Misplaced Pages

Interstate 70 in Utah: Difference between revisions

Article snapshot taken from Wikipedia with creative commons attribution-sharealike license. Give it a read and then ask your questions in the chat. We can research this topic together.
Browse history interactively← Previous editNext edit →Content deleted Content addedVisualWikitext
Revision as of 07:22, 17 January 2008 editMoabdave (talk | contribs)Edit filter managers, Administrators12,661 editsm →Effect on the San Rafael Swell: gggr more punctuation.← Previous edit Revision as of 07:32, 13 February 2008 edit undoMoabdave (talk | contribs)Edit filter managers, Administrators12,661 edits minor fixes, add external links (if not appropriate for GA, please revert) add one more source.Next edit →
(15 intermediate revisions by 4 users not shown)
Line 16: Line 16:
|direction_a=West |direction_a=West
|terminus_a=] ] near ] |terminus_a=] ] near ]
|junction=] ] near ]<br>] ] near ]<br>]] ]/] in ]<br>]] ]/] at Freemont Jct.<br>]] ]/] near ]<br>] ] in ]<br>] ] near ] |junction=] ] near ]<br>] ] near ]<br>]] ]/] in ]<br>]] ]/] at Fremont Jct.<br>]] ]/] near ]<br>] ] in ]<br>] ] near ]
|direction_b=East |direction_b=East
|terminus_b=]]] ]/]/] near ] |terminus_b=]]] ]/]/] near ]
|section =
|previous_type=UT |previous_type=UT
|previous_route=68 |previous_route=68
Line 31: Line 32:
| accessdate = 2007-01-30 | accessdate = 2007-01-30
| publisher = ] | publisher = ]
}}</ref> I-70 from ] to ] is part of the ], making I-70 one of the few Interstate Highways to be named a ].<ref name=dinosaurdiamond> {{cite web }}</ref> I-70 was the second attempt to connect California to the Atlantic coast via central Utah. The first attempt was a failed attempt at a transcontinental railroad that would partially serve as the guide for the route of I-70.<ref name=Utahghostrails>{{cite book
| last = Carr
| first = Stephen L.
| coauthors = Edwards, Robert W.
| editor =
| others =
| title = Utah Ghost Rails
| origdate = 1989
| publisher = Western Epics
| location = ]
| language = English
| isbn = 0-914740-34-2
| pages = 169-170,188-194
| chapter = Castle Valley Railway, Denver and Rio Grande Western Railway
}}</ref>

Unlike most interstate highways, I-70 in Utah was not constructed parallel to or on top of an existing U.S. Highway. Instead portions of I-70 were constructed where no paved roads had entered before.<ref name=suwa>{{cite web
|url = http://www.suwa.org/site/PageServer?pagename=WATE_sanrafael
|title = The San Rafael Wilderness
|accessdate = 2008-01-16
|publisher = ]
}}</ref> Because I-70 was built over an entirely new route, I-70 has many notable oddities in the ]. The longest distance in the Interstate Highway system with no services is the 108 miles (174 km) between ] and ]. This same piece is noted as the longest highway in the United States built over a completely new route since the ] and the longest piece of interstate highway to open at one time.<ref name="why cove fort"/>

The choice of the route had a significant impact on the character and culture of the ].<ref name=sltrib>{{Citation
| last=Burr
| first=Thomas
| author-link=
| title=Residents Would Be Shocked to Know What Passes on I-70
| newspaper=The Salt Lake Tribune
| publication-place=Salt Lake Tribune
| volume=
| issue=
| date=March 18, 2002
| year=2002
| month=March
| page=
| url=http://www.sltrib.com/
}}</ref> It is also a motiving factor for environmentalists to create a new ] along its path to protect scenic areas around it.<ref name=suwa/> I-70 from ] to ] is part of the ], making I-70 one of the few Interstate Highways to be named a ].<ref name=dinosaurdiamond> {{cite web
| url = http://www.dinosaurdiamond.org/ | url = http://www.dinosaurdiamond.org/
| title = Dinosaur Diamond Prehistoric Highway | title = Dinosaur Diamond Prehistoric Highway
Line 42: Line 80:
| publisher = Utah Office of Tourism | publisher = Utah Office of Tourism
}}</ref> }}</ref>

Unlike most interstate highways, I-70 in Utah was not constructed parallel to or on top of an existing U.S. Highway. Instead portions of I-70 were constructed where no paved roads had entered before.<ref name="utah highways">{{cite web
| url = http://members.aol.com/utahhwys/rte070.htm
| title = Interstate 70
| accessdate = 2007-01-30
| author = Dan Stober
}}</ref> Because I-70 was built over an entirely new route, I-70 has many notable oddities in the ]. The longest distance in the Interstate Highway system with no services is the 108 miles (174 km) between ] and ]. This same piece is noted as the longest highway in the United States built over a completely new route since the ]<ref name="utah highways"/> and the longest piece of interstate highway to open at one time.<ref name="why cove fort"/>


==Route description== ==Route description==
Line 64: Line 95:
|} |}


I-70's designation begins at a ] with ] near ] and heads east over the ] descending into the ]. I-70's designation begins at a ] with ] near ]. It proceeds east over the ] cresting at an unnamed summit with an elevation of {{convert|7076|ft|m|0}}.<ref name=74map>{{cite map
|publisher = State Road Commission of Utah
|title = Official Highway Map
|edition = 1974
|year = 1974
|scale = 1" equals 17.4 mi
|section = H4
}}</ref> The eastern descent from the Pavant mountains into ] features a brake check area and ] to aid truckers down the steep slope.<ref name="udot70b">{{cite web
|url = http://www.udot.utah.gov/main/uconowner.gf?n=7264223371010820
|title = Highway Reference- Route Name 0070P
|date = 2007-08-28
|accessdate = 2008-01-18
|publisher = Utah Department of Transportation
}}</ref> The freeway then skirts the edge of ] before entering ].


