State Highway 82 ( SH 82 ) is a 85.3 mile (137.3 km) state highway in the US state of Colorado. The western part provides the main transport artery of the Roaring Fork Valley on the West Slope of Colorado, starting at Interstate 70 (I-70) and US Highway 6 (US 6) in Glenwood Springs, southeast of Carbondale, Basalt and Aspen. From there continue into the valley to cross the Continental Divide at Independence Pass. On the Eastern Slope, it follows Lake Creek past some of the highest mountains in Colorado to the Twin Lake Reservoir, where it ends at 24 south US Leadville.
At 12,095 feet (3,687 m) above sea level, the Independence Highway is the highest paved intersection of the Continental Divide in North America, and the highest paved road on the Colorado state highway. Tickets are closed during the winter months, isolating Aspen from the east and making Highway 82 the only way to reach the popular ski resort town by road. A private foundation has worked with the Colorado Transportation Department (CDOT), which maintains roads, to repair the environmental damage to the alpine tundra that formed when unused train routes built along the Colorado Silver Boom track in 1880 became Highway 82 at the start 20th century.
In western Aspen, the highway follows the route of the early Colorado Midland Railroad route from town to Glenwood Springs. Paved during the 1930s, this road has been gradually expanded into four lanes during the 20th century and early 21st century. The increase in traffic generated from the rebirth of Aspen's economy as a resort town has required high-occupancy vehicle lanes, passing through and replacing at least one old bridge. More improvements are planned for Aspen and Glenwood Springs.
Video Colorado State Highway 82
Route description
From the west end to Aspen, Highway 82 is a four-lane road, often divided. As he leaves Aspen, he narrows into two lanes and stays like that towards the east end. Two sets of gates on either side of the Independence Pass allow roads to close in the winter.
Glenwood Springs to Carbondale
Highway 82 starts at Exit 116 of I-70 in Glenwood Springs, just 300Ã, ft (100 m) east of the Roaring Fork meeting with the Colorado River. It follows Laurel Street north for a block, then turn east on Sixth Street for another block, then turn south on Grand Avenue. From there cross both the I-70 and the Colorado River on the bridge past the train station to downtown Glenwood Springs.
It continues south through a small-scale urban development block to 14th Street. Glenwood Springs High School is just west of just past the herald's intersection at the edge of downtown. For two blocks of land around the road becomes a commercial path with a large parking lot. In Hyland Park on the east just after that, the land across the street is devoted to larger homes with larger land. Development of a walking track on the south west side of 19th Street, two blocks west of Valley View Hospital. On 23rd Street, Highway 82 turned south to follow South Glen Avenue, aligning the nearby Rio Grande railway line. The construction along the highway became commercial, and to the south of 27th Street, the continuous path began on the east side as the valley narrowed. After passing the Rosebud Cemetery on the west side, Highway 82 turns further south-east and pulls next to the Roaring Fork as it reaches the city limits.
After the bend of the river, the road goes back to the south due largely to the development focus around Glenwood Springs Municipal Airport across. In the next eastern turn, the landscape around the road becomes more rural, with farms and golf courses emerging. The plain is generally flat, about 6,000 feet (1,800 m) above sea level.
A mile south of the airport, at an intersection marked by Old State Route 82, the road is divided. Highway 82 turned east again, back south after another mile when Spring Valley Road turned onto the Glenwood Springs Colorado Mountain College campus in the mountains to the north. Half a mile (1 km) outside the intersection, at the headquarters of Garfield County Road and the Bridge District, the highway starts a long stretch southward.
After two miles, the road turned south-east in the middle of the valley with occasional subdivisions. Two more miles down the highway, on a break, Highway 82 turns east as it enters Carbondale town across the river. One mile from the rest area, traffic signals control the intersection with State Highway 133, the only other state highway to cut 82 for the entire length. From Carbondale, Highway 133 leads south to Redstone and McClure Pass along the valley of the Roaring Fork riverbed, Crystal River. To the south, Mount Sopris measuring 12,953 feet (3,948 m) dominates the landscape.
Carbondale to Aspen
A mile east of Highway 133, the valley floor widened, filled with farms and subdivisions as a gentle road to the south. Five miles (8 km) east of Carbondale, Highway 82 crossing into Eagle County. Subdivisions begin to increase in the surrounding valleys and the roads soon turn south again as it passes through the built area and then traverses the Roaring Fork. A mile and a half after Highway 82 crossed the Roaring Fork and then entered Pitkin County in a small community unrelated to Emma.
