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Alternatives

The Final EIS Preferred Alternative—the Partial Cover Lowered Alternative

Click to view the I-70 East Final EIS (FEIS) - Reports page.

The Preferred Alternative identified in the I-70 East Final EIS (FEIS) is the Partial Cover Lowered Alternative with Managed Lanes.

The FEIS Preferred Alternative is developed by refining the preliminarily identified Preferred Alternative from the Supplemental Draft EIS. Refinements were based on comments received on the Supplemental Draft EIS and additional stakeholder and agency coordination. The FEIS Preferred Alternative addresses public concerns while it meets the project's purpose and need. The FEIS also addresses phasing and financing of the project (see Phasing below).

The Final EIS Partial Cover Lowered Alternative:

bullet Includes elements of both the Partial Cover Lowered Alternative Basic and Modified Options, as they were analyzed in the Supplemental Draft EIS.
bullet Includes a highway cover with an urban recreation area from Clayton Street to Columbine Street adjacent to Swansea Elementary School.
bullet Includes Managed Lanes as the Operational Option because of its long-term operational flexibility and improved mobility.

The Partial Cover Lowered Alternative with Managed Lanes Option was identified as the Preferred Alternative for the following reasons:

Purpose—implement a transportation solution that improves safety, access, and mobility & addresses congestion on I-70.

Need—results from several issues: increased transportation demand; limited transportation capacity; safety concerns; & transportation infrastructure deficiencies.

bullet Is broadly supported by the public and local officials.
bullet Improves safety and mobility for all users of I-70.
bullet Meets the purpose, need, goals, and objectives identified for this project.
bullet Restores and enhances the community and the social environment.
bullet Keeps Swansea Elementary School at its current location.

Phased Project Implementation:

Revenue for the I-70 East project includes allocations from various sources including:

bullet Colorado Bridge Enterprise Safety Surcharge
bullet DRCOG: Surface Treatment Program-Metro and Surface Treatment Program-Congestion Mitigation/Air Quality (CMAQ)
bullet Senate Bill 09-228 Transfers
bullet Denver

However, there remains a gap between the estimated cost of the project and the revenue available to build it. Because of these funding limitations, the project will be constructed in phases over time. While the ability to define phases was not a factor in the identification of the Preferred Alternative, Build Alternatives were defined which could be implemented using a phased approach, with each phase contributing to the overall project purpose and need. The process—including the preparation of a ROD for each project phase—will be repeated until construction of the entire Preferred Alternative is completed. This approach serves as an enhancement to the typical NEPA process because it allows for future discussion of project phasing and only what is included in the Fiscally Constrained Regional Transportation Plan (RTP) can be approved in the ROD.

Phase 1

Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Brighton Boulevard Interchange
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Union Pacific RR Overcrossing
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/York Street Interchange & Josephine Street Overpass
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Partial Cover Park
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Partial Cover Park
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Partial Cover Park
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Fillmore Street Overpass
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Steele Street/Vasquez Boulevard Interchange
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Steele Street/Vasquez Boulevard Interchange
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Cook Street Overpass
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Market Lead RR Overcrossing and I-70/Monroe Street Overpass
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Colorado Boulevard Interchange
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Colorado Boulevard Interchange
Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - I-70/Dahlia Street Interchange

Click to view Visualization and Animation of the I-70 East EIS Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) - Visualization and Animation spacer I-70 East EIS on YouTube - see all of the Phase 1 of the Final EIS Preferred Alternative (Partial Cover Lowered Alternative) on YouTube

Phase 1 is the only defined phase for the project at this time. In general, Phase 1 incorporates the following portions of the Preferred Alternative:

bullet Complete reconstruction of I-70 from Brighton Boulevard to the bridge over Sand Creek (near I-270) with pavement width for the addition of two tolled express lanes in each direction. Only one lane will be open for use until traffic demand is met to open the second lane (included in Phase 2).
bullet Removal of the existing viaduct between Brighton Boulevard and Colorado Boulevard, and rebuilding of I-70 below grade along this segment, expanding the roadway just north of the existing alignment.

