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Tag Archives: Interstate Highways

Road Less Traveled: How Craig, CO Was Orphaned

10 Tuesday May 2022

Posted by Paul Kiser in Colorado, Economy, History, Mining, Small town, Travel, US History

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Colorado, Craig, Federal Aid Highway Act of 1956, Governor Edwin Johnson, I-40, I-70, I-80, Interstate Highways, Main Street of America, roads, U.S. 40, Utah, Victory Highway

Craig, Colorado is a small town in Moffat County in the sagebrush of the high desert of northwestern Colorado. It is on U.S. 40, almost exactly halfway between Denver and Salt Lake. Up until the 1970s, its location made it a favored stopping point for travelers crossing the sometimes challenging roads over the Rocky Mountain passes.

However, like many developing towns across the country, Craig would become an orphan when one of the largest infrastructure Acts of the 20th century was passed in 1956.

Craig, Colorado

The First 60 Years

Moffat County opened up to homesteading in the early 1900s and became firmly established when the railroad reached the area in 1913. In less than a decade, Craig grew to over 5,000 people.

The first boom cycle for Moffat County was short-lived as average precipitation was too unpredictable to create a consistent living off farming. Most of the homesteaders eventually gave up and either moved into Craig or left the area completely.

However, Craig continued to survive and have moderate growth thanks to a few key industries. Cattle ranching and coal became the main revenue for the remote corner of Colorado. As roads improved, Craig was ideally located between Denver and Salt Lake City. That helped keep traffic flowing through the area and brought in tourist dollars from outside the county.

The Rollercoaster Population

Moffat County was carved out of Routt County in 1911. In 1910, only about 25% of Routt County’s population lived in the newly created county. There were about 2,000 people living in Moffat County when it was established.

By 1920, the population of Moffat County had more than doubled to 5,129. The population then dropped to 4,861 by the 1930 census but recovered in 1940 to a census of 5,086. It would continue to grow for the next twenty years to 7,061, only to decline in the 1970 census to 6,525.

A population boom in Moffat County’s first decade would seem to be linked to that inflow of homesteaders and the decline following that would be linked to homesteaders leaving the area. The steady growth from 1930 to 1960 would seem to be associated with the link that Craig had to Denver and Salt Lake as the halfway point between the two major cities on a major highway. That highway was U.S. 40 and was known as the Victory Highway and also the Main Street of America linking Delaware to the east to Salt Lake to the west.

The intersection of Colorado Street and Victory Way (U.S 40) in Craig, Colorado

The decline in the 1970 census seems to coincide with the impact of the Federal Aid Highway Act of 1956. This was the legislation that created the interstate highway system. Essentially, it shifted most of the cross-country traffic from roads like U.S. 40 to interstate highways like I-80 through Wyoming.

The Rocky Mountain Reputation

There were multiple competing goals in the design of the new interstate highway system. Among them were:

  • Maximizing interstate highway usage by avoiding duplication of service
  • Minimizing costs by avoiding difficult geographical construction challenges
  • Expedited construction timeline
  • Service public and military needs
  • Link key population centers

To understand what happened in Colorado regarding the creation of the system, it is important to note that the decision-makers apparently had a healthy fear of the Rocky Mountains. The initial routes for the interstate highways avoided crossing the formidable mountain range by sending traffic north across southern Wyoming (I-80) or south through the more moderate climates of New Mexico and Arizona (I-40).

The original interstate highway map of 1955

The plan was to have one interstate highway (I-70) in Colorado, but it would stop in Denver and not cross the mountain passes. That would serve the population center of the Front Range of the Rocky Mountains and minimize the cost. It also would avoid slowing the completion of the interstate system by not taking on the task of building roads through the mountain passes.

Colorado Governor Johnson and I-70

One of Moffat County’s most famous citizens was Edwin Carl Johnson. Johnson and his spouse came to northwest Colorado on the advice of his physician who felt the climate would be more favorable after his recovery from tuberculosis.

He became involved in Colorado politics and twice, in 1933 and 1955, he served as Governor of the State. Eighteen months after Edwin Johnson took office for the second time, the massive highway Act was passed and he became a major advocate for Colorado’s interests in the interstate highway plan. He insisted that it would be unfair if the country’s major arteries were to be routed around Colorado.

Edwin Carl Johnson, former Moffat County resident and Colorado’s 26th and 34th Governor

The Interstate Sausage

Political compromise has been compared to making sausage. It is something that may be necessary but nobody should witness how it’s done. The alignment of the interstate highways is no exception. The interests and well-being of many small communities were sacrificed in an effort to accomplish the task. Craig was one of the casualties.

