pkwy, Old Ranch Rd, SH
83, Voyager Pkwy, and I-25. Apparently the section south of Proby won't
be a freeway.
Guide:
SH
21 is Powers Blvd, the Colorado Springs east beltway. It starts on the
northeast edge of Fountain, east of Widefield, at an intersection where Mesa Ridge Pkwy
(SH 16) curves to the north and becomes Powers Blvd, with a leg of Mesa Ridge going east. Powers
then goes north as a four-lane divided expressway, curving around the
southwest corner of the Colorado Springs Airport. The intersection at
Milton Proby Pkwy (formerly Drennan Rd) is the primary access into the
airport. At Fountain Blvd, US 24 comes in from the west and runs with
SH 21 north along Powers. At Platte Ave, US 24 exits at the partial
cloverleaf interchange and heads east. North of Platte is Powers'
busiest section and is a six-lane, arrow-straight, signal light-choked
continuous commerical strip all the way to Dublin Blvd. The stretch
also features several steep grades as Powers climbs over the rolling
terrain.
At Woodmen Rd, Powers has another partial cloverleaf interchange, and
begins curving to the northwest. North of Research Pkwy Powers is built
to make its eventual "freeway-ization" easier, by having each direction
of the road flare outward at the intersections along the ramp
alignments, leaving the area in the middle for the future overpasses.
Old Ranch Rd and SH 83 do this.
This section also included a CDOT experiment, with one direction paved
in asphalt and the other in concrete for comparison. The Union
Blvd/Briargate Pkwy interchange has the two crossroads share ramps with
one-way frontage roads between them. At SH 83/Interquest Pkwy, Powers
dead-ends and SH 21 ends. SH 83 and SH 21 end at each other.
Photo Gallery:
- Barnes Road.
Northbound on SH 21 as it approaches the signal at Barnes Road, in the
middle of Colorado Springs' northeast commerical corridor. Ahead a
climb up a hill can be seen, charateristic of this area of Powers Blvd.
(September 2012)
- Union Blvd Overpass.
Northbound on SH 21 in the Briargate/Union interchange, here crossing
the overpass over Union. Ahead a bridge over Pine Creek can be seen.
(September 2012)
- End SH 21, SH 83 North.
Marker assembly at the Powers intersection with Interquest Pkwy. SH 21
and SH 83 end at each other, so there's no "south 83" to mark.
(September 2012)
History:
SH 21 was created October 1, 2007, but it was summer 2008
before signage appeared. SH 21 was run over the entire length of Powers
as it existed at the time. The take-over by CDOT of Powers began in
1999 when CDOT and the city agreed the swap would eventually take
place, although back then the thought was Powers would become part of
SH 83. Even before SH 21 existed, CDOT built the section of Powers from
Research to SH 83 as part of its 28 high priority projects.
When CDOT took over Powers Blvd to form SH 21, it had ripple effects
throughout El Paso County. CDOT turned back to local control numerous
highways in the area to keep its mileage balanced. The highways turned
back were: 1) All of BL I-25/Nevada Ave; 2) all of SH 29; 3) all of SH 38; 4) SH 83/Academy Blvd from SH 115 east and north to Powers; 5) Spur SH 83 at I-25 Exit 150; 6) US 85/Lake Ave from SH 115 to Venetucci Blvd; and 7) SH 105
from SH 83 to Jackson Creek Pkwy. Item #6 resulted in the renumbering
of US 85/Nevada from Lake to I-25 as an extension of SH 115. Also, SH 16 was extended east along Mesa Ridge Pkwy.
In August 2012 the SH 21 interchange at Briargate Pkwy and Union Blvd
opened. Previous to the opening through traffic went outward and down
the future ramps and along the frontage roads. When the mainline
overpasses opened it allowed through traffic to fly through the
interchanges without going through the signals.
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Location: Greeley
Alignment: Spur off of current BR US 34 (then US 34)
in Greeley south along 11th Ave.
History: Appears to be an original 1920s highway.
Gone by 1954.
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Location: Northeast Metro Denver
Length*: 2.47mi
E End: 124th Ave./Sable Blvd., south of
Brighton
W End: 124th Ave./Brighton Road, Henderson
Counties: Adams
Places: Henderson
Roadway Names: 124th Avenue
Milepost Guide:
- 0.00: Sable Blvd (begin SH 22 in Adams County)
- 1.83: US 85, Henderson
- 2.47: Brighton Road (end SH
22)
Annual Average Daily Traffic (2008):
- 2400 at Sable Blvd
- 7900 west of US 85, Henderson
Guide:
Two lanes its whole length. The intersection at Brighton
Rd. and 124th is a four-way stop. There are signal lights at
US 85. East of US 85, it goes past Henderson Elementary
School.
