Frequently Asked Questions

1961 - The current Castle Creek Bridge was built with a maximum lifespan of 75 years (2036).

1995 - The community, Aspen City Council, Pitkin County Commissioners, Town of Snowmass Village Council, CDOT, and FHWA developed the project need, intent, and 10 project objectives. 

1996 - 59% of Aspen voters said, “yes” (41% “no”), to authorize a right-of-way over Marolt and Thomas properties for a two-lane parkway and corridor for light rail with a number of stipulations. 

1997 - Final Environmental Impact Statement (FEIS) was completed. 

1998 - Record of Decision (ROD) was finalized. 

2000 - Roundabout construction was completed.

2001 - 54% of Aspen voters said, “no” (46% voted, “yes”), to change the right-of-way over Marolt and Thomas properties for a two-lane parkway and exclusive bus lanes until the community supported light rail funding.

2007 - The reevaluation of the ROD proved the document and plan were still valid. 

2007 - Comprehensive community outreach was completed with no clear political consensus on a path forward. 

2009 - BRT lanes were implemented from the airport to the roundabout. 

2015 - Rubey Park Transit Center was completed. 

2018 - 8th Street bus stop improvements and pedestrian safety improvements were completed. 

1. Community-Based Planning: An inclusive process focused on limiting vehicle trips to decrease downtown congestion.

2. Transportation Capacity: Meets future traffic capacity needs, but keeps vehicle trips to the level in 1994.

3. Safety: Addresses concerns like pedestrian safety and higher-than-average accident rates through the S-Curves. 

4. Environmentally Sound Alternative: Minimizes and mitigates adverse impacts. 

5. Community Acceptability: Fits the character of the community and is aesthetically acceptable to the public.

6. Financial Limitations: Realistic current and expected funding levels and programs. 

7. Clean Air Act Requirements: Limits vehicle trips to manage air quality in accordance with local and national goals.

8. Emergency Access: Provides an alternative route over Castle Creek for emergency vehicles to access incidents inside and outside of downtown. 

9. Livable Communities: Keeps within the small town character and scale of the Aspen community, which enhances the quality of life for residents and visitors.

10. Phasing: Provides phasing so future transit options can be accomplished.

• Roaring Fork Valley Residents
• Aspen City Council
• Pitkin County Commissioners
• Town of Snowmass Village Council
• Colorado Department of Transportation (CDOT)
• Federal Highway Administration (FHWA)

The 10 project objectives are evaluation criteria for the Entrance to Aspen. They were developed by our community in 1994. While the development process for a Record of Decision (ROD) always includes public participation, it is unusual that community-defined objectives are included in a ROD.
The Draft Environmental Impact Statement (EIS), on Page I-3 of August 1995, further states:
“The objectives were developed based on known problems and concerns related to the State Highway 82 transportation system and corresponding issues raised by the Aspen area community. Consensus on the objectives was developed from the affected agencies, elected officials and staff of area governments, concerned members of the public through a series of individual meetings (community focus groups, open house exhibitions, community leadership workshops) and a technical advisory committee (TAC) consisting of various local governments and state and federal agency staff.”

The bridge was designed for a 50-year lifespan. It was built in 1961, meaning it past the end of its design life. Several factors contribute to this lifespan, including that the bridge was never designed for today's volume of traffic. As a result, an increased need for repairs and/or replacement is expected.

A number of elements of the Preferred Alternative have been implemented since 1998, including the Maroon Creek Bridge, roundabout, pedestrian overpasses over Maroon Creek and Castle Creek Roads, Harmony Road underpass and intersection improvements, Owl Creek Road realignment and new signals at Highway 82 at Buttermilk Mountain, the Main Street bus lane addition, new signals on Highway 82 at Buttermilk, and conveyance of right-of-way. (In 1996, Aspen voters approved an easement across Marolt-Thomas Open Space for two lanes and a light rail in exchange for Mills Ranch property as open space.)

Yes. To ensure this, they will be re-evaluated again by a consultant team, CDOT and FHWA.

A Preferred Alternative (PA) is part of and described in a Record of Decision (ROD). An alternative is determined to be the Preferred Alternative if it best meets the purpose and need of the project. The Preferred Alternative is determined during the environmental review process and documented in the Record of Decision.