===Sevier Valley=== ===Sevier Valley===
I-70 serves as the main thoroughfare of the valley, the only area of significant population served by I-70 in Utah. ] and ] are the two largest cities along the entire route. In the Sevier Valley I-70 was built parallel to ]. At Salina ] joins I-70, the two highways run concurrent for the rest of the way through Utah. I-70 serves as the main thoroughfare of the valley, the only area of significant population served by I-70 in Utah. ] and ] are the two largest cities along the entire route. In the Sevier Valley I-70 was built parallel to ]. I-70 hugs the western edge of the valley until it approaches Salina, and mostly avoids the downtown areas of these cities.<ref name=95map>{{cite map

===Wasatch Plateau===
I-70 ascends the ] via Salina Canyon. The top of the canyon is the highest point of any of Utah's interstate highways. Though the exact elevation differs from source to source, the Utah Department of Transportation has listed the elevation at {{convert|7923|ft|m|0}}.<ref>{{cite map
|publisher = Utah Department of Transportation |publisher = Utah Department of Transportation
|title = Official Highway Map |title = Official Highway Map
Line 77: Line 118:
|scale = 1" equals 17.4 mi |scale = 1" equals 17.4 mi
|section = H5 |section = H5
}}</ref> At Salina ] joins I-70, the two highways run concurrent for the rest of the way through Utah.
}}</ref> The freeway exits the Wasatch where the highway intersects ].

===Wasatch Plateau===
I-70 ascends the ] via Salina Canyon. The top of the canyon is the highest point of any of Utah's interstate highways. Though the exact elevation differs from source to source, the Utah Department of Transportation has listed the elevation at {{convert|7923|ft|m|0}}.<ref name=95map/> This portion of I-70 is on protected lands as part of the ].<ref name="udot70b"/> The freeway exits the Wasatch where the highway intersects ].


===San Rafael Swell=== ===San Rafael Swell===
] ]] ] ]]
Between ] and ] Interstate 70 crosses a large geographic feature called the ]. The construction of the freeway through the swell is considered "one of the most significant highway construction feats of its time" and is considered an engineering marvel.<ref name="why cove fort" /> I-70 bores through many solid rock canyons, cliffs, and mountains. The highway crosses 2 ] while inside the San Rafael Swell, Ghost Rock Pass and San Rafael Knob. Commonly photographed portions of I-70's cut through the swell include Eagle Canyon and Spotted Wolf Canyon. The highway exits the swell near ]. Between ] and ] Interstate 70 crosses a large geographic feature called the ]. The construction of the freeway through the swell is considered "one of the most significant highway construction feats of its time" and is considered an engineering marvel.<ref name="why cove fort" /> I-70 bores through many solid rock canyons, cliffs, and mountains.
The highway ascends the western edge of the swell gradually on a steady slope loosely following the north rim of Devils Canyon. At the top of the canyon is a view area with a view of Devils Canyon and an overlook of the country west of the swell.<ref name=benchmark>{{cite map
|publisher = Benchmark Maps
|title = Utah Road and Recreation Atlas
|url = http://www.benchmarkmaps.com
|edition = 2002
|year = 2002
|cartography=
|scale = 1:250000
|series =
|page = 68
|section = D6
|accessdate =
|accessmonth=
|accessyear =
|isbn = 0-929591-74-7
|id =
}}</ref> It then crosses Eagle Canyon via a pair of ]s and then ascends Ghost Rock Summit, the highest point for Interstate 70 inside the swell. At the summit is another view area with a view of the "Little Grand Canyon" of the ].<ref name=benchmark/> The summit is named for unusual rock formations nearby. The Ghost Rocks themselves are at {{convert|7405|ft|m|0}}, though the freeway is slightly lower.<ref name=benchmark/> I-70 meanders through a relatively flat portion of the swell until reaching Spotted Wolf Canyon, which provides the exit route to the Swell. The eastern descent is very dramatic and features one brake check area and two ]s to aid trucks down.<ref name="udot70b"/> About half way down the canyon is a view area of the canyon getting increasingly more narrow as it approaches the eastern ] of the swell, the ]. The highway exits the swell near ].


===Book Cliffs=== ===Book Cliffs===
West of Green River, ] and ] join I-70. Also at Green River, Interstate 70 reaches the southern edge of the ], a mountain range which I-70 will follow to ]. I-70, US 6, and US 50 all enter ] concurrently.<ref name="utah highways" /> Where I-70 follows the Book Cliffs I-70 was built parallel to ]/]. West of Green River, ] and ] join I-70. Also at Green River, Interstate 70 reaches the southern edge of the ], a mountain range which I-70 will follow to ]. From this point east the freeway is a relatively flat area between the Book Cliffs and the ], called Sagers Flat.<ref name=benchmark/> Along the way it passes by the towns of ], ] and ].

I-70, US 6, and ] all enter ] concurrently. Where I-70 follows the Book Cliffs, it was built parallel to or on top of US 6/50.<ref name=maps>] street maps and ] ]s, accessed January 2008 via </ref>


==History== ==History==
Line 93: Line 157:
===Transcontinental railroads=== ===Transcontinental railroads===
] ]
The first attempt to build a modern trade route through the area is credited to ], founder of the ] (D&RG, D&RGW or Rio Grande). Palmer started an ambitious project in 1880 to make what had been a local railroad from ] into a transcontinental railroad empire.<ref name=Utahghostrails>{{cite book The first attempt to build a modern trade route through the area is credited to ], founder of the ] (D&RG, D&RGW or Rio Grande). Palmer started an ambitious project in 1880 to make what had been a local railroad from ] into a transcontinental railroad empire.<ref name=Utahghostrails/> This would mean a 2nd transcontinental railroad would be built across Utah. This would also place the D&RG in direct competition with the more entrenched ], then operated by ] and ].
| last = Carr
| first = Stephen L.
| coauthors = Edwards, Robert W.
| editor =
| others =
| title = Utah Ghost Rails
| origdate = 1989
| publisher = Western Epics
| location = ]
| language = English
| isbn = 0-914740-34-2
| pages = 169-170,188-194
| chapter = Castle Valley Railway, Denver and Rio Grande Western Railway
}}</ref> This would mean a 2nd transcontinental railroad would be built across Utah. This would also place the D&RG in direct competition with the more entrenched ], then operated by ] and ].


Disagreements in the company lead to two proposals. Both proposals called for extending the railroad west from Colorado as far as what is now ]. West of Green River a "northern route" would extend the railroad towards ] where it would connect with the established transcontinental railroad. This proposal was eventually completed and would become the main line of the railroad. This line is today one of the main lines operated by ]. It loosely follows the route of modern ] across eastern Utah. The second proposal was a "southern route" which would continue due west from Green River and head towards ] following the route of modern I-70. This was a more ambitious proposal as it would require extending the railroad much farther west to connect with what would later become the route of the ]. Disagreements in the company lead to two proposals. Both proposals called for extending the railroad west from Colorado as far as what is now ]. West of Green River a "northern route" would extend the railroad towards ] where it would connect with the established transcontinental railroad. This proposal was eventually completed and would become the main line of the railroad. This line is today one of the main lines operated by ].<ref name=UPRR>{{cite web
|url = http://www.uprr.com/aboutup/maps/sysmap.shtml
|title = UPRR System Map
|accessdate = 2008-02-12
|publisher = Union Pacific Railroad}}</ref> It loosely follows the route of modern ] across eastern Utah. The second proposal was a "southern route" which would continue due west from Green River and head towards ] following the route of modern I-70.<ref name=Utahghostrails/> This was a more ambitious proposal as it would require extending the railroad much farther west to connect with what would later become the route of the ].