Basalt is a mile to the east. Intersection with Basalt Avenue, the main route to the city from Highway 82, has a signal. Between Glenwood Springs and Basalt, Highway 82 climbs a height of 600 feet (180 m). When alternately tracing south-east and southward toward 16 miles (26 km) towards Aspen, it begins to climb more clearly and the valley narrows. The construction becomes less crowded, with many small farms located on the side of the road and along the river. Three miles (5 km) south of Basalt, after the Roaring Fork crossing, the right lane in both directions is marked with diamonds indicating they are the lane of a vehicle with high occupancy during peak hours. The median was soon replaced by a guardrail, then a short retaining wall where the road to the east was slightly higher.
The ascent continues near Woody Creek. As Aspen-Pitkin County Airport emerges west of the road, three miles (5 km) south of Woody Creek, the highway joins as construction around the highway increases.
Outside the airport, Highway 82 turns south. It bends southeast to cross the new Maroon Creek Bridge, with the original, listed on the National Register of Historic Places, immediately to the south. At this point, with the golf course on the north side, Aspen city limits begin to follow the road, and as it passes the roundabout and passes the Holden/Marolt Mining and Ranching Museum in the south completely in the city of Aspen. Another river crossing, Castle Creek, brings the highway to an already developed part of town.
Aspen to Independence Pass
From Basalt, Highway 82 has risen 1,300 feet (400 m). It rates at Aspen, entering the West End housing town along West Hallam Street. A block east of Castle Creek, turn south on North Seventh Street; the southwest corner junction has been rounded up to smooth the flow of traffic, leaving the island of triangular traffic on the way. Two blocks farther south, at another intersection with a rounded corner, SH 82 turns east to follow West Main Street in Aspen.
Five blocks east, on Garmisch Street, it becomes East Main Street. The building gradually changed from residential to commercial, and on Mill Street Highway 82 passes one of Aspen's main landmarks, the Jerome Hotel, is also listed on the National Register. Two further blocks are another listed landmark, Pitkin County Courthouse, between the Galena and Hunter roads.
After the crossing of Spring Street two more blocks past the courthouse, the Main Street curve southward, narrowed down in the process. Now it's a two-lane road. Two blocks south, SH 82 turned east again to follow East Cooper Avenue, crossing Roaring Fork again after two more blocks. The highway curved south, leaving Aspen three quarters (1.1 km) further east.
The valley narrows into a canyon as the road begins to climb again, tightly hugging the north wall. Four miles (6.4 km) east of the city, just past Targert Lake Road, past the gate where the road closes in winter. Through this point the development along the road subsided because most of the land along the road was part of the White River National Forest. On the north side of the road there are some more popular Aspen climbing cliffs; on the south side lots of small parking lots for trailheads, camping and swimming popular holes along the Roaring Fork like Devil's Punchbowl.
There are some short sections where past rocks force the road to narrow down a path. Access is controlled through traffic lights. The remaining cabins and other structures of the Independence ghost town, also listed on the National Register, are visible in the valley below at 13.5 miles (21.7 km) east of Aspen.
Shortly after, Highway 82 crossed the Roaring Fork for the last time, a few miles below its source at Independence Lake. The road then turns along the canyon gorge to the south. After switching back north, it rises above the tree line and into the high alpine elevation tundra landscape of Independence Pass, 19 miles (31 km) from Aspen.
Independence Ticket to Twin Lakes
Level the exit to the parking area on the south side. The US Forest Service's signature shows Continental Delivery and provides a height of 12,095 feet (3,687 m). Divide also marks the Lake County line. The paved road leads to beautiful scenery with views to Mount Elbert (14,440 feet (4,400 m)) and La Plata Peak (14,336 ft (4,370 m)), each of the highest peaks and fifth highs in Colorado and the Rocky Mountains. An old road leads south along the ridge to the top to the south.
Outside the gap, the road descended through three more transitions to the floor of Lake Creek valley. From there head south at first but quickly curved to the east. Because it assumed that the post passed another set of gates, just west of the small settlement of Everett, near where the North Fork at Lake Creek joins the mainstream.
From there the road leads east for the next four miles, passing the footpath for the second of fourteen people on either side and other San Isabel National Forest facilities. Just before the creek widened and empties into the Twin Lakes Reservoir, the road curves quickly south and then headed further northeast along the shores of the lake. A mile past the bend, Highway 82 reaches a small community of Twin Lakes, also listed on the National Register as a historic district as an early tourist town.
