Colorado Highways: Routes 20 to 39

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Location: West Metro Denver
Alignment: Clear Creek Canyon

Dates to the 1930s. SH 20 was used as the route in Clear Creek Canyon between SH 119 and Golden. However, it was only ever a projected/impassable road. At that time US 6 used the US 40 routing via Mount Vernon Canyon. By 1954, the road was completed through Clear Creek Canyon, and US 6 was run through it. However it was done as an extension of SH 182, and SH 20 was decommissioned.


Location: Grand Junction

Brought into the state system about 1956, starting off as a highway from US 50 in downtown Grand Junction northeast to US 6 west of Clifton. By 1958 it was extended northwest from downtown to US 6. Previously there were no state highways along these alignments. By 1963 an interchange had been put in at SH 20's northwest end (current interchange at North Avenue/BL 70/US 50 junction). By 1965 SH 20 was extended from Clifton east along US 6 to Palisade. Previously that stretch of road was US 6/SH 4.

Sometime or another, probably between 1958 and 1963, US 50 was rerouted so it used part of SH 20 from North Avenue southeast into downtown. Before then US 50 had used North Ave and 5th St. Also at some point BL I-70 was run along SH 20 between its two junctions with North Ave. This most likely happened after 1966, since that's when I-70 was completed in the Grand Junction area.

SH 20 was decommissioned in the purge of 1968, because by that point it had been overtaken by other routes for its entire length, US 50, BL 70 and US 6.


Location: Platteville (North Front Range)
Alignment: Loop east of US 85 through Platteville.

Appears to be an original 1920s highway. Turned back by 1939.


Location: North Eastern Plains
Alignment: Spur each direction north and south off of US 6 at Paoli.


Location: Western Slope
Alignment: Spur from SH 13 southwest of Hamilton south to Loyd.

Appears on state maps only one year: 1954.


Location: North Eastern Plains
S End: Jct SH 14 near Stoneham
N End: Nebraska border

Brought into the state system by 1955, along the alignment of current SH 71. Alignment was previously not a state highway. By 1961, it's paved from SH 14 north to Cottonwood Creek. Paved all the way to Nebraska by 1963. By 1964 it's decommissioned, renumbered as an extension of SH 71.


Location: East Metro Colorado Springs
Length*: 22.30mi
S End: Jct SH 16 at Powers Blvd/Mesa Ridge Pkwy in northeast Fountain
N End: Jct SH 83 in north Colorado Springs

Counties: El Paso
Places: Colorado Springs

NHS: Entire length.

Expressway: Four- to six-lane dvided entire length. Interchanges at Briargate/Union, US 24/Platte Ave and Woodmen Rd.

Roadway Names: Powers Boulevard.

Milepost Guide:
  • 131.81: Powers Blvd/Mesa Ridge Pkwy intersection (begin SH 21 in El Paso County)
  • 139.58: South jct US 24/Fountain Blvd, Colorado Springs
  • 141.74: North jct US 24/Platte Ave interchange
  • 154.11: SH 83 (end SH 21)
Annual Average Daily Traffic (2008):

  • 9800 at Mesa Ridge Pkwy/SH 16
  • 26,500 north of Grinnell Blvd
  • 49,800 on US 24/SH 21 north of Aeroplaza Rd
  • 50,500 north of Platte Ave/US 24
  • 55,800 north of Waynoka Rd
  • 41,700 north of Barnes Rd
  • 21,100 at SH 83
The ultimate plan for Powers is to turn most of its length into a full freeway. In addition to those already in place, it is expected the final SH 21 freeway will include interchanges at: Proby Pkwy (aka Drennan), Fountain Blvd, Airport Rd, Galley Rd, Palmer Park Blvd, Constitution Ave, North Carefree Cir, Barnes Rd, Stetson Hills Blvd, Dublin Blvd, Research Pkwy, Old Ranch Rd, SH 83, Voyager Pkwy, and I-25. Apparently the section south of Proby won't be a freeway.

SH 21 is Powers Blvd, the Colorado Springs east beltway. It starts on the northeast edge of Fountain, east of Widefield, at an intersection where Mesa Ridge Pkwy (SH 16) curves to the north and becomes Powers Blvd, with a leg of Mesa Ridge going east. Powers then goes north as a four-lane divided expressway, curving around the southwest corner of the Colorado Springs Airport. The intersection at Milton Proby Pkwy (formerly Drennan Rd) is the primary access into the airport. At Fountain Blvd, US 24 comes in from the west and runs with SH 21 north along Powers. At Platte Ave, US 24 exits at the partial cloverleaf interchange and heads east. North of Platte is Powers' busiest section and is a six-lane, arrow-straight, signal light-choked continuous commerical strip all the way to Dublin Blvd. The stretch also features several steep grades as Powers climbs over the rolling terrain.