Due to disagreements in management and poor communication, construction began on both routes. It was soon obvious that the southern route was unfeasible given the remote area, technology available at the time and the rough terrain of the ]. Construction of the southern route was abandoned. It is believed the railroad spent $217,470 dollars on the project before declaring it a failure and firing the lead surveyor.<ref name=Utahghostrails/> However, the workers had successfully graded a path up the eastern ] the swell, commonly called the ]. This route today is used as a ]. It is believed that had the southern route succeeded it would have been the shortest transcontinental railroad in the US.<ref name=Utahghostrails/> Due to disagreements in management and poor communication, construction began on both routes. It was soon obvious that the southern route was unfeasible given the remote area, technology available at the time and the rough terrain of the ]. Construction of the southern route was abandoned. It is believed the railroad spent $217,470 dollars on the project before declaring it a failure and firing the lead surveyor.<ref name=Utahghostrails/> However, the workers had successfully graded a path up the ]. This route today is used as a ]. It is believed that had the southern route succeeded it would have been the shortest transcontinental railroad in the US.<ref name=Utahghostrails/>


Construction resumed in 1901 on a small portion of the proposed southern route. This time to build a spur railroad to service coal mines on the ]. The railroad spurred from an existing line at ] and traveled east up Salina Canyon. This line was built by a subsidiary of the D&RG called the Castle Valley Railway. After the mines closed, the railroad bed was paved and used as the route of ] between Salina and Freemont Junction. Interstate 70 would later use this railroad bed for the path across the ].<ref name=Utahghostrails/> Construction resumed in 1901 on a small portion of the proposed southern route. This time to build a spur railroad to service coal mines on the ]. The railroad spurred from an existing line at ] and traveled east up Salina Canyon. This line was built by a subsidiary of the D&RG called the Castle Valley Railway. After the mines closed, the railroad bed was paved and used as the route of ] between Salina and Freemont Junction. Interstate 70 would later use this railroad bed for the path across the ].<ref name=Utahghostrails/>


===Plans for Interstate 70=== ===Plans for Interstate 70===
By the time the ] was in the planning stages, no paved road had yet entered the San Rafael Swell.<ref name="utah highways" /> The established main highway through the area was ]/] which, like the railroad, entered Utah from Colorado and turned north around the swell.<ref name="utah highways"/> By the time the ] was in the planning stages, no paved road had yet entered the San Rafael Swell.<ref name="suwa" /> The established main highway through the area was ]/] which, like the railroad, entered Utah from Colorado and turned north around the swell.<ref>], , 1967, p. 42</ref>


As first proposed, the western terminus of I-70 was ].<ref name="why cove fort"/> Utah and Colorado pressured the federal government to extend the plans for I-70 further west, arguing that a direct link between Denver and Salt Lake City was vital for an effective highway system. Utah officials proposed to follow then ]/] (now ]) and connect to ] at ]. Federal planners (influenced by the military) agreed to extend the proposed route of I-70, but not to serve Salt Lake. The military wanted to better connect southern California with the North Eastern U.S. Federal planners insisted that I-70 not turn north after passing ], but continue due west.<ref name="why cove fort"/> As first proposed, the western terminus of I-70 was ].<ref name="why cove fort"/> Utah and Colorado pressured the federal government to extend the plans for I-70 further west, arguing that a direct link between Denver and Salt Lake City was vital for an effective highway system. Utah officials proposed to follow then ]/] (now ]) and connect to ] at ]. Federal planners (influenced by the military) agreed to extend the proposed route of I-70, but not to serve Salt Lake. The military wanted to better connect southern California with the North Eastern U.S. Federal planners insisted that I-70 not turn north after passing ], but continue due west.<ref name="why cove fort"/>


Utah initially objected to the route of I-70<ref name="why cove fort"/> as the highway would serve no population centers in Utah. Utah officials attempted to revert plans to their preferred alternative, but later resigned to construct I-70 on the federally selected route. Even today there is no direct interstate link between Salt Lake and Denver, with motorists having to choose between the direct, two lane routes (] or ]) or detour on ] through ]. Utah initially objected to the route of I-70 as the highway would serve no population centers in Utah. Utah officials attempted to revert plans to their preferred alternative, but later resigned to construct I-70 on the federally selected route.<ref name="why cove fort"/> Even today there is no direct interstate link between Salt Lake and Denver. Motorists must choose between the direct, two lane routes (] or ]) or detour on ] through ].


===Construction=== ===Construction===
] as seen from I-70]] ] as seen from I-70]]
With the plans for I-70 extended, a transcontinental route would be once again be attempted across the San Rafael Swell. The first portions of I-70 to be constructed were the along the non-disputed portion east of Green River.<ref name=74map>{{cite map With the plans for I-70 extended, a transcontinental route would be once again be attempted across the San Rafael Swell.
|publisher = State Road Commission of Utah
|title = Official Highway Map
|edition = 1974
|year = 1974
|scale = 1" equals 17.4 mi
|section = H4
}}</ref>


The area west of Green River was so remote that survey crews followed wild horses with jeeps to survey parts of the route. According to a story told at the highway's dedication, by an engineer who surveyed the highway, his group was approached by a sheep rancher and asked what they were doing. The rancher fell over laughing when he was told they were building a freeway.<ref name="why cove fort"/> Another surveyor remarked that prior to I-70's construction Spotted Wolf Canyon was so narrow a man could not walk through it without touching both sides.<ref name="utah highways"/> The area west of Green River was so remote that survey crews followed wild horses with jeeps to survey parts of the route. According to a story told at the highway's dedication, by an engineer who surveyed the highway, his group was approached by a sheep rancher and asked what they were doing. The rancher fell over laughing when he was told they were building a freeway.<ref name="why cove fort"/> Another worker remarked that prior to I-70's construction Spotted Wolf Canyon was so narrow a man could reach both sides of the canyon with his hands.<ref name="why cove fort"/>