History:
Alignment became a state highway between 1937 and 1947, but
at first was numbered SH 128. It was renumbered as SH 22 by
1954. Was paved by 1963.
The east end used to be at SH 51 and later SH 2. Sable Blvd was SH 51 up to 1998, then renumbered as an extension of SH 2.
In summer 2010 Sable Blvd was turned back to Brighton (who call it 4th
Ave), leaving SH 22 with both its ends dangling. If it weren't for US
85, SH 22 would not touch any other state highway.
Suggestions:
Delete SH 22 in favor of an eastward-extended SH 128
along 120th Avenue.
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Location: North Eastern Plains
Alignment: Spur that went from US 138 at Ovid south,
and from Ovid north to the point where current US 385 enters
Nebraska (although back then it was called SH 166).
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Location: Western Slope
Length*: 7.08mi
NW End: Jct SH 62 at Lena St./Main St. in Ridgway
SE End: Jct US 550 north of Ouray
History:
It started at SH 62 at Lena and Main in Ridgway and
paralleled US 550 along its western side before ending at US
550 north of Ouray. Entirely gravel, and was never paved.
Current Ouray CR 3A. Became a state highway by 1954, and
existed up to 1989.
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Location: North Eastern Plains
Length*: 17.51mi
SW End: Jct US 385 at Holyoke
NE End: Nebraska border at Venango, connecting to
NE
23 (link to Chris Geelhart's site)
Counties: Phillips, Sedgwick
Places: Holyoke, Amherst, Venango
Milepost Guide:
- 0.00: US 385 north of Holyoke (begin SH 23 in Phillips County)
- 16.72: Enter Sedgwick County
- 17.51: Nebraska border (end SH 23)
Annual Average Daily Traffic (2008):
- 530 at US 385
- 470 northeast of CR 53, Amherst
- 290 at Nebraska border
Guide:
SH
23 starts at US 385 on the north side of Holyoke and heads northeast
toward Nebraska. Its alignment is defined by the BNSF rail line it
parallels, part of BNSF's Sterling to Hastings, Neb. line. From Holyoke
SH 23 starts off on the northwest side of the rail line, speeding along
the flat terrain through the grain elevator complex and two-street town
of Amherst. A few miles from the border SH 23 suddenley curves over to
the southeast side of the rail line, and barely catches the southeast
tip of Sedgwick County before hitting the Nebraska border on the west
side of Venango.
Photo Gallery:
- US 385 Intersection. Approaching the stop sign at US 385 just north of Holyoke. (May 2011)
- Nebraska Border.
Looking into Colorado at the Nebraska border. I find it somewhat unusal
that CDOT decided to put in a large welcome board at this low-volume
border crossing. (May 2011)
History:
Used to be SH 176.
Changed to SH 23 in 1989. According to George Sammeth, he
spoke to the person at CDOT who made the change, and
according to George that person said they changed it to
avoid confusion, because SH 176 and I-76 were both in
the same general part of the state. The 23 number became
available in 1989 when the previous SH 23 was turned
back (see entry above). Numbering it 23 nicely matched with
the Nebraska number.
SH 23's alignment, as SH 176, is an original 1920s
highway.
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Location: Eastern Plains
Alignment: Link from US 6 west of Holyoke heading
south and then east to SH 51 (current US 385), where
it continued east as a spur.
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Location: Northeast Metro Denver
Alignment: Current SH 44 in its entirety.
History: Brought into the state system between by
1954, and was paved by 1960. Renumbered as SH 44 in the
purge of 1968 to avoid duplication with US 24.
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24
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Many maps show the business loop of US 24 through Manitou
Springs as SH 24. Mistake.
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Location: Central Mountains > Southern Front
Range > Eastern Plains
Length: 331mi implied; 274.40mi* signed
W End: Jct I-70/US 6 Exit 171 north of Minturn
E End: Kansas
border with unmarked overlap on I-70 east of Burlington (link to Richie
Kennedy's site)
Nationally: E End: Jct I-75 in Waterford, Michigan
(1540mi)Counties: Eagle, Lake, Chaffee, Park, Teller, El
Paso, Elbert, Lincoln, Kit Carson
Places: Minturn, Red Cliff, Leadville, Buena Vista,
Hartsel, Florissant, Divide, Woodland Park, Green Mountain
Falls, Manitou Springs, Colorado Springs, Calhan, Ramah,
Simla, Limon, Seibert, Vona, Stratton, Bethune, Burlington
I have a separate page for
US 24 for the rest of the info.Related Site: US
24 Endpoints by Dale Sanderson
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Location: North Eastern Plains
S End: 1939-'54: Jct US 34 at Hyde; 1954-'68: 6mi
south of Crook
N End: 1939-'54: Nebraska border north of Crook;
1954-'68: Jct US 138 at Crook
History:
Brought into the system in 1939. It went from US 34 at
Hyde north via Fleming to Crook, then to the Nebraska
border. In 1954, the route was trimmed back on both
directions, so SH 25 spurred south from Crook for 6
miles. By 1960 it was paved. It was renumbered to SH
55 in the purge of 1968, to avoid duplication
with I-25.
