Colorado Highways: Routes 100 to 119

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110 111 112 113 114 115 116 117 118 119

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Location: South Front Range > Arkansas Valley
W End: 1920s-1948: Jct SH 55 at Branson; 1949-1968: Jct US 350 at Beshoar Junction northeast of Trinidad
E End: 1920s-1938: Jct SH 51 at Walsh; 1939-1968: Kansas border east of Walsh

SH 100 is the original 1920s state highway number for current US 160 in the southeast part of the state. Originally, US 160 used SH 55 east from Trinidad via Trinchera to Branson. SH 100 then started at Branson and went north, then east via Pritchett and Springfield to Walsh, ending at SH 51. Originally, US 160 used SH 116 to go east into Kansas. By 1939 SH 100 had been extended east so that it did hit the Kansas border. By 1949 the SH 55 routing of US 160 was being abandoned so SH 100 was extended from Branson west to Beshoar Junction, and it was paved from Springfield to Walsh. By 1955 it was paved from Beshoar Junction east for 15mi and from Pritchett to Kansas. By 1958 the only section not paved was from SH 389 to Kim, and that was paved by 1963.

The spur south into Vilas (current SH 100, see below) was added about 1965. SH 100 was the carrier route for US 160, so it was decommissioned along with the other carrier routes in the purge of 1968.


Location: Vilas (Southeastern Arkansas Valley)
Length*: 0.41mi
N End: Jct US 160 north of Vilas
S End: A & Main Streets in Vilas

Counties: Baca

Annual Average Daily Traffic (2008): 400

A short spur. It starts at US 160, and heads due south to Vilas, population 110.

What is now SH 100 became a state highway about 1965. It was numbered as a spur off of SH 100 (see above) that was the number for US 160 across southeast Colorado. During the 1940s, there was another highway in the same area numbered SH 197, but that route went a good 20mi south of Vilas.


Location: Arkansas Valley
Length*: 21.41mi
N End: Jct US 50 at Carson Ave./7th St. in Las Animas
S End: CRs K & 18 at Toonerville

Counties: Bent
Places: Las Animas, Toonerville

Annual Average Daily Traffic (2008):

  • 2200 at US 50, Las Animas
  • 2500 south of 9th Street
  • 270 south of CR BB
  • 70 at Toonerville

SH 101 starts in central Las Animas, then heads south via Carson Ave., then southeast out of town. It generally follows a BNSF rail line which goes from Las Animas to Springfield. Toonerville appears to be nothing more than a rail siding.

SH 101 is an original 1920s state highway. At first, it went from Las Animas south to US 160 at Pritchett. By 1939, it was extended south, stopping just short of the Oklahoma border. By 1954, the southern section of it had been turned back so that it went south only to Toonerville as now. Paved by 1968.


Location: Eastern Plains
W End: 1920s-1954: Jct US 40-287 at Strasburg; 1955-1968: Jct US 40-287 at Byers
E End: Kansas border east of Idalia
Via: Byers, Last Chance, Cope, Idalia (current US 36)

SH 102 is the original 1920s number for US 36 on the Eastern Plains. It started at Strasburg, and then went east to Kansas. In 1955 things had been shifted around, and US 36/SH 102 veered southwest to Byers instead of going west to Strasburg. US 36 was extended into Colorado in 1930, and so from that point on SH 102 was the de facto carrier route for it. It was decommissioned along with the other carrier routes in the purge of 1968.


Location: Central Mountains
Length*: 22.48mi
NW End: Jct BL I-70 at 13th Ave./Colorado Blvd. in Idaho Springs
SE End: CRs 151 and 103 at Squaw Pass

Counties: Clear Creek
Places: Idaho Springs, Echo Lake, Squaw Pass

Roadways Names: From Idaho Springs to SH 5, part of the Mount Evans Highway.

Scenic & Historic Byways: Mount Evans

Milepost Guide:

  • 0.00: BL I-70, Idaho Springs (begin SH 103 in Clear Creek County)
  • 0.11: I-70 Exit 240 interchange at Idaho Springs
  • 13.26: SH 5, Echo Lake
  • 22.48: CR 151, Squaw Pass (end SH 103)

Annual Average Daily Traffic (2008):

  • 5300 north of I-70
  • 2000 south of I-70
  • 580 northwest of SH 5
  • 260 at Squaw Pass

After starting in central Idaho Springs, SH 103 heads south on 13th Ave. through I-70 Exit 140, then goes southwest on a leisurely alignment via Chicago Creek. SH 103 then has numerous switch backs as it starts climbing. At Echo Lake, SH 103 meets SH 5 at an elevation of 10,600 ft, where one can go up SH 5 to the top of Mount Evans. From Echo Lake, SH 103 heads east on a rolling mountain alignment. Squaw Pass is not a noticeable topographical feature as one is driving along. SH 103 ends at the CR 151/Little Bear Creek Rd intersection and becomes CR 103, which continues east to SH 74 at Bergen Park.

