TRAIL RIDGE ROAD - 1932

Trail Ridge Road provides spectacular views of the majestic scenery of Rocky Mountain National Park. It is the highest continuous i

‘motorway in the United States, with more than eight miles lying above 11,000‘and a maximum elevation of 12,183. The name “Trail Ridge ;

Road’ derives from its proximity to historic pathways used by native peoples to cross the Rocky Mountains. 5
Trail Ridge Road was designed to replace the Fall River Road, which proved inadequate for modern motor travel as soon as #t opened in :

1920. Trail Ridge Road was designed to have more gentle grades, broader curves, and a greater variety of scenic experiences. The

‘sunny, nige-top location would also reduce snow accumulation and allow Trail Ridge Road fo open earlier than its shady, snow-laden predecessor.
Trail Ridge Road was constructed between 1926 and 1932 through the collaborative efforts of the National Park Serve and the Bureeu

of Public Roads (now the Federal Highway Administration). Construction crews had to contend with imposing terrain, harsh weather, short

working Seasons, and stringent design enteria, which were intended to ensure that the road would “lie lightly on the land," displaying the

region's rich scenic diversity with minimal impact on the natural environment. Trail Ridge Road opened in July 1932, providing motorists

with access to impressive views, memorable wildife viewing opportunities, and spectacular high mountain terrain.

The road was designed with a ruling
grade generally less than 5% and never
exceeding 7%, less than half as steep
25 the Fall River Road.

TURN RADIUS

Minimum radi for open curves was 100,
‘and 200'on blind curves. Many

curves were designed to sweep across
but not dominate, the landscape.

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Af NOre teh WE <clte
aaah ae eae tee deans

aN LAK Reaeh Kae

Alpine Visitors Center i)

ROAD WIDTH

Unlike the single-track Fal! River Road,
Trail Ridge Road was designed as a
two-lane with @ 22' roadbed and 3°
ditches in cut sections.

*,, The heavy logs atop the Alpine Visitors

|) Center are designed to withstand heavy

\{ snows and keep the roof from blowing away

\ in ferce winter storms where winds can
‘exceed 200 mph

LARIMER COUNTY.

kawuneeche Valley ©
On the west side of the park, Trail Ridge Road passes

ELEVATION GAIN if vie

through the Kawuneeche Valley, a region of dense forests, Be a = © ?
The roadway was largely buit into lush meadows, and winding streams. Several small creeks J i
the hillside, elevated on rock fil 53 are bridged wih atractve masonry culverts Tundra Curves and Lava Cliffs

ROCKY MOUNTAIN NATIONAL PARK ROADS- 920/032

The graceful Tundra Curves are one of the most
photographed features of Trail Ridge Road.

~Fall River Road

‘once if reached the tundra,
Long continuous curves,
were used to gain
elevation,

ESTES PARK VICINITY

FALL RIVER
ENTRANCE STATION

Rock cut © ee
Trai Ridge Rod designers sought to showcase this snus

Many Parks Curve ©) :
Trail Ridge Road was one of the first places the National Park ———~
Service developed a coordinated system of scenic pullouts designed _~

Brandy Dubs, 2000

The commodious stone-walted turnouts,

often located on major curves, to allow motorists to stop and safely view the surrounding scenery. Fe ach WRN et ta cael cee le em H
provided ample space for visitors to take —_| The pedestrian walkway at Many Parks Curve was added in the Peale bla alibi aly piste that H
in the views. 1960s to improve safety and provide even more impressive views. 7

contrasts with the open tundra environment.

‘laa



SNOW REMOVA

Reaching heights of more than 12,000 above sea level, the roads in Rocky Mountain National rae
Park are trequertly buried deep in snow. The winter snowpack /s often more than twenty feet

deep, and twice that in areas buried by avalanches. Removing snow from the roads is a dificult