Typical Section (click to enlarge image)

Typical Section - Phase 1 of the Final EIS Preferred Alternative Lanes - click to enlarge

bullet Construction of the highway cover between the Clayton Street and Columbine Street bridges. The cover is adjacent to Swansea Elementary School, the most desirable location along the corridor because of its proximity to the school and because it accommodates the maximum length of the cover that can be placed on the highway. The highway cover design includes an urban landscape to serve the community with the potential to include playgrounds, plazas, outdoor classrooms, and community gardens.*

* Maintenance of the features and landscaping on the cover has not been determined at this time. CDOT is working with Denver and Denver Public Schools (DPS) to develop agreements for shared use on the cover and long-term operations and maintenance of the cover. These agreements will be finalized before construction begins. Follow the Community Design Advisory Committee (CDAC) process: Project Updates

bullet Widening the remaining stretch of I-70 from I-270 to Chambers Road to accommodate one additional tolled express lane in each direction and restriping from I-25 to Brighton Boulevard to accommodate one additional tolled express lane in each direction.

Maps of Phase 1 of the Final EIS Preferred Alternative:

Overview

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Overview Map of Phase 1 of the Final EIS Preferred Alternative - click to enlarge

Lane Configuration & Interchange Reconstruction

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Overview Map of Phase 1 of the Final EIS Preferred Alternative Lanes - click to enlarge

North/South Connectivity over I-70

North-south connections over the lowered freeway will be maintained.

(click to enlarge image)

Map of North-South Connectivity over I-70 - Phase 1 of the Final EIS Preferred Alternative - click to enlarge

Construction of Phase 1 of the Final EIS Preferred Alternative:

The Federal Highway Administration (FHWA) and CDOT anticipate issuing a final decision for the I-70 East corridor in 2016, after completing the required National Environmental Policy Act (NEPA) process. Construction of Phase 1 of the I-70 East Preferred Alternative is anticipated to begin in 2017 and be completed in 2022.

The Federal Highway Administration (FHWA) and CDOT anticipate issuing a final decision for the I-70 East corridor in 2016, after completing the required NEPA process. Construction of Phase 1 of the I-70 East Preferred Alternative is anticipated to begin shortly after and be completed in 2022. I-70 will remain open to traffic during construction of the project.

During final design & construction:

bullet Specific detailed traffic control plans will be prepared and the public will be kept apprised as to any changes that might affect travel time.
bullet Construction phasing strategies will help minimize and mitigate travel impacts and maintain access to businesses during construction.
bullet During off-peak hours, short-duration closures will occur for exit and entrance ramps and individual lanes.

Looking for information about Environmental Justice Mitigation Measures?

In addition to traditional mitigation measures, CDOT has committed to some innovative measures to offset the impacts to low income and minority populations. Learn more: Environmental Justice (pdf) or see Reports (FEIS Vol. 1, Chapter 5.3 Environmental Justice)

Phase 2

Future phases, referred to as Phase 2, have not been determined. Phase 2 will rely on future funding and may be constructed in one or more construction packages. In general, Phase 2 incorporates the following portions of the Preferred Alternative:

bullet Striping an additional tolled express lane from Brighton Boulevard to Quebec Street. Phase 1 constructed this section of I-70 wide enough to accommodate the additional lane.
bullet Widen I-70 for an additional single lane in each direction, from Quebec Street to Chambers Road.
bullet Widening to accommodate additional lanes and increase capacity from Chambers Road to Tower Road. Additionally, three direct connections are included from the tolled express lanes to I-270, I-225, and Pena Boulevard to accommodate regional and airport traffic. The direct connections result in a shift of eastbound I-70 to create room for the connections.

Maps of Phase 2 of the Final EIS Preferred Alternative

Overview

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Overview Map of Phase 2 of the Final EIS Preferred Alternative - click to enlarge

Lane Configuration & Interchange Reconstruction

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Phase 2 of the Final EIS Preferred Alternative Lanes - Lane Configuration & Interchange Reconstruction - click to enlarge

MORE INFORMATION:

The Final EIS is available for review! See Reports.