Photo Gallery:

  • Echo Lake. Looking north on SH 103 as it passes along side Echo Lake. (August 2004)

SH 103 is an original 1920s highway. It started in Idaho Springs and headed south to Echo Lake, then south to the south side of Mount Evans. Maps before 1927 then show it going southeast to SH 8 (current US 285) north of Bailey (Deer Creek Junction). After 1927 SH 103 is shown from Mount Evans going southwest via Scott Gomer Creek to Grant. It's unlikely that either of the two routes south of Mount Evans ever actually existed, or if they did were extremely primitive. Starting with the 1930 map the section along Scott Gomer Creek is noted as "unimproved" or "impassible".

The section of the road up to the summit of Mount Evans, with all the switchbacks on the south side of the mountain, was completed in 1927.

By 1939 SH 103 was paved from Summit Lake to Idaho Springs. The projected section along Scott Gomer Creek was dropped from maps in 1952. In 1954 the road up Mount Evans was taken off the state highway system, and from Echo Lake SH 103 was run east to Squaw Pass along what had previously been SH 68. The Mount Evans road was returned to the state highway system in 1955 as SH 5.


Location: Western Mountains
Length: 57mi
W End: Jct SH 82 at Basalt
E End: Jct US 24 at Leadville
Places: Basalt, Meredith, Carlton Tunnel, Leadville

SH 104 is an original 1920s highway, and went from SH 82 at Basalt, east via the Fryingpan River to Meredith, through the Carlton Tunnel (toll), to US 24 at Leadville. There was a tunnel collapse in 1943, and SH 104 was decommissioned by 1950.

Here's a history of the Carlton Tunnel from Ben Kiene, from the book The Passes of Colorado by Ed and Gloria Helmuth:

The abandoned Carlton Tunnel under Hagerman Pass near Leadville is used as a water diversion tunnel today to bring water from the wet Western Slope of the Continental Divide to the dryer and more populated Eastern Slope. It is one of three tunnels built to cross this pass. The first two, the Hagerman and Busk-Ivanhoe Tunnels, were used by the Colorado Midland Railroad. The CDH (now CDOT) rebuilt the Hagerman Tunnel and renamed it as the Carlton Tunnel in the 1920's and SH 104 used it until 1943, when a portion of the tunnel collapsed. The Boustead tunnel is a much larger and newer water diversion tunnel that runs below the other two. The current road over the pass is a rough 4WD route not maintained by the state.

The Carlton Tunnel now moves water between Ivanhoe Lake and Busk Creek.


Location: South Front Range > South Metro Denver
Length*: 8.81mi

Counties: El Paso, Douglas
Places: Monument, Palmer Lake, Sedalia

Broken Route: Several sections of SH 105 have been turned back, leaving two disjointed sections of it.

  • South Section
    Southeast End: Woodmoor Drive, within the I-25 Exit 161 interchange
    Northwest End: El Paso-Douglas County line in north Palmer Lake
    Milepost Guide:
    • 5.14: Woodmoor Drive (begin SH 105 in El Paso County)
    • 5.21: I-25 Exit 161 interchange, Monument
    • 9.48: El Paso-Douglas County line, Palmer Lake (end SH 105)
  • North Section
    South End: Perry Park Road/Wolfensberger Road west of Castle Rock
    North End: Jct SH 67 just south of Sedalia
    Milepost Guide:
    • 28.16: Wolfensberger Road west of Castle Rock (begin SH 105 in Douglas County)
    • 32.63: SH 67, Sedalia (end SH 105)

Annual Average Daily Traffic (2008):

  • 12,500 east of I-25
  • 19,600 west of I-25
  • 7200 north of Peakview Blvd., Monument
  • 3400 north of Glenway Ave., Palmer Lake
  • 1100 at El Paso-Douglas County Line
  • 2200 south of SH 67
Memorial Designations: Medal of Honor Master Sargent William J Crawford Highway, from County Line Road in Palmer Lake to Beacon Lite Road in Monument. Crawford won of the Medal of Honor for conduct in Italy in WWII and lived in the Monument area until passing away in 2000.

As you can see, because a section in the middle has been turned back, SH 105 has two distinct sections. The one in the south starts at the Woodmoor Drive intersection, just east of I-25, and then heads west. It goes through I-25 Exit 161 at Monument, a congested interchange. On the west side of the interchange in Monument, SH 105 takes an abrupt right turn to the north, heads through Monument's strip, then drifts northwest to Palmer Lake. On the north edge of Palmer Lake it begins heading north on Spruce Mountain Road, but then turns left onto Perry Park Road then ends at the El Paso-Douglas County Line a short distance later. The south section of SH 105 is 4.77mi long.

The north section of SH 105 is short, only 4.34mi long. It starts that distance south of SH 67 (at the intersection with Wolfensberger Rd.), then heads north on Perry Park Rd to SH 67 just south of Sedalia.