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Location: South Front Range > Metro Denver >
North Front Range
Length*: 298.87mi
S End: New
Mexico border at Raton Pass (link to Steve Riner's
site)
N End: Wyoming
border north of Wellington (link to Andy Field's
site)
Nationally: S End: Jct I-10 at Las Cruces, New
Mexico; N End: Jct I-90 at Buffalo, Wyoming (1059mi)
Counties: Las Animas, Huerfano, Pueblo, El Paso,
Dougals, Arapahoe, Denver, Adams, Broomfield, Weld,
Larimer
Places: Trinidad, Walsenburg, Pueblo, Fountain,
Colorado Springs, Monument, Castle Rock, Castle Pines North, Lone Tree,
Centennial, Greenwood Village, Denver, Northglenn, Thornton,
Broomfield, Mead, Loveland, Windsor, Fort Collins,
Wellington
I have a separate page for
I-25 for the rest of the info. Looking only for
an exit list?
Related Site: I-25
@ Interstate Guide
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Location: Metro Denver
Alignment: Connector carrying US 287 along 23rd
Street (Park Avenue West) from 38th Avenue to Colfax Avenue
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Location: North Front Range
Alignment: Link between SH 119 at Niwot and US 287
along Niwot Road. NOT current SH 52.
History: Brought into the state system by 1954,
and was already paved. Turned back by 1965.
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Location: West Denver
Length: *2.97mi
W End: Jct SH 95 at Sheridan Blvd./Alameda Ave. in
Denver
E End: Kalamath St at I-25 Exit 208 in Denver
Counties: Denver
Roadway Names: Alameda Avenue
Milepost Guide:
- 11.17: SH 95/Sheridan Blvd. in Denver (begin SH
26 in Denver County)
- 12.69: SH 88/Federal Blvd.
- 14.14: Kalamath St at I-25 Exit 208 interchange (end SH 26)
Annual Average Daily Traffic (2008):
- 21,100 east of Sheridan Blvd.
- 32,600 east of Morrison Rd.
- 51,900 at I-25
Photo Gallery:
- SH
26/CR 93. Northwestbound on SH 26 at Dinosaur
Ridge Road and Hogback Road. Here one would turn south to
Morrison or north to I-70 Exit 259. Note the unusual
Jefferson County route marker. This was previous to the
turn back of the Hogback section of SH 26, so the sign
was still present. See History below. Another
drive-through in February 2002 revealed all SH 26 shields
in the Hogback area gone. Thanks to Andy Field for
alerting me to this. (May 2001)
History:
SH 26 was brought into the system in 1966. From I-70/US 40
south of Golden it went south on Hogback Road, looped up,
over and down the hogback on Dinosaur Ridge Road, then went
east via Alameda Parkway and Alameda Avenue to I-25, for a
length of 14.10mi.
In 1986, the section from Kipling St. to Sheridan Blvd.,
creating a gap of 3mi, was turned back to the City of
Lakewood as part of the Lakewood/State route swap that
occurred in conjunction with C-470. See Denver's
470 Saga for more info. In 1997, the section between the
SH 470 overpass and Kipling St. was turned back.
Finally, in the latter part of 2001, the section between
I-70 and the SH 470 overpass was turned back to Jefferson
County. This was done in preparation to
completely abandon and close Dinosaur Ridge Road, as the
traffic has been damaging dinosaur fossils. Part of the plan
also called for an interchange to be put in at Alameda
Parkway and SH 470, completed in 2008. Dinosaur Ridge Road was closed when the interchange opened.
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Location: Eastern Plains
Alignment: Spur north from US 34 at Eckley
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Location: South Metro Denver
Alignment: Started at SH 70 at the
intersection of Clarkson St./Hampden Ave. in metro Denver,
then headed south on Clarkson to Quincy Ave., where it
turned east and ended at University Ave. (SH 177).
History: Brought into the state system by 1954,
turned back by 1957.