The survey crew did not use the route of the railroad up the ]. However, they did use the route of the railroad across the Wasatch Plateau. The construction crews destroyed 2 of 4 tunnels when the bed was widened for the freeway. The two remaining tunnels are visible just south of the freeway and are used by a ].<ref name=Utahghostrails/> The survey crew did not use the route of the railroad up the ]. However, they did use the route of the railroad across the Wasatch Plateau. The construction crews destroyed 2 of 4 tunnels when the bed was widened for the freeway. The two remaining tunnels are visible just south of the freeway and are used by a ].<ref name=Utahghostrails/>


The portions of I-70 over the ] and Wasatch Plateau were finished before the portion over the San Rafael Swell opened to traffic. These portions were temporarily signed as '''State Route 4'''.<ref name=74map/> The portion over the San Rafeal Swell was opened to traffic in 1970, finally making the Utah portion of I-70 a drivable route. Initially only 2 lanes through the swell (now the eastbound lanes) were complete. The official highway map for Utah noted the new freeway, but qualified its existence with the words "TWO LANES OPEN".<ref name=74map/> I-70 was not completed to interstate standards until 1990 when the second Eagle Canyon bridge was complete.<ref name="why cove fort"/> Some portions of I-70 over the ] and Wasatch Plateau were opened to traffic before the portion over the San Rafael Swell. These portions were temporarily signed as '''State Route 4'''.<ref name=74map/> The portion over the San Rafael Swell opened to traffic in 1970, finally making the Utah portion of I-70 a drivable route. Initially only 2 lanes through the swell (now the eastbound lanes) were complete. The official highway map for Utah noted the new freeway, but qualified its existence with the words "TWO LANES OPEN".<ref name=74map/> The Utah portion of I-70 was not completed to ] until 1990 when the second Eagle Canyon bridge was complete.<ref name="why cove fort"/> The first portions of I-70 to be constructed to interstate standards were the along the non-disputed portion of the route east of Green River.<ref name=74map/>


===Effect on rural Utah=== ===Effect on rural Utah===
] just south of I-70]] ] just south of I-70]]
Interstate 70 was dedicated on November 5, 1970, at the Ghost Rocks view area inside the swell.<ref name="utah highways"/> Though it would take another 20 years to fully complete the freeway, at this point I-70 was complete enough to be a viable transportation route.<ref name="utah highways"/> At the ceremony officials from as far away as ] attended. Then Governor ] noted that I-70 was "the first road (the US) built over a completely new route since the AlCan highway (]) in the early 1940's".<ref name="utah highways"/> Interstate 70 was dedicated on November 5, 1970, at the Ghost Rocks view area inside the swell, even though it would take another 20 years to fully complete the freeway.<ref name="why cove fort"/> At the ceremony the mayors of cities recently made neighbors, including ], attended. Then Governor ] noted that I-70 was the first road U.S. built over a completely new route since the ] during ].<ref name="why cove fort"/>


The effect on the residents of ] was enormous.<ref name=sltrib/> Previously these were isolated farming communities, unaccustomed to the crime and other undesirable effects that a transcontinental highway can bring. Residents of Richfield soon started to call I-70 "Cocaine Lane".<ref name=sltrib/> In 2002, the ] interviewed the mayor of Richfield Kay Kimball about the change I-70 brought to the city. The mayor stated that I-70 is a mixed blessing. He stated the highway brings tourism and dollars to the town and makes it more accessible to other cities. However, the highway also brings types of crime previously unknown to the city. The mayor lamented that after I-70's completion many residents of the town started locking their doors for the first time. The interview resulted from a recent event that the paper said served as a 'wake-up call' that rural Utah is 'not isolated from crime'. The incident occurred along the interstate near ]. Panic ensued after the public witnessed Utah Highway Patrol troopers carrying away a suspect in handcuffs while removing plastic bags and coolers full of body parts from the trunk of his car. The event caused a frenzy of phone calls of people checking on their neighbors, fearing the murder victims were local residents.<ref name=sltrib/>
The freeway did not have a major impact on the communities in eastern Utah. These towns were founded as stopovers for both railroad and highway and were accustomed to the effects of being located on a transcontinental artery. The effect on the residents of ] was enormous.<ref name=sltrib>{{Citation

| last=Burr
The freeway did not have as big an impact on the communities in eastern Utah. These towns were founded as stopovers for a main rail line and were already accustomed to the effects of being located on a transcontinental artery.
| first=Thomas
| author-link=
| title=Residents Would Be Shocked to Know What Passes on I-70
| newspaper=The Salt Lake Tribune
| publication-place=Salt Lake Tribune
| volume=
| issue=
| date=March 18, 2002
| year=2002
| month=March
| page=
| url=http://www.sltrib.com/
}}</ref>
Previously these were isolated farming communities, unaccustomed to the crime and other undesirable effects that a transcontinental highway can bring. Residents of Richfield soon started to call I-70 "Cocaine Lane".<ref name=sltrib/> In 2002, the ] interviewed then mayor of Richfield Kay Kimball about the change I-70 brought to the city. The mayor stated that I-70 is a mixed blessing; bringing tourism and dollars to the town and making it more accessible to other cities, but also bringing types of crime previously unknown to the city. The mayor lamented that after I-70's completion many residents of the town started locking their doors for the first time. The interview resulted from a recent event that the paper said served as a 'wake-up call' that rural Utah is 'not isolated from crime'. The incident occurred along the interstate near ]. Panic ensued after the public witnessed Utah Highway Patrol troopers carrying away a suspect in handcuffs while removing plastic bags and coolers full of body parts from the trunk of his car. The event caused a frenzy of phone calls of people checking on their neighbors, fearing the murder victims were local residents.<ref name=sltrib/>