Photo Gallery:

SH 105 is an original 1920s highway. It started at old US 85-87 (Spruce Mountain Rd) at Palmer Lake, and went north via Perry Park Road to Sedalia. Section east of I-25 was at first SH 50. By 1954, US 85-87 had been moved to I-25's current alignment, so SH 105 started at Monument, and went north for 10mi via Palmer Lake; there was also the spur south from Sedalia as now. The south section was trimmed back to I-25 to Palmer Lake only by 1963, and SH 105 was entirely paved. SH 105 was extended east along SH 50's routing to SH 83 in the purge of 1968 to eliminate duplication with US 50. The section between SH 83 and I-25 was turned back October 1, 2007, although it took several months for signage to change.


Location: South Western Slope
Length: 27mi
S End: New Mexico border south of Cortez
N End: Jct US 160 in Cortez

SH 106 is the original 1920s number for current US 491 from Cortez south to New Mexico. Since it was a carrier route, it was eliminated with the other carrier routes in the purge of 1968.


Location: Western Mountains
SW End: Jct SH 82 north of Carbondale
NE End: Jct US 6 at Gypsum

Original 1920s state highway which went from SH 82 between Cardiff and Carbondale northeast to US 6 at Gypsum. Eliminated by 1954.


Location: South Western Slope
W End: Jct SH 145 west of Telluride
E End: Telluride

Original 1920s number for the old SH 145 spur east to Telluride. It was renumbered as a spur of SH 145 about 1954.


Location: Arkansas Valley
Length*: 65.33mi
S End: Jct US 160 north of Kim
N End: Grand Ave./4th St. in Cheraw

Counties: Las Animas, Bent, Otero
Places: Kim, La Junta, Cheraw

Spur Connection: From US 50 at Bradish Ave. in La Junta southeast via Bradish and 3rd St. to SH 109

Milepost Guide:

  • 0.00: US 160 (begin SH 109 in Las Animas County)
  • 27.53: Enter Bent County
  • 30.99: Enter Otero County
  • 56.01: Spur SH 109/3rd St., La Junta
  • 57.43: SH 194, North La Junta
  • 63.25: SH 266 north of La Junta
  • 65.33: 4th St., Cheraw (end SH 109)

Annual Average Daily Traffic (2008):

  • 230 at US 160
  • 380 north of CR 54
  • 1400 north of 22nd Street, La Junta
  • 5100 north of 3rd St/Spur 194
  • 2500 north of SH 194, North La Junta
  • 870 north of SH 266
  • 620 at Cheraw

This one goes through some sparse country. After starting at US 160 north of Kim, it spends 56 lonely miles going north to La Junta. There is one locale passed through, a place called Higbee west of the Bent-Otero County Line, and north of the Purgatoire River bridge.

In La Junta, SH 109 comes into town on Adams Avenue. It heads north on Adams and at 3rd Street goes up and over a long, curving viaduct bridge that takes it over US 50, railroad tracks and the Arkansas River. Since the bridge takes it over US 50 a spur connection is needed connecting US 50 and SH 109. After going over the Arkansas River, SH 109 goes into North La Junta. It's labeled as Main St. through that town. Going north it passes by the west side of La Junta Municipal Airport, continues north, then at Otero CR JJ.5 abruptly turns east toward Cheraw. It goes one short mile and into town on Grand Ave., ending at 4th St.

Photo Gallery:

SH 109 is an original 1920s state highway, and at first went from Karvel east and north through Hugo to Genoa. By 1939 several new sections had been added: Spurs north and south from US 160 at Kim, from La Junta south to the Purgatoire River, from La Junta north to Cheraw, and from Karval south to SH 96 at Lolita. By 1946 it was paved from Hugo to Genoa, and from La Junta to Cheraw by 1950.

By 1954 a lot of SH 109 had been turned back, so it went only from La Junta north to Cheraw. The spur from La Junta southeast for 19mi to the Purgatoire River had been brought back by 1964, and everything was paved by 1965. It was slowly extended south toward Kim: 10mi into Las Animas County by 1974; to about 12mi short of US 160 by 1978; finally to US 160 by 1983.

Lincoln County retained the "CO HWY 109" designation for a lot of the historic SH 109 alignment, such as between Genoa and Hugo (picture at right). South of Hugo, the road is sporadically co-marked at intersections with two sign blades, one with the CO HWY 109 name and another with the name it would normally be based on the county grid (Rd 31 or Rd 32). The co-marking continues south of Karval along CR 32 to about CR F, even though historically it was CR 27 that SH 109 went south along to SH 96 along, not CR 32. Additionally, there are Lincoln County 109 markers on US 40-287 in Hugo (picture at left) and on SH 94 at the CR 32 intersection. Thanks to Dale Sanderson for some of this info.

Here's a history of SH 109 in La Junta from Dan Chrisner:

Originally US 50 went through town on 3rd Street. SH 109 started at 3rd and Bradish Avenue and went north from there, under a 10-foot clearance railroad underpass, over a concrete arch bridge built around 1921 over the Arkansas River and north on to Cheraw. Southbound SH 109 went from 3rd & Colorado Avenue south to 10th Street, west on 10th to San Juan Avenue, south on San Juan past Otero Junior College and out of town to Kim.

