Interstate 70 in Utah partially coincident with U.S. Route 6 in Utah
Disagreements in the company led to two proposals. Both proposals called for extending the railroad west from Colorado as far as what is now Green River. West of Green River, a "northern route" would extend the railroad towards Ogden, Utah, there connecting with the established Overland Route. This proposal was eventually completed as the Utah Division, loosely following the route of modern US-6 across eastern Utah. This line soon became the main line of the D&RG and remains one of the main transcontinental rail arteries of the US, now operated by the Union Pacific Railroad as the Central Corridor.The second proposal was a "southern route" that would continue due west from Green River and head toward Los Angeles, similar to the route of modern I-70. This proposal would require extending the railroad farther west, to connect with what would become the Los Angeles and Salt Lake Railroad.Planning
By the time the Interstate Highway System was in the planning stages, no paved road had yet entered the San Rafael Swell. The established highway through the area was US-6/US-50 which, like the railroad, entered Utah from Colorado and turned north around the swell.As first proposed in 1956, the western terminus of I-70 was Denver, Colorado. Officials from Colorado pressured the federal government to extend the plans for I-70 further west. After several discussions with Utah officials, Utah supported an extension that would follow US-6/US-50 (now US-6), to connect with I-15 at Spanish Fork. This proposal would connect the Salt Lake City area with Denver. While accepting the Colorado/Utah proposal, federal planners also decided to show a modified proposal, with the terminus of I-70 at Cove Fort, to planners at the Department of the Army. The planners opposed the extension to Salt Lake but felt the modified proposal would benefit the US Army by providing a better connection to southern California. The new route would shorten the distance between Los Angeles and Denver by about 200 miles (320 km). The route to Cove Fort was approved on October 18, 1957. A general announcement was made, with no prior notice given to Utah officials of the modification. The commissioner of the Bureau of Public Roads later admitted that the lack of notice was intentional, fearing infighting if the bureau did not announce a final decision.A state historian stated the news hit Utah "like a bombshell". Except for the officials in Utah that represented the area, most opposed a freeway that would serve no populated areas in the state. The route was mocked as a public relations blunder and a "road to nowhere". Utah officials attempted to revert plans to their preferred alternative but later resigned to construct I-70 on the federally selected route. Governor George Dewey Clyde concluded, "Utah had no choice but to accept the Cove Fort routing, or have none at all." Even attempts to route the freeway slightly north, to serve more cities in Emery County, were blocked. Federal planners insisted the freeway pass Green River on a southwest course and not turn north. Even today, there is no direct Interstate link between Salt Lake City and Denver. Motorists must choose between the two lane routes (US-6 or US-40) or detour on I-80 through Wyoming.
partially overlapping with partially intersecting with partially sharing with partially matching with partially aligning with