Information on the Preferred Alternative can be found in Chapter 3: Summary of Project Alternatives and information on phasing and the Phase 1 project can be found in Chapter 8: Phased Project Implementation.

Preliminarily Identified Preferred Alternative

The Supplemental
Draft EIS (SDEIS)

August 29, 2014

I-70 East Supplemental Draft EIS, August 29, 2014.

See Reports »

The project team has preliminarily identified the Partial Cover Lowered Alternative as the I-70 East project's preferred alternative. The City of Denver champions this choice of location because of the important role I-70 plays in supporting commerce and providing redundancy in our transportation system in the case of major incidents. This position is shared by the Downtown Denver Partnership and the Denver Chamber of Commerce, as well as Adams County and Commerce City.

The Partial Cover Lowered Alternative was developed in response to the lack of strong public support for the alternatives proposed in the 2008 Draft Environmental Impact Statement. This Alternative adds additional lanes in each direction of the highway to provide better mobility between I-25 and Tower Road, removes the existing viaduct between Brighton Boulevard and Colorado Boulevard, rebuilds I-70 along this segment below grade on the existing alignment, and places a cover on the highway between Columbine Street and Clayton Street next to Swansea Elementary School. The preferred alternative will be constructed with a 75- to 100-year life expectancy.

ARCHIVE: Preliminarily Identified Preferred Alternative (click to view)

Preliminarily Identified Preferred Alternative Visualization and Animation - Union Pacific RR Overcrossing
I-70 East EIS Preliminarily Identified Preferred Alternative - Visualization and Animation spacer I-70 East EIS on YouTube - see all of the Preliminarily Identified Preferred Alternative Animations on YouTube

Specifics about each of these design elements follow:

bullet Additional Lanes: The additional lanes currently proposed (two lanes in each direction) are necessary to improve operations and assure a safe highway for the traveling public. In fact, CDOT is proposing to make the new lanes managed lanes, which will help them handle congestion over time. Managed lanes can encourage carpooling and transit use and enable more reliable and efficient transit service. Additional lanes allow CDOT and FHWA to maintain a 10-lane template decades into the future. Managed lanes, and their location from I-25 to Brighton Boulevard, are shown in the Lane Continuity Diagram.
bullet Remove the Viaduct: Reconnecting the Elyria and Swansea neighborhoods by removing the viaduct was a key core value identified by residents. We also have heard concerns from residents that they feel unsafe passing under the viaduct. In addition, the viaduct's presence as a visual and psychological barrier has divided these communities for the past five decades. These concerns would be alleviated with the PCL Alternative. Additional modifications are being proposed by the City of Denver to enhance connectivity and sense of place in these neighborhoods.
bullet Rebuild below grade: While the lowered highway from Brighton Boulevard to Colorado Boulevard does eliminate the ability of residents to casually cross under the viaduct, the alternative maintains the same number of north-south through-streets as exist today. The project also will provide wider, continuous sidewalks and new street lighting. Some people are concerned about the below-grade highway contaminating water sources, including the South Platte River. CDOT will design the highway so that groundwater will remain untouched. Any groundwater removed during construction will be treated and disposed of per Colorado Department of Public Health and Environment (CDPHE) requirements.
bullet Place a cover: Many cities (Dallas, Los Angeles, Phoenix, and Seattle to name a few) have partnered with their highway departments to create highway covers that are helping reunite neighbors, revitalize areas, and provide new park space. This is why the City of Denver has included the I-70 East project among its six projects comprising the North Denver Cornerstone Collaborative.

