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Interstate 70


Interstate 70 begins its westerly journey just west of Baltimore, Maryland. Immediately after the Interstate 695 interchange is this mileage sign, which provides the distance to several major points of interest along the route, including the cities of Columbus, St. Louis, and Denver. Cove Fort, a small outpost in central Utah, is the point where Interstate 70 merges into Interstate 15 and is the freeway's western terminus. Photo taken by AARoads, 06/01/04.


Interstate 70 bisects the country, serving cities such as Denver, Kansas City, St. Louis, Indianapolis, Columbus, Breezewood, and Baltimore. The freeway begins at Interstate 15 at Cove Fort. There are no plans to extend Interstate 70 west of this point, and most westbound traffic is funneled via Interstate 15 to Southern California and via U.S. 50 to Northern California.

Much of the western section of Interstate 70 passes through scenic high desert and mountain scenery. A two-lane section of Interstate 70 was expanded to four lanes in the 1990s across the central portion of Utah. Interstate 70 through Colorado was also completed later, including the expensive section through Glenwood Canyon. Interstate 70 generally parallels U.S. 50 through Utah and U.S. 6 through western Colorado. Just west of Denver, Interstate 70 picks up U.S. 40, and it generally follows this highway east with some local exceptions.

Through the Great Plains and Midwest, Interstate 70 bisects Eastern Colorado, Kansas, Missouri, Illinois, and Indiana. Several derivative routes from Interstate 70 may be found in the larger cities of Kansas City and St. Louis. Notably, two Interstate 470s (Kansas and Missouri) exist within 60 miles of each other.

Through Ohio, Interstate 70 crosses Dayton and Columbus, then briefly enters West Virginia at Wheeling. Entering Pennsylvania, Interstate 70 merges with the Pennsylvania Turnpike (Interstate 76) and separates at Breezewood. Interstate 70 traffic must follow U.S. 30 through the business district in Breezewood to connect between Interstate 76 (Pennsylvania Turnpike) and the Interstate 70 freeway heading south from Breezewood. There are no plans currently to create a direct connection between Interstates 70 and 76 at this time.

Interstate 70 ends rather ignobly at a Park and Ride less than a mile east of its interchange with Interstate 695 in Baltimore. The continuation of the freeway to Interstate 95 was removed from the city's freeway plan and was never constructed.

Looking west across Vail Pass (elevation 10,666 feet above sea level) in Colorado, Interstate 70 leaves Summit County and enters Eagle County. Even in autumn and spring, snow is a frequent occurrence here. Photo taken by Jeff Royston, 11/18/06.

High Priority Corridor

Between Denver and Limon in Colorado, Interstate 70 is part of High Priority Corridor 38: Ports to Plains Corridor. In addition, the section of Interstate 70 through Missouri is part of High Priority Corridor 61: Missouri Corridors.


Interstate 70 is one of the few Interstate Highways that has traffic signals on its mainline. The series of traffic signals is located on the connection between the Pennsylvania Turnpike (Interstate 76) and Interstate 70 through Breezewood, Pennsylvania via U.S. 30 through town. The reason why this connection is not direct harkens back to the requirements of the Federal-Aid Highway Act of 1956. Under Section 113(c), interchange connections between a toll road and the Interstate Highway System could be constructed with either Federal-Aid highway funds or toll revenue; however, if Federal-Aid funds were used, the tolling authority and state department of transportation would have to enter into an agreement with the Federal Highway Authority to cease collecting tolls upon retirement of the bonds.

Since the Pennsylvania Turnpike Commission (PTC) did not wish to stop collecting tolls after retiring bonds, the PTC decided against using the State of Pennsylvania's Federal-Aid funds for the Interstate 70 connection. In addition, the PTC decided not to use its own revenue for constructing other direct interchanges, such as Interstate 81 in Carlisle and Interstate 99 in Bedford. There are no immediate plans to construct an Interstate 70 Breezewood bypass, so the strip of fast food, gas stations, and motels will remain a busy route for Interstate 70 motorists for some time to come.3

Interstate 70 east and U.S. 30 west through Breezewood
Westbound U.S. 30/Lincoln Highway approaches the overpass that carries Interstate 70 on a spur ramp from the Pennsylvania Turnpike (Interstate 76) mainline into Breezewood. Eastbound Interstate 70 merges onto westbound U.S. 30/Lincoln Highway for the next mile, since there is no direct connection from Interstate 76/Pennsylvania Turnpike to Interstate 70 without passing through the town of Breezewood. Photo taken by Steve Hanudel (08/12/05).
After passing under the spur from the turnpike, eastbound Interstate 70 and westbound U.S. 30 pass by a wide variety of motorist services in Breezewood: restaurants, gas stations, and motels line the strip. The two routes follow this for a short distance, but they separate at the guide signs in the distance. Photo taken by Steve Hanudel (08/12/05).
Use the left two lanes to continue east on Interstate 70 toward Baltimore, Maryland, and Washington, D.C. Photo taken by Steve Hanudel (08/12/05).
Eastbound Interstate 70 and westbound U.S. 30 split at this traffic signal, near the end of the business strip that makes up much of Breezewood. For this brief section, Interstate 70 is an at-grade boulevard with traffic signals and no access control. However, the freeway resumes after turning left at this intersection. Photo taken by Steve Hanudel (08/12/05).
Eastbound Interstate 70 Leaving Breezewood
This is the first shield on eastbound Interstate 70 after the U.S. 30/Lincoln Highway traffic signal in Breezewood. This section of Interstate 70 will cross over the spur ramp from the turnpike as well as the turnpike itself on its way south toward Maryland. Photo taken by Steve Hanudel (08/12/05).
Shortly after the South Breezewood interchange, this mileage sign provides the distance to Baltimore and Washington via Interstate 70 and Interstate 270, respectively. Photo taken by Steve Hanudel (08/12/05).