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Location: South Front Range
Alignment: US 85-87 from Nevada Avenue/Lake Avenue in
Colorado Springs southeast to the freeway at Fountain
History:
This SH 27 served as the carrier route starting
in 1957 for US 85-87 from Colorado Springs to Fountain as
the expressway/freeway was built through the area. SH
1 was the previous state highway along US 85-87, but
that was routed along the fwy/expy. Eliminated with the
other carrier routes in the purge of 1968.
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Location: Eastern Plains
Alignment: Spur east off of SH 59 due east to
Heartstrong
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Location: Bellvue (North Front Range)
Length*: 1.47mi
E End: Jct US 287 at Laporte
W End: Bellvue
History:
Route that went from US 287 at Laporte up toward Rist
Canyon becoming a Larimer CR at Bellvue. Became a state
highway sometime by 1954, at first gravel, and was paved by
1955. Turned back to the county in 1989 when the US 287
Laporte bypass was completed. SH 28 couldn't exist
anymore because its east terminus would have to be moved
over a mile to the northeast. All of it is now Larimer CR
52E. In its heyday, SH 28 was meant as an access to a
state fish hatchery at Bellvue.
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Location: Eastern Plains
Alignment: Spur from US 34 west of Wray southwest to
Mildred via Vernon
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Location: Colorado Springs
Length: 1968-2007: *4.35mi
SW End: Jct US 85 in
south Colorado Springs
NE End: 1964-1968: US 24 at Platte/Circle; 1968-2007: SH 83 at Airport/Academy
History:
Became a state highway by 1964. At first it started
at a partial interchange at US 85 (near present-day Lake/Venetucci),
went east to I-25 Exit 138 then north on Circle Drive to Platte Avenue
(then US 24). By 1965 an interchange was put in at Hancock Expressway.
By 1968 the north end was realigned to turn east on Airport Road to SH
83/Academy Blvd. The partial interchange at US 85 was eliminated by
1988, and SH 29 ended at the Lake/Venetucci intersection. All of SH 29
was turned back October 1, 2007 (although it took several months for
signage to change) as part of the massive swap to get Powers to become
SH 21.Photo Gallery:
- End
at US 85. Signs on westbound SH 29 at US 85. The
"To" on the left US 85 marker is due to a short section
of US 85 in south Colorado Springs that has been turned
back to the city. Photo by Russell Kroll. (May 2003)
- I-25
Interchange. Looking west through the I-25
interchange along SH 29, from a pedestrian overpass on
the east side of it. (September 2003)
- Airport
Road. Looking east along SH 29's Airport Road
section. (September 2003)
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Location: Northern Eastern Plains
Alignment: Spur from US 6 at Prewitt Reservoir
southwest of Sterling west to Messex
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Location: South Western Slope
Alignment: Spur from US 160 (current US 491)
at Cahone east for 2mi
History:
Appears on state maps for only one year: 1954. Current
Dolores CR R.
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Location: East Metro Denver
Length*: 20.41mi
W End: Jct I-25/US 285 Exit 201 in Denver
E End: Gun Club Rd./Quincy Ave. east of Aurora
Counties: Denver, Arapahoe
Places: Denver, Aurora
NHS:
- I-25/US 285 at west terminus east and then north to
Alameda Ave.
- Along 6th Ave. from I-225 to Buckley Road
Roadway Names:
- First east-west section is Hampden Avenue
- First north-south section is Havana Street
- Second east-west section is 6th Avenue
- Second north-south section is Gun Club Road
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Milepost Guide:
- 0.00: I-25/US 285 Exit 201 interchange (begin SH
30 in Denver County)
- 3.09: Begin Denver/Arapahoe County split
- 3.83: SH 83/Parker Rd, Enter Arapahoe County
- 9.97: I-225 Exit 9 interchange, Aurora
- 20.41: Quincy Ave (end SH 30)
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Annual Average Daily Traffic (2008):
- 51,200 at I-25, Denver
- 45,500 east of Yosemite St.
- 45,400 north of Iliff Ave., Aurora
- 36,000 north of Alameda Ave.
- 23,800 east of Havana St.
- 38,700 east of I-225
- 14,400 east of Airport Blvd.
- 7900 east of Tower Rd.
- 13,600 at Quincy Ave.
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Guide:
Starting at Exit 201, it heads east on Hampden Ave., veers
north on Havana St., turns east on 6th Ave, then swerves
south on Gun Club Rd., finally ending at the intersection of
Gun Club and Quincy Ave. There is an overpass over
E-470 north of Jewell Ave. The sections along most of
Hampden Ave. and Havana St. are usually 8 lanes wide, with
continuous left turn lanes in each direction. The section
along Hampden has a 45mph speed limit and moves pretty fast
usually. Havana Street is one of Aurora's commercial strips
and so is choked with traffic lights. Along 6th Avenue, SH
30 passes the north side of Buckley Air Force Base. The
section along Gun Club road is only two lanes and passes the
west side of the massive Lowry Landfill.