Although Governor Johnson had been a resident of Moffat County, his task was to convince the multiple stakeholders that Colorado must have an interstate highway that crossed it from east to west in order to not be isolated from the commerce that would be crossing the country. Had he been the decision-maker, I-70 would have likely followed the most direct route and Craig would have benefited.

Fortunately, Governor Johnson did have allies in Utah and they became key players in this effort. They wanted the I-70 extension to connect to Salt Lake City. This presented the opportunity for the new interstate to follow the U.S. 40 alignment through Craig or via the U.S. 6 route. Upon agreeing to this, Colorado and Utah presented a united proposal for bringing I-70 through Colorado and Utah.

Route options for the I-70 alignment from Denver to Salt Lake City

Sneaky Public Roads Commissioner

The Bureau of Public Roads (now the Federal Highway Administration) accepted the extension plan but the Department of the Army felt that it should be routed through southern Utah to connect to southern California. The route was changed and announced without any discussion with Governor Johnson or the Utah officials. The Commissioner of the Bureau admitted later that they intentionally did not inform anyone of the re-routing of I-70 in order to avoid any complaints.

This re-routing ended any opportunity for Craig to be a part of the economic benefit of the interstate highway system. While Craig remains on a more direct route between Denver and Salt Lake, it is slower than the longer routes that include travel on an interstate highway. It has had an economic impact and the lost revenue of the cross-country traveling public likely contributed to the decline in the population of Moffat County in the early 1970s.

Epilogue

It could be argued that Craig might have not gained much economically if I-70 had been routed near the town. Steamboat Springs is 42 miles east of Craig and would have been an option for interstate travelers to rest, eat, and/or refuel. It is likely that both towns would have benefited, but Craig needed the connection more than Steamboat Springs. Craig didn’t have the mountain town attractions that Steamboat Springs developed in the 20th century.

Because of Craig’s coal reserves, a boom cycle began in the 1970s when three coal-fired electrical power plants were built; however, after expending much of the readily available coal and because of the health and environmental threats, the units have been scheduled to be closed down over the next decade.

Today, Craig faces a bleak future with no reliable financial source for new employment and new tax revenue. Its situation is compounded by its remote location, hundreds of miles from the economic centers of major cities. Had I-70 been built along the U.S. 40 alignment, Craig’s future might be more hopeful than it is today.

Under Deconstruction: University of Nevada South Neighborhoods

09 Thursday Jan 2020

Posted by Paul Kiser in About Reno, Business, College, Economy, Education, Generational, Government, Higher Education, History, Housing, Life, Nevada, Politics, Pride, Reno, Universities, University of Nevada

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Board of Regents, College, higher ed, higher education, housing, I-80, Interstate Highways, John Evans, neighborhood, neighborhoods, Reno, University of Nevada

A Different Type of 20/20 Plan 

The neighborhoods of the University of Nevada in Reno start 2020 with 20 structures recently demolished or moved and 20 more standing vacant, waiting for their demise. Not all of it is directly connected to expansion by the University, but houses in some of Reno’s oldest subdivisions are vanishing for university-related business.

The end is near for neighborhoods on the U of Nevada southside

For the last few years, structures adjacent to the university, primarily houses, have been torn down. The neighborhood on the west side of Virginia Street has seen significant changes and now the southern neighborhood has become a part of the makeover.

Southern Loss:  Under the shovel of progress

Southeast – University of Nevada Engineering Building

In 2018, the University began tearing down nine houses on the west side of Evans Street. These homes adjacent to the southeast edge of the campus were part of the University Heights subdivision but most of them have been owned by the University for many years. A large new building for the College of Engineering is replacing the nine homes. A tenth home remains standing at the curve of Evans on the southeastern corner of the campus.

University Heights subdivision homes replaced by Pennington Engineering Building (Home marked with the yellow line remains standing but is owned by the university.)

The College of Engineering has grown significantly in the past decade (1,595 students) but that growth has slowed to an increase of only 170 students in the past four years (Fall 2015 to Fall 2019.) University administrators have stated that the new Pennington Engineering building is too accommodate the growth.

The New Pennington Engineering Building in University Heights 

Evans Northeast Addition – Abandoned and Boarded

CCC-Reno LLC purchase of Evans Northeast Addition subdivision

In 1906, Elizabeth Evans, widow of John ‘Newt’ Evans, filed for the Evans Northeast Addition subdivision. Most of the homes were not built until the 1930s; however, many were torn down in the early 1970s because of the construction of Interstate 80 (I-80.) Only one small block remains of the subdivision north of I-80 and west of the railroad tracks. That block is bounded by Record Street to the east, Evans Street to the north and west, and 9th Street to the south.