The Partial Cover Lowered Alternative is recommended because it:

bulletIs broadly supported by the public and local officials

bulletImproves safety and mobility for all users of I-70

bulletMeets the purpose, need, goals, and objectives identified for this project

bulletRestores and enhances the community and the social environment

Visual Simulation of the Partial Cover Lowered Alternative (Aerial View)

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the Partial Cover Lowered Alternative (Aerial View)

Cross-Section of the Partial Cover Lowered Alternative

Click image to enlarge:

3D Cross-Section of the Partial Cover Lowered Alternative

Typical Section of the Partial Cover Lowered Alternative

Click image to enlarge:

3D Cross-Section of the Partial Cover Lowered Alternative

CDOT uses a complex travel demand forecasting computer model to determine the number of lanes needed to meet future traffic demand on a highway. This model develops traffic forecasts based on projections of household and employment growth around the region. The model also can take into account the projected ridership of the nearby East Corridor rail line. Our travel demand model indicates that the RTD commuter rail line and CDOT's highway improvements are both needed to address the travel demand in this corridor.

The width of the highway is established by summing the number of needed lanes, shoulders, and buffers, and then multiplying by standards established by the Federal Highway Administration. As shown in the graphic above, the proposed cross section for the PCL Alternative that will be presented in the SDEIS is currently 178 feet. The total width, including 46th Avenue on either side, is approximately 300 feet.

Here is a width comparison with other highways in the Denver metro area.

bulletI-25 in south Denver (the TREX project) varies from nearly 400 feet in width, including the RTD rail line, to around 315 feet.

bulletThe new US 36 project currently under construction averages 300 feet in width, with some 350-foot sections.

bulletWhen the new lane is constructed, I-225 will average around 300 feet in width.

Final highway design occurs later in the project development process, after the environmental evaluation process is complete. This is typically when the design is refined and the foot print possibly reduced. Right now, CDOT's intention is to present a scenario for analysis in the EIS that provides the public a full and complete picture of the possible impacts.

Detailed Map of the Partial Cover Lowered Alternative

Click image to enlarge:

Detailed Map of the Partial Cover Lowered Alternative

Visual Simulation of the Partial Cover Lowered Alternative (Elizabeth Street)

View southwest on Elizabeth Street near Swansea Elementary School. Visual Simulation depicts possible enhancements to Swansea Elementary School outdoor spaces.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the Partial Cover Lowered Alternative (view southwest on Elizabeth Street)

Visual Simulation of the Partial Cover Lowered Alternative (Vine Street)

View southeast on Vine Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the Partial Cover Lowered Alternative - view southeast on Vine Street

Visual Simulation of the Partial Cover Lowered Alternative (Fillmore Street)

View north on Fillmore Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the Partial Cover Lowered Alternative - view north on Fillmore Street

Design Variations for the Partial Cover Lowered Alternative

In addition to the Basic and Modified Connectivity Options for the Partial Cover Lowered Alternative, other design variations to these options are being considered but have not been fully evaluated and remain unresolved issues. These variations were developed to respond to community concerns and to balance community, business, and transportation needs. As part of the public outreach process we will continue to seek feedback from the community, stakeholders, and public agencies on these options and variations. These variations apply only to the Partial Cover Lowered Alternative, and there are no variations being considered for any of the other alternatives at this time. The following links show some of the design variations being considered:

bulletRoundabout interchange at Vasquez Boulevard/Steele Street

bulletDiamond interchange at Vasquez Boulevard/Steele Street

bulletCover options

Alternatives Under Consideration in Supplemental Draft EIS (SDEIS)

I-70 improvement alternatives were initially developed based on input from the public and interested agencies and included transportation solutions that had been considered as part of previous studies in the project area. Through successively more detailed screening, alternatives were refined and evaluated using project goals and objectives. The goals and objectives were established through close coordination with government agencies and the public, and they are based on the project purpose and need. Alternatives found to be unreasonable or ineffective were eliminated from consideration.