Photo Gallery:
- Tamarac Drive and Mount Evans.
This pictures shows a lot. It's looking west along Hampden Avenue/SH 30
near Ulster Street toward Tamarac Drive. The sizable depression Hampden
is descending into is the sorta-valley of Goldsmith Gulch. Take note of
Hampden's 8-lane width with continuous left turn lanes. Off on the
horizon you can see snow-covered Mount Evans. (January 2004)
History:
SH 30 became a state highway by 1955, and at first it
existed from 6th and Havana (Jct SH 70) down
southeast for 12.63mi to its current end. Most of it was
paved by 1956. By 1960 SH 30 was extended south along Gun
Club to Smokey Hill Road, along gravel. By 1966 the south
end was moved back to Quincy Avenue (then called Airline
Avenue).
In 1970 US 285 was routed along the Hampden Avenue
freeway then along Hampden Avenue and up Havana Street,
ending at Colfax Avenue (US 40). By 1979 US 285 had its end
chopped off at I-25, and SH 30 was extended to take over its
former routing along Havana and Hampden.
Suggestions:
Put in an interchange at SH 30 and E-470.
Related Site: US
285 Endpoints by Dale Sanderson
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Location: Northern Eastern Plains
Alignment: Link from SH 30 east of Messex
south to US 6
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Location: South Metro Denver
W End: Jct US 85 at Santa Fe Drive/County Line
Road
E End: Jct I-25 Exit 195 at County Line Road
Roadway Name: County Line Road
History:
County Line Road between Santa Fe and I-25 was brought
into the state system by 1963. At first it was an entirely
gravel road, but was paved from Santa Fe east to Broadway by
1966. By 1970 it was renumbered as SH 470.
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Location: Eastern Plains
Alignment: Spur east off of SH 63 south of Akron,
going past the local airstrip
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Location: South Western Slope
Alignment: From US 666 (current US 491) south
of Cortez west to Utah, passing south of Hovenweep National
Monument
History:
Appears on state maps for only two years, 1960 and '61.
Was entirely gravel. Current Montezuma CR G.
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Location: East Metro Denver
Length*: 1.28mi
S End: Jct US 40-287/BL I-70 in Aurora at Colfax
Ave./Tower Rd.
N End: Jct I-70 Exit 286 in Aurora
Roadway Names: Tower Road
History:
Alignment
first became a state highway in 1965 when a spur of SH 72 was added
from Smith Road (then SH 72 and temporary I-70) to Colfax Avenue. It
was extended north to the newly-completed I-70 in 1966. It was
renumbered from SH 72 to SH 32 in the purge of 1968.
While it existed, the Tower
Road exit on I-70 was marked as SH 32, but there was
no mention of it at Colfax. It existed up to sometime in the
late '90s and then turned back to Aurora. Not shown in CDOT's 2000 traffic database.
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Location: Eastern Plains
Alignment: Spurred both north and south from US 34 at
Platner
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Location: East Metro Denver
Alignment: I-225
History:
Served as the SH carrier route for I-225 as it was being
built, starting in 1966. Eliminated along with the other
carrier routes in the purge of 1968.
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Location: Central Metro Denver
Length*: 4.97mi
W End: Jct I-25/US 40-287 Exit 210 downtown
E End: Jct SH 2 at 40th Ave./Colorado Blvd. in Denver
History:
SH 33's alignment became a state highway about 1960, however, when first designated it was
SH 36. I think the alignment became a state highway in conjunction with the opening of the
Larimer/Lawrence viaduct connections between downtown and
the Valley Highway. Larimer was southwest one-way from downtown to I-25 while Lawrence was northeast one-way.
At the northeast end of Larimer/Lawrence, SH 36 went through a bizarre conglomeration of
one-way streets for a few blocks in the
Downing/Marion/Walnut area, and finally fed onto 40th
Avenue. It then went east on that through an
industrial area to Colorado Blvd (SH 2). SH 36 was renumbered to SH 33 in the
purge of 1968.
In
1988 the Larimer/Lawrence viaducts were replaced with the new Auraria
Parkway, which also had a new connection to I-25. It could be accessed
directly by ramps from NB I-25 and EB Colfax. Likewise, from
southwestbound Auraria one could directly access SB I-25 and WB Colfax.
The northeast end of Auraria fed directly onto Blake and
Market Streets at Speer Blvd (Blake SWB, Market NEB). So the opening of
Auraria also moved SH 33 through downtown off of
Larimer/Lawrence to Blake/Market. Market became Walnut St east of
Broadway. At the northeast end of Blake/Walnut SH 33 continued east on 40th Ave to Colorado.