The highway continues northeast a mile beyond the Twin Lakes and then turns east, with a steady view of the lake in the south. Shortly past this corner, the Colorado Trail crosses the road and then runs very parallel to the south side. Forest Service Road goes in that direction to access the point along the lake. After another mile, Highway 82 turned southeast for the next mile. Below the lake outlet, across Lake Creek for the last time and then end up at US 24 18 miles (29 km) from Independence Pass and just below the confluence of the river and the Arkansas River. Leadville is 16 miles (26 km) to the north; in the opposite direction is 21 miles (34 km) to Buena Vista.
Maps Colorado State Highway 82
Closing and congestion Limitations of Independence
Due to the high altitude of the Independence Pass, winter weather there begins long before the season begins. The snow falls away throughout the seasons, and remains so throughout the spring. Therefore, the Colorado Department of Transport (CDOT) closed gates at both ends of the 24-mile (39 km) road on Highway 82 that led during the trip during those months. It usually closes on November 7th or significant first winter snowfall, if it arrives early. These tickets usually reopen just before Memorial Day weekend at the end of May after the CDOT cleared the snowpack and repaired the road. A few years when the snow had dried up, the reopening had happened a few weeks earlier.
Narrow paths, switchbacks, steep 6% grade and steep, sometimes unattended dropoffs on both approaches to pass also have caused CDOT to post 10 mph (16 km/h) advisory speed at turns. Several types of vehicles are banned during the year. Oversized and overweight vehicles are prohibited, as well as vehicles or vehicle combinations longer than 35 feet (11 m). As a practical matter this does not include tractor trailers, buses and recreational vehicles.
Some truck drivers use pass even though there is a ban. They are generally unaware of the restrictions and follow the route planned by their GPS device, or are aware of it and are willing to risk the fines for the sake of time and distance saved. The resulting crash has forced the closure of the operand. CDOT has included bigger signs advising the driver's ban and working with GPS device manufacturers so that their software notes restrictions. Aspen officials have suggested enhanced fines as well.
Independence Pass is popular among cyclists, and since 2011 has been on the route Pro Cycling Challenge USA around Colorado. The rider crossed the pass during the 131 mile (211 km) stage from Gunnison to Aspen. The highway is closed for the race from the west end to the end of the stage.
History
Both sections of the path trace their origins to the early days of the Aspen settlement in the 1880s during the Colorado Silver Boom. Miners who had lost the previous mining boom that built Leadville started heading west, were pulled by reports of untouched silver deposits in the Roaring Fork Valley just outside the Continental Divide. They began crossing what came to be known as the Hunter Pass, contrary to orders from Governor Frederick Walker Pitkin not to do so until the federal government has negotiated a peace treaty with the Ute people.
1879-1888: The route precursor to Aspen
The eastern front of Highway 82 first came, as a rough road past the Independence Pass that soon reached Aspen. Private companies are increasingly turning into tolls for horse-drawn carriages, open all year round. Rapid urban growth encouraged the race to make the first rail connections, which replaced the highway as the main route to Aspen in a decade. Later, the railroad will serve as a base for the highway.
Street stage passes Independence Pass
On July 4, 1879, the settlement of Independence was established on the western side of the road, taking its name from the Independence Day holiday, and immediately lent it to a gap among other natural features in the area. Independence gold deposit is quickly opened by miners. The following year, the Twin Lakes and Roaring Fork Toll companies have fixed the path through the road, following a route close to the Road Highway 82, until the horse can travel.
The company's goal is to continue down the valley and connect to several existing mining camps such as Ashcroft. Miners preferred to take the longer route there from Leadville, through Cottonwood and Taylor passing south. A viable route past Independence Pass will shorten the 40 miles (64 km) journey.
The settlement continues to follow the river down the valley. At a meeting with Castle Creek, the valley widened and offered floodplains conducive to urban development. The slope of the surrounding mountains proved to have a silver deposit anticipated by the candidates, and soon the mining camp became a small town named Aspen after the trees that filled the surrounding forest. It grew rapidly, becoming a newly created Pitkin County center, named after the earliest migrant governor had disobeyed by coming there.
