After 40 Years, It’s Time to Buckle the Beltway

The metropolitan beltway saga began four decades ago in 1968. Following a growth boom in southwest Denver, the Colorado Department of Transportation (CDOT) proposed to the Federal Highway Administration (FHWA) that a new southwest metro Denver partial beltway be part of the Interstate system. This new highway, to be called I-470, would begin at I-70 near Colfax and end near I-25 and County Line Road. By making this new highway part of the Interstate system, the Federal government would contribute 90% of the construction costs. The Federal Highway Act in 1968 added I-470 to the Interstate and Defense Highway System. I-470 was also adopted into official Denver metropolitan area transportation plans including the Denver Regional Council of Governments (DRCOG) and the comprehensive plans of Jefferson and Arapahoe Counties.

The Silver Stake: Anti-I-470 Momentum Builds

Richard Lamm was elected Governor in 1974. One of his key platforms was to “drive a silver stake” through I-470. In 1975 the Lamm administration announced official State of Colorado opposition to I-470 and directed all work to cease. Lamm appointed the I-470 Ad Hoc Commission to make recommendations on future steps; the Commission analyzed a number of alternatives for transportation in the southwest metropolitan area. Ultimately, in 1976 the Commission unanimously recommended withdrawing I-470 from the Federal Interstate System. The Commission further recommended that:

A parkway be built along the route now known as C-470 at a cost of $74 million (Federal share $59 million). Improvements be made to South Santa Fe Boulevard and South Kipling Street. Remaining Federal funds be allocated to other transportation projects.

C-470 Is Born

The present day Colorado Highway 470 (C-470) was the major substitute project for the I-470 funds. Construction began in 1980 and the entire road was completed by 1990. C-470 was built with the idea that eventually other roadways would connect to it, ultimately forming a metropolitan beltway.

Next Came Extension 470

The next area to show interest in a 470 beltway extension was the eastern metropolitan area. In 1983, the Arapahoe County Airport Influence Area Transportation Study recommended that an eastern half to the beltway be built, connected to C-470 on the south. A public/private coalition was formed to advocate the road, labeled “E-470” for Extension 470. In 1985, the E-470 Authority was created by an intergovernmental agreement amongst Adams, Arapahoe, and Douglas counties, and the City of Aurora. As the State of Colorado began to experience an economic downturn in the late 1980s, the authority began considering tolling as a financing mechanism for road construction.

In 1988, voters approved an E-470 financing plan calling for a $10 per vehicle registration fee in addition to tolling to construct the road; the first segment of E-470 opened in 1991.

Western 470

With the completion of C-470 and E-470, all but the northwest section of the beltway was completed. Following the model of E-470, the W-470 Authority was created in 1987 by an intergovernmental agreement between Adams and Jefferson counties, and the cities of Arvada, Broomfield, Golden, Lafayette, Louisville, Superior, and Westminster. A corridor alignment for W-470 was officially designated by DRCOG and W-470 became part of the 2010 Regional Transportation Plan. As part of the planning phase, Golden successfully lobbied to move Highway 93 off of Washington Street with the understanding that the future beltway alignment would follow Highway 93.

However, unlike the successful E-470 election, voters defeated a proposal authorizing a $10 annual vehicle registration fee in 1989. In 1992, the W-470 Authority was forced to suspend operations based on its inability to obtain working capital or long-term financing.

Northwest Parkway

With the demise of W-470, the northwest metro was still without its segment of the metropolitan beltway. The City of Broomfield, a staunch supporter for completing the beltway, had acquired all necessary right-of-way and oriented land-use planning around the connection. In 1999 the Northwest Parkway Authority was formed, including the cities of Broomfield and Lafayette, and Weld County. The Authority issued bonds and began construction on a tollway between US 36 and I-25. The Northwest Parkway tollway opened in November of 2003.

Broomfield to Golden

The missing section of the beltway, from the end of the Northwest Parkway in Broomfield to the beginning of C-470 in Golden, is a glaring break in an otherwise complete beltway system. Since 2003, CDOT has been conducting an extensive Environmental Impact Study (EIS) looking at various alternatives to resolve the traffic problems created by the ‘missing link’ of the Denver Metropolitan Beltway.

Identifying methods to fund construction for the final connection to the metropolitan beltway is of primary concern. Unfortunately, no road project of the magnitude needed to address future transportation needs will be inexpensive, and construction costs continue to escalate. One option is a toll road. Another is to develop public – private partnerships with investors willing to supply much needed capital up front.

While there are still questions to be resolved, there is no question that the Denver metropolitan area will benefit from a buckled beltway. Forty years after the beginning of the beltway saga, it is time to move forward.