===Effect on the San Rafael Swell=== ===Effect on the San Rafael Swell===
Prior to the construction of I-70 the San Rafael Swell was relatively inaccessible and not well known or explored. There were a few efforts to protect the swell before the construction of the freeway, the first in 1935.<ref name=suwa>{{cite web Prior to the construction of I-70 the San Rafael Swell was relatively inaccessible and not well known or explored. There were, however, a few efforts to protect the swell as early as 1935.<ref name=suwa/> Since the construction of the freeway the number of visitors to the swell has increased significantly, as the swell can now be accessed by automobile. <ref name=americansouthwest>{{cite web
|url = http://www.suwa.org/site/PageServer?pagename=WATE_sanrafael
|title = The San Rafael Wilderness
|accessdate = 2008-01-16
|publisher = ]
}}</ref> Since the construction of the freeway the number of visitors to the swell has increased significantly, as the swell can now be accessed by automobile. <ref name=americansouthwest>{{cite web
|url= http://www.americansouthwest.net/utah/san_rafael_swell/index.html |url= http://www.americansouthwest.net/utah/san_rafael_swell/index.html
|author= john Crossley |author= John Crossley
|title = The San Rafael Swell, Utah |title = The San Rafael Swell, Utah
|accessdate = 2008-01-16 |accessdate = 2008-01-16
|publisher = American Southwest |publisher = American Southwest
}}</ref> }}</ref>
As such several groups of people are increasing efforts for protected status of the area via either a ] or ] designation. A major push occurred in 2002, when officials from ], joined by then Utah governor ], petitioned president ] to use his authority under the ] to create a San Rafael National Monument.<ref name=npr>{{cite web As such several groups of people are increasing efforts for protected status of the area, via ], ] or ] designation. A major push occurred in 2002. Officials from ], joined by then Utah governor ], petitioned president ] to use the authority of the ] to create a San Rafael National Monument.<ref name=npr>{{cite web
|url = http://www.npr.org/programs/morning/features/2002/apr/sanrafael/ |url = http://www.npr.org/programs/morning/features/2002/apr/sanrafael/
|title = Proposed National Monument Riles Utah Locals |title = Proposed National Monument Riles Utah Locals
Line 180: Line 209:
|accessdate = 2008-01-16 |accessdate = 2008-01-16
|publisher = ] (transcript of the show ]) |publisher = ] (transcript of the show ])
}}</ref> This effort lost momentum after the governor promised to honor the wishes of Emery County residents via a non-binding referendum, which did not pass.<ref name=utahoutdoors>{{cite web }}</ref> This effort lost momentum after the governor promised to honor the wishes of Emery County residents via a non-binding ], which did not pass.<ref name=utahoutdoors>{{cite web
|url = http://www.utahoutdoors.com/pages/sanrafaelmon.htm |url = http://www.utahoutdoors.com/pages/sanrafaelmon.htm
|author = Golden Webb |author = Golden Webb
Line 186: Line 215:
|date = April, 2002 |date = April, 2002
|publisher = Utah Outdoors magazine |publisher = Utah Outdoors magazine
}}</ref> Fear of the federal government restricting access and repeating events that occurred with the 1996 designation of the ], by president ], were common reasons given residents for opposing the referendum. In that case the monument was proposed at the federal level in secret. Boundaries were drawn without the consent or even knowledge of local residents. This incited anger and triggered a backlash in rural Utah.<ref name=headwaters>{{cite web }}</ref> Fear of the federal government restricting access and repeating events that occurred with the 1996 designation of the ], by president ], were common reasons given by residents for opposing the referendum. In that case the monument was proposed at the federal level in secret. Boundaries were drawn without the consent or even knowledge of local residents. This incited anger and triggered a backlash in rural Utah.<ref name=headwaters>{{cite web
|url = http://www.headwatersnews.org/p.021302.html |url = http://www.headwatersnews.org/p.021302.html
|title = San Rafael Swell monument proposal could prove that Bush realizes the importance of a fair and public process |title = San Rafael Swell monument proposal could prove that Bush realizes the importance of a fair and public process
Line 193: Line 222:
|accessdate = 2008-01-16 |accessdate = 2008-01-16
|publisher = Headwaters News, ] |publisher = Headwaters News, ]
}}</ref> Currently most of the swell is administered by the ] and is not given special consideration. A small portion on the western edge is protected as ], administered by the Utah Department of Parks and Recreation. Currently, a major proponent of protection is the ] which continues to lobby for National Park protection.<ref name=suwa/> }}</ref> Currently most of the swell is administered by the ] and is not given special consideration. A small portion on the western edge is protected as ], administered by the ]. Currently, a major proponent is the ] which continues to lobby for protection.<ref name=suwa/>


===Route number changes=== ===Route number changes===
From 1962-1977 State Route 4 was the legislative designation for all of I-70 in Utah.<ref name=udot4/> As part of the ] the route of ] was changed to overlap with Interstate 70 through most of Utah. The former alignment of US 50 is now ].<ref name=udot50>{{cite web From 1962 until the ], State Route 4 was the legislative designation for all of I-70 in Utah.<ref name=udot4/> ] was changed to overlap with Interstate 70 through most of Utah in 1976, with ] remaining on its former route.<ref name=udot50>{{cite web
|url = http://www.udot.utah.gov/main/uconowner.gf?n=200609140952271 |url = http://www.udot.utah.gov/main/uconowner.gf?n=200609140952271
|title = route 50 |title = route 50
Line 207: Line 236:
!County !County
!Location !Location
!Mile<ref name="utah highways"/> !Mile<ref name="udot70b"/>
!] !]
!Destinations !Destinations
Line 224: Line 253:
| |
|- |-
|rowspan=13|] |rowspan=15|]
|rowspan=5| |rowspan=7|
|7.8 |7.8
|7 |7
|Ranch exit |Ranch exit
| |
|-
|13.0
|
|Brake check area
|Eastbound only
|-
|16.5
|
|]
|Eastbound only
|- |-
|17.2 |17.2
Line 287: Line 326:
|86.8 |86.8
|86 |86
|] Rest area (]) |] Ivie Creek Rest area (])
| |
|- |-
Line 295: Line 334:
| |
|- |-
|rowspan=7|] |rowspan=15|]
|rowspan=6| |rowspan=14|
|99.5 |99.5
|99 |99
|Ranch exit |Ranch exit
|
|-
|104.6
|
|Salt Wash view area
| |
|- |-
Line 305: Line 349:
|108 |108
|Ranch exit |Ranch exit
|
|-
|115.6
|
|Devil's Canyon view area
| |
|- |-
Line 310: Line 359:
|116 |116
|Moore |Moore
|
|-
|122.6
|
|Ghost Rocks view area
| |
|- |-
Line 316: Line 370:
|Ranch exit |Ranch exit
| |
|-
|138.3
|
|Brake check area
|Eastbound only
|-
|141.9
|
|]
|Eastbound only
|-
|142.7
|
|Spotted Wolf Canyon view area
|
|-
|143.9
|
|]
|
|-
|146.3
|
|San Rafael Reef view area
|Westbound only
|- |-
|149.2 |149.2
Line 324: Line 403:
|157.9 |157.9
|157 |157
|]] ] west; ] north - ], ] |]] ] west; ] north - ], ]
|West end of US 6/US 191 overlap |West end of US 6/US 191 overlap
|- |-
Line 333: Line 412:
| |
|- |-
|rowspan=9|] |rowspan=13|]
|164.6 |164.6
|164 |164
Line 339: Line 418:
| |
|- |-
|rowspan=8| |rowspan=12|
|175.6 |175.6
|175 |175
|Ranch exit |Ranch exit
| |
|-
|181.0
|
|]
|Eastbound Only
|- |-
|182.2 |182.2
Line 349: Line 433:
|] ] south - ], ] |] ] south - ], ]
|East end of US 191 overlap |East end of US 191 overlap
|-
|185.6
|
|Weight station (proposed)
|
|- |-
|187.4 |187.4
Line 354: Line 443:
|] (]) |] (])
| |
|-
|189.9
|
|]
|Westbound Only
|- |-
|193.5 |193.5
Line 379: Line 473:
|] |]
| |
|-
|228.3
|
|]
|Westbound only
|} |}