Planned Improvements

Columbus, Ohio

In Columbus, the Ohio DOT studied several options to deal with worsening congestion in downtown in the early 2000s. Some of the options include converting portions of Interstate 70 into a surface boulevard, adding various collector-distributor lanes parallel to the freeway, adding lanes, or doing nothing.

One of the options considered was to reroute Interstate 70 south of its current alignment between Exit 98/U.S. 42 and near Milepost 106. In this plan, Interstate 70 would take a new alignment at Exit 98, connecting to Interstate 71 and Ohio 104 south of downtown and southeast of Cooper Stadium. From there, Interstate 70 would take over Ohio 104, and a new connection would be constructed in the vicinity of U.S. 33 (Exit 105) that would link the new Interstate 70 to the existing Interstate 70. In exchange, the existing route of Interstate 70 between Exits 98 and 105A, including the notorious interchange with Interstate 71, would be replaced with a 35 mph boulevard. This proposal was described in a 2004 article (Plan takes I-70 out of Downtown [Feb. 07, 2004] in the Columbus Dispatch).

Another option, presented in November 2003, the Ohio DOT proposed separating through traffic on Interstates 70/71 from Downtown-bound traffic possibly through the use of collector-distributor lanes. According to the Columbus Dispatch article, "the plan would eliminate highway lane changes by dedicating three lanes of traffic to I-70, two lanes to I-71 and creating collector-distributor streets above the highway for motorists getting to and from two sets of Downtown ramps."

As the study progressed between 2002 and 2004, various options were considered, eliminated, or adopted for further consideration. According to the ODOT I-70/I-71 South Innerbelt Corridor Study, construction of one of three possible alternatives (involving the location and layout of the collector distributor lanes) would begin in 2008 and end in late 2010. Design of the project began in 2005.6

Indianapolis, Indiana

On December 29, 2004, a new section of Interstate 70 between Indiana 267 and Interstate 465 was opened south of the Indianapolis International Airport at a cost of $170 million. This realignment pushed the 4.5-mile alignment of Interstate 70 south a bit, which allowed for expansion of the airport's runway system and new interchange ramps.4

St. Louis and East St. Louis

Meanwhile, in the St. Louis metropolitan area, Interstate 70 was realigned to cross the Mississippi River via the new 4-lane Stan Musial Veterans Memorial Bridge. Located north of both the existing Martin Luther King Bridge and the Poplar Street Bridge (which is now designated as just Interstate 55 and Interstate 64), the new cable-stayed bridge stems east from an extended Interstate 44 at a new interchange with Tucker Boulevard to arc southward to East St. Louis, Illinois at the tri-level interchange where Interstates 55 and 64 part ways.

Stan Musial Veterans Memorial Bridge westbound

The Stan Musial Veterans Memorial Bridge accommoates four overall lanes with full right-hand shoulders. The span can be restriped for six lanes, but without shoulders. Photo taken by Chris Kalina (03/08/14).

Realignment onto the new freeway, which opened February 9, 2014, was approved by AASHTO on October 21, 2013. This coincided with the redesignation of I-70 between the Poplar Street Bridge and Tucker Boulevard as an extended Interstate 44. Approval for the $1.8 to $2.2-billion project by Illinois and Missouri occurred in 2001, though funding slowed progress and focuses were directed on the $667-million bridge, new freeway south from the bridge to I-64 and 55, and interchange upgrades at each end. Future work will add new roadway from the bridge east end to Interstates 55 & 70 east of IL 203.12

Kansas Turnpike

A 12.69-mile section of Interstate 70/Kansas Turnpike between Topeka and Lawrence is being widened to six lanes. At a cost of $75 million, the project began in Spring 2005 and will also include drainage improvements and a higher median barrier (51 inches). This project will couple with a proposed reconstruction of the 3,000-foot Kansas River bridge near Lawrence, which will cost $130 million and is scheduled to begin in 2009.7


Between May 1987 and December 2003, the Interstate 70/Interstate 25 interchange (locally known as the "Mousetrap") was reconstructed to its current configuration at a cost of $269 million. This project provided for the reconstruction of several segments of Interstate 70 in its approaches to Interstate 25. The last section that was completed was the Interstate 70 viaduct from Brighton Boulevard west to Interstate 25. Built in 1951 when Interstate 70 was known as East 46th Avenue, the Mousetrap grew to connect to Interstate 70 in the mid-1960s and later became a source of traffic delays due to a design that was inadequate to handle traffic volumes in excess of 416,000 vehicles annually through the interchange.1

