title: Interstate 70 in Colorado

abstract: Interstate 70 (I-70) is a transcontinental Interstate Highway in the United States, stretching from Cove Fort, Utah, to Baltimore, Maryland. In Colorado, the highway traverses an east–west route across the center of the state. In western Colorado, the highway connects the metropolitan areas of Grand Junction and Denver via a route through the Rocky Mountains. In eastern Colorado, the highway crosses the Great Plains, connecting Denver with metropolitan areas in Kansas and Missouri. Bicycles and other non-motorized vehicles, normally prohibited on Interstate Highways, are allowed on those stretches of I-70 in the Rockies where no other through route exists. The United States Department of Transportation (USDOT) lists the construction of I-70 among the engineering marvels undertaken in the Interstate Highway System and cites four major accomplishments: the section through the Dakota Hogback, Eisenhower Tunnel, Vail Pass, and Glenwood Canyon. The Eisenhower Tunnel, with a maximum elevation of 11,158 feet (3,401 m) and length of 1.7 miles (2.7 km), is the longest mountain tunnel and highest point along the Interstate Highway System. The portion through Glenwood Canyon was completed on October 14, 1992. This was one of the final pieces of the Interstate Highway System to open to traffic and is one of the most expensive rural highways per mile built in the country. The Colorado Department of Transportation (CDOT) earned the 1993 Outstanding Civil Engineering Achievement Award from the American Society of Civil Engineers for the completion of I-70 through the canyon. When the Interstate Highway System was in the planning stages, the western terminus of I-70 was proposed to be at Denver. The portion west of Denver was included in the plans after lobbying by Governor Edwin C. Johnson, for whom one of the tunnels along I-70 is named. East of Idaho Springs, I-70 was built along the corridor of U.S. Highway 40 (US 40), one of the original transcontinental U.S. Highways. West of Idaho Springs, I-70 was built along the route of US 6, which was extended into Colorado during the 1930s.

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# Interstate 70 in Colorado

**Interstate 70** (**I-70**) is a transcontinental Interstate Highway in the United States, stretching from Cove Fort, Utah, to Baltimore, Maryland. In Colorado, the highway traverses an east–west route across the center of the state. In western Colorado, the highway connects the metropolitan areas of Grand Junction and Denver via a route through the Rocky Mountains. In eastern Colorado, the highway crosses the Great Plains, connecting Denver with metropolitan areas in Kansas and Missouri. Bicycles and other non-motorized vehicles, normally prohibited on Interstate Highways, are allowed on those stretches of I-70 in the Rockies where no other through route exists.

The United States Department of Transportation (USDOT) lists the construction of I-70 among the engineering marvels undertaken in the Interstate Highway System and cites four major accomplishments: the section through the Dakota Hogback, Eisenhower Tunnel, Vail Pass, and Glenwood Canyon. The Eisenhower Tunnel, with a maximum elevation of 11,158 feet (3,401 m) and length of 1.7 miles (2.7 km), is the longest mountain tunnel and highest point along the Interstate Highway System. The portion through Glenwood Canyon was completed on October 14, 1992. This was one of the final pieces of the Interstate Highway System to open to traffic and is one of the most expensive rural highways per mile built in the country. The Colorado Department of Transportation (CDOT) earned the 1993 Outstanding Civil Engineering Achievement Award from the American Society of Civil Engineers for the completion of I-70 through the canyon.

When the Interstate Highway System was in the planning stages, the western terminus of I-70 was proposed to be at Denver. The portion west of Denver was included in the plans after lobbying by Governor Edwin C. Johnson, for whom one of the tunnels along I-70 is named. East of Idaho Springs, I-70 was built along the corridor of U.S. Highway 40 (US 40), one of the original transcontinental U.S. Highways. West of Idaho Springs, I-70 was built along the route of US 6, which was extended into Colorado during the 1930s.

## Route description

### Colorado River

I-70 enters Colorado from Utah, concurrent with US 6 and US 50, on a plateau between the north rim of Ruby Canyon of the Colorado River and the south rim of the Book Cliffs. The plateau ends just past the state line and the highway descends into the Grand Valley, formed by the Colorado River and its tributaries. The Grand Valley is home to several towns and small cities that form the Grand Junction Metropolitan Statistical Area, the largest conurbation in the area regionally known as the Western Slope. The highway directly serves the communities of Fruita, Grand Junction, and Palisade. Grand Junction is the largest city between Denver and Salt Lake City and serves as the economic hub of the area. The freeway passes to the north of downtown, while US 6 and US 50 retain their original routes through downtown. US 6 rejoins I-70 east of Grand Junction; US 50 departs on a course toward Pueblo.