US 50 was moved from 3rd to 1st Street in 1963, but SH 109 continued using the same cross streets, Bradish and Colorado, intersecting it. In late spring 1967 a new bridge for SH 109 over the railroad and river opened, and SH 109 came east on 2nd Street to Bradish then north to US 50 (1st Street). The 10-foot underpass was filled in and the 1921 bridge dismantled.

When SH 109 was paved south to Kim in the early 1980s trucks started using it to avoid the port of entry at Lamar. Trucks were rumbling through town on San Juan and 10th, streets not meant for semis. So, in the late 1980s or early 1990s SH 109 was rerouted south of US 50 so that from the bridge at US 50 it continued south on Adams Avenue out of town then swung west on a new alignment to meet the original road. This was a three-way project: The City of La Lunta handled the portion inside city limits, Otero County did design for the portion outside city limits and CDOT did the paving outside the city limits.

Thanks Dan!


Location: Silverton (Southwestern Mountains)
Length*: 0.14mi
SW End: Jct US 550 in Silverton
NE End: Maintenance yard entrance road

Counties: San Juan

Average Annual Daily Traffic (2008): 2400

While 0.14mi of SH 110 is still shown in CDOT's log of state highways, CDOT no longer considers it a real part of the state highway system. The 740 feet was retained as CDOT property to keep access from US 550 to the Silverton maintenance yard. No signs for SH 110 appear in the field. The intersection at US 550 refers to it as CR 2 and CR 110.

SH 110 is an original 1920s highway, going from US 550 northeast up Greene Street through Silverton to Howardsville. By 1938 it had been extended northeast to Eureka. By 1961 SH 110 was totally rerouted so that it went from Silverton north *7.71mi along Cement Creek, ending at Gladstone. By 1963 a Spur SH 110 was added which went from SH 110 on the north side of town east *1.95mi to Mayflower Mill, a mining structure.

In mid 2003 nearly all of SH 110 was turned back (including the spur route) to Silverton and San Juan County. CDOT retained 740 feet from US 550 to its Silverton maintenance yard, but all vestiges of SH 110 disappeared from the field. All sections of it became CR 110. The section north to Gladstone was never paved.


Location: South Mountains

SH 111 is an original 1920s state highway, going from the New Mexico border north via Stonewall and Cuchara to La Veta. By 1939 it was extended north to SH 69. By 1954 it had been significantly turned back, so that it went from US 160 south to Cuchara only. That section was paved by 1963. SH 111 was then extended south over gravel to SH 12 at Monument Lake by 1964. Starting from then, SH 12 and SH 111 ended at each other at Monument Lake. SH 111 was then renumbered as an extension of SH 12 about 1968.


Location: San Luis Valley
Length*: 27.80mi
W End: Jct US 160 at Oak St./Grand Ave. in Del Norte
E End: Jct SH 17 at Hooper

Counties: Rio Grande, Saguache, Alamosa
Places: Del Norte, Center, Hooper

Milepost Guide:

  • 0.00: US 160, Del Norte (begin SH 112 in Rio Grande County)
  • 7.43: Begin Rio Grande/Saguache County split
  • 13.13: US 285 west of Center
  • 19.32: Begin Alamosa/Saguache County split
  • 27.80: SH 17, Hooper (end SH 112)

Annual Average Daily Traffic (2008):

  • 2600 at US 160, Del Norte
  • 1600 west of US 285
  • 1700 east of US 285
  • 4600 at Broadway St., Center
  • 540 at SH 17

SH 112 starts in central Del Norte, and heads north out of town on Oak St. It crosses over the Rio Grande, then curves northeast. It then heads east and travels along the Rio Grande-Saguache County line. 13mi from Del Norte, it hits US 285. The section from Del Norte to US 285 serves as a regional shortcut for traffic going from central to southwestern Colorado, say from Denver to Durango.  Just east of US 285, SH 112 goes through Center, skirting the south side of town along 8th St. SH 112 then continues arrow-straight eastward, finally ending at SH 17 on the north side of Hooper.

Photo Gallery:

  • End at US 160. A shot of the signs on westbound SH 112 approaching US 160 at Oak St/Grand Ave in Del Norte. Photo by Dale Sanderson. (May 2008)

SH 112 is an original 1920s state highway. No major alignment changes. Paved from Del Norte to US 285 by 1949, to Center by 1950, and entirely by 1954.