Based on the input received since the release of the Draft EIS in 2008 and what was heard from the additional outreach conducted within the community, the project team has been taking a closer look at the options that may be feasible along the Current Alignment. This includes reexamining the reasons previous alternatives were eliminated. This additional analysis resulted in the following alternatives:

Revised Viaduct (North and South)

Click to view detailed information:

Alternative Map - Revised Viaduct (North and South) - click to view detailed information

Visual Simulation of the North Revised Viaduct Alternative (Aerial View)

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the North Revised Viaduct Alternative - Aerial View

Visual Simulation of the South Revised Viaduct Alternative (Elizabeth Street)

View southwest on Elizabeth Street near Swansea Elementary School.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the South Revised Viaduct Alternative - view southwest on Elizabeth Street

Visual Simulation of the North Revised Viaduct Alternative (Elizabeth Street)

View southwest on Elizabeth Street near Swansea Elementary School. Visual Simulation depicts possible enhancements to Swansea Elementary School outdoor spaces.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the North Revised Viaduct Alternative - view southwest on Elizabeth Street

Visual Simulation of the South Revised Viaduct Alternative (Vine Street)

View southeast on Vine Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the South Revised Viaduct Alternative - view southeast on Vine Street

Visual Simulation of the North Revised Viaduct Alternative (Vine Street)

View southeast on Vine Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the North Revised Viaduct Alternative - view southeast on Vine Street

Visual Simulation of the South Revised Viaduct Alternative (Fillmore Street)

View north on Fillmore Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the South Revised Viaduct Alternative - view north on Fillmore Street

Visual Simulation of the North Revised Viaduct Alternative (Fillmore Street)

View north on Fillmore Street.

Use thumbnail links to toggle between the Existing View & Visual Simulation.

Existing View

Existing View

Visual Simulation

Visual Simulation

Visual Simulation of the North Revised Viaduct Alternative - view north on Fillmore Street

Partial Cover Lowered (North)

Click to view detailed information:

Alternative Map - Partial Cover Lowered (North)

Click to view visual simulations of the Partial Cover Lowered Alternative (above).

Detailed Design Maps for the Alternatives

Detailed design has been completed for the project alternatives that are being evaluated in the SDEIS. View detailed alternative maps:*

bulletNo Action (North Shift) Alternative Map

bulletNo Action (South Shift) Alternative Map

bulletRevised Viaduct (North Shift) Alternative Map

bulletRevised Viaduct (South Shift) Alternative Map

bulletPartial Cover Lowered Alternative Maps  (click to view)

* These are very technical drawings and are considered DRAFT until the completion of the environmental process. If you need assistance downloading the map files or would like help from the project team with understanding the drawings, please call the project hotline at 303.757.9413 and someone will get back to you.

Alternatives Eliminated after 2008 Draft EIS

Realignment Alternatives

Click image to enlarge:

Realignment Alternatives Map (Eliminated after 2008 DEIS) - click to enlarge

Realignment Alternatives were fully analyzed in the 2008 Draft EIS. After more analysis was performed during alternative enhancement and modification, it was determined that the Realignment Alternatives did not meet the project's purpose and need and will not be analyzed in the Supplemental Draft EIS because they are no longer considered reasonable alternatives.

These alternatives divert highway traffic onto local streets; increased vehicle usage of 46th Avenue impacts the sense of neighborhood and community; adds extra mileage out of direction; significantly increases costs. In addition, there was major support for elimination from the public and stakeholders.

Alternatives Evaluated in 2008 Draft EIS

The highway alternatives considered in the DEIS were developed from an extensive list of alternatives suggested by the public, government agencies, and previous studies. Analysis during the DEIS indicated that these alternatives would have fewer adverse effects on the environment and the community, and are more effective at addressing congestion while improving safety, access and mobility than the alternatives eliminated from further consideration. These alternatives have been updated, and are no longer under consideration as presented in the 2008 DEIS. View the alternatives currently being evaluated: Alternatives Under Consideration (above)

ARCHIVE: 2008 DEIS Alternatives (click to view)

Alternative 1 (previously named Alternative A)

Adding new general purpose lanes on existing I-70 alignment along length of corridor. Please click to view a detailed map of this alternative. Click to view enlargement:

Alternative 1 - click to view enlargement

Alternative 3 (previously named Alternative B)

Adding a combination of general purpose lanes and tolled express lanes on existing I-70 alignment, with tolled express lanes added from east of Colorado Boulevard to Chambers Road, and general purpose lanes added west of Colorado Boulevard and east of Chambers Road. Please click to view a detailed map of this alternative. Click to view enlargement:

Alternative 3 - click to view enlargement

Alternative 4 (previously named Alternative C)

New alignment beginning at Brighton Boulevard and extending northeast toward new interchange with I-270 near Vasquez Boulevard, then following existing I-270 alignment southeast to existing interchange with I-70. New general purpose lanes added to I-70 along entire length within project area. Please click to view a detailed map of this alternative. Click to view enlargement:

Alternative 4 - click to view enlargement

Alternative 6 (previously named Alternative D)

As with Alternative 4, re-routing I-70 on new alignment beginning at Brighton Boulevard and along portion of I-270. General purpose lanes added from I-25 to Vasquez Boulevard on realignment, and from Chambers Road to Tower Road on existing alignment. Tolled express lanes added from west of Vasquez Boulevard to Chambers Road. Please click to view a detailed map of this alternative. Click to view enlargement:

Alternative 6 - click to view enlargement

Different options are being evaluated within the alternatives. These options include widening I-70 to either the north or south between Brighton Boulevard and Quebec Street on the existing alignment alternative, and two options for connecting the realignment alternatives to existing I-70 near Brighton Boulevard.

A No-Action Alternative is also being evaluated in the EIS.

Alternatives Eliminated in 2008 Draft EIS

Several highway alternatives have been eliminated from consideration, either through the screening analysis, or after additional engineering and technical analysis.

ARCHIVE: Examples of Eliminated Alternatives (click to view)

Alternative:

Reason(s) eliminated:

I-270/I-76 Reroute

Does not meet the project's purpose and need; results in significant increase in traffic volumes on 46th Avenue; eliminates multiple route choice; increases out of direction travel; requires 12 more miles of highway widening along I-270 and I-76. In addition, many stakeholders have expressed opposition (*see below).

Tunnel

Creates additional safety concerns, has substantially higher construction and operations and maintenance costs, may be a higher security risk, affects the same amount of properties, and has the potential for disturbing or encountering soils or waters that may have elevated concentrations of heavy metals. Click to view the Reasons for Eliminating Tunnel Alternative between Brighton Boulevard and Colorado Boulevard memo.

Below grade

Takes three more years to construct and requires closing access to I-70 at Brighton Boulevard, Steele Street, and Colorado Boulevard during construction. Also requires extensive pumping systems and modifications to the existing groundwater table.

Add level to viaduct

Limits the ability to access the upper level from arterial streets that connect to I-70. Also requires complex construction techniques that result in unreasonable costs as compared to other alternatives. The newly constructed viaduct was not designed for another level.

Enclose I-70 with a roof

Requires complex construction techniques that would result in unreasonable additional costs to provide a cover as compared to other alternatives.

Put I-70 at grade

Inability to provide access to community across new alignment, and need to keep the alignment separated from the existing railroad tracks.

Triple level section of I-70 (below ground)

Limits the ability to access the lower levels from arterial streets that connect to I-70. Also requires unreasonable and complex construction techniques that would include large amounts of excavation causing significantly more impacts to adjacent properties. This alternative would involve unreasonable additional costs to put two levels of the highway below ground as compared to other alternatives.

I-70 above and below with 46th Avenue at ground level

Environmental effects of constructing new alignment through South Platte River, and inability to provide connection back to I-25/I-70 interchange.

High Occupancy Vehicle (HOV) lanes

Lower forecasted usage in the special use lanes than tolled express lanes. Also, tolled express lanes are felt to better justify cost and potential effects.

* Recently, there have been many questions on whether or not CDOT is evaluating an alternative that would realign I-70 around Denver using Interstates 270 and 76. This alternative was eliminated from consideration early in the project process, as documented in the Draft EIS. Additional reasons for not considering this option a reasonable alternative for I-70 East will be included in the next environmental document, the SDEIS, expected to be available in late summer 2013.

bulletARCHIVE: Click to view the archive of alternatives eliminated prior to Oct. 2005.

bulletMORE INFO: Click to view the Alternative Analysis and Screening Process.