• CDOT and the FHWA determined that the Preferred Alternative met the project need, intent, and 10 objectives.

• Increases future transit options like trackless trams or driverless buses.

• Provides better emergency access and evacuation routes.

• Reduces accident rates on the S-Curves. 

• Increases transit capacity while decreasing transit time with continuous bus lanes from the roundabout to downtown.

• Eliminates the S-Curves so traffic will move more smoothly without the two, ninety-degree turns.

• Creates direct access in and out of town due to a straighter alignment.

• Creates an open space corridor connecting Marolt-Thomas Open Space to the Aspen Golf Course. 

• Creates a trail connection from the Marolt Bridge to the golf course that is uninterrupted by roadways. 

• Decreases traffic and congestion in the West End and Cemetery Lane neighborhoods.

The National Environmental Policy Act (NEPA) process for the State Highway 82 (SH 82) Entrance to Aspen project began in January 1994. A Draft Environmental Impact Statement (DEIS) was released for public review and comment in August of 1995. The DEIS evaluated three alternatives between Buttermilk and Maroon Creek Road, and seven alternatives between Maroon Creek Road and the intersection of 7th and Main Street. As a result of comments on the DEIS from community members and other local partners, the Colorado Department of Transportation (CDOT) expanded the analysis to include new alternatives and extend the project limits to Rubey Park in Aspen. The Supplemental Draft EIS (SDEIS) evaluated three additional alternatives between Pitkin County Airport and Rubey Park. The SDEIS was released in July of 1996. In August of 1997, the final EIS was released. The Record of Decision (ROD) was developed as an output of the final EIS. The ROD, which includes the Preferred Alternative, was released in August of 1998.

The Preferred Alternative is the approved option; it is not a silver bullet.

• Travel times for general-use vehicles will improve by a couple of minutes, but will not solve the traffic or congestion problems.

• The Preferred Alternative will increase travel times from Cemetery Lane to the hospital, Aspen schools, and Aspen Highlands. 

• The Preferred Alternative requires the existing Castle Creek Bridge to be repaired and eventually replaced to provide traffic access to Cemetery Lane and McLain Flats. It will also serve as a second exit from town. 

Nine travel modes were analyzed before the Preferred Alternative was selected. These included: 

• Unproven Technology: Transit systems that were under research and development at the time. They were screened out at the reality check level, as one of the criteria required modal options to be in revenue service to pass the reality check screen.
• Personal Rapid Transit: A public transit mode using small, automated vehicles operating on a network of dedicated guideways. 
• Commuter Rail: A heavy rail system (not a light rail) that requires a fixed guideway system and a separate right of way. 
• Wire Rope Systems: Wire rope-propelled systems are like gondolas and chair lifts that require overhead cables and pole supports. Note: After the ROD was developed, wire rope systems using the drive under passenger cabins were developed (ex. Doppelmayr Cable Car). The capacity and trips that can be served by this technology are limited. 
• Guided Busways: The mechanically guided bus system evaluated in the EIS operates in a U-shaped concrete track that guides the bus without help from a driver. A driver controls the speed and deceleration of the bus. This option was evaluated in more detail in earlier Aspen to Snowmass transportation projects. From a comparative evaluation, the mechanically guided busway was a relatively high-cost option versus the self-propelled bus and electric trolley technologies. This option was screened out at the comparative screening level based on the project objectives and key issues including cost, maintenance, and community acceptability. Since the ROD, new applications for guided buses have been developed using optical markings in the roadway and radar guidance. The new applications for guided buses involving optical markings will not work in winter conditions.
• HOV: A managed lane that allows high-occupancy vehicles (HOVs) during all day and/or peak-hour. HOVs are self-propelled vehicles having a minimum of two or more passengers including the driver in the vehicle. 
• Self-propelled buses: Two general types of self-propelled buses were considered (diesel, natural gas, and now electric). Self-propelled buses can be run in mixed traffic or in a separate managed lane. This option passed the comparative screen and is a component of the Preferred Alternative. It comprises the initial phase transit system.
• Electric Trolley Buses: Electric trolley buses are essentially the same as self-propelled buses, but are propelled by an electric motor and obtain power from two overhead electric wires. Electric trolley buses are rubber tired and operate in mixed flow conditions. 
• Light Rail Transit (LRT): LRT is a mode that runs on standard gauge rail. LRT can operate in a lane next to general traffic or even in the same lane (e.g., RTD in downtown Denver). LRT operates most efficiently in a separate, dedicated right-of-way. Power is provided by an overhead electric system in mixed flow conditions by either overhead electrical wires or a third electrified rail when they run in a separate right-of-way period. This option passed the comparative screen and is a component of the Preferred Alternative. It comprises the final phase transit system. This can be implemented now, however the costs of this system outweigh the available funding.