With more and more people coming to Aspen, a better road from the east is needed. An early investor in town, B. Clark Wheeler, prepared the necessary money to fix the path through the streets to the stage. Opened in November 1881, just as winter began. The tolls, 25 cents for the saddle horse and twice for the stage ($ 6 and $ 13 in modern dollars respectively) are mainly spent employing a large crew of people who make a clear pass in the winter with snowshovels. They were able to keep their way through the open gap for the first five winters. In the snow a lot of passengers switched to sled; in the summer, the dog runs first to warn the traffic coming through the pass itself when the stage takes over again at full speed. Usually take the 10-25 hour stage and five horse changes to reach Aspen from Twin Lakes.
Rail route from Glenwood Springs
The road above the gap was barely able to handle a large amount of silver ore coming out of the Aspen mine. Initially they had to be brought to Leadville with a donkey carriage to melt. Plants were built in the city soon after, but still difficult and expensive to transport the silver they earned. The market is growing after the Sherman Silver Purchase Act, which requires the US government to buy metals on a regular basis.
Therefore, the railway link to Aspen is likely to be very profitable, and two railway lines, Colorado Midland and Denver & amp; Rio Grande Western, hoping to be first. By the early 1880s, however, it seemed incapable of doing so. Midland is a paper train with no money to build anything. The Rio Grande was building, but too soon, forcing him to become a curator. Being careful of the recent problems, he chose not to build into Aspen despite his president's enthusiasm for the project.
The new leadership in both companies started the race to Aspen. James John Hagerman joined Midland in 1885, refreshing the company's coffers with his mining wealth. A year later, the railway has traveled 250 miles (400 km) of lanes from Colorado Springs to Leadville and crossed the Continental Divide through the Hagerman Tunnel, then the highest in the world. It gets to Glenwood Springs and starts climbing the valley towards Aspen.
David Moffat became president of Rio Grande in 1885 and persuaded other corporate executives to continue with the Aspen connection. To overcome the Midland guidance, they build a narrow gauge on the north side of the Roaring Fork, today the route of the Rio Grande Lane. Both the measuring tool and the elimination of the Maroon Creek crossing, which caused complications for Midland, saves a lot of time, and Rio Grande managed to bring the first train to Aspen in October 1887. Working through the winter, Midland completed the Maroon Creek Bridge and gained a standard gauge to Aspen five months later.
1889-1926: Abandonment and reuse as a state highway
The opening of the train connection is a deadly blow to the stage road. Gold production in Independence has dropped sharply after 1884, and many of the city's early settlers have moved to the valley to Aspen. With the reduction of the same stage and toll slope, Twin Lakes and the Roaring Fork Toll Company were unable to keep the road clean during the winter of 1886. Two years later, once the railroad started to operate, the company folded and left the road. Independence itself met the same fate a decade later when the remaining population was stranded to Aspen during a severe winter of 1899, leaving the building standing as a ghost town (one remaining inhabitant surviving until 1920).
On the other side of Aspen, the railroad initially enjoyed great success. The Rio Grande line was upgraded to gauge standards in 1890, and for the next few years both it and Midland were at capacity. But when Panic of 1893 began, Congress lifted the Sherman Silver Purchase Act, instantly tearing down the silver market. Many Aspen mines are closed, and miners leave town for new boomtown like Cripple Creek. The next decade sees a steady decline in the Aspen population, a period called the "quiet year" of the city's history.
There is still enough mining to keep the railway busy, but not for long. In 1897, Midland went bankrupt. It continues to operate, and a new company is formed under the same name to take over. In 1919 the Smuggler Mine, the largest and oldest city, shut down most of its operations and some others closed down. The second Midland again succumbed to bankruptcy; there is no second resurrection. Traces and roads, including bridges, are abandoned.
They are immediately returned to state ownership. The Colorado Highway Commission used them to realize the plans it had made a decade earlier, when it first set up Highway 82 in the future through the Roaring Fork Valley. With an unused Midland track, it now has a graded route that can be easily customized for highway purposes.
1927-1961: Converting to highways
Before developing the western route of Aspen, the country turned its attention in another way. In 1927, he rebuilt the old stage road above Independence Pass to Twin Lakes and marked it as part of Highway 82, closing it in winter to avoid maintenance costs. Most follow the original route; But in some places it diverges. The largest part of the original remains three miles (5 km) below the pass on the east approach. The foundation of the house keeper gatekeeper, as well as some original toll gates.