==See Also==
*]
*]


==References== ==References==
{{Reflist}} {{Reflist}}


==External links==
* personal website by Dan Stober
* Photo guide for I-70 in Utah by Rocky Mountain Roads.com
{{state detail page browse|shield=I-70.svg|road=Interstate 70|state=Utah|stateafter=Colorado}} {{state detail page browse|shield=I-70.svg|road=Interstate 70|state=Utah|stateafter=Colorado}}


Revision as of 07:32, 13 February 2008

Template:Infobox Interstate/Intrastate Interstate 70 is an Interstate Highway that runs east-west across the central part of the state of Utah. Interstate 70 does not serve or connect any large cities in Utah. The highway was built to serve as a connection between Los Angeles, California and the northeastern United States. I-70 was the second attempt to connect California to the Atlantic coast via central Utah. The first attempt was a failed attempt at a transcontinental railroad that would partially serve as the guide for the route of I-70.

Unlike most interstate highways, I-70 in Utah was not constructed parallel to or on top of an existing U.S. Highway. Instead portions of I-70 were constructed where no paved roads had entered before. Because I-70 was built over an entirely new route, I-70 has many notable oddities in the Interstate Highway System. The longest distance in the Interstate Highway system with no services is the 108 miles (174 km) between Green River and Salina. This same piece is noted as the longest highway in the United States built over a completely new route since the Alaska Highway and the longest piece of interstate highway to open at one time.

The choice of the route had a significant impact on the character and culture of the Sevier Valley. It is also a motiving factor for environmentalists to create a new National Park along its path to protect scenic areas around it. I-70 from Green River to Grand Junction, Colorado is part of the Dinosaur Diamond Prehistoric Highway, making I-70 one of the few Interstate Highways to be named a National Scenic Byway.

Route description

Interstate 70 inside Spotted Wolf Canyon
Major cities
Bolded cities are officially-designated control cities for signs

I-70's designation begins at a trumpet interchange with Interstate 15 near Cove Fort. It proceeds east over the Pavant Range cresting at an unnamed summit with an elevation of 7,076 feet (2,157 m). The eastern descent from the Pavant mountains into Clear Creek features a brake check area and runaway truck ramp to aid truckers down the steep slope. The freeway then skirts the edge of Fremont Indian State Park before entering Sevier Valley.

Sevier Valley

I-70 serves as the main thoroughfare of the valley, the only area of significant population served by I-70 in Utah. Richfield and Salina are the two largest cities along the entire route. In the Sevier Valley I-70 was built parallel to U.S. Route 89. I-70 hugs the western edge of the valley until it approaches Salina, and mostly avoids the downtown areas of these cities. At Salina US 50 joins I-70, the two highways run concurrent for the rest of the way through Utah.

Wasatch Plateau

I-70 ascends the Wasatch Plateau via Salina Canyon. The top of the canyon is the highest point of any of Utah's interstate highways. Though the exact elevation differs from source to source, the Utah Department of Transportation has listed the elevation at 7,923 feet (2,415 m). This portion of I-70 is on protected lands as part of the Fishlake National Forest. The freeway exits the Wasatch where the highway intersects SR 10.

San Rafael Swell

Interstate 70 crossing Eagle Canyon inside the San Rafael Swell

Between SR 10 and SR 24 Interstate 70 crosses a large geographic feature called the San Rafael Swell. The construction of the freeway through the swell is considered "one of the most significant highway construction feats of its time" and is considered an engineering marvel. I-70 bores through many solid rock canyons, cliffs, and mountains.

The highway ascends the western edge of the swell gradually on a steady slope loosely following the north rim of Devils Canyon. At the top of the canyon is a view area with a view of Devils Canyon and an overlook of the country west of the swell. It then crosses Eagle Canyon via a pair of steel arch bridges and then ascends Ghost Rock Summit, the highest point for Interstate 70 inside the swell. At the summit is another view area with a view of the "Little Grand Canyon" of the San Rafael River. The summit is named for unusual rock formations nearby. The Ghost Rocks themselves are at 7,405 feet (2,257 m), though the freeway is slightly lower. I-70 meanders through a relatively flat portion of the swell until reaching Spotted Wolf Canyon, which provides the exit route to the Swell. The eastern descent is very dramatic and features one brake check area and two runaway truck ramps to aid trucks down. About half way down the canyon is a view area of the canyon getting increasingly more narrow as it approaches the eastern escarpment of the swell, the San Rafael Reef. The highway exits the swell near Green River.

Book Cliffs

West of Green River, US 6 and 191 join I-70. Also at Green River, Interstate 70 reaches the southern edge of the Book Cliffs, a mountain range which I-70 will follow to Grand Junction, Colorado. From this point east the freeway is a relatively flat area between the Book Cliffs and the Colorado River, called Sagers Flat. Along the way it passes by the towns of Crescent Junction, Thompson Springs and Cisco.

I-70, US 6, and US 50 all enter Colorado concurrently. Where I-70 follows the Book Cliffs, it was built parallel to or on top of US 6/50.

History

Some non-contiguous portions of I-70 were temporarily signed as SR 4

Old Spanish Trail

The first route through this portion of Utah was the Old Spanish Trail. Though the trail serves a different route than I-70, the two routes are similar between Joseph and Crescent Junction.

Transcontinental railroads

Inside the San Rafael Swell at sunset

The first attempt to build a modern trade route through the area is credited to William Jackson Palmer, founder of the Denver and Rio Grande Western Railroad (D&RG, D&RGW or Rio Grande). Palmer started an ambitious project in 1880 to make what had been a local railroad from Colorado into a transcontinental railroad empire. This would mean a 2nd transcontinental railroad would be built across Utah. This would also place the D&RG in direct competition with the more entrenched First Transcontinental Railroad, then operated by Union Pacific Railroad and Central Pacific Railroad.