But hold the phone! By 1997 CDOT decided they wanted SH 33
again using Larimer/Lawrence through downtown northeast of Auraria
Parkway. So northeastbound jogged over 2 blocks from Market to Lawrence
at 14th Street. Southwestbound jogged over from Larimer to Blake at
15th Street.
SH 33 disappeared from the signs on Colfax and
I-25 on January 18, 2002. All of them just suddenly
disappeared over a single Thursday night.
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Location: Eastern Plains
Alignment: Spur east off of SH 52 north of Fort
Morgan
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Location: Northern Mountains > Northern Front
Range > Northeastern Plains
Length*: 250.67mi signed; 259.53mi total
W End: Jct US 40 in Granby
E End: Nebraska
border east of Laird (link to Chris Geelhart's site)
Nationally: E End: Jct IL 43 in Berwyn, Illinois
(1122mi)
Counties: Grand, Larimer, Weld, Morgan,
Washington, Yuma
Places: Granby, Grand Lake, Estes Park, Loveland,
Greeley, Evans, Garden City, Kersey, Wiggins, Fort Morgan,
Brush, Akron, Otis, Yuma, Eckley, Wray
See my separate page for US 34 in
Colorado for the rest of the info.
Related Sites:
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Location: North Eastern Plains
Alignment: Spur south from US 34 at Fort Morgan. Now
Morgan CR 19.
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Location: East Metro Denver
Length*: 1.26mi
S End: Jct I-70 Exit 278 in Denver
N End: Quebec St/53rd Place
Counties: Denver
Roadway Names: Quebec Street
Milepost Guide:
- 8.44: I-70 interchange (begin SH 35 in Denver County)
- 8.90: I-270 interchange
- 9.70: 53rd Place (end SH 35)
Annual Average Daily Traffic (2008):
- 56,800 at I-70
- 28,200 north of I-270
Guide:
SH 35 runs along Quebec Street from I-70 north to the 53rd
Place intersection. The I-70 interchange, Exit 278, is a diamond that
sees a large amount of truck traffic and used to serve as the portal to
Stapleton Airport, which was south of I-70 on Quebec. Going north on
Quebec, SH 35 passes through the I-270 exit 4 partial interchange, and
north of that has an interchange also with Northfield Blvd, which
overlaps with the I-270 interchange. From Northfield Blvd, Quebec
Street heads north toward Commerce City, but SH 35 ends at the
intersection with 53rd Place.
History:
SH 35 was first brought into the state system about 1972, and meant as
an access road to Stapleton International Airport, going
from I-70 south to 32nd Avenue (now Martin Luther King, Jr.
Blvd). MLKJ Blvd. went from Quebec Street east right into
the parking/terminal complex of Stapleton. Quebec Street
south of I-70 was a quasi-urban freeway, with a grade
separation at a railway and an interchange at Smith/Sandown
Roads.
Apparently at first in the 1970s, CDOT had larger plans
for SH 35. In the 1971 route log, SH 35 is defined from the
intersection of Quebec St. and Hampden Ave. north to
I-80S (now I-76) southwest of Barr Lake. This
reflects a proposed south end at Hampden, but it also means
that SH 35 would have to have had SH 2's current routing
from Quebec St. in Commerce City northeast up to I-76. But
this has never been so.
All CDH road maps never show SH 35 leaving the
I-70/270/Stapleton area. Its southern end was at the
Stapleton terminal access road from 1972 to 2000,
when it was moved up to I-70. Its northern end has also
fluctuated. Up until 1977, it ended at I-70, but was then
extended north to end at 56th Ave. and Quebec, then was
truncated at I-270 about 1988, then extended north from
I-270 to near 53rd Place about 1995 or 1996.
The proposed southward extension of SH 35 to Hampden was
still on the books up to the late 1990s. In the 1980s,
Denver planning maps showed a proposed SH 35 freeway
slightly east of where Quebec is now, but unfortunately it
never came to fruition. The east metro could definitely use
a major north-south expressway or freeway in the Quebec
area.
Photo Gallery:
- SH
35/Smith Road. Quebec Street, as seen looking
southward toward the Smith Road overpass from the Sandown
Road overpass. When this picture was taken it was still
part of SH 35. (May 1999)
- SH
35/MLK Jr. Boulevard. Southbound Quebec Street at
eastbound Martin Luther King Jr. Boulevard. Here one
would turn left to get into Stapleton. Note that it is a
triple-left turn. The Quebec/MLKJ intersection is
actually four separate signals, because the two
directions of each street split into separate roadways.