Location: North Eastern Plains
Length*: 18.83mi
S End: Jct US 138 northeast of Sterling
N End: Nebraska border north of Peetz, connecting with NE 19 (link to Chris Geelhart's site)

Counties: Logan
Places: Peetz

Annual Average Daily Traffic (2008):

  • 1200 at US 138
  • 1400 noth of CR 72
  • 1500 at Nebraska border

SH 113 starts at US 138 between Sterling and Iliff, and then heads due north across the rolling plains. At Peetz, it curves northeast and follows a BNSF rail line to the Nebraska border. For an Eastern Plains highway SH 113 is fairly well-traveled, and maps that differentiate between primay and secondary highways usually show SH 113 as primary. In fact, back when the old FAP/FAS system was still around, it was Federal Aid Primary. Looking at it at first, it would be hard to figure out what makes SH 113 so important, but if you go into Nebraska to Sidney, you can see that is where US 385 heads north from I-80. SH 113 serves as the cut-through for traffic going from northeast Colorado to Sidney and points north via US 385.

Photo Gallery:

  • South Platte Valley. Southbound on SH 113 as it makes its final descent into the South Platte Valley approaching US 138. May 2007
  • South of Peetz. Southbond SH 113 as it loses elevation coming down from the "Peetz Table" south of town. May 2007
  • Peetz. The grain elevator is visible as southbound SH 113 goes through Peetz. May 2007
  • Nebraska Border. Southbound SH 113 as it changes from N-19 at the Nebraska border. This crossing features a smaller version of the state welcome sign. May 2007

SH 113 is an original 1920s state highway. Paved by 1939.


Location: Central Mountains > San Luis Valley
Length*: 61.69mi
NW End: Jct US 50 northwest of Parlin
SE End: Jct US 285 at Gunnison Ave./8th St. in Saguache

Counties: Gunnison, Saguache
Places: North Pass, Saguache

Mountain Passes: Going over the Continental Divide, SH 114 goes over North Pass (10,149ft; 6% grade).

Milepost Guide:

  • 0.00: US 50 (begin SH 114 in Gunnison County)
  • 8.02: Enter Saguache County
  • 61.69: US 285, Saguache (end SH 114)

Annual Average Daily Traffic (2008):

  • 400 at US 50
  • 350 southeast of CR 14-PP
  • 740 at US 285, Saguache

SH 114 starts at US 50 west of Parlin, then heads south via the Cochetopa Creek to Flying M Ranch. There, it heads east, follows the West Pass Creek, then goes up and over North Pass. From there, it follows Saguache Creek east down to Saguache, and comes east into town on Gunnison Ave., finally ending at US 285 (8th St.). That intersection is also where US 285 turns from east to south.

SH 114 is an original 1920s highway, and used Cochetopa Pass going over the Continental Divide. This routing is on CR NN-14, south of the existing routing. By 1954 it was paved from Saguache northwest ~12mi, and from US 50 south ~20mi by 1956. By 1958 it wall all paved except for over Cochetopa Pass. SH 114 was switched to North Pass in 1963, and was paved over the pass the next year. Thanks to George Sammeth for pointing out to me the different pass SH 114 originally used.

Thomas Zieber has supplied a couple of photos of Saguache CR NN-14, the orginal route of SH 114 over Cochetopa Pass: West Side Near the Summit1929 Plaque. He calls the route over Cochetopa Pass "a great drive".

Location: South Front Range
Length*: 47.50mi
S End: Jct US 50 at Royal Gorge Blvd./9th St. in Caņon City
N End: Jct I-25 Exit 140 in south Colorado Springs

Counties: Fremont, El Paso
Places: Caņon City, Brookside, Florence, Penrose, Colorado Springs

Freeway: Fort Carson main gate to north of Academy Blvd (exit list)


  • US 50 to north end of Penrose
  • A couple of isolated 4- to 5-lane undivded sections north of Penrose
  • North of Academy Blvd to north of Lake Ave

Memorial Designations: Vietnam Veterans Memorial Highway in El Paso County.

Scenic & Historic Byways: Gold Belt Tour (Caņon City to SH 67) America's Byways

Milepost Guide:

  • 0.00: US 50, Caņon City (begin SH 115 in Fremont County)
  • 8.69: West jct SH 67/Pikes Peak Ave., Florence
  • 8.98: East jct SH 67/Robinson Ave.
  • 11.04: SH 120 east of Florence
  • 13.96: US 50 interchange south of Penrose
  • 27.17: Enter El Paso County
  • 47.50: I-25 Exit 140, Colorado Springs (end SH 115)

Annual Average Daily Traffic (2008):

  • 13,300 at US 50, Caņon City
  • 9000 southeast Grand Ave., Lincoln Park
  • 4400 east of Cedar Avenue
  • 7500 east of SH 67, Florence
  • 5000 north of SH 120
  • 10,400 north of US 50, Penrose
  • 7300 north of K St., Penrose
  • 21,400 north of Norad/Fort Carson interchange
  • 32,500 north of Cheyenne Mountain Blvd, Colorado Springs
  • 31,500 at I-25

Starting in central Caņon City, SH 115 heads south from US 50 on 9th St. It goes south through suburbia to Elm Ave., where it turns east. At Chestnut St. it turns south, then turns east again at Cedar Ave. SH 115 then parallels the Arkansas River's south side hugging the side of bluffs southeast to Florence where it goes through town on Main St. East of Florence, SH 115 turns northeast at an intersection with SH 120, goes over the Arkansas River, then through a diamond interchange with the US 50 expressway, and north through Penrose. While going through Penrose, SH 115 is a nice concrete-surfaced divided highway.