Disagreements in the company lead to two proposals. Both proposals called for extending the railroad west from Colorado as far as what is now Green River. West of Green River a "northern route" would extend the railroad towards Ogden, Utah where it would connect with the established transcontinental railroad. This proposal was eventually completed and would become the main line of the railroad. This line is today one of the main lines operated by Union Pacific Railroad. It loosely follows the route of modern U.S. Route 6 across eastern Utah. The second proposal was a "southern route" which would continue due west from Green River and head towards Los Angeles, California following the route of modern I-70. This was a more ambitious proposal as it would require extending the railroad much farther west to connect with what would later become the route of the Los Angeles and Salt Lake Railroad.

Due to disagreements in management and poor communication, construction began on both routes. It was soon obvious that the southern route was unfeasible given the remote area, technology available at the time and the rough terrain of the San Rafael Swell. Construction of the southern route was abandoned. It is believed the railroad spent $217,470 dollars on the project before declaring it a failure and firing the lead surveyor. However, the workers had successfully graded a path up the San Rafael Reef. This route today is used as a jeep trail. It is believed that had the southern route succeeded it would have been the shortest transcontinental railroad in the US.

Construction resumed in 1901 on a small portion of the proposed southern route. This time to build a spur railroad to service coal mines on the Wasatch Plateau. The railroad spurred from an existing line at Salina, Utah and traveled east up Salina Canyon. This line was built by a subsidiary of the D&RG called the Castle Valley Railway. After the mines closed, the railroad bed was paved and used as the route of State Route 10 between Salina and Freemont Junction. Interstate 70 would later use this railroad bed for the path across the Wasatch Plateau.

Plans for Interstate 70

By the time the Interstate Highway System was in the planning stages, no paved road had yet entered the San Rafael Swell. The established main highway through the area was U.S. Route 6/50 which, like the railroad, entered Utah from Colorado and turned north around the swell.

As first proposed, the western terminus of I-70 was Denver, Colorado. Utah and Colorado pressured the federal government to extend the plans for I-70 further west, arguing that a direct link between Denver and Salt Lake City was vital for an effective highway system. Utah officials proposed to follow then U.S. Route 6/50 (now US 6) and connect to I-15 at Spanish Fork. Federal planners (influenced by the military) agreed to extend the proposed route of I-70, but not to serve Salt Lake. The military wanted to better connect southern California with the North Eastern U.S. Federal planners insisted that I-70 not turn north after passing Green River, but continue due west.

Utah initially objected to the route of I-70 as the highway would serve no population centers in Utah. Utah officials attempted to revert plans to their preferred alternative, but later resigned to construct I-70 on the federally selected route. Even today there is no direct interstate link between Salt Lake and Denver. Motorists must choose between the direct, two lane routes (U.S. Route 6 or U.S. Route 40) or detour on Interstate 80 through Wyoming.

Construction

The San Rafael Reef as seen from I-70

With the plans for I-70 extended, a transcontinental route would be once again be attempted across the San Rafael Swell.

The area west of Green River was so remote that survey crews followed wild horses with jeeps to survey parts of the route. According to a story told at the highway's dedication, by an engineer who surveyed the highway, his group was approached by a sheep rancher and asked what they were doing. The rancher fell over laughing when he was told they were building a freeway. Another worker remarked that prior to I-70's construction Spotted Wolf Canyon was so narrow a man could reach both sides of the canyon with his hands.

The survey crew did not use the route of the railroad up the San Rafael Reef. However, they did use the route of the railroad across the Wasatch Plateau. The construction crews destroyed 2 of 4 tunnels when the bed was widened for the freeway. The two remaining tunnels are visible just south of the freeway and are used by a frontage road.

Some portions of I-70 over the Pavant Mountain Range and Wasatch Plateau were opened to traffic before the portion over the San Rafael Swell. These portions were temporarily signed as State Route 4. The portion over the San Rafael Swell opened to traffic in 1970, finally making the Utah portion of I-70 a drivable route. Initially only 2 lanes through the swell (now the eastbound lanes) were complete. The official highway map for Utah noted the new freeway, but qualified its existence with the words "TWO LANES OPEN". The Utah portion of I-70 was not completed to Interstate Highway standards until 1990 when the second Eagle Canyon bridge was complete. The first portions of I-70 to be constructed to interstate standards were the along the non-disputed portion of the route east of Green River.

Effect on rural Utah

Goblin Valley State Park just south of I-70

Interstate 70 was dedicated on November 5, 1970, at the Ghost Rocks view area inside the swell, even though it would take another 20 years to fully complete the freeway. At the ceremony the mayors of cities recently made neighbors, including Grand Junction, Colorado, attended. Then Governor Calvin L. Rampton noted that I-70 was the first road U.S. built over a completely new route since the Alaska Highway during World War II.

The effect on the residents of Sevier Valley was enormous. Previously these were isolated farming communities, unaccustomed to the crime and other undesirable effects that a transcontinental highway can bring. Residents of Richfield soon started to call I-70 "Cocaine Lane". In 2002, the Salt Lake Tribune interviewed the mayor of Richfield Kay Kimball about the change I-70 brought to the city. The mayor stated that I-70 is a mixed blessing. He stated the highway brings tourism and dollars to the town and makes it more accessible to other cities. However, the highway also brings types of crime previously unknown to the city. The mayor lamented that after I-70's completion many residents of the town started locking their doors for the first time. The interview resulted from a recent event that the paper said served as a 'wake-up call' that rural Utah is 'not isolated from crime'. The incident occurred along the interstate near Joseph. Panic ensued after the public witnessed Utah Highway Patrol troopers carrying away a suspect in handcuffs while removing plastic bags and coolers full of body parts from the trunk of his car. The event caused a frenzy of phone calls of people checking on their neighbors, fearing the murder victims were local residents.

The freeway did not have as big an impact on the communities in eastern Utah. These towns were founded as stopovers for a main rail line and were already accustomed to the effects of being located on a transcontinental artery.