Homes of the Evans Northeast Addition neighborhood

On 5 March 2018, Capstone Collegiate Communities (CCC-Reno LLC,) a company located in Birmingham, Alabama, purchased all of the remaining properties. According to Washoe County Assessor data, the purchase for the homes (excluding the commercial property) was 180% of the current (Jan 2020) Zillow.com estimated value. The Alabama buyer paid over $5.5 million for all nine properties.

Acquisitions by Capstone Collegiate Communities, an Alabama corporation

After purchasing the properties, Capstone attempted to have several public roads abandoned by the city to expand the property. One of the proposed options was to close Evans Avenue. This would have effectively eliminated access to the eastern side of the University for those coming from I-80 and would have eliminated the most direct access to I-80 from the neighborhoods east of the university.

Fortunately, that plan never came to a vote by the Reno City Council; however, Capstone did secure more land by convincing the City Council to abandon a small right turn lane and its adjacent island.

Although Capstone Collegiate Communities have owned the properties for almost two years, it has been reported that they do not intend to begin construction until the Summer of 2021. It is unclear when the existing structures will be demolished. 

Evans North Addition – One of Reno’s Oldest Neighborhoods

For many years, the University has expressed frustration with the look of the motels and properties of the block between the campus and I-80. They expressed a desire to expand into that block and create a gateway to the University.

The house at 843 Lake Street was built in 1932. One of 23 properties now owned by U of NV

The irony is that this neighborhood was one of the first planned neighborhoods in Reno, and at one time it was known as one of the nicest neighborhoods. Known as ‘Professor’s Row,’ many homes were demolished in the 1970s to make way for I-80. This attracted the small hotels to fill in the block along Virginia Street that became unsightly as they aged.

One of the post-Interstate hotels on Virginia Street that is now slated to be destroyed.

It is also a twist of fate that the University is now seeking to eliminate the subdivision known as the Evans North Addition. This subdivision was established in 1879, by John ‘Newt’ Evans and his brother. John Evans was also the person who helped to convince the legislature to move the University of Nevada from Elko to Reno in 1885, and who also sold the land to the University.

U of NV Parking Garage and Business Building

Through purchases and donations, the University has acquired 23 properties to build a new parking garage and Business building. Construction is planned to begin later this year.

University of Nevada acquisitions for the parking structure and Business building

College of Business has also experienced significant student enrollment since 2009 (+1501 students;) however, the growth has slowed in the past four years with only 216 more students than in the Fall of 2015. The current building was built in 1982 and will be 40 years old in 2022.

RTC Steps in for the University

Virginia Street has been the focus of discussion as the motels in that area have been the source of crime and visual unattractiveness for the city and the University. Last Fall the Regional Transportation Commission (RTC) announced that they had purchased three of the five properties along Virginia Street between the University and I-80. The intent of the purchases is to create a transit hub, primarily for the benefit of the University.

RTC has the power to use eminent domain; therefore, the other two properties will either have to negotiate a fair price or face a legal battle that they will likely lose. The motels on the east side of Virginia have been abandoned and a construction fence placed around them.

Unrelated to the RTC project, two additional structures have been demolished at 9th and Sierra Streets, including a vacant sorority house; however, there has been little, if any, public announcement of the future of these properties. 

The Death Blow

The loss of these neighborhoods was really initiated by the construction of Interstate 80 in the 1970s. Quiet historical homes nestled at the foot of the University were no match for a major interstate artery through the middle of their neighborhood. If the alignment of the Interstate had been along the same route as the existing Highway 40 it might have given the Evans’ subdivisions an opportunity to survive. We will never know.

But now the last evidence of some of Reno’s original neighborhoods will be swept away. Unfortunately, hindsight is always 20/20.

Panamá versus Oklahoma: Transportation

09 Tuesday Jan 2018

Posted by Paul Kiser in Government, Lessons of Life, Panama, Photography, Recreation, review, Taxes, Technology, Travel

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Tags

cars per 1000, freeways, highways, hiways, Interstate Highways, Panama, Panamerican Highway, potholes, road maintenance, roads, Travel, travel Oklahoma, tropics

The highway from El Valle to the Pan American Highway can have surprises for an unsuspecting driver

Transportation in Panamá may not be quite as civilized to a citizen of the United States would be accustomed. Many people who visit Panamá plan ahead and use experienced local drivers, Uber, taxis, or buses to navigate the streets and highways of the country. In eight visits to Panamá, I have gained some insights on a country that is almost schizophrenic in its society. To understand the ‘why’s’ of Panamá, it is easier to compare it to a more familiar place to United States citizens, like Oklahoma.