In 1996, a question was placed on the ballot to authorize City Council to use or convey to the State of Colorado, Dept. of Transportation, necessary rights of way across City owned property, including the Marolt Property and the Thomas Property for purposes of constructing a two lane parkway and corridor for light rail transit, with light rail to be constructed when funding was available. This vote passed with 59% of the votes in favor.

Construction of a roadway that would potentially rely on Federal funds is a complicated process that may require action through the National Environmental Protection Act (NEPA), which includes an Enivronmental Impact Study (EIS) then adoption of a Record of Decision. This process was undertaken after the 1996 vote, and a Record of Decision (ROD) including the “Modified Direct” alignment as the Preferred Alternative incorporating use of the Marolt and Thomas properties was established for the Entrance to Aspen in 1998.

The 1996 vote only approved a two-lane parkway and a light-way corridor, but did not address use for a bus system. The ROD and Preferred Alternative contemplates a bus system. Therefore, additional voter approval was needed before the City could pursue the preferred alternative. Referendum 2 in 2025 provided that voter approval.

No. On March 4, 2025 Aspen voters approved Referendum 2. Voter approval of Referendum 2 authorizes the use of designated portions of Marolt and Thomas properties identified in the 1998 Record of Decision for purposes of realigning Colorado Highway 82. Further, as stated in the ballot language: “Voter Approval of this measure permits the Colorado Department of Transportation (CDOT) to proceed with both planning and construction activities under the current Record of Decision (ROD)…” Thus, no additional vote is required under the current City Charter if the preferred alternative is constructed and busways are utilized. Further, passage of Ref. 2 constitutes a vote for purposes of using these designated areas for purposes of realignment of Highway 82 under the Charter if a future preferred alternative or record of decisions were issued.

An estimate from 2022/2023 said that the process for design and construction could take up to 12 years.

Jacobs Engineering provided an estimate in 2024 that environmental approvals, design, bidding and construction for the phased preferred alternative, which does not include construction of the light rail, could take approximately 4 1/2 years to 5 1/2 years. 

The Record of Decision was intended as a phased approach. Elements that have been completed as of 2022 include:

• Maroon Creek Bridge.
• Roundabout.
• Pedestrian overpasses over Maroon Creek and Castle Creek Roads. 
• Harmony Road underpass and intersection improvements. 
• Owl Creek Road realignment and new signals at Highway 82 at Buttermilk Mountain. 
• Main Street bus lane addition. 
• New signals on Highway 82 at Buttermilk. 
• Conveyance of right-of-way. In 1996, Aspen voters approved an easement across Marolt-Thomas Open Space for two lanes and a light rail in exchange for Mills Ranch property as open space.
• Transit Management Program. Programs and policies encourage people to use the bus, bike, or walk.

In addition, the City of Aspen implemented additional programs with the intent of increasing the use of alternative modes of transportation. These include: 

• Main Street bus lane. 
• Roaring Fork Valley vehicles car share program. 
• Carpool matching and parking programs. 
• Transportation Options Program that provides grants and other benefits to employers.

The next phase of the ROD is the Highway 82 realignment and a new Castle Creek Bridge.

• Parking Structures
• Open Space connection to Aspen Golf Club
• Land Bridge
• The Castle Creek Bridge 
• Right of Way improvements on Main Street

No.

First, in 1981 the right of way was platted across the Marolt property for the extension of Highway 82. In 1996, voters approved using the right of way through the Marolt and Thomas properties for a two-lane parkway, one lane in each direction for any vehicle, and light rail.

On March 4, 2025 voters approved the use of bus lanes, which are part of the interim Preferred Alternative solution. The 1996 voter approval included a provision to replace the Marolt and Thomas open space with open space of equal value and equal or more significant acreage to replace any net loss in open space. Mills Property, 39.6 acres of open space located along the Roaring Fork River behind the Brush Creek Intercept Lot, was acquired to fulfill the replacement requirement.