Effect on the San Rafael Swell

Prior to the construction of I-70 the San Rafael Swell was relatively inaccessible and not well known or explored. There were, however, a few efforts to protect the swell as early as 1935. Since the construction of the freeway the number of visitors to the swell has increased significantly, as the swell can now be accessed by automobile. As such several groups of people are increasing efforts for protected status of the area, via National Park, National Monument or wilderness designation. A major push occurred in 2002. Officials from Emery County, joined by then Utah governor Mike Leavitt, petitioned president George W. Bush to use the authority of the Antiquities Act to create a San Rafael National Monument. This effort lost momentum after the governor promised to honor the wishes of Emery County residents via a non-binding referendum, which did not pass. Fear of the federal government restricting access and repeating events that occurred with the 1996 designation of the Grand Staircase-Escalante National Monument, by president Bill Clinton, were common reasons given by residents for opposing the referendum. In that case the monument was proposed at the federal level in secret. Boundaries were drawn without the consent or even knowledge of local residents. This incited anger and triggered a backlash in rural Utah. Currently most of the swell is administered by the Bureau of Land Management and is not given special consideration. A small portion on the western edge is protected as Goblin Valley State Park, administered by the Utah Division of Parks and Recreation. Currently, a major proponent is the Southern Utah Wilderness Alliance which continues to lobby for protection.

Route number changes

From 1962 until the 1977 renumbering, State Route 4 was the legislative designation for all of I-70 in Utah. U.S. Route 50 was changed to overlap with Interstate 70 through most of Utah in 1976, with U.S. Route 6 remaining on its former route.

Exit list

County Location Mile # Destinations Notes
Millard 0.0 I-15 - Salt Lake City, Las Vegas, NV Westbound exit and eastbound entrance
1.3 1 Historic Cove Fort (SR 161)
Sevier 7.8 7 Ranch exit
13.0 Brake check area Eastbound only
16.5 Runaway truck ramp Eastbound only
17.2 17 Fremont Indian State Park
23.2 23 US 89 south - Panguitch, Kanab West end of US 89 overlap
25.8 25 SR 118 - Joseph, Monroe
31.7 31 Elsinore, Monroe (SR 258)
Richfield 37.1 37 I-70 Bus. (SR 120) east - Richfield
40.3 40 I-70 Bus. (SR 120) west - Richfield
48.9 48 To SR 24 - Sigurd, Aurora (SR 259)
Salina 56.7 56 I-70 Bus. north; US 50 west; US 89 north - Salina East end of US 89 overlap; west end of US 50 overlap
62.9 63 Gooseberry Road
73.9 73 Ranch exit
86.8 86 Ivie Creek Rest area (SR 76)
91.0 91 SR 10/SR 72 - Price, Utah
Emery 99.5 99 Ranch exit
104.6 Salt Wash view area
108.0 108 Ranch exit
115.6 Devil's Canyon view area
116.5 116 Moore
122.6 Ghost Rocks view area
131.5 131 Ranch exit
138.3 Brake check area Eastbound only
141.9 Runaway truck ramp Eastbound only
142.7 Spotted Wolf Canyon view area
143.9 Runaway truck ramp
146.3 San Rafael Reef view area Westbound only
149.2 149 SR 24 west - Hanksville
157.9 157 US 6 west; US 191 north - Price, Salt Lake City West end of US 6/US 191 overlap
Green River 160.4 160 I-70 Bus. east; SR 19 east - Green River
Grand 164.6 164 I-70 Bus. west; SR 19 west - Green River
175.6 175 Ranch exit
181.0 Rest area Eastbound Only
182.2 182 US 191 south - Crescent Junction, Moab East end of US 191 overlap
185.6 Weight station (proposed)
187.4 187 Thompson Springs (SR 94)
189.9 Rest area Westbound Only
193.5 193 Ranch exit
204.7 204 SR 128 - Cisco
214.4 214 Cisco
221.9 221 Ranch exit
227.1 227 Westwater
228.3 Rest area Westbound only

See Also

References

  1. ^ "Ask the Rambler: Why Does I-70 End in Cove Fort, Utah?". Federal Highway Administration. Retrieved 2007-01-30.
  2. ^ Carr, Stephen L. "Castle Valley Railway, Denver and Rio Grande Western Railway". Utah Ghost Rails. Salt Lake City, Utah: Western Epics. pp. 169–170, 188–194. ISBN 0-914740-34-2. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help); Unknown parameter |origdate= ignored (|orig-date= suggested) (help)
  3. ^ "The San Rafael Wilderness". Southern Utah Wilderness Alliance. Retrieved 2008-01-16.
  4. ^ Burr, Thomas (March 18, 2002), "Residents Would Be Shocked to Know What Passes on I-70", The Salt Lake Tribune, Salt Lake Tribune {{citation}}: Unknown parameter |month= ignored (help)CS1 maint: date and year (link)
  5. "Dinosaur Diamond Prehistoric Highway". Dinosaur Diamond Partnership. Retrieved 2007-10-13.
  6. "Dinosaur Diamond Prehistoric Highway". Utah Office of Tourism. Retrieved 2007-10-13.
  7. ^ Official Highway Map (Map) (1974 ed.). 1" equals 17.4 mi. State Road Commission of Utah. 1974. § H4.
  8. ^ "Highway Reference- Route Name 0070P". Utah Department of Transportation. 2007-08-28. Retrieved 2008-01-18.
  9. ^ Official Highway Map (Map) (1995 ed.). 1" equals 17.4 mi. Utah Department of Transportation. 1995. § H5.
  10. ^ Utah Road and Recreation Atlas (Map) (2002 ed.). 1:250000. Benchmark Maps. 2002. p. 68. § D6. ISBN 0-929591-74-7. {{cite map}}: Cite has empty unknown parameters: |accessyear= and |accessmonth= (help)
  11. Google Maps street maps and USGS topographic maps, accessed January 2008 via ACME Mapper
  12. "UPRR System Map". Union Pacific Railroad. Retrieved 2008-02-12.
  13. H.M. Gousha Company, United States road atlas, 1967, p. 42
  14. John Crossley. "The San Rafael Swell, Utah". American Southwest. Retrieved 2008-01-16.
  15. Howard Berkes (2006-04-22). "Proposed National Monument Riles Utah Locals". National Public Radio (transcript of the show Morning Edition). Retrieved 2008-01-16.
  16. Golden Webb (April, 2002). "San Rafael Swell = Should this rugged territory become Utah's next National Monument?". Utah Outdoors magazine. {{cite web}}: Check date values in: |date= (help)
  17. Mathew Barrett Gross (2002-02-13). "San Rafael Swell monument proposal could prove that Bush realizes the importance of a fair and public process". Headwaters News, University of Montana. Retrieved 2008-01-16.
  18. Cite error: The named reference udot4 was invoked but never defined (see the help page).
  19. "route 50". Utah Department of Transportation. Retrieved 2007-11-17.

External links

Interstate 70
Previous state:
Terminus 		Utah Next state:
Colorado
Categories:
Interstate 70 in Utah: Difference between revisions Add topic