However, the section of Interstate 70 east of Brighton Boulevard (Colorado 265) is a viaduct that is being considered for reconstruction, replacement, or realignment. Several options have been proposed for Interstate 70 between Tower Road and Interstate 25 (reconstructed Mousetrap interchange), including:2

  1. Construct more free lanes to existing Interstate 70
  2. Construct four car-pool lanes along existing Interstate 70
  3. Construct a four-lane express toll facility down the center of the free lanes.
  4. Construct new alignment of Interstate 70 between Washington Street and Quebec Street and add more free lanes to existing Interstate 70 from Quebec Street to Tower Road
  5. Construct new alignment of Interstate 70 between Washington Street and Quebec Street with four car-pool lanes; extend the four carpool lanes along existing Interstate 70 from Quebec Street to Tower Road
  6. Construct new alignment of Interstate 70 between Washington Street and Quebec Street with a four-lane express toll facility; extend the toll facility down the center of the free lanes from Quebec Street to Tower Road

In Options 4, 5, and 6, the new path of Interstate 70 would extend from the Denver Coliseum east to Colorado 35/Quebec Street via industrial land in Commerce City. Interstate 70 would depart its existing alignment at Washington Street, follow the Burlington Northern-Santa Fe tracks northeast to the defunct Rock Island Railroad right of way, then curve southeast back to Interstate 70 near Quebec Street. These three options would push the freeway through the home of the National Western Stock Show and find itself nearly a mile north of existing Interstate 70 at its furthest point. Under these scenarios, existing Interstate 70 would become surface street East 46th Avenue once again.

The final selection process for improving Interstate 70 between Brighton Boulevard and Tower Road will be determined as part of an Environmental Impact Statement being jointly prepared by the Colorado Department of Transportation, Regional Transportation District (RTD), and city of Denver. Preliminary estimates seem to indicate that realigning Interstate 70 may be cheaper than reconstructing it on its new alignment.2

Interstate 70 traverses the Front Range of the Rocky Mountains via the Eisenhower and Johnson Tunnels, visible in this late autumn scene in the high country of Colorado. U.S. 6, which travels over Loveland Pass, follows the contours of the mountain to climb over the divide to provide an alternative to the tunnels. Photo taken by Jeff Royston, 11/18/06.


Interstate 70 was one of the first Interstate Highways to be built on many different levels, according to the Federal Highway Administration article Three States Claim First Interstate Highway by Richard F. Weingroff that appeared in Public Roads. Three sections of Interstate 70 in Pennsylvania, Missouri, and Kansas could each claim to be the "first" section of Interstate Highway to be built.

The Pennsylvania Turnpike today incorporates portions of both Interstate 70 and Interstate 76. The section between Irwin (Exit 67, near the junction U.S. 30 southeast of Pittsburgh) and Carlisle (Exit 226, near the junction with Interstate 81) opened to traffic on October 1, 1940. Although the Turnpike did not have Interstate 70 shields on it when it opened, this portion of Interstate 70 (and Interstate 76) could be considered the first Interstate highway. However, this toll facility was not built with Interstate Highway Funds. The Interstate designation was added to the Turnpike well after the roadway opened.

The other two instances of "first Interstate highway" claims are directly related to the freeways built with Interstate Highway Funds. In Missouri, the section of Interstate 70 (Mark Twain Expressway) in St. Charles County was the first Interstate Highway project to be awarded and to start construction (contract awarded on August 2, 1956, and construction began on August 13, 1956). In Kansas, a two-lane section of Interstate 70 (U.S. 40) several miles west of Topeka also could claim "first Interstate highway" because it was the first segment to be completed with federal Interstate Highway funds, even though construction had begun prior to that point. This section of Interstate 70 opened on November 14, 1956. Signs along the route at the time stated that this section of Interstate 70 was the "first project in the United States completed under the provisions of the new Federal-Aid Highway Act of 1956."

A sign in St. Charles County reminds motorists of Missouri's claim of the "First Interstate Highway" with this sign posted on westbound Interstate 70 northwest of St. Louis. Photo taken by Joe Balsarotti, 10/17/05.

Interstate 70 begins in sparsely populated central Utah at its junction with Interstate 15 at Cove Fort. Interstate 70 followed former Utah 4 between Interstate 15 and U.S. 89, then parallels old U.S. 89 from Sevier north to Salina via Richfield through the Sevier Valley. Originally, Interstate 70 was programmed to begin in Denver; however, a later addition (made public on October 18, 1957) extended the route west to Cove Fort to allow for greater access to Southern California.10 Some would have preferred that Interstate 70 turn northwest at Green River toward Spanish Fork, thus offering a freeway route to Salt Lake City; however, the federal plan preferred sending the freeway southwest to provide access to Southern California via Interstate 15.