At Woodmen Rd, Powers has another partial cloverleaf interchange, and begins curving to the northwest. North of Research Pkwy Powers is built to make its eventual "freeway-ization" easier, by having each direction of the road flare outward at the intersections along the ramp alignments, leaving the area in the middle for the future overpasses. Old Ranch Rd and SH 83 do this. This section also included a CDOT experiment, with one direction paved in asphalt and the other in concrete for comparison. The Union Blvd/Briargate Pkwy interchange has the two crossroads share ramps with one-way frontage roads between them. At SH 83/Interquest Pkwy, Powers dead-ends and SH 21 ends. SH 83 and SH 21 end at each other.

Photo Gallery:
  • Barnes Road. Northbound on SH 21 as it approaches the signal at Barnes Road, in the middle of Colorado Springs' northeast commerical corridor. Ahead a climb up a hill can be seen, charateristic of this area of Powers Blvd. (September 2012)
  • Union Blvd Overpass. Northbound on SH 21 in the Briargate/Union interchange, here crossing the overpass over Union. Ahead a bridge over Pine Creek can be seen. (September 2012)
  • End SH 21, SH 83 North. Marker assembly at the Powers intersection with Interquest Pkwy. SH 21 and SH 83 end at each other, so there's no "south 83" to mark. (September 2012)
SH 21 was created October 1, 2007, but it was summer 2008 before signage appeared. SH 21 was run over the entire length of Powers as it existed at the time. The take-over by CDOT of Powers began in 1999 when CDOT and the city agreed the swap would eventually take place, although back then the thought was Powers would become part of SH 83. Even before SH 21 existed, CDOT built the section of Powers from Research to SH 83 as part of its 28 high priority projects.

When CDOT took over Powers Blvd to form SH 21, it had ripple effects throughout El Paso County. CDOT turned back to local control numerous highways in the area to keep its mileage balanced. The highways turned back were: 1) All of BL I-25/Nevada Ave; 2) all of SH 29; 3) all of SH 38; 4) SH 83/Academy Blvd from SH 115 east and north to Powers; 5) Spur SH 83 at I-25 Exit 150; 6) US 85/Lake Ave from SH 115 to Venetucci Blvd; and 7) SH 105 from SH 83 to Jackson Creek Pkwy. Item #6 resulted in the renumbering of US 85/Nevada from Lake to I-25 as an extension of SH 115. Also, SH 16 was extended east along Mesa Ridge Pkwy.

In August 2012 the SH 21 interchange at Briargate Pkwy and Union Blvd opened. Previous to the opening through traffic went outward and down the future ramps and along the frontage roads. When the mainline overpasses opened it allowed through traffic to fly through the interchanges without going through the signals.


Location: Greeley
Alignment: Spur off of current BR US 34 (then US 34) in Greeley south along 11th Ave.

History: Appears to be an original 1920s highway. Gone by 1954.


Location: Northeast Metro Denver
Length*: 2.47mi
E End: 124th Ave./Sable Blvd., south of Brighton
W End: 124th Ave./Brighton Road, Henderson

Counties: Adams
Places: Henderson

Roadway Names: 124th Avenue

Milepost Guide:

  • 0.00: Sable Blvd (begin SH 22 in Adams County)
  • 1.83: US 85, Henderson
  • 2.47: Brighton Road (end SH 22)

Annual Average Daily Traffic (2008):

  • 2400 at Sable Blvd
  • 7900 west of US 85, Henderson

Two lanes its whole length. The intersection at Brighton Rd. and 124th is a four-way stop. There are signal lights at US 85. East of US 85, it goes past Henderson Elementary School.

Alignment became a state highway between 1937 and 1947, but at first was numbered SH 128. It was renumbered as SH 22 by 1954. Was paved by 1963.

The east end used to be at SH 51 and later SH 2. Sable Blvd was SH 51 up to 1998, then renumbered as an extension of SH 2. In summer 2010 Sable Blvd was turned back to Brighton (who call it 4th Ave), leaving SH 22 with both its ends dangling. If it weren't for US 85, SH 22 would not touch any other state highway.

Delete SH 22 in favor of an eastward-extended SH 128 along 120th Avenue.


Location: North Eastern Plains
Alignment: Spur that went from US 138 at Ovid south, and from Ovid north to the point where current US 385 enters Nebraska (although back then it was called SH 166).


Location: Western Slope
Length*: 7.08mi
NW End: Jct SH 62 at Lena St./Main St. in Ridgway
SE End: Jct US 550 north of Ouray

It started at SH 62 at Lena and Main in Ridgway and paralleled US 550 along its western side before ending at US 550 north of Ouray. Entirely gravel, and was never paved. Current Ouray CR 3A. Became a state highway by 1954, and existed up to 1989.