Heading north toward Colorado Springs, SH 115 forms Fort Carson's west boundary pretty much the whole way. SH 115 doesn't really follow any defined topography, it just kind of skips and jumps from creek valley to creek valley. There isn't a whole lot in the way of intersections, making it a quick drive. There are a couple of isolated multilane segments and climbing lanes where needed.

As SH 115 gets closer to Colorado Springs, it approaches two of the main gates to Fort Carson, and becomes divided again south of Fort Carson's main entrance. First there is an intersection at an entrance to Fort Carson, then SH 115 becomes freeway for a couple of miles, with a cloverleaf interchange at Norad Rd./O'Connell Blvd., and a diamond interchange at Academy Blvd. SH 115 then reverts back to an expressway into south Colorado Springs. There's an interchange at Lake Ave. but north of that SH 115 warps down to an urban street onto Nevada Ave. SH 115 ends at I-25 Exit 140, a split diamond interchange, with the Nevada Ave ramps to I-25 being shared with Tejon St.

Photo Gallery:

  • SH 67-115 Downtown Florence. The scene on Main Street eastbound through downtown Florence. (September 2012)
  • Penrose Divided Highway. Northbound on SH 115 through Penrose. (September 2012)
  • Beaver Creek Valley. The scenery on SB SH 115 as it descends down into the Beaver Creek valley a few miles north of Penrose. (September 2004)
  • North of Penrose. The scenery on northbound SH 115 about 12 miles north of Penrose in an area dominated by red rocks and evergreen shrubs. (September 2012)
  • Little Fountain Creek. An isolated multi-lane stretch of SH 115 at the bridge over Little Fountain Creek (Milepost 36). (September 2004)
  • Titus Blvd Intersection. Northbound SH 115 approaching the Titus Blvd intersection, one of Fort Caron's access points south of Norad Road. (September 2012)
  • Norad Road Interchange. Northbound on SH 115 in the cloverleaf interchange for Norad Road and O'Connell Blvd. Yeah, I don't think they let regular people into Cheyenne Mountain. (September 2012)

SH 115 is an original 1920s state highway. At first, it went from old US 50 (current SH 120) east of Florence north to US 85-87 in south Colorado Springs. By 1949 it was paved from Penrose to Colorado Springs. By 1950, US 50 was bypassed north of Florence, and SH 115 was extended along its old routing from SH 120 west to Caņon City. At that point it still was not paved between SH 120 and US 50, but was entirely paved by 1954. The expressway in south Colorado Springs was in place by the late 1950s, and the interchange at US 50 was in place by 1977.

On October 1, 2007, what had been US 85 along Nevada Ave from I-25 Exit 140 to Lake Ave was renumbered as an extension of SH 115 (although it took several months for signs to change). Previously, Nevada heading south from I-25 was marked as US 85/To 115. The renumbering was required because the section of US 85 along Lake from Nevada to Venetucci was turned back to the city as part of the massive swap to have Powers Blvd become SH 21.


Location: Arkansas Valley
Length*: 32.32mi
W End: Jct US 287-385 north of Springfield
E End: Kansas border east of Lycan (no connection to a state highway)

Counties: Baca
Places: Two Buttes, Lycan

Milepost Guide:

  • 0.00: US 287-385 (begin SH 116 in Baca County)
  • 27.02: SH 89, Lycan
  • 32.32: Kansas border (end SH 116)

Annual Average Daily Traffic (2008):

  • 200 at US 287-385
  • 260 at 7th St., Two Buttes
  • 120 west of SH 89
  • 110 at Kansas border

SH 116 is probably only around because it used to be US 160. It starts at US 287-385 10mi north of Springfield and heads due east to Kansas. The two places along it are Two Buttes and Lycan (formerly Buckeye).

Originally from the 1920s, SH 116 started at SH 59 (current US 287) at Verdun and stairstepped east and south to Two Buttes, ending at SH 51. By 1936 it was realigned so it went from SH 59 due east to Two Buttes. US 160 took over SH 116's route when it was extended westward from Kansas in 1932, but was realigned through Walsh by 1952. By 1954 SH 51 was eliminated through the area, and SH 116 was extended east to Kansas. It was paved east to Two Buttes by 1964 and to Kansas by 1972.


Location: Arkansas Valley
S End: 1920s-1945: Jct SH 51 south of Granada; 1946 to 1953: Spur south of Carlton (a.k.a. Grote)
N End: Jct US 50 at Carlton

SH 117 was an original 1920s state highway which was a link from US 50 at Carlton south to SH 51. By 1946, it was shortened up, and was a spur which went south for only a few miles from US 50. Gone by 1954.