Rep livahinstebcnosten, FALL RIVER ROAD
Immediately after the Fall River Road was completed in 1920, park administrators realized that
learing snow would be a daunting task The road climbed to Fall River Pass in a deep shaded
valley, where avalanche chutes dumped deap accumulations of snow. The road was initially
cleared with hand labor. Working conditions were severe. Cold temperatures combined with |
winds ranging up to more then 200 mph created extreme Wind chil conditions, The high alttuite
sun caused and ‘sunbum. New would often cover
‘sections, forcing crews to repeat their work. Experiments were mada with dynamiting and the
se of blow torches, karosene flares and carbide lamps. but it soon became clear tat heavy
‘equipment would be required. In 1925, the park acquired @ specialy designed steam shovel. in
1981 4 "Sno-Go" rotwy plow was placed In operation. Stil, the tremendous snowpacks along the
read were @ major factor In deciding to construct the Trail Ridge Road on more open terrain.
While the Trai! Ridge Road was designed fo pass through more open country with fewer places
‘ebstructed by heavy snow accumulation, the road climbed nearly a thousand feat higher than the
Fall River Road and was aiso buried under deep snowpacks most years. By the time the road
was completed in 1932, the park was using Its new retary plow. Even so, all old snow deeper
than 45” had to be loosened with dynamite before it could be removed with machines. While
heavier plows are now employed, opening the two park roads remains @ tremendous and
expensive undertaking. Despiie pariodic cals from fourist interests in nearby communities to”
‘keep the roads open year-round, crews face major challenges opening Trail Ridge Road by its
target date of Memorial Day and Fall River Road by the Fourth of July. oS

‘core

F
a
8

H
yi

- Steam shovel near Fall River Pass.
~ Drawing based on historic photos.

poe d 2 WW Clewing the road with hand labor
=| i eae 5 ? Drawing based on historc photo

LARINER COUNTY

f= Tour group driving over the recently opened Fail
==River Road. Drawing based on historic photo.

ROGKY MOUNTAIN NATIONAL PARK ROADS - 1920/1932

Snowblast rotary plow at work.
Drawing based on Park Service photo.

ESTES PARK VICINTY

Rotary plow or *Sno-Go" and bulldozer on Trail
Ridge Road. Drawing based on historic photos.

==


je

The road climbed to Fall River Pass on sleep
(rades sometimes reaching 16%. Some early
‘automobiles had fo climb in reverse due t©
their weak engines and gravityfed fuel sys
tems. Surfacing materials washed off quickly.

TURN RADIUS,

20

&

Motorists had to negotiate sixteen switch-
backs with radi as tight as 20. Some
vehicles had to tum back and forth repeatedly
to make the curves,

ROAD WIDTH

The road wicth rarely exceeded 14; too

narrow for cars
to pass safely.
Passing turn-

Few pullouts were provided to allow motor.
ists to stop: some were located on switch
backs, making the curves even more dificult.

FALL RIVER ROAD - 1920

4
The Fell River Road was the first road to cross the Rocky Mountains in norther Colorado. rao
‘Started by Larimer and Grant counties in 1913 before the establishment of Rocky
‘Mountain National Park, the early construction was carried out by state prison
Inmates. The convicts made litle progress and contractors completed the road &
in 1920. The unpaved mountain road climbed from Horseshoe Park up the
steep Fall River Valley over a saries of tight switchbacks fo reach Fall
River Pass at 11,796; from there, the roed continued down the
‘Westside of the mountains to Grand Lake. Despite the popular~
ity of the route, the road proved difficult to traverse and
‘maintain. Automobiles had trouble mastering the steep
, ‘grade and tight curves, and avalanches often
‘buried

Early motorists nearing
Fall River Pass (Oy

Original stonework at
‘Switchback #2

Chiquita Creek Bridge

ROCKY MOUNTAIN NATIONAL PARK ROADS - 1920/7932

cotorapo| 4~a

LARIMER COUNTY

ESTES PARK VICINITY

aM

'NPS PARK ROADS



THE ROCK CUT

This projecting rock formation at 12,110 elevation had to be cut
through by road crews in order lo allow the Trail Ridge Road lo past.
The highly resistant rock was blasted away with large quaniies of
‘explosives, in one case, 178 shots (« half ton of black powder) were
wired together and fired at one time The workers took special care to
presen the surviving stone monoliths on the downslope side, wrapping
them in timber to protect them from rocks hurled by the blasting. Rocks
‘thrown beyond the construction zone were retrieved to avoid marring the
LOCATOR MAP landscape. A steam shovel was employed (o excavate the blasled
‘material which was crushed and used in the bench sections for
surfacing. The road trough the rock cut is supported on high hand-
pleced dry-leki stone embankmerts topped by crenellaied parapet wall

ROgK CUT

eh RORE ROR
a

Workers use squares fo survey
the construction site

Blasting Mat Retaining Walls
(protected rock pilars during construction)

ROCKY MOUNTAIN NATIONAL PARK ROADS- 1920/1932

Tueas Oupus 2000.