Location: North Eastern Plains
Length*: 17.51mi
SW End: Jct US 385 at Holyoke
NE End: Nebraska border at Venango, connecting to NE 23 (link to Chris Geelhart's site)

Counties: Phillips, Sedgwick
Holyoke, Amherst, Venango

Milepost Guide:

  • 0.00: US 385 north of Holyoke (begin SH 23 in Phillips County)
  • 16.72: Enter Sedgwick County
  • 17.51: Nebraska border (end SH 23)

Annual Average Daily Traffic (2008):

  • 530 at US 385
  • 470 northeast of CR 53, Amherst
  • 290 at Nebraska border

SH 23 starts at US 385 on the north side of Holyoke and heads northeast toward Nebraska. Its alignment is defined by the BNSF rail line it parallels, part of BNSF's Sterling to Hastings, Neb. line. From Holyoke SH 23 starts off on the northwest side of the rail line, speeding along the flat terrain through the grain elevator complex and two-street town of Amherst. A few miles from the border SH 23 suddenley curves over to the southeast side of the rail line, and barely catches the southeast tip of Sedgwick County before hitting the Nebraska border on the west side of Venango.

Photo Gallery:

  • US 385 Intersection. Approaching the stop sign at US 385 just north of Holyoke. (May 2011)
  • Nebraska Border. Looking into Colorado at the Nebraska border. I find it somewhat unusal that CDOT decided to put in a large welcome board at this low-volume border crossing. (May 2011)

Used to be SH 176. Changed to SH 23 in 1989. According to George Sammeth, he spoke to the person at CDOT who made the change, and according to George that person said they changed it to avoid confusion, because SH 176 and I-76 were both in the same general part of the state. The 23 number became available in 1989 when the previous SH 23 was turned back (see entry above). Numbering it 23 nicely matched with the Nebraska number.

SH 23's alignment, as SH 176, is an original 1920s highway.


Location: Eastern Plains
Alignment: Link from US 6 west of Holyoke heading south and then east to SH 51 (current US 385), where it continued east as a spur.


Location: Northeast Metro Denver
Alignment: Current SH 44 in its entirety.

History: Brought into the state system between by 1954, and was paved by 1960. Renumbered as SH 44 in the purge of 1968 to avoid duplication with US 24.


Many maps show the business loop of US 24 through Manitou Springs as SH 24. Mistake.


Location: Central Mountains > Southern Front Range > Eastern Plains
Length: 331mi implied; 274.40mi* signed
W End: Jct I-70/US 6 Exit 171 north of Minturn
E End: Kansas border with unmarked overlap on I-70 east of Burlington (link to Richie Kennedy's site)
Nationally: E End: Jct I-75 in Waterford, Michigan (1540mi)

Counties: Eagle, Lake, Chaffee, Park, Teller, El Paso, Elbert, Lincoln, Kit Carson
Minturn, Red Cliff, Leadville, Buena Vista, Hartsel, Florissant, Divide, Woodland Park, Green Mountain Falls, Manitou Springs, Colorado Springs, Calhan, Ramah, Simla, Limon, Seibert, Vona, Stratton, Bethune, Burlington

I have a separate page for US 24 for the rest of the info.

Related Site: US 24 Endpoints by Dale Sanderson


Location: North Eastern Plains
S End: 1939-'54: Jct US 34 at Hyde; 1954-'68: 6mi south of Crook
N End: 1939-'54: Nebraska border north of Crook; 1954-'68: Jct US 138 at Crook

Brought into the system in 1939. It went from US 34 at Hyde north via Fleming to Crook, then to the Nebraska border. In 1954, the route was trimmed back on both directions, so SH 25 spurred south from Crook for 6 miles. By 1960 it was paved. It was renumbered to SH 55 in the purge of 1968, to avoid duplication with I-25.

Location: South Front Range > Metro Denver > North Front Range
Length*: 298.87mi
S End: New Mexico border at Raton Pass (link to Steve Riner's site)
N End: Wyoming border north of Wellington (link to Andy Field's site)
Nationally: S End: Jct I-10 at Las Cruces, New Mexico; N End: Jct I-90 at Buffalo, Wyoming (1059mi)

Counties: Las Animas, Huerfano, Pueblo, El Paso, Dougals, Arapahoe, Denver, Adams, Broomfield, Weld, Larimer
Places: Trinidad, Walsenburg, Pueblo, Fountain, Colorado Springs, Monument, Castle Rock, Castle Pines North, Lone Tree, Centennial, Greenwood Village, Denver, Northglenn, Thornton, Broomfield, Mead, Loveland, Windsor, Fort Collins, Wellington

I have a separate page for I-25 for the rest of the info. Looking only for an exit list?

Related Site: I-25 @ Interstate Guide


Location: Metro Denver
Alignment: Connector carrying US 287 along 23rd Street (Park Avenue West) from 38th Avenue to Colfax Avenue


Location: North Front Range
Alignment: Link between SH 119 at Niwot and US 287 along Niwot Road. NOT current SH 52.

History: Brought into the state system by 1954, and was already paved. Turned back by 1965.