Transportation IN Panamá Versus Oklahoma

Panamá is about half the size of Oklahoma, but with almost the same population. Panamá has 132 vehicles per 1,000 people, and Oklahoma has almost six times that number (765 vehicles for every 1,000 people.) Personal ownership of vehicles is much less common, especially outside of Panamá City. Taxis and buses are the most common transportation for the working class of Panamá. 

Road signs can be more of a hunting experience for the driver

Because Panamá is smaller than Oklahoma it naturally has fewer roads. Streets in small communities may have some main roads that are paved, but those that are paved are narrow with no gutter or curb, and the farther away from a primary road and/or a resort area, the more likely the road is unpaved.

Outside of the few highly used highways between significant communities, most paved roads in Panamá consist of a thin layer of asphalt on a graded road base. This results in roads that can develop cracks and potholes relatively easily. Maintenance of these roads is limited and potholes are a part of life in driving in the country.

Panamá City: Experienced drivers only

In Oklahoma, it is common to have a maintained gravel road; however, in Panamá, these types of roads are rare. This is probably due to a lack of funding to maintain unpaved roads, and conditions in the tropics that make roads slimy, muddy, rutted trails that quickly become overgrown.

Colorful buses are part of Panamá‘s roadway experience

The rule in Panamá is driver beware. Even on the Panamerican Highway, potholes are common and some have the potential to do significant damage to a car if an unwary driver hits it. Unlike Oklahoma, there is not a larger federal government where tax dollars collected in more populated states are funneled back to increase road maintenance.

The quality of roads in Panamá, like so many other things, is determined by what is absolutely necessary, not what would be best.

[NOTE:  Thanks to my guide and friend, Will.  This post is dedicated to Carole Poling, a classy and adventurous woman who will be missed.] 

Nevada I-580: An Interstate by any other name

13 Friday Aug 2010

Posted by Paul Kiser in About Reno, Branding, Communication, History, Lessons of Life, Passionate People, Public Relations, Random, Travel

≈ 5 Comments

Tags

395, Blogging, Blogs, Highway, I-580, I580, Interstate Highways, NDOT, Nevada, Nevada Department of Transportation, Public Image, Public Relations, Publicity, US 395

by Paul Kiser
USA PDT  [Twitter: ] [Facebook] [LinkedIn] [Skype:kiserrotary or 775.624.5679]

Paul Kiser

I’ve lived in Reno, Nevada, USA for 15 years and one thing that has confused me is the identity of main north-south freeway through northern Nevada. To most it is known simply as ‘395’ and it is the only north-south freeway between I-5 in California and I-15 in Utah. When I first moved here I sometimes mistakenly called it I-395 because it is a freeway (access only by on or off ramps); however, the ‘395’ is officially ‘US 395’. Recently I learned that the road does have a federal designation, which is Interstate 580 or I-580; however, no where on the freeway can you find signage for I-580. Why?

For decades Nevada Department of Transportation (NDOT) has been working to upgrade US 395 into a north-south freeway from Hallelujah Junction north of Reno (in California) through the communities of Reno and Carson City with the ultimate plan to continue it south of Carson City. The Federal designation for this upgrade has been Interstate 580 or I-580. According to one source, at one point in the 1980’s signage was put on the section of I-580 in Reno; however, for unknown reasons it was removed. Thus, Reno has an Interstate that is not identified as such, and is still known by an identifier associated with highways.

Signage for I-580 doesn't exist

One thing I have learned in living in Reno is that there is a strong sentiment among ‘natives’ to hang on to the past, and an even stronger dislike for the Federal government. My best guess is that there is reluctance of renaming the freeway by its correct designation for fear of upsetting the natives. I know at least a dozen people who would say something to the effect of, “I don’t care what they say, 395 is 395, and you can’t make me call it anything different!”

I actually don’t care what designation it is given, but it is an Interstate and I’m interested in how long it will take before it is referred to by its correct identifier. Rumor has it that once the link between south Reno and Washoe Valley is complete the I-580 designation will be finally given to the Interstate, but I’m not holding my breath. Nevada schools are consistently the worst in the nation, so learning new things is not a popular sport in this State.

I guess I shouldn’t be surprised by confusion over I-580. Nevada has a long history of avoiding reality. Just try using the correct pronunciation of Nevada (Ne-va-da) and you will have every native acting like they invented the Spanish language and tell you it is pronounced Ne-vad-duh.

That pretty much says it all.

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