Location: Arkansas Valley
Length: 12mi
W End: Jct SH 51 east of Two Buttes
E End: Kansas border east of Lycan
Via: Lycan

SH 118 is the original 1920s state highway number for current SH 116 from east of Two Buttes to Kansas. SH 51 originally had things chopped up in there, with SH 116 to the west of SH 51 and SH 118 to the east of SH 51. Also SH 116 and SH 118 originally carried US 160 into Kansas. By 1952, US 160 was moved to its current routing, and by 1954 SH 51 was gone with SH 116 having been extended over SH 118 east to Kansas.


Location: North Mountains > Northwest Metro Denver > North Front Range
Length*: 63.70mi
SW End: Jct US 6 in Clear Creek Canyon west of Golden
NE End: Jct I-25 Exit 240 east of Longmont

Counites: Gilpin, Boulder, Weld
Places: Black Hawk, Rollinsville, Nederland, Boulder Canyon, Boulder, Niwot, Longmont

NHS: US 36 in northeast Boulder northeast to I-25.

Expressway: US 36 in northeast Boulder northeast to I-25. Slower-speed section through southwest Longmont. Interchange at SH 157.

Roadway Names:

  • The section from US 6 north to Nederland is part of the Peak to Peak Highway.
  • The expressway section from Boulder to Longmont is the Diagonal Highway. You'll need to know this if you ask directions, because people will say things like, "And then you turn right at the Diagonal."
Scenic & Historic Byways: Peak to Peak (Black Hawk to Nederland)

CDOT has plans to put in a diamond interchange at SH 119/SH 52/IBM.

Milepost Guide:

  • 0.00: US 6 (begin SH 119 in Gilpin County)
  • 12.49: SH 46 north of Black Hawk
  • 22.10: Enter Boulder County
  • 22.74: South jct SH 72 south of Nederland
  • 25.75: North jct SH 72, Nederland
  • 41.89: SH 93/Broadway, Boulder
  • ~43.82: South jct US 36/28th St.
  • 44.23: North jct US 36/28th St./Diagonal Hwy., Boulder
  • 44.97: SH 157 interchange, northeast Boulder
  • 49.54: SH 52, Niwot
  • 56.20: US 287, Longmont
  • 59.48: Enter Weld County
  • 63.70: I-25 Exit 240 interchange (Del Camino) east of Longmont (end SH 119)

Annual Average Daily Traffic (2008):

  • 13,300 at US 6
  • 7500 north of Main St., Black Hawk
  • 2900 north of SH 46
  • 2400 north of Rollinsville
  • 8300 at Boulder St., Nederland
  • 4200 east of SH 72, Nederland
  • 3500 west of Sugarloaf Road
  • 17,900 west of SH 93, Boulder
  • 23,700 west of US 36
  • 35,000 on US 36/SH 119 north of Canyon Blvd.
  • 26,400 northeast of US 36
  • 54,100 northeast of SH 157
  • 37,600 northeast of SH 52, Niwot
  • 30,800 west of US 287, Longmont
  • 33,800 east of CR 3.5
  • 30,900 at I-25

SH 119 starts at US 6 in Clear Creek Canyon east of I-70. The intersection is a signalized T, with people coming east on US 6 turning left to Black Hawk or right to Golden. From there SH 119 follows North Clear Creek up to the gambling towns of Black Hawk and Central City. SH 119 is always packed with casino buses. SH 119 continues north, with numerous switch backs to Rollinsville, and north of there hits SH 72. They are concurrent north to Nederland, where SH 119 breaks off and goes past Barker Reservoir.

SH 119 then picks up Boulder Creek, and plummets down Boulder Canyon heading east. At the mouth of the canyon, SH 119 is immediately in Boulder. It goes east to downtown on Canyon Blvd., and at Broadway hits SH 93. SH 119 continues east along Canyon, and at 28th St. hits US 36 where SH 119 turns north. SH 119's overlap with US 36 actually is somewhat marked. They are together for about one and a third miles, and then SH 119 breaks off and goes northeast via Diagonal Highway. From there, SH 119 is expressway all the way to Longmont.

SH 119 and SH 157 meet at an interchange on the northeast side of Boulder. The way the interchange is set up, one goes flying through from 119 west to 157 south (plus the reverse movement) without any hindrances. However, taking SH 119 through the interchange means going through a set of signal lights. Coming east on 119, one merges onto the traffic coming north off of the northbound 157, while going west on 119 requires taking an exit.

From SH 157, SH 119 continues northeast as divided expressway toward Longmont. This is a very busy and important stretch of highway, and CDOT expects traffic to keep increasing. The speed limit fluctuates between 55 and 65mph, due to several sets of signal lights. What makes this section of SH 119 interesting is that the median is very wide in some places. No, there's nothing in the median except for scrub grass. Consequently, any cross road that has signal lights with SH 119 has two separate set of lights.