Location: West Denver
Length: *2.97mi
W End: Jct SH 95 at Sheridan Blvd./Alameda Ave. in Denver
E End: Kalamath St at I-25 Exit 208 in Denver

Counties: Denver

Roadway Names: Alameda Avenue

Milepost Guide:

  • 11.17: SH 95/Sheridan Blvd. in Denver (begin SH 26 in Denver County)
  • 12.69: SH 88/Federal Blvd.
  • 14.14: Kalamath St at I-25 Exit 208 interchange (end SH 26)

Annual Average Daily Traffic (2008):

  • 21,100 east of Sheridan Blvd.
  • 32,600 east of Morrison Rd.
  • 51,900 at I-25

Photo Gallery:

  • SH 26/CR 93. Northwestbound on SH 26 at Dinosaur Ridge Road and Hogback Road. Here one would turn south to Morrison or north to I-70 Exit 259. Note the unusual Jefferson County route marker. This was previous to the turn back of the Hogback section of SH 26, so the sign was still present. See History below. Another drive-through in February 2002 revealed all SH 26 shields in the Hogback area gone. Thanks to Andy Field for alerting me to this. (May 2001)

SH 26 was brought into the system in 1966. From I-70/US 40 south of Golden it went south on Hogback Road, looped up, over and down the hogback on Dinosaur Ridge Road, then went east via Alameda Parkway and Alameda Avenue to I-25, for a length of 14.10mi.

In 1986, the section from Kipling St. to Sheridan Blvd., creating a gap of 3mi, was turned back to the City of Lakewood as part of the Lakewood/State route swap that occurred in conjunction with C-470. See Denver's 470 Saga for more info. In 1997, the section between the SH 470 overpass and Kipling St. was turned back.

Finally, in the latter part of 2001, the section between I-70 and the SH 470 overpass was turned back to Jefferson County. This was done in preparation to completely abandon and close Dinosaur Ridge Road, as the traffic has been damaging dinosaur fossils. Part of the plan also called for an interchange to be put in at Alameda Parkway and SH 470, completed in 2008. Dinosaur Ridge Road was closed when the interchange opened.


Location: Eastern Plains
Alignment: Spur north from US 34 at Eckley


Location: South Metro Denver
Alignment: Started at SH 70 at the intersection of Clarkson St./Hampden Ave. in metro Denver, then headed south on Clarkson to Quincy Ave., where it turned east and ended at University Ave. (SH 177).

History: Brought into the state system by 1954, turned back by 1957.


Location: South Front Range
Alignment: US 85-87 from Nevada Avenue/Lake Avenue in Colorado Springs southeast to the freeway at Fountain

This SH 27 served as the carrier route starting in 1957 for US 85-87 from Colorado Springs to Fountain as the expressway/freeway was built through the area. SH 1 was the previous state highway along US 85-87, but that was routed along the fwy/expy. Eliminated with the other carrier routes in the purge of 1968.


Location: Eastern Plains
Alignment: Spur east off of SH 59 due east to Heartstrong


Location: Bellvue (North Front Range)
Length*: 1.47mi
E End: Jct US 287 at Laporte
W End: Bellvue

Route that went from US 287 at Laporte up toward Rist Canyon becoming a Larimer CR at Bellvue. Became a state highway sometime by 1954, at first gravel, and was paved by 1955. Turned back to the county in 1989 when the US 287 Laporte bypass was completed. SH 28 couldn't exist anymore because its east terminus would have to be moved over a mile to the northeast. All of it is now Larimer CR 52E. In its heyday, SH 28 was meant as an access to a state fish hatchery at Bellvue.


Location: Eastern Plains
Alignment: Spur from US 34 west of Wray southwest to Mildred via Vernon


Location: Colorado Springs
Length: 1968-2007: *4.35mi
SW End: Jct US 85 in south Colorado Springs
NE End: 1964-1968: US 24 at Platte/Circle; 1968-2007: SH 83 at Airport/Academy


Became a state highway by 1964. At first it started at a partial interchange at US 85 (near present-day Lake/Venetucci), went east to I-25 Exit 138 then north on Circle Drive to Platte Avenue (then US 24). By 1965 an interchange was put in at Hancock Expressway. By 1968 the north end was realigned to turn east on Airport Road to SH 83/Academy Blvd. The partial interchange at US 85 was eliminated by 1988, and SH 29 ended at the Lake/Venetucci intersection. All of SH 29 was turned back October 1, 2007 (although it took several months for signage to change) as part of the massive swap to get Powers to become SH 21.

Photo Gallery:

  • End at US 85. Signs on westbound SH 29 at US 85. The "To" on the left US 85 marker is due to a short section of US 85 in south Colorado Springs that has been turned back to the city. Photo by Russell Kroll. (May 2003)
  • I-25 Interchange. Looking west through the I-25 interchange along SH 29, from a pedestrian overpass on the east side of it. (September 2003)
  • Airport Road. Looking east along SH 29's Airport Road section. (September 2003)


Location: Northern Eastern Plains
Alignment: Spur from US 6 at Prewitt Reservoir southwest of Sterling west to Messex


Location: South Western Slope
Alignment: Spur from US 160 (current US 491) at Cahone east for 2mi

Appears on state maps for only one year: 1954. Current Dolores CR R.