When this picture was taken this was the south end of SH
35. (October 1999)
- SH
35/Sand Creek/Quebec. The array of overhead signs
near the end of the I-270 Quebec offramp. (August
2003)
- I-270
Overhead Sign. A large overhead sign at the left
turn for northbound Quebec to westbound I-270. Oops! It
says 270 "North". (August 2003)
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Location: North Eastern Plains
Alignment: Link between SH 35 at Fort Morgan
east to SH 71 at Brush. It is now Morgan CR R.
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Location: Central Metro Denver
W End: I-25/Colfax/Larimer/Lawrence complex
E End: Jct SH 2 at Colorado Blvd./40th Avenue
History:
SH 36 was brought into the state system about
1960, I think in conjunction with the opening of the Larimer
St./Lawrence St. viaducts connecting downtown with the
Valley Highway at Colfax. It then when up Larimer and
Lawrence (two one-way streets) northeast through downtown to
40th Avenue, then east to Colorado Blvd, ending there at SH
2. SH 36 was then renumbered to SH 33 in the
purge of 1968 to avoid duplication with US 36 and new SH 36.
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Location: East Metro Denver > Eastern
Plains
Length*: 24.59mi
W End: I-70 Exit 292 south frontage road west of Watkins
E End: Jct US 36/SH 40 in Byers
Counties: Adams, Arapahoe
Places: Watkins, Bennett, Strasburg, Byers
Notes: So numbered because it is old US 36-40-287
before I-70 was built.
Milepost Guide: Uses US 36's old mileposts.
- 76.39: I-70 Exit 292 interchange west of Watkins
(begin SH 36 in Adams County)
- 79.73: BS I-70, Watkins
- 88.84: West jct SH 79, Bennett
- 89.21: East jct SH 79
- 91.17: Begin Adams/Arapahoe County split
- 95.00: BS I-70, Strasburg
- 96.91: Enter Arapahoe County
- 100.98: US 36/SH 40, Byers (end SH 36)
Annual Average Daily Traffic (2008):
- 800 at I-70 Exit 292
- 2900 east of BS 70, Watkins
- 4800 on SH 36-79, Bennett
- 2100 east of Kiowa-Bennett Rd
- 4300 east of Strasburg
Guide:
From I-70 Exit 292 west of Watkins, SH 36 parallels I-70's
north side east through Watkins, Bennett, and Strasburg.
East of Strasburg, SH 36 crosses over to I-70's south side,
and then ends at US 36/SH 40 in Byers. The entire way SH 36
is just a rural two-lane road.
The road from I-70 into Byers is US 36, so SH 36 and US
36 basically end at each other. However, since the official
state route logs don't draw a distinction between which
shield a highway is marked with (all highways are labeled
"S.H. xx"), it lists a continuous SH 36 from west of Watkins
through Byers to Kansas.
While many maps show a "town" called Manila along SH 36
east of Wakins, there is absolutely nothing there. I didn't
even see a rail siding on the rail line.
Photo Gallery:
History:
Former route of US 36, though it was also US 40 and 287. The freeway
past Watkins and Bennett opened about 1962 with US 36, 40, 287 and I-70
along it. In 1964 it was open east to Byers. During that period
1962-'64 the old US route through Watkins and Bennett was not a state
highway.
By 1965 the old US highway routing from west of Watkins to Byers was made a state highway again but was SH 8. It also had a surface intersection with I-70 west of Watkins, until that
stretch was upgraded to full freeway about 1976. SH 8 was renumbered as SH 36 in the purge of
1968.
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Location: Northern Mountains > Northern Metro
Denver > Eastern Plains
Length*: 187.97mi signed; 231.70mi implied
W End: Jct US 34 at Deer Ridge Junction in Rocky
Mountain National Park
E End: Kansas
border east of Idalia (link to Richie Kennedy's site)
Nationally: E End: Jct US 250 in Uhrichsville, Ohio
(1414mi)
Counties: Larimer, Boulder, Broomfield, Jefferson, Adams,
Arapahoe, Washington, Yuma
Places: Estes Park, Lyons, Boulder, Louisville,
Superior, Broomfield, Westminster, Byers, Last Chance, Cope,
Idalia
See my separate page for US 36 in
Colorado for the rest of the info.
Related Sites:
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Location: Northwest Eastern Plains
S End: 1939-1954: US 6 northeast of Hudson; 1954-2007: US 34 in Kersey
N End: 1939-1949: SH 14 at Briggsdale; 1949-2007: SH 392 east of Lucerne
History:
Came into the system in 1939 as part of other "1940s
routes", and numbered via the clustering system. Started off
at US 6 northeast of Hudson, and went due north to Kersey
(current Weld CR 49) then north and northeast to SH 14 at
Briggsdale. By 1947 it was paved from US 6 to US 34. By 1949
SH 37's north end was trimmed back to SH 392. By 1954 the
south end was moved to US 34 at Kersey, so SH 37 had a total length of *6.93mi from US 34 to SH 392. It wasn't paved
until 1963. Entirely turned back in spring 2007 as part of the North Front Range route swap.