The road system of Rocky Mountain National Park offers visitors access
to diverse ecosystems characterizing the higher regions of the central Rocky
‘Mountains. The roads take visitors through lowland meadows and aspen
groves, along swift-flowing rivers and up through subalpine forest to more
than 12,000’ in elevation. No other netional perk roads offers the dramatic
expenence of a long drive across the tundra region, and few offer such a
wide variety of experiences. The careful relationship of the park roads to the
landscape results ine road system thet generally harmonizes with the
‘environment. Roadway alignments were chosen to highlight natural features,
‘and scenic vistas and overlooks were provided fo allow visitors to take in the
‘magnificent terrain. The stone parapet walls and roadrelated structures,
constructed in the Netional Park Service's distinctive “rustic style” of

and

‘are the principal attraction for mast of the nearly three milion visitors who
flack to Rocky Mountain Netional Park each yee

‘Amencen explorers had considered the Rocky Mountains impenetrable,
‘but native peoples of the Ute and Arapahoe tribes had long passed back and
forth over the range; the two perk roads now crossing the mountains follow
their general routes

The first to cross the mountains was the Fall River Road, constructed by
the State of Colorado and Larimer and Grand counties to encourage tourism,
Built between 1913 and 1920, this narrow unpaved single-lane road climbed
Lup the deep Fall River Valley to Fail River Pass, then dropped down a series
(of sharp switchbacks fo the Colorado River in the Kawuneechee Valley. This
road proved difficult for early automobiles to traverse, and clearing the
shaded route of snow each year wes a difficult end dengerous undertaking
‘Soon after it was completed, the park began planning @ replacement.

-,FROCKY MOUNTAIN

ZNATIONAL PARK ROADS

The Rocky Mountain National Park Roads Recording Project was
cxvertaken cg te sunmer f 2000 and spt of he Hstore Amercan
& Record (HAER), @ 1m to document historical
Sect eet eahent we ir tont ant aret

oece acl Peloaye Pooran (Lou Dele eae
‘Rocky Mountain National Jones,
te Program at Montana’ State University ‘Sula,

The field work, measured drawings, and historical reports were
completed under ine direction of Todd A. Crteau, Project Leader, ard Tim
Davis, Program Historian. The recording team consist Supervisor

Dubs (Montana State University); Architects Arin Streeter (University
of Tennessee), Eszter Vogel (US/COMOS, Hungary), Lucas Dupuis and
‘Nathan Junkert (Montana State University), Christopher Bolt (University of
Washington); Landscape Architect Magdalena M. Lisowska (US/ICOMOS,
Poland); and Historian Richard Quin

The new Trail Ridge Road, constructed between 1926 and 1932, climbed
nearly 2 thousand feet higher but crossed the more open terrain of Trail

Ridge. This two-lane roadway was carefully to avoid damage to the
fragile alpine scenery it crossed. Reaching 12,183' on Trail Ridge, i is the
highest continuous highway in the United States.

The roads in the Beer Lake, Moraine Park, Lily Lake andi Wild Basin
‘areas were built as county or private roads to small holdings predating the
‘establishment of the park in 1915; today, all ae under park maintenance.

‘Mountain National Perk

boldly colored wildflowers and ma:
decades after they were built, excursions along these remarkable roads
provide memorable experiences.

ARIZONA]

sxumesne se Magdalena M. Lisowska, 20¢

60-78.

ROCKY MOUNTAIN NATIONAL PARK ROADS - 9207032

3

COLORADO

LARIMER COUNTY

ESTES PARK VICINTY.

NPS PARK ROADS



Retaining wel!

A variety of roadside treatments were employed
‘along the edge of the Trail Ridge Road. The hand-
laid ruste-style stone walls are the most extensively
used form of roadside barrier The orignal walls
were "Type 3" crenellated parapet walls constructed
from native stone chosen to harmonize with
roadside outcrops. Over the years, some of these
walls were partially burled as the road was repaved
Some of these sections are now being replaced wilh
concrete core walls faced with native stone, much of
1t Salvaged from the older walls. The park also has
installed segments of precast concrete walls faced in
artificial stone These are used to stabilize

WALL RECONSTRUCTION

ML.