Location: East Metro Denver
Length*: 20.41mi
W End: Jct I-25/US 285 Exit 201 in Denver
E End: Gun Club Rd./Quincy Ave. east of Aurora

Counties: Denver, Arapahoe
Places: Denver, Aurora


  • I-25/US 285 at west terminus east and then north to Alameda Ave.
  • Along 6th Ave. from I-225 to Buckley Road

Roadway Names:

  • First east-west section is Hampden Avenue
  • First north-south section is Havana Street
  • Second east-west section is 6th Avenue
  • Second north-south section is Gun Club Road

Milepost Guide:

  • 0.00: I-25/US 285 Exit 201 interchange (begin SH 30 in Denver County)
  • 3.09: Begin Denver/Arapahoe County split
  • 3.83: SH 83/Parker Rd, Enter Arapahoe County
  • 9.97: I-225 Exit 9 interchange, Aurora
  • 20.41: Quincy Ave (end SH 30)

Annual Average Daily Traffic (2008):

  • 51,200 at I-25, Denver
  • 45,500 east of Yosemite St.
  • 45,400 north of Iliff Ave., Aurora
  • 36,000 north of Alameda Ave.
  • 23,800 east of Havana St.
  • 38,700 east of I-225
  • 14,400 east of Airport Blvd.
  • 7900 east of Tower Rd.
  • 13,600 at Quincy Ave.

Starting at Exit 201, it heads east on Hampden Ave., veers north on Havana St., turns east on 6th Ave, then swerves south on Gun Club Rd., finally ending at the intersection of Gun Club and Quincy Ave. There is an overpass over E-470 north of Jewell Ave. The sections along most of Hampden Ave. and Havana St. are usually 8 lanes wide, with continuous left turn lanes in each direction. The section along Hampden has a 45mph speed limit and moves pretty fast usually. Havana Street is one of Aurora's commercial strips and so is choked with traffic lights. Along 6th Avenue, SH 30 passes the north side of Buckley Air Force Base. The section along Gun Club road is only two lanes and passes the west side of the massive Lowry Landfill.

Photo Gallery:

  • Tamarac Drive and Mount Evans. This pictures shows a lot. It's looking west along Hampden Avenue/SH 30 near Ulster Street toward Tamarac Drive. The sizable depression Hampden is descending into is the sorta-valley of Goldsmith Gulch. Take note of Hampden's 8-lane width with continuous left turn lanes. Off on the horizon you can see snow-covered Mount Evans. (January 2004)

SH 30 became a state highway by 1955, and at first it existed from 6th and Havana (Jct SH 70) down southeast for 12.63mi to its current end. Most of it was paved by 1956. By 1960 SH 30 was extended south along Gun Club to Smokey Hill Road, along gravel. By 1966 the south end was moved back to Quincy Avenue (then called Airline Avenue).

In 1970 US 285 was routed along the Hampden Avenue freeway then along Hampden Avenue and up Havana Street, ending at Colfax Avenue (US 40). By 1979 US 285 had its end chopped off at I-25, and SH 30 was extended to take over its former routing along Havana and Hampden.

Put in an interchange at SH 30 and E-470.

Related Site: US 285 Endpoints by Dale Sanderson


Location: Northern Eastern Plains
Alignment: Link from SH 30 east of Messex south to US 6


Location: South Metro Denver
W End: Jct US 85 at Santa Fe Drive/County Line Road
E End: Jct I-25 Exit 195 at County Line Road

Roadway Name: County Line Road

County Line Road between Santa Fe and I-25 was brought into the state system by 1963. At first it was an entirely gravel road, but was paved from Santa Fe east to Broadway by 1966. By 1970 it was renumbered as SH 470.


Location: Eastern Plains
Alignment: Spur east off of SH 63 south of Akron, going past the local airstrip


Location: South Western Slope
Alignment: From US 666 (current US 491) south of Cortez west to Utah, passing south of Hovenweep National Monument

Appears on state maps for only two years, 1960 and '61. Was entirely gravel. Current Montezuma CR G.


Location: East Metro Denver
Length*: 1.28mi
S End: Jct US 40-287/BL I-70 in Aurora at Colfax Ave./Tower Rd.
N End: Jct I-70 Exit 286 in Aurora

Roadway Names: Tower Road

Alignment first became a state highway in 1965 when a spur of SH 72 was added from Smith Road (then SH 72 and temporary I-70) to Colfax Avenue. It was extended north to the newly-completed I-70 in 1966. It was renumbered from SH 72 to SH 32 in the purge of 1968.

While it existed, the Tower Road exit on I-70 was marked as SH 32, but there was no mention of it at Colfax. It existed up to sometime in the late '90s and then turned back to Aurora. Not shown in CDOT's 2000 traffic database.


Location: Eastern Plains
Alignment: Spurred both north and south from US 34 at Platner


Location: East Metro Denver
Alignment: I-225

Served as the SH carrier route for I-225 as it was being built, starting in 1966. Eliminated along with the other carrier routes in the purge of 1968.