At Salina, Interstate 70 leaves U.S. 89 and gains U.S. 50. Interstate 70 and U.S. 50 cross 110 miles of sparasely populated land between Salina and Green River. U.S. 50 was rerouted onto Interstate 70 in 1976 from its former alignment it used to share with U.S. 6 between Delta and Green River. From Salina, the freeway ascends to Salina Canyon Summit/Emigrant Pass (elevation 7,923 feet) in the Fishlake National Forest, then crosses the Wasatch Plateau. After the Utah 10 interchange, Interstate 70 enters the San Rafael Swell. The freeway through this rural area was mostly built as a two-lane freeway and was the last section of Interstate 70 to see four lanes. Through the swell, freeway construction required removal of 3.5 million yards of excavation at Spotted Wolf Canyon and construction of two steel arch bridges over deep Eagle Canyon (near Milepost 120) in 1965 (eastbound) and 1990 (westbound; constructed by OlsenBeal).11

The 70-mile section of two-lane Interstate 70 opened to traffic on November 5, 1970, and it is still the longest section of Interstate Highway to open at one time.10 Four-laning was completed in stages, with the route completely up to Interstate standards with the opening of the second Eagle Canyon bridge on September 28, 1990. The freeway runs through such unpopulated territory that Interstate 70 still has no motorist services between Salina and Green River for 110 miles. The freeway was not preceded by any kind of two-lane highway due to the rugged natures of the scenic San Rafael Swell in Emery County -- neither U.S. 50 nor Utah 4 were routed on the location of today's freeway alignment.10 This segment cost $183.5 million to complete. Interstate 70 through proceeds east over the Green River and passes by the southern end of the Book Cliffs through the Grand Valley before entering Colorado.

This view of Interstate 70 looks east through the San Rafael Swell toward Green River in central Utah from Ghost Rock Summit. The freeway occupies a narrow footprint as it ascends toward the top of the swell. Photo taken by Jeff Royston, 09/16/06.

For a history of the completion of Interstate 70 in Colorado, visit Interstate 70 @ AARoads.

In Kansas, the following are highlights of the history of Interstate 70:7

  • U.S. 24, 40, 69, 75 (Topeka to Nebraska), and 81 were first considered as potential Interstate routes by Kansas on June 5, 1945. A subsequent submission by the Kansas State Highway Commission on May 22, 1946, resulted in three primary routes to be considered by the federal government: Route 1 (today's Interstate 70), Route 2 (today's Interstate 35), and Route 3 (today's Kansas 66; Interstate 44 avoids the Sunflower State).
  • The section of Interstate 70 that overlays the Kansas Turnpike was constructed in 1955 and 1956, with the entire turnpike opening on October 21, 1956.
  • On November 29, 1956, proposed Interstate 70 was rerouted away from Ellsworth, thus allowing for a more direct path between Russell and Salina. The old road (U.S. 40) is partially designated as Kansas 140 (Ellsworth to Salina) and the remainder (west of Ellsworth) is under local control.
  • The portions of the Kansas Turnpike that carry Interstate 35, Interstate 70, and Interstate 470 were approved as part of the Interstate Highway System by the Federal Highway Administration (FHWA) in 1957. Interstate 335 was designated for the remaining unnumbered section of the Kansas Turnpike in 1987.
  • Interstate 70 was designated by AASHTO on August 14, 1957, as an original Interstate Highway from Denver east to Baltimore.
  • On April 22, 1958, the first "interstate" connection between two states (Kansas and Missouri) was opened along Interstate 70 in Kansas City.
  • On October 9, 1959, Interstate 70 between Abilene and Junction City opened.
  • During 1964, a large section of Interstate 70 around Salina (through Ellsworth, Lincoln, and Saline Counties) was under construction. Also during 1964, Interstate 70 opened between Colby and Oakley.
  • In 1966, Interstate 70 opened through Russell County, thus creating a continuous freeway from Colby east through Kansas City to St. Louis, Missouri.
  • Interstate 70 was completed in Kansas on June 17, 1970 with the opening of the segment at Goodland.
  • The completion of the 424-mile, border-to-border stretch of Interstate 70 was the longest continuous section of Interstate highway to be completed by any state as of 1970. In Kansas, the 370-mile section of Interstate 70 (excluding the Kansas Turnpike) cost $155.6 million to construct.
  • Between 1992 and August 2001, the East Topeka Interchange (junction Interstate 70, Interstate 470, U.S. 40, and Kansas 4 east of Topeka) was reconfigured, realigned, and reconstructed.