CDOT and FHWA are involved in the New Castle Creek Bridge project because Highway 82 is a state highway that also receives federal funding. Both organizations have to be involved in the decision making process. SH 82 is part of the National Highway System. In addition, SH 82 crosses federal waters (Maroon Creek and Castle Creek), which mandates that the FHWA be involved. While Aspen voters can veto or accept whatever ballot issues arise related to the Entrance to Aspen, the state and federal governments’ process is to produce a Record of Decision (ROD) with a Preferred Alternative that identifies and mitigates environmental impacts.

If the community does not want to build the Preferred Alternative AND wants to explore another alternative, it will require opening the Record of Decision (ROD) or creating a new ROD. It is was estimated in 2022, that the process would cost approximately $7-8 million and take four to eight years to complete, depending on which of the other alternatives the community would want to pursue.

Jacobs Engineering has estimated project costs pursuing different alternatives, including the federal NEPA process. Information regarding those estimates is available in this presentation slide deck from August 12, 2024. (p. 38)

The Federal Highway Administration (FWHA) and the Colorado Department of Transportation (CDOT) chose the Preferred Alternative (PA) because they found that it best met the 10 Project Objectives the community and elected officials identified and it fulfilled the project’s purpose and need. The Preferred Alternative was chosen after years of analysis which took into account such things as traffic congestion, traffic forecasts, safety, the environment, and costs, to name just a few of the considerations.

Yes and no. It depends on the extent of the modification. Small design changes can be handled through a reevaluation however larger changes such as use and alignment would require a new Record of Decision.

Some residential properties will be impacted. The City does not know the precise location of the bridge and the extent of the impact to residential properties until there has been further design and additional study of the Preferred Alternative, which is the next step that has been authorized by Council.

Property acquisition will follow the federal Uniform Act process. In most cases, the first step in acquisition is determination of value through appraisal of all real property that needs to be obtained for the project. Acquisition of real property can include the entire parcel, only a portion of the property, or a specific type of interest such as a permanent or temporary easement. 

No additional vote is required under the current City Charter if the preferred alternative is constructed and busways are utilized. Further, passage of Ref. 2 constitutes a vote for purposes of using these designated areas for purposes of realignment of Highway 82 under the Charter if a future preferred alternative or record of decisions were issued.

Transit stop locations and routes will need to be evaluated to determine the needed services for these neighborhoods.  

There will be a light at this intersection however how the intersection will look will need to be evaluated at a later stage in the project

This design detail has not been finalized, however, there will be vehicle and ADA access to the museum. 

This design detail will be developed during the schematic design development. The City of Aspen plans to work closely with the Open Space and Trails Board as well as the Parks Department and the community to develop a plan for the summer and winter trails. 

Yes. The possibility of two land bridges is being considered. 

They will go to the 7th/Main Street light and take a left onto 7th to go through the S-Curves. During the next phase of the project, a traffic study and origin and destination study will provide additional information about the specifics related to the future traffic timing.

It will not solve congestion. It is a transit-oriented solution that will improve transit timing.

It will impact the experience of driving into Aspen. Exactly how will be determined by the final design and construction plans. 

An option for four lanes was considered during the review of the 43 options considered during the Environmental Impact Statement. Four lanes of unrestricted traffic didn't meet the community-based planning goals and because it didn't include the incentive for transit and carpooling which are critical to maintaining the 1993 traffic levels.

CDOT will make sure the traveling public is safe at all times and will do so in a fiscally responsible manner.

Yes. The current bridge will be the way the Cemetery Lane and McLane Flats residents get into town. Once the new bridge is built the original bridge will be repaired. 

If the Preferred Alternative is built Power Plant Road will remain the same. If the existing bridge is reconstructed it will need to be rebuilt do accommodate traffic during construction would last 3-4 years long. 

Information from 2022/2023 said that the project to develop design documents and build the Preferred Alternative is estimated to be 8-12 years.

Jacobs Engineering provided an estimate in 2024 that environmental approvals, design, bidding and construction for the phased preferred alternative, which does not include construction of the light rail, could take approximately 4 1/2 years to 5 1/2 years. 

Yes. CDOT will continue to do repairs to keep it safe for the traveling public.