Photo Gallery:
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Location: Eastern Plains
Alignment: Link from SH 71 at Woodrow east via Rago
to SH 63 north of Elba
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Location: Colorado Springs
Length*: 0.87mi
W End: Jct I-25 Exit 145 in Colorado Springs
E End: Jct BL I-25 at Fillmore St./Nevada Ave. in
Colorado Springs
Roadway Names: Fillmore Street
History:
Came into the state system about 1963. Served no major purpose that I
can see. Turned back to the city October 1, 2007 (although it took
several months for signage to change) as part of the massive swap to
get Powers Blvd to become SH 21. |
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Location: North Front Range > North Eastern
Plains
Length: 155mi
W End: US 85 in Greeley
E End: Nebraska
border on current US 6 (link to Chris Geelhart's
site)
Nationally: E End: Omaha (598mi)
Places: Greeley, Wiggins, Fort Morgan, Brush,
Hillrose, Sterling, Haxtun, Holyoke
History:
US 38 is the original 1926 US highway which ran
from Greeley to Omaha. From Greeley, US 38 headed
east via current US 34 to Wiggins, Fort Morgan and Brush,
then via current US 6 northeast up to Sterling, then to
Nebraska. This is how we're able to have a US 138, because
it used to hit US 38 at Sterling. However, US
38 was scrapped in favor of a westward-extended US 6,
about 1932. US 6 also ate up US 32 from Chicago to
Omaha.
Here's an excerpt from a misc.transport.road posting by
Dave Schul:
My guess is that the Roosevelt Highway
Association had something to do with [US 38
disappearing in favor of US 6]. I have a map
(undated, but looks like a Gallup map from the early 30s)
of the Roosevelt Highway that advertises the route of the
highway as "The scenic way from the Atlantic to the
Pacific". From Provincetown, Mass to Greeley the road
highlighted on the map is US 6.
West of Greeley, though, the map highlights five
different routes west, going to Seattle, Portland, San
Francisco, and (via two routes) Los Angeles.
Interestingly, none of the routes shown is the one that
became US 6 -- the closest is US 85 to US 30 to US 91 to
US 66.
Perhaps the Roosevelt Highway people decided that
most travelers going west were headed to Los Angeles, and
campaigned for the extension of a highway carrying that
number all the way to Long Beach.
I'm not sure how long the Roosevelt Highway
association lasted, or why it started when it did:
apparently after numbering started, and long after the
more famous ones promoting roads like the Lincoln Highway
and Dixie Highway. Has anyone noticed US 6 being called
Roosevelt Highway in any cities along its route today,
like many stretches of the other old trails are? There is
a Roosevelt Road in Chicago, but it follows old US 30A,
not US 6.
Related Site: US
38 Endpoints by Dale Sanderson
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Location: North Eastern Plains
Length*: 7.57mi
S End: Jct I-76/SH 52/US 6 Exit 66 at Wiggins
N End: Jct SH 144 in Goodrich
Counties: Morgan
Places: Wiggins, Goodrich
Milepost Guide:
- 0.00: SH 52/US 6, Wiggins (begin SH 39 in Morgan County)
- 0.22: I-76 Exit 66 interchange
- 0.32: US 34 interchange
- 7.57: SH 144, Goodrich (end SH 39)
Annual Average Daily Traffic (2008):
- 4400 at SH 52/US 6
- 980 north of US 34
- 580 at SH 144
Guide:
SH 39 starts at the SH 52/US 6 intersection on the east side
of Wiggins, and from there goes north through interchanges at I-76 and
US 34. There are a lot of ramps and bridges, and even a rest area, crammed
into a relatively small area. SH 39 then has a 65mph arrow-straight
alignment due north toward the South Platte River, where it has a
couple curves, crosses over the river and ends at SH 144 in Goodrich.
SH 39 is the primary link to the popular Jackson Reservoir State
Recreation Area north of Goodrich.
History:
Came into the state system in 1939 with other "1940s
routes", and designated via the clustering system. By 1955
it was paved from Wiggins north to the Platte River
crossing, and was entirely paved by 1957.
SH 39 suffered severe damage from South Platte flooding south of
Goodrich, due to heavy rain upstream Sept 11-15, 2013. SH 39 underwent
emergency repairs and was reopened in early October 2013.
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