In Missouri, much of existing U.S. 40 expressway was upgraded to Interstate 70 in the late 1950s and 1960s as part of the process to construct Interstate 70 across the Show Me State. Urban sections of Interstate 70 were largely constructed through the 1960s and 1970s. The Poplar Street Bridge, which carries Interstate 55, Interstate 64, and Interstate 70 over the Mississippi River between St. Louis, Missouri, and East St. Louis, Illinois, opened on November 9, 1967. It consists of two, 2,165-foot long bridges, one for each direction of traffic. Excluding the bridge approaches, the main bridge cost $13.2 million. This bridge was the first orthotropic bridge, which is a type of plate-girder bridge.9

The section of Interstate 70 across Ohio was completed and fully opened to traffic by 1976.5

Parallel/Historic U.S. Routes

From Cove Fort east to Green River, Interstate 70 largely follows U.S. 50, although prior to the construction of the freeway, U.S. 50 opted instead to follow the current route of U.S. 6 west to Delta. Between Green River and Grand Junction, Interstate 70 remains merged with U.S. 6-50. U.S. 50 splits south at Grand Junction, leaving Interstate 70 to follow U.S. 6 from Grand Junction east to Denver. U.S. 40 meets Interstate 70 for the first time at Empire, and these two routes interplay from there east to Baltimore. Interstate 70 follows U.S. 40 out of Denver all the way to Limon, and then picks up the U.S. 24 corridor from Limon to Colby. At Colby, Interstate 70 swings south to rejoin U.S. 40 at Oakley. From there, Interstate 70 and U.S. 40 are generally merged all the way to St. Louis, with a few exceptions. East of St. Louis, Interstate 70 and U.S. 40 follow each other closely, with a deviation from Washington, Pennsylvania, to Hancock, Maryland. However, once in Maryland, Interstate 70 again closely follows U.S. 40 all the way into Baltimore.

Future Aspirations

From time to time, proposals appear on the Internet or older planning maps to extend Interstate 70 either west to Nevada and California (via U.S. 50) or east to Delaware or even New Jersey. Neither of these extensions are being actively pursued by the affected state departments of transportation, and they would likely require significant outlays to make either extension possible.

Highway Guides

Western Terminus - Interstate 15 - Cove Fort, Utah
Perspective from Interstate 15 north
Interstate 15 travels two miles north from Sulphurdale to junction Interstate 70 in southern Millard County. Interstate 70 stems east from Exit 132 to Richfield, Salina, and Green River on its 232.15-mile journey through the state of Utah. Photo taken 10/18/04.
One mile south of the Exit 132 trumpet interchange with Interstate 70's western terminus. Interstate 70 provides the main connection from Southern California and Las Vegas to Denver, Colorado. The freeway reaches the Mile High City in 505 miles. Photo taken 10/18/04.
Exit 132 auxiliary guide sign touting the connections of Interstate 70 to Freemont Indian State Park (Exit 17) and the Capital Reef National Park (via Utah 24 south at Exit 46). Photo taken 10/18/04.
The eastbound beginning of Interstate 70 departs Interstate 15 north at Exit 132. An original button copy guide sign, since replaced, includes Fillmore as a northbound control city for Interstate 15. Interstate 70 travels between Cove Fort, Utah and Baltimore, Maryland. The freeway serves such cities as Denver, Topeka, Kansas City, St. Louis, Indianapolis, Columbus, Wheeling and Pittsburgh along the 2,153.13 mile journey. The overpass across the highway is the westbound lanes of Interstate 70 curving south to join with Interstate 15 south. This interchange was completed during the mid-1980s. Photo taken 10/18/04.
A look at the original Interstate 15 and 70 button copy panels that are portrayed on the sign bridge in the above photograph at Exit 132. The town of Richfield represents the first town of any consequence along Interstate 70. It is the Sevier County seat and can be found to the south of Interstate 70 at Exit 40. Photo taken by Michael Summa (1986).
Perspective from Interstate 15 south
The two-mile guide sign for Interstate 70's western terminus posted on Interstate 15 southbound near Cove Fort. Interstate 70 crosses the Pahvant Range nearby between Cove Fort and Sevier. The freeway turns northeast toward Richfield and Salina before crossing the Fish Lake Mountains en route to Green River. Photo taken 10/18/04.