YY

Original rustic style
stone guard wall

Repaving the roadway
lowered the effective
eight of the walls

readsides and to prevent uphill slopes from eroding,
reducing the money and labor spent in ditch clearing
and boulder removal.

Wood poles resting on small cross logs are generally
employed to discourage parking on narrow road
‘sectons; asphalt curbs flank other sections. Heavier
log rails set into vertical posts formed roadside
parapets on older road segments. Light Avfame
pole fences are employed to delineate 4 separation
between the roads and the wildemess beyond. On
steep unstable sections prone to slides, gabions,
Tockiled wire baskets, were used fo stabilize the
Sones.

te

ROADSIDE EDGING |

os

‘A-frame pole fences

ROCKY MOUNTAIN NATIONAL PARK ROADS- 1920/0932

ESTES PARK VICINITY

LARIMER COUNTY

NPS PARK ROADS.

way Eszter Vogel, 2000



Road System and transportation from 1932

Elevation profile of Trail Ridge Road
1000 &

{In ts earkest years, Rocky Mountain National Park ~
trans} s)

2m was limited to short spur
‘roads leading into areas along the park's periphery.
‘The first tourist road, the "Highdrive,* was a scenic
loop that climbed from Estes Park to Deer Ridge,
offering attractive views of the distant mountains
These dirt and gravel roads were used by wagons,
early automobiles, and commercial jitneys.”

With the opening of the Fall River Road in 1920,
‘motorists could cross the Continental Divide and
reach the interior of the park. The road was
‘popular but expensive to rmaintain and difficult for
‘early automobiles to traverse on account of is
steep grades. Sharp curves posed problems for
larger vehicles and buses, while heavy 6nows kept
the road closed late into the tourism season.

Trail Ridge Road was planned to alleviate these
shortcomings. i offered moderate grades, wider-
tacin eines fewer aces othoeny ance
‘2ccumutation, and panoramic views. Teday, more
than a mailion visilors a year take advantage of the
‘park roads to experience the park's incomparable
‘beauty, utilizing everything from bicycles to tour
‘buses and recreational vehicles

River Entrance Station — 8 500 ft

ae ; i
Pile se
ane te
= 2 bid Ma.
eS + —+ <4 SS

covorano | 2-8

LARIMER COUNTY

ROCKY MOUNTAIN NATIONAL PARK ROADS - 1920/1932

ESTES PARK VICINTY

Magdalena M. Lisowska, 2000



HIGH-ALTITUDE
CONSTRUCTION i |

More than eight miles of Trail Ridge Road lie at
least 11,000’ above sea level; three miles are above
12,000: Above treeline, the road crosses an open
tundra landscape underlain by perpetually frozen
‘Sail called permafrost usually only encountered north
Of the Arctic Circle. In contrast fo the tortuous climb
up from the valleys below, the high elevation
Sections were designed with easy slopes and gentle
curves sweeping across the landscape, offering
spectacular views down Forest Canyon and the Fall
River Valley. Close at hand on either side are many
of the highest peaks of the northem Rockies.

covorapo | 3“

Construction tion crews working in this
‘Section were routinely confronted by harsh weather
conditions Road-obliterating landsides and heavy
snowdnifis hampered the work Violent electrical
‘storms and humcane-force winds often forced crews
down the mountain. Freezing temperatures and
blinding snowstorms could occur at any time, even
in the summer months. Compounding ‘these
problems was the lack of oxygen at the higher
altitudes, making the hard work even more difficult,
One of the greatest challenges was constructing
the roadway across the slpine tundra and
permafrost, an extremely delicate ecosystem that
develops at a rate of about an inch every hundred
years. Normal drils would not penetrate the frozen
‘material, and special equipment had to be designed.
The thinner areas could be stripped away like sod or
meted by exposure, but where it was deep,
disturbance had to be minimized. The deeper parts
below the surface couki not be allowed fo melt, or
the aree woud tum into @ pemanent angie

LARIMER COUNTY

ROCKY MOUNTAIN NATIONAL PARK ROADS - 1920/1932

rest
thet hed been salvaged was then used to cover the
roadbanks scarred during construction,

i
i
i
if

To avoid further scarring the tundra, rolling rosd
camps were located night on the road. This kept
Permatrost | wee kde

the crews close fo the work ses and off the
ROAD AND TUNDRA SECTION

fragie vegetation.

==