The SH 119 expressway continues northeast to Longmont, where it warps down to a multi-lane city street, Ken Pratt Boulevard. At Florida Ave. it curves east and goes to Main St., where it hits US 287. SH 119 goes across US 287, turns back into a divided expressway, drifts northeast toward the Boulder-Weld county line, then heads due east to I-25. The interchange at I-25 Exit 140 is a large diamond interchange. It's unofficially known as Del Camino, in reference to a restaurant that used to be there at the SH 119/US 87 intersection.

Photo Gallery:

  • Abandoned Tunnel #4 South End and North End. These two photos show the boarded up Tunnel #4, which was abandoned when the SH 119/US 6 intersection was reconstructed in the late 1990s. At the south end the bridge over Clear Creek and the road approach have been removed, while at the north end the road approach and bridge over North Clear Creek remain. March 2005
  • Black Hawk. Northbound on SH 119 in Black Hawk. Off to the left side you can see a parking structure for a casino. (January 2004)
  • Grays and Torreys Peaks at SH 46. Southbound on SH 119 at the SH 46 intersection, with a little fall color in addition to the 14ers Grays Peak and Torreys Peak in the horizon. Photo by David Herrera. (October 2012)
  • South of Nederland. Looking north along SH 119 in a peaceful valley about a half mile north of the SH 46 intersection. This scenery is typical of the Peak to Peak Highway. (January 2004)
  • 10% Grade. I hope your brakes work, because you need them heading east down Boulder Canyon. (September 2008)
  • Boulder Canyon. This shot shows a typical view of Boulder Canyon heading east down SH 119. (September 2008)
  • Boulder Canyon Tunnel. Eastbound on SH 119 this tunnel bypasses a horseshoe curve in the canyon. (September 2008)
  • SH 93 Intersection. Here SH 119 approaches the SH 93 intersection at Broadway in downtown Boulder. (September 2008)
  • SH 119 WB at SH 157. Westbound SH 119 approaching SH 157. Sorry about the blurriness, but the sign says "[157] SOUTH Foothills Parkway" in the left panel, and "[119] Diagonal Highway" in the right panel. The bridge going carries 47th St. over SH 157-119. (July 1998)
  • SH 119 Wide Median. This is SH 119 at Niwot Rd. I am facing southeast on Niwot, while the southwestbound lanes of 119 go left-right. The median is so wide at this point you can't see the next set of lights for the northeastbound lanes off in the distance. (December 1997)

SH 119 is an original 1920s state highway, and went from Idaho Springs north via Virginia Canyon to Central City, Black Hawk, then northeast to Boulder as now. It was shifted to its current routing southeast of Black Hawk to US 6 by 1938. The section from Boulder to Longmont was added in 1939, and was done with stairstepping, rather than a straight diagonal shot. By 1946 SH 119 was paved from US 6 to Nederland, and by 1950 the only section not paved was Boulder to Longmont.

By 1960 it had been straightened between Boulder and Longmont and was paved. It was extended east from Longmont to I-25 over the previous alignment of SH 254 by 1963. This came east out of Longmont on 3rd Avenue, so SH 119 had a short overlap along US 287. The expressway was complete from Boulder to Niwot and Longmont to I-25 by 1975, and from Niwot to Longmont by 1976.

In 1998, the US 6/SH 119 intersection underwent a reconstruction to make it more friendly. Previously it was a "triangular" intersection with US 6 going east-west, SH 119 heading north, and then a Spur SH 119 connecting to two legs in a southeast-northwest direction. What made it interesting was a tunnel on SH 119 just north of US 6. With the reconstruction, the leg on the west side with the tunnel was abandoned, and Spur 119 became part of mainline 119. The intersection was realigned to make it a T, and a signal installed. Tunnel #4 now has its entrances boarded up. Here's a map to help you visualize:

Another area of SH 119 to undergo reconstruction in the late 1990s was the interchange at I-25. As first built it became a very substandard diamond interchange. I-25 went over SH 119, and the space in between the columns of the overpass was barely two lanes wide, so four-lane 119 had to neck down to two lanes approaching the Interstate. Traffic backups on SH 119 and on the offramps were getting awful, so CDOT started a project in Spring 1997 to improve the interchange. The whole interchange was moved slightly to the east in order to improve ramp and frontage road access. Since there is a business district on the immediate west side of the interchange, it had to go east. The two new bridges built for I-25 are wide enough to accommodate the six-laning of I-25 that will eventually occur. Here's a picture of the construction, taken July 1998 on eastbound 119 going under the new I-25 bridge.

On December 2, 2003, a new alignment for SH 119 east of US 287 opened. Previously SH 119 went north on US 287 to 3rd Avenue, then east out of town. The new expressway alignment for SH 119 took it straight east across US 287 then northeast up to its previous alignment.

There has got to be some better signing at the 119-157 interchange. The very first time I was ever through it going southwest on 119, I had no idea where to go, and ended up taking 157 by default because that was the non-exit. Some signs should be put in that say "Downtown / Univ of Colo Via 157" or something similar. Then, direct people going to downtown to exit at Pearl St., while people going to CU should turn right at Arapahoe or Colorado.


Last updated 9 March 2014