Southbound on the approach to the Exit 132 trumpet interchange with Interstate 70. Interstate 70 serves a vastly unpopulated swath of eastern Utah on the 232.15 mile drive to the Colorado state line. The freeway reaches Grand Junction, Colorado 257 in miles on the drive to Denver. Photo taken 10/18/04.
Use Interstate 70 east for Freemont Indian State Park (Exit 17) and the Capital Reef National Park (via Utah 24 south at Exit 46). The freeway also serves interests for the Canyonlands National Park and Arches National Park in eastern Utah. Photo taken 10/18/04.
The eastbound beginning of Interstate 70 leaves Interstate 15 south at Exit 132. Interstate 70 ends 2,153 miles to the east at the city of Baltimore. The freeway follows the U.S. 50 corridor from Richland east to Grand Junction and the U.S. 40 corridor from Denver east to Baltimore. The button copy pull-through panel including the secondary control point of Beaver was replaced in 2005. Photo taken 10/18/04.
Tight quarters shoot Interstate 15 southbound underneath of the Interstate 70 interchange overpasses. While this interchange is now signed as Exit 132, no exit tabs were affixed to the original set of button copy signs in either direction. Photo taken by Michael Summa (1983).
Perspective from Interstate 70 west
With the Mineral Mountains onlooking, the final mile of Interstate 70 as seen from the east. On the middle left of the photo (in the distance), a white truck is seen. That truck is traveling on Interstate 15 north. At the right the Interstate 70 northbound ramp to Interstate 15 and Salt Lake City. Photo taken by Chris P (1990).
Utah 161 links Interstate 70 and Interstate 15 with historic Cove Fort. The state highway follows old U.S. 91. Cove Fort itself began in 1867 as an outpost for weary pioneers traveling between Beaver and Fillmore. Created by Ira Hinckley at the request of Brigham Young, the settlement remained an attraction long after its duties came to an end. Photo taken 10/18/04.
The one mile guide sign for junction Interstate 15 (renumbered to Exit 1 in 2005), resides within the Utah 161 interchange (renumbered Exit 2 in 2005). Interstate 15 meets Interstate 70 near the Millard and Beaver County line southwest of Cove Fort. The freeway replaced all of U.S. 91 from San Bernardino, California northward to Brigham City, Utah. The freeway joins Las Vegas with Salt Lake City along that stretch. Photo taken 10/18/04.
A look at the final Interstate 70 westbound reassurance marker, posted over 2,200 miles west of its beginning in Baltimore, Maryland. The Mineral Mountains rise above the western landscape giving the highway a much different look than that of the urban park and ride lot at it's eastern terminus. Photo taken 10/18/04.
Westbound Interstate 70 reaches its western terminus at the interchange with Interstate 15 near Cove Fort. This interchange is a trumpet interchange, with the right lane heading to northbound Interstate 15 en route to Provo and Salt Lake City, while the left lane defaults onto southbound Interstate 15. Photo taken 10/18/04.
Milepost zero is situated along the westbound on-ramp to Interstate 15 southbound. Interstate 15 carries motorists 19 miles to Beaver, 73 miles to Cedar City, and 124 miles to St. George. Photo taken 10/18/04.
Original button copy overheads at the partition of Interstate 70 westbound into north and southbound ramps of Interstate 15. Local control points of the Millard County Seat of Fillmore to the north and the Beaver County Seat by the same name to the south are featured in addition to the regional destinations of Las Vegas and Salt Lake City. Photo taken by Michael Summa (1984).
Perspective from Interstate 70 east
The zero milepost for Interstate 70 in Utah is located on the connecting ramp from northbound Interstate 15 onto eastbound Interstate 70. Photo taken by Chris Elbert (07/31/05).
This is the first shield for westbound Interstate 70 after the Interstate 15 interchange in Cove Fort. Interstate 70 continues east through Utah toward Grand Junction, Denver, Topeka, Kansas City, and St. Louis en route to the East Coast. Through this trip, Interstate 70 leaves the Great Basin, traverses the Rocky Mountains and Great Plains, crosses the Mississippi River, and travels through the Appalachian Mountains before entering the Chesapeake Bay Watershed and the state of Maryland. Photo taken by Chris Elbert (07/31/05).
Eastern Terminus - Park and Ride east of Interstate 695 - Baltimore, Maryland