During the Depression, the state sought to reduce unemployment through public works projects as economic stimulus. This is applied to the new Highway 82. First, he transformed Maroon Creek Bridge to automotive traffic by expanding it with a wooden deck, which was then paved and powered with outrigger. In 1937, four miles (6.4 km) between Glenwood Springs and Carbondale were paved; the rest of the way to Aspen is oiled the following year.
It's been hoped that improvements in road transport in the valley will benefit the remaining mines. While breeders are able to bring their products to market faster, new roads will catalyze the rise of the Aspen economy in an industry that did not exist yet when the Depression began: ski recreation slopes. When Highway 82 is upgraded, ski fans from the United States and Central Europe cut off the lanes and built primitive ski lifts in the mountain south of the city. The 1940 Census recorded an increase in the Aspen population, the first in half a century.
Further developments stalled during the years of the war thereafter, although the Tenth Mountain Division, trained near Camp Hale, came to appreciate Aspen and his skiing. Many of them returned to Aspen after the war, helping to expand and manage the ski resort. Incidentally, Walter Paepcke, head of the Container Corporation of America, visited Aspen with his wife Elizabeth in the late 1940s, and found the ideal place to set up the music festival they had planned. He invested in rebuilding the city, and people started coming to Aspen again to live, work and play. While the Rio Grande railway is still operating, many new visitors and arrivals prefer to drive.
1962-2000: Expansion
In 1960 the Pitkin County population had increased 44%, the second fastest growth rate on the West Slope. Aspen Skiing Company built two additional resorts, Buttermilk and Snowmass, to the west, contributing to traffic on the highway. In 1962, the Colorado Department of Highways, started a 12-year project to expand Highway 82 to four lanes between Glenwood Springs and Carbondale. Maroon Creek Bridge was widened in 1963 to handle the increase in traffic.
To the east, the road above Independence Pass was paved in 1967. Rio Grande stopped the passenger train service to Aspen in 1969. It was soon replaced in the following year, when the completion of Interstate 70 via Glenwood Canyon connected the western end of Highway 82 to the more intensive Interstate Highway System big.
In the 1980s, it became clear that four lanes in the west end were not enough. Several areas of safety improvement were identified and projects implemented. In 1988 Basalt Bypass moved the highway from its original alignment through the city (currently Two Rivers Road), to a new two-lane road to the south that crosses Roaring Fork east of the city.
By the end of the decade, the Independence Pass Foundation (IPF) was officially established in Aspen. Its founder, environmentalist Bob Lewis has arranged efforts to restore the slopes along Highway 82 to the gap, to repair the damage that road construction has done. In collaboration with the Department of Highways, the US Forest Service, and the county, the IPF rebuilt a curve along the road near the Weller Lake footpath that year.
Safety improvements continued in the 1990s. A five-mile (8 km) stretch of the west of Aspen reappeared in 1991. Special slip-resistant treatment is added to areas that do not receive the sun in the winter because of the shade of Shale Bluffs. The following year, in 1992, three two-year projects began to expand the 82nd Highway into four lanes between Carbondale and Basalt, including new shortcuts. An old truss bridge near Wingo Junction was replaced in 1995; it was followed throughout the rest of the decade by expanding most of the remaining parts between Basalt and Aspen. At Maroon Creek Bridge outside Aspen, a pedestrian bridge was built in the north to take pedestrian traffic from older bridges in an attempt to ease congestion.
The high-occupancy vehicle (HOV) line was set in 1998. When it opened, they were the first anywhere in rural Colorado. In departure from the usual practice, diamonds are painted on the right lane rather than on the left, so the Roaring Fork Transportation Authority (RFTA) bus can go and stop more easily.
To the east of Aspen, the IPF began holding an annual Ride for the Pass fundraising event for bicycles in 1994. The race is held almost every year since the weekend before the CDOT opened the gap. It follows 9.5 miles (15.3 km) just from the gate to Independence. Two years after the first IPF started the project that Lewis always imagined - restoring the Top Cut, the 1.5 mile (2.4 km) section just below the eastern gap, where environmental damage, especially erosion, is always the most obvious.
2000-present: Four continuous lanes
In the new century CDOT start projects that will complete the four-lane expansion. It took one year to complete the expansion from Aspen Airport Business Center to Buttermilk. Three years later, in 2004, the section in Snowmass Canyon expanded into four lanes at a cost of $ 100 million.