Location: Central Metro Denver
Length*: 4.97mi
W End: Jct I-25/US 40-287 Exit 210 downtown
E End: Jct SH 2 at 40th Ave./Colorado Blvd. in Denver

SH 33's alignment became a state highway about 1960, however, when first designated it was SH 36. I think the alignment became a state highway in conjunction with the opening of the Larimer/Lawrence viaduct connections between downtown and the Valley Highway. Larimer was southwest one-way from downtown to I-25 while Lawrence was northeast one-way.

At the northeast end of Larimer/Lawrence, SH 36 went through a bizarre conglomeration of one-way streets for a few blocks in the Downing/Marion/Walnut area, and finally fed onto 40th Avenue. It then went east on that through an industrial area to Colorado Blvd (SH 2). SH 36 was renumbered to SH 33 in the purge of 1968.

In 1988 the Larimer/Lawrence viaducts were replaced with the new Auraria Parkway, which also had a new connection to I-25. It could be accessed directly by ramps from NB I-25 and EB Colfax. Likewise, from southwestbound Auraria one could directly access SB I-25 and WB Colfax.

The northeast end of Auraria fed directly onto Blake and Market Streets at Speer Blvd (Blake SWB, Market NEB). So the opening of Auraria also moved SH 33 through downtown off of Larimer/Lawrence to Blake/Market. Market became Walnut St east of Broadway. At the northeast end of Blake/Walnut SH 33 continued east on 40th Ave to Colorado.

But hold the phone! By 1997 CDOT decided they wanted SH 33 again using Larimer/Lawrence through downtown northeast of Auraria Parkway. So northeastbound jogged over 2 blocks from Market to Lawrence at 14th Street. Southwestbound jogged over from Larimer to Blake at 15th Street.

SH 33 disappeared from the signs on Colfax and I-25 on January 18, 2002. All of them just suddenly disappeared over a single Thursday night.


Location: Eastern Plains
Alignment: Spur east off of SH 52 north of Fort Morgan


Location: Northern Mountains > Northern Front Range > Northeastern Plains
Length*: 250.67mi signed; 259.53mi total
W End: Jct US 40 in Granby
E End: Nebraska border east of Laird (link to Chris Geelhart's site)
Nationally: E End: Jct IL 43 in Berwyn, Illinois (1122mi)

Counties: Grand, Larimer, Weld, Morgan, Washington, Yuma
Places: Granby, Grand Lake, Estes Park, Loveland, Greeley, Evans, Garden City, Kersey, Wiggins, Fort Morgan, Brush, Akron, Otis, Yuma, Eckley, Wray

See my separate page for US 34 in Colorado for the rest of the info.

Related Sites:


Location: North Eastern Plains
Alignment: Spur south from US 34 at Fort Morgan. Now Morgan CR 19.


Location: East Metro Denver
Length*: 1.26mi
S End: Jct I-70 Exit 278 in Denver
N End: Quebec St/53rd Place

Counties: Denver

Roadway Names: Quebec Street

Milepost Guide:

  • 8.44: I-70 interchange (begin SH 35 in Denver County)
  • 8.90: I-270 interchange
  • 9.70: 53rd Place (end SH 35)
Annual Average Daily Traffic (2008):
  • 56,800 at I-70
  • 28,200 north of I-270
SH 35 runs along Quebec Street from I-70 north to the 53rd Place intersection. The I-70 interchange, Exit 278, is a diamond that sees a large amount of truck traffic and used to serve as the portal to Stapleton Airport, which was south of I-70 on Quebec. Going north on Quebec, SH 35 passes through the I-270 exit 4 partial interchange, and north of that has an interchange also with Northfield Blvd, which overlaps with the I-270 interchange. From Northfield Blvd, Quebec Street heads north toward Commerce City, but SH 35 ends at the intersection with 53rd Place.

SH 35  was first brought into the state system about 1972, and meant as an access road to Stapleton International Airport, going from I-70 south to 32nd Avenue (now Martin Luther King, Jr. Blvd). MLKJ Blvd. went from Quebec Street east right into the parking/terminal complex of Stapleton. Quebec Street south of I-70 was a quasi-urban freeway, with a grade separation at a railway and an interchange at Smith/Sandown Roads.

Apparently at first in the 1970s, CDOT had larger plans for SH 35. In the 1971 route log, SH 35 is defined from the intersection of Quebec St. and Hampden Ave. north to I-80S (now I-76) southwest of Barr Lake. This reflects a proposed south end at Hampden, but it also means that SH 35 would have to have had SH 2's current routing from Quebec St. in Commerce City northeast up to I-76. But this has never been so.

All CDH road maps never show SH 35 leaving the I-70/270/Stapleton area. Its southern end was at the Stapleton terminal access road from 1972 to 2000, when it was moved up to I-70. Its northern end has also fluctuated. Up until 1977, it ended at I-70, but was then extended north to end at 56th Ave. and Quebec, then was truncated at I-270 about 1988, then extended north from I-270 to near 53rd Place about 1995 or 1996.