The eastern terminus originally was intended to end at Interstate 95 in southwestern Baltimore. However, adamant neighborhood opposition in the city resulted in the current stub end east of Interstate 695 and Security Blvd at a park and ride lot.

Eric from Baltimore writes that Interstate 70 was supposed to run "through Baltimore City and have it meet up with Interstate 95 just south of the Russell Street exit. This would be its ending point, thereby providing those of us living on the western end of the Baltimore Metro Area easy access to downtown. This would ease congestion on the western beltway along with The Jones Falls Expressway (JFX/Interstate 83) and Interstate 95. The plan was ultimately dropped because it would have cause so much destruction and would have caused immense amounts of horribly twisted local roads in Western Baltimore City."

Perspective from Interstate 70 east
A newer sign on Interstate 70 eastbound indicates that the designation discontinues at the Interstate 695 symmetrical stack interchange. However, signage east of this interchange would display otherwise. Most eastbound traffic exits onto Interstate 695 either northbound or southbound. Photo taken 6/00.
This guide sign includes yellow flashers to warn drivers of impending congestion along the Baltimore Beltway in and near the Exit 91 stack interchange. Since there is no alternate at this point, this is a "grin and bear it" type sign. Photo taken 09/25/04.
One-mile sign bridge for the Exit 91B/A off-ramps to Interstate 695 on Interstate 70 east. The right-hand two lanes default onto the Baltimore Beltway as one only lane continues east to the Security Boulevard Park and Ride Lot at Interstate 70's east end. Photo taken 09/25/04.
This set of overheads directs motorists to the respective directions of Interstate 95 via Interstate 695 inner or outer. The sign also features the control city of New York for Interstate 95 northbound out of Baltimore. Photo taken 09/25/04.
Interstate 695 gore point sign posted at the Exit 91 off-ramp of Interstate 70 east. As the moon rises overhead, the two mainline lanes of Interstate 70 east reduce to one as the freeway continues its final three miles to Security Boulevard and the Park & Ride Lot. Photo taken 09/25/04.
The Exit 91B/A split for Interstate 695 north and south from Interstate 70 eastbound. Interstate 695 encircles the city of Baltimore through such suburbs as Towson, Pikesville, Essex, Glen Burnie, and Dundalk. Photo taken 09/25/04.
After passing the stack interchange with Interstate 695/Baltimore Beltway, Interstate 70 east meets this sign, which advises that the freeway is coming to an end in one and a half miles. Photo taken 06/01/04.
The final exit along eastbound transcontinental Interstate 70 is Exit 94, Security Boulevard/Junction Maryland 122 northwest and Cooks Lane to U.S. 40/Edmondson Avenue. Photo taken 06/01/04.
Another yellow warning sign advises of the final termination of the Interstate 70 freeway. Photo taken 06/01/04.
Eastbound Interstate 70 approaches Exit 94, Security Boulevard/Cooks Lane. Photo taken 06/01/04.
Coming around the bend as Interstate 70 reaches Exit 94, the sad state in which Interstate 70 ends becomes evident. Gwynns Falls Park fronts the abandoned bus loop in the background, and the rest of the freeway after the exit ramp is now a Park and Ride. The eastbound and westbound lanes (concrete) are used for the Park and Ride lot, with the shoulders converted as through lanes. There are two local exits to the west of the park and ride with an abandoned bus loop at the east turnaround. Photo taken 06/01/04.
This section of eastbound Interstate 70 is located at Exit 94. Traffic that does not travel to Security Boulevard must continue straight to the Park and Ride loop. Traffic is eventually directed back to the west, with access again to Exit 94 on westbound. Photo taken by Tim Reichard (02/24/02).
End of the Exit 94 eastbound merge onto the never build eastbound travel lanes. All traffic is shunted to the left at this point. Photo taken by Tim Reichard (02/24/02).
The eastern end forms a loop for cars bound for westbound Interstate 70 from the parking lots that now occupy the travel lanes. Through traffic is directed on makeshift lanes utilizing the shoulders. An abandoned bus lane is visible just before the forested area of Gwynns Falls Park begins. Photo taken by 6/00.
In stark contrast to the vegetation seen in the previous photobox are these pictures taken in winter of the same Interstate 70 park and ride lot. Note also that many truck trailers are parked further to the west along the main eastbound travel lanes within the park and ride facility. Photos taken by Tim Reichard (02/24/02).
Perspective from Interstate 70 west
Now standing in the park and ride parking lot, This view takes a look westward at the westbound Interstate 70 travel lanes. Interstate 70 would have been six lanes of concrete had it continued to Interstate 95 and the defunct Interstate 170. Ramps for Forest Park Avenue and Security Boulevard are present (with substandard signage) as one enters/leaves the Park and Ride. Also an area of parked trailers occupies the travel lanes just beyond the parking area to the west. Photo taken 6/00.
This signage indicates that Interstate 70 is indeed signed from the Park and Ride. The location is at the bend of the bus lane as traffic loops back to the west. Photo taken 6/00.
Older button copy signage for when Interstate 70 was planned to have taken Baltimore traffic to the Beltway and points west. Notice that the arrows have since been removed, reflecting the restriping of travel lanes (only one lane serves Interstate 70 west now). This sign bridge is located between the park and ride and the symmetrical stack interchange with Interstate 695. Photo taken 6/00.
Interstate 70 westbound approaches its junction with Interstate 695. Another Interstate 70 overhead sign with three removed arrows for three intended lanes is in place. Only 48 miles separate this junction with the city of Frederick. Photo taken by Tim Reichard (09/01/02).
Another view of the Interstate 70 & 695 split, showing the lone travel lane as it soars high above the Baltimore Beltway in association with this symmetrical stack interchange. Photo taken by Tim Reichard (09/01/02).
Perspective from Maryland 122 (Security Boulevard)
Security Boulevard (Maryland 122) eastbound approaches Forest Park Road (left at signal) and Ingleside Avenue (right at signal). Maryland 122 and Interstate 70 both end at their mutual interchange, but part of that interchange (Maryland 122 east to Interstate 70 west) uses ramps from Ingleside Avenue. The park and ride lot extends over the overpass. Photo taken by Tim Reichard (09/01/02).
Closer view of the overpass from the Ingleside Avenue intersection. The overhead for Interstate 70's Security Blvd exit is visible on the overpass. Security Boulevard and Maryland 122 end at the interchange with Cooks Lane taking over as it migrates towards U.S. 40. Photo taken by Tim Reichard (09/01/02).
Close-up view of the park and ride overpass. Tractor trailers often line the parking area of Interstate 70 eastbound. Such is the case with the parking of this car carrier. Photo taken by Tim Reichard (09/01/02).
This photo depicts what should have been the exit from Maryland 122/Security Boulevard onto unconstructed Interstate 70 east into Baltimore. Now it is a lowly exit to a parking lot. Photo taken by Tim Reichard (09/01/02).
Planned Eastern Terminus - Interstate 95 - Southwest Baltimore city
Southbound Interstate 95 at the location where Interstate 70 was to have ended. The majority of this bridge structure has since been dismantled. Vidcap taken 7/93.
End of the above Pictured flyover. Other "ghost ramps" used to be present at this location, but were off to the side of Interstate 95 or below the viaduct. Most of these ghost ramps have since been removed. Vidcap taken 7/93.
Interstate 695 button copy overhead (since replaced), adjacent to the ghost ramp. This portion of the flyover has also since been removed. Vidcap taken 7/93.
More of the abandoned infrastructure for the planned eastern terminus of Interstate 70 can be seen from the Alternate U.S. 1 (Caton Avenue) onramp to Interstate 95 Northbound. The following four photos take a look at what was to be the ramps from northbound Interstate 95 to westbound Interstate 70 and eastbound Interstate 70 to northbound Interstate 95. Photos taken 10/01.