Highway 82 is now a four-lane road along the road from Glenwood Springs to Aspen. But the traffic still had to narrow into two lanes to cross the Maroon Creek Bridge on the western border of the last city. The old bridge, which has been listed on the National Register of Historic Places since 1985, has been functionally outdated and structurally deficient. Cracks and other damage forced the temporary closure of the bridge into the truck. Over 100 years old at the time, the oldest bridge used on the Colorado highway, could not be extended further.
Proposed draft CDOT 1990 for new bridges was dropped after heavy opposition. In 2004, the cities of Aspen and the town of Snowmass worked to fund the design for other new bridges. CDOT accelerates the planning process for bridges and work begins next year. The construction of a segmental concrete-segment girder replacement is complicated by the need to protect the wetlands below, a problem solved by building bridges from the top down and taking steps to allow the concrete pier to be poured and dried during the winter.
The new bridge cost $ 14 million and opened in mid-2008. The old bridge stays next to it as a pedestrian and historic building. The National Segmental Bridge Institute recognizes CDOT and new bridges with Bridge Award for Excellence in 2010.
Future
With the widening of the four-lane highway between Glenwood Springs and Aspen completed, the CDOT has turned its attention to the end of the corridor.
Entrance to Aspen
In the 21st century, Highway 82 has evolved into four lanes. Traffic is easier to reach Aspen but does not solve the congestion that develops when it arrives there. Since the 1970s various plans to reduce congestion have been proposed, some involving voting initiatives decided by city and/or regional voters. In 1998 CDOT and Federal Highway Administration (FHWA), after considering all proposals and taking public input, released a Record of Decision. The preferred alternatives include road and intersection improvements, mass transit and additional transport management.
Some of the recommended improvements, such as the roundabout, the replacement of Maroon Creek Bridge, and improvements at the intersections along Highway 82 between the city and airport, have been implemented. Highway ownership rights have been obtained for new two-lane parking, as permitted by voters, who will traverse the Holden/Marolt property through a cut-off and 400-foot (120 m) tunnel to reconnect to the existing highway on Main and Seventh Street. City voters also authorized light rails for the route.
If built, the light rail will have a west terminal as a maintenance facility on Highway 82 from the airport. This will include stopping at Buttermilk and aligning the highway, using the old Maroon Creek Bridge, until it reaches Monarch Street in the city center. There it will turn south to its east end in Rubey Park. If there is no support or sufficient funds for light rail, it could be built as a bus lane at first.
The proposed transport management strategy aims to drive traffic to Aspen at the base level of 1993 to 2015. There are three levels or strategic responses: The first is when the baseline is equivalent or slightly exceeded. This will consist of promoting travel sharing and wider transit usage, among other information steps. At Level 2, when traffic reaches some percentage points above that level, transit services will be added, and parking rates rise slightly to finance the additional bus needed to reduce the headway. Level 3 will be implemented when the traffic level has exceeded the 5-10% baseline, and will use stronger measures such as steeper parking fee increments, deliberately limiting the amount of space available, and making some parts of downtown Aspen free car zones.
Grand Avenue Bridge
The current bridge along Grand Avenue over the Colorado River and I-70 is just east of the western end of the highway in 1953. Built as a two-lane bridge with shoulders; expansion has since added a second path in both directions. At the beginning of the 21st century, like the Maroon Creek Bridge, it carries more traffic than has ever been predicted and is in poor structural condition.
In the early 2000s, CDOT began to consider plans for a replacement bridge. The main problem is whether a new bridge should be built along the same alignment with the existing bridge, or even curved westward to make a more direct connection with the outbound exit of section 116. After a public hearing in August 2012, the agency announced that the latter very liked. It remains to decide whether to have a pointed intersection or roundabout at the intersection of Sixth Street and Laurel Avenue.
Some residents of Glenwood Springs argue otherwise that the CDOT should build a bypass that avoids downtown completely, as it did in Basalt. They argue that a replacement bridge will add more traffic to the Grand and make downtown less attractive for those who want to shop there rather than just passing the road to the valley. The bypass, they claim, is more in line with the wishes of the population and will be cheaper. They have been lobbying the Glenwood Springs city council to be more active in pressing the CDOT to reconsider the shortcuts.
Large intersection
References
External links
- Media associated with Colorado State Highway 82 on Wikimedia Commons
- Colorado Highway 82: Aspen, Carbondale, Glenwood Summer Time Lags on YouTube
Source of the article : Wikipedia
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