The proposed southward extension of SH 35 to Hampden was still on the books up to the late 1990s. In the 1980s, Denver planning maps showed a proposed SH 35 freeway slightly east of where Quebec is now, but unfortunately it never came to fruition. The east metro could definitely use a major north-south expressway or freeway in the Quebec area.

Photo Gallery:

  • SH 35/Smith Road. Quebec Street, as seen looking southward toward the Smith Road overpass from the Sandown Road overpass. When this picture was taken it was still part of SH 35. (May 1999)
  • SH 35/MLK Jr. Boulevard. Southbound Quebec Street at eastbound Martin Luther King Jr. Boulevard. Here one would turn left to get into Stapleton. Note that it is a triple-left turn. The Quebec/MLKJ intersection is actually four separate signals, because the two directions of each street split into separate roadways. When this picture was taken this was the south end of SH 35. (October 1999)
  • SH 35/Sand Creek/Quebec. The array of overhead signs near the end of the I-270 Quebec offramp. (August 2003)
  • I-270 Overhead Sign. A large overhead sign at the left turn for northbound Quebec to westbound I-270. Oops! It says 270 "North". (August 2003)


Location: North Eastern Plains
Alignment: Link between SH 35 at Fort Morgan east to SH 71 at Brush. It is now Morgan CR R.


Location: Central Metro Denver
W End: I-25/Colfax/Larimer/Lawrence complex
E End: Jct SH 2 at Colorado Blvd./40th Avenue

SH 36 was brought into the state system about 1960, I think in conjunction with the opening of the Larimer St./Lawrence St. viaducts connecting downtown with the Valley Highway at Colfax. It then when up Larimer and Lawrence (two one-way streets) northeast through downtown to 40th Avenue, then east to Colorado Blvd, ending there at SH 2. SH 36 was then renumbered to SH 33 in the purge of 1968 to avoid duplication with US 36 and new SH 36.


Location: East Metro Denver > Eastern Plains
Length*: 24.59mi
W End: I-70 Exit 292 south frontage road west of Watkins
E End: Jct US 36/SH 40 in Byers

Counties: Adams, Arapahoe
Places: Watkins, Bennett, Strasburg, Byers

Notes: So numbered because it is old US 36-40-287 before I-70 was built.

Milepost Guide: Uses US 36's old mileposts.

  • 76.39: I-70 Exit 292 interchange west of Watkins (begin SH 36 in Adams County)
  • 79.73: BS I-70, Watkins
  • 88.84: West jct SH 79, Bennett
  • 89.21: East jct SH 79
  • 91.17: Begin Adams/Arapahoe County split
  • 95.00: BS I-70, Strasburg
  • 96.91: Enter Arapahoe County
  • 100.98: US 36/SH 40, Byers (end SH 36)

Annual Average Daily Traffic (2008):

  • 800 at I-70 Exit 292
  • 2900 east of BS 70, Watkins
  • 4800 on SH 36-79, Bennett
  • 2100 east of Kiowa-Bennett Rd
  • 4300 east of Strasburg

From I-70 Exit 292 west of Watkins, SH 36 parallels I-70's north side east through Watkins, Bennett, and Strasburg. East of Strasburg, SH 36 crosses over to I-70's south side, and then ends at US 36/SH 40 in Byers. The entire way SH 36 is just a rural two-lane road.

The road from I-70 into Byers is US 36, so SH 36 and US 36 basically end at each other. However, since the official state route logs don't draw a distinction between which shield a highway is marked with (all highways are labeled "S.H. xx"), it lists a continuous SH 36 from west of Watkins through Byers to Kansas.

While many maps show a "town" called Manila along SH 36 east of Wakins, there is absolutely nothing there. I didn't even see a rail siding on the rail line.

Photo Gallery:

Former route of US 36, though it was also US 40 and 287. The freeway past Watkins and Bennett opened about 1962 with US 36, 40, 287 and I-70 along it. In 1964 it was open east to Byers. During that period 1962-'64 the old US route through Watkins and Bennett was not a state highway.

By 1965 the old US highway routing from west of Watkins to Byers was made a state highway again but was SH 8. It also had a surface intersection with I-70 west of Watkins, until that stretch was upgraded to full freeway about 1976. SH 8 was renumbered as SH 36 in the purge of 1968.


Location: Northern Mountains > Northern Metro Denver > Eastern Plains
Length*: 187.97mi signed; 231.70mi implied
W End: Jct US 34 at Deer Ridge Junction in Rocky Mountain National Park
E End: Kansas border east of Idalia (link to Richie Kennedy's site)
Nationally: E End: Jct US 250 in Uhrichsville, Ohio (1414mi)

Counties: Larimer, Boulder, Broomfield, Jefferson, Adams, Arapahoe, Washington, Yuma
Places: Estes Park, Lyons, Boulder, Louisville, Superior, Broomfield, Westminster, Byers, Last Chance, Cope, Idalia

See my separate page for US 36 in Colorado for the rest of the info.