  1. "This Mousetrap wasn't a snap, but after 17 years, project at I-70, I-25 has reached a close," by Kevin Flynn, Rocky Mountain News, December 16, 2003.
  2. "I-70 shift gains support: Rerouting interstate hailed as efficient way to move traffic," by Kevin Flynn, Rocky Mountain News, September 28, 2004.
  3. Why Does the Interstate Highway System Include Toll Facilities? from the official Federdal Highway Administration webpage.
  4. "Interstate Alignment Shifted To Allow Runway Expansion", Engineering News-Record, 01/03/2005.
  5. Ohio Interstate Highway System Historical Timeline - Ohio Department of Transportation (ODOT) Official Site
  6. I-70/I-71 South Innerbelt Corridor Study - official site
  7. Kansas Interstate 50th Anniversary
  8. Missouri Interstate 50th Anniversary webpage
  9. Celebrating the 50th Anniversary of the Eisenhower Interstate Highway System: Previous Interstate Facts of the Day by the Federal Highway Administration (FHWA).
  10. Ask the Rambler: Why Does I-70 End in Cove Fort, Utah?
  11. Historic Bridges of the U.S.: Eagle Canyon Bridge
  12. New Mississippi River Bridge Project home page.

Page Updated March 11, 2014.


State Utah
Mileage 232.15
Cities Cove Fort, Richfield, Green River
Junctions Interstate 15
State Colorado
Mileage 451.04
Cities Grand Junction, Denver, Limon
Junctions Interstate 76, Interstate 25, Interstate 270, Interstate 225
State Kansas
Mileage 424.15
Cities Goodland, Hays, Russell, Salina, Abilene, Junction City, Topeka, Lawrence, Kansas City
Junctions Interstate 135, Interstate 470, Interstate 470, Interstate 435, Interstate 635, Interstate 670
State Missouri
Mileage 251.66
Cities Kansas City, Boonville, Columbia, St. Louis
Junctions Interstate 35, Interstate 29, Interstate 670, Interstate 435, Interstate 470, Future Interstate 64, Interstate 270, Interstate 170, Interstate 44/Interstate 55/Interstate 64
State Illinois
Mileage 135.94
Cities East St. Louis, Vandalia, Effingham
Junctions Interstate 64, Interstate 55/Interstate 270, Interstate 57, Interstate 57
State Indiana
Mileage 156.60*
Cities Terre Haute, Indianapolis, Richmond
Junctions Interstate 465, Interstate 65, Interstate 65, Interstate 465, Future Interstate 69
State Ohio
Mileage 225.60
Cities Dayton, Springfield, Columbus, Zanesville, Cambridge
Junctions Interstate 75, Interstate 675, Interstate 270, Interstate 670, Interstate 71, Interstate 71, Interstate 270, Interstate 77, Interstate 470
State West Virginia
Mileage 14.45
Cities Wheeling
Junctions Interstate 470
State Pennsylvania
Mileage 167.92#
Cities Washington, Nonessen-Charleroi, Breezewood
Junctions Interstate 79, Interstate 79, Interstate 76, Interstate 76
State Maryland
Mileage 93.62
Cities Hancock, Hagerstown, Frederick, Baltimore
Junctions Interstate 68, Interstate 81, Interstate 270, Interstate 695
TOTAL 2,153.13
Source: December 31, 2013 Interstate Route Log and Finders List
* - 2.13 miles on I-65, # - 87.22 miles on I-76
Interstate 70 Annual Average Daily Traffic

State Location AADT Composite Year
Utah Cove Fort 4,411 2002
Utah Aurora 10,182 2002
Indiana West Terre Haute 24,340 2002
Indiana Terre Haute 36,100 2002
Indiana Indianapolis 148,260 2002
Penna. Washington 60,000 2002
Penna. New Stanton 39,000 2002
Penna. Warfordsburg 15,000 2002
Maryland Hancock 19,075 2002
Maryland Hagerstown 49,725 2002
Maryland Frederick 74,525 2002
Maryland Baltimore 84,620 2002
Utah Department of Transportation - Traffic on Utah's Highways 2001
INDOT 2000 Annual Average Daily Traffic Volumes Map
Pennsylvania Traffic Volumes 2002 (Penndot)
2002 AADTS Report (Maryland Department of Transportation State Highway Administration - Highway Information Services Division)
Complete Interstate 70 AADT data.

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