Related Sites:


Location: Northwest Eastern Plains
S End: 1939-1954: US 6 northeast of Hudson; 1954-2007: US 34 in Kersey
N End: 1939-1949: SH 14 at Briggsdale; 1949-2007: SH 392 east of Lucerne

Came into the system in 1939 as part of other "1940s routes", and numbered via the clustering system. Started off at US 6 northeast of Hudson, and went due north to Kersey (current Weld CR 49) then north and northeast to SH 14 at Briggsdale. By 1947 it was paved from US 6 to US 34. By 1949 SH 37's north end was trimmed back to SH 392. By 1954 the south end was moved to US 34 at Kersey, so SH 37 had a total length of *6.93mi from US 34 to SH 392. It wasn't paved until 1963. Entirely turned back in spring 2007 as part of the North Front Range route swap.

Photo Gallery:


Location: Eastern Plains
Alignment: Link from SH 71 at Woodrow east via Rago to SH 63 north of Elba


Location: Colorado Springs
Length*: 0.87mi
W End: Jct I-25 Exit 145 in Colorado Springs
E End: Jct BL I-25 at Fillmore St./Nevada Ave. in Colorado Springs

Roadway Names: Fillmore Street

Came into the state system about 1963. Served no major purpose that I can see. Turned back to the city October 1, 2007 (although it took several months for signage to change) as part of the massive swap to get Powers Blvd to become SH 21.


Location: North Front Range > North Eastern Plains
Length: 155mi
W End: US 85 in Greeley
E End: Nebraska border on current US 6 (link to Chris Geelhart's site)
Nationally: E End: Omaha (598mi)

Places: Greeley, Wiggins, Fort Morgan, Brush, Hillrose, Sterling, Haxtun, Holyoke

US 38 is the original 1926 US highway which ran from Greeley to Omaha. From Greeley, US 38 headed east via current US 34 to Wiggins, Fort Morgan and Brush, then via current US 6 northeast up to Sterling, then to Nebraska. This is how we're able to have a US 138, because it used to hit US 38 at Sterling. However, US 38 was scrapped in favor of a westward-extended US 6, about 1932. US 6 also ate up US 32 from Chicago to Omaha.

Here's an excerpt from a misc.transport.road posting by Dave Schul:

My guess is that the Roosevelt Highway Association had something to do with [US 38 disappearing in favor of US 6]. I have a map (undated, but looks like a Gallup map from the early 30s) of the Roosevelt Highway that advertises the route of the highway as "The scenic way from the Atlantic to the Pacific". From Provincetown, Mass to Greeley the road highlighted on the map is US 6.

West of Greeley, though, the map highlights five different routes west, going to Seattle, Portland, San Francisco, and (via two routes) Los Angeles. Interestingly, none of the routes shown is the one that became US 6 -- the closest is US 85 to US 30 to US 91 to US 66.

Perhaps the Roosevelt Highway people decided that most travelers going west were headed to Los Angeles, and campaigned for the extension of a highway carrying that number all the way to Long Beach.

I'm not sure how long the Roosevelt Highway association lasted, or why it started when it did: apparently after numbering started, and long after the more famous ones promoting roads like the Lincoln Highway and Dixie Highway. Has anyone noticed US 6 being called Roosevelt Highway in any cities along its route today, like many stretches of the other old trails are? There is a Roosevelt Road in Chicago, but it follows old US 30A, not US 6.

Related Site: US 38 Endpoints by Dale Sanderson


Location: North Eastern Plains
Length*: 7.57mi
S End: Jct I-76/SH 52/US 6 Exit 66 at Wiggins
N End: Jct SH 144 in Goodrich

Counties: Morgan
Places: Wiggins, Goodrich

Milepost Guide:

  • 0.00: SH 52/US 6, Wiggins (begin SH 39 in Morgan County)
  • 0.22: I-76 Exit 66 interchange
  • 0.32: US 34 interchange
  • 7.57: SH 144, Goodrich (end SH 39)

Annual Average Daily Traffic (2008):

  • 4400 at SH 52/US 6
  • 980 north of US 34
  • 580 at SH 144
SH 39 starts at the SH 52/US 6 intersection on the east side of Wiggins, and from there goes north through interchanges at I-76 and US 34. There are a lot of ramps and bridges, and even a rest area, crammed into a relatively small area. SH 39 then has a 65mph arrow-straight alignment due north toward the South Platte River, where it has a couple curves, crosses over the river and ends at SH 144 in Goodrich. SH 39 is the primary link to the popular Jackson Reservoir State Recreation Area north of Goodrich.

Came into the state system in 1939 with other "1940s routes", and designated via the clustering system. By 1955 it was paved from Wiggins north to the Platte River crossing, and was entirely paved by 1957.

SH 39 suffered severe damage from South Platte flooding south of Goodrich, due to heavy rain upstream Sept 11-15, 2013. SH 39 underwent emergency repairs and was reopened in early October 2013.


Last updated 8 June 2014