I-70 exits the valley through De Beque Canyon, a path carved by the Colorado River that separates the Book Cliffs from Battlement Mesa. The river and its tributaries provide the course for the ascent up the Rocky Mountains. In the canyon, I-70 enters the Beavertail Mountain Tunnel, the first of several tunnels built to route the freeway across the Rockies. This tunnel design features a curved side wall, unusual for tunnels in the United States, where most tunnels feature a curved roof and flat side walls. Engineers borrowed a European design to give the tunnel added strength. After the canyon winds past the Book Cliffs, the highway follows the Colorado River through a valley containing the communities of Parachute and Rifle.

### Glenwood Canyon

East of the city of Glenwood Springs, the highway enters Glenwood Canyon. Both the federal and state departments of transportation have praised the engineering achievement required to build the freeway through the narrow gorge while preserving the natural beauty of the canyon. A 12-mile (19 km) section of roadway features the No Name Tunnel, Hanging Lake Tunnel, Reverse Curve Tunnel, 40 bridges and viaducts, and miles of retaining walls. Through a significant portion of the canyon, the eastbound lanes extend cantilevered over the Colorado River and the westbound lanes are suspended on a viaduct several feet above the canyon floor. Along this run, the freeway hugs the north bank of the Colorado River, while the Central Corridor of the Union Pacific Railroad (formerly the Denver and Rio Grande Western Railroad) occupies the south bank.

To minimize the hazards along this portion, a command center staffed with emergency response vehicles and tow trucks on standby monitors cameras along the tunnels and viaducts in the canyon. Traffic signals have been placed at strategic locations to stop traffic in the event of an accident, and variable message signs equipped with radar guns will automatically warn motorists exceeding the design speed of one of the curves.

### Rocky Mountains

The highway departs the Colorado River near Dotsero, the name given to the railroad separation for the two primary mountain crossings, the original via Tennessee Pass/Royal Gorge and the newer and shorter Moffat Tunnel route. I-70 uses a separate route between the two rail corridors. From this junction, I-70 follows the Eagle River toward Vail Pass, at an elevation of 10,666 feet (3,251 m). In this canyon, I-70 reaches the western terminus of US 24, which meanders through the Rockies before rejoining I-70. US 24 is known as the Highway of the Fourteeners, from the concentration of mountains exceeding 14,000 feet (4,300 m) along the highway corridor. Along the ascent, I-70 serves the ski resort town of Vail and the ski areas of Beaver Creek Resort, Vail Ski Resort, and Copper Mountain.

The construction of the freeway over Vail Pass is also listed as an engineering marvel. One of the challenges of this portion is the management of the wildlife that roams this area. Several parts of the approach to the pass feature large fences that prevent wildlife from crossing the freeway and direct the animals to one of several underpasses. At least one underpass is located along a natural migratory path and has been landscaped to encourage deer to cross.

The highway descends to Dillon Reservoir, near the town of Frisco, and begins one final ascent to the Eisenhower Tunnel, where the freeway crosses the Continental Divide. At the time of dedication, this tunnel was the highest vehicular tunnel in the world, at 11,158 feet (3,401 m). As of 2010, the facility was still the highest vehicular tunnel in the US. The Eisenhower Tunnel is noted as both the longest mountain tunnel and the highest point on the Interstate Highway System. The tunnel has a command center, staffed with 52 full-time employees, to monitor traffic, remove stranded vehicles, and maintain generators to keep the tunnel's lighting and ventilation systems running in the event of a power failure. Signals are placed at each entrance and at various points inside the tunnel to close lanes or stop traffic in an emergency. There are several active and former ski resorts in the vicinity of the tunnel, including Breckenridge Ski Resort, Keystone Resort, Arapahoe Basin, Loveland Ski Area, Berthoud Pass Ski Area, and Winter Park Resort.

### Clear Creek

The freeway follows Clear Creek down the eastern side of the Rockies, passing through the Veterans Memorial Tunnels near Idaho Springs. Farther to the east, I-70 departs the US 6 corridor, which continues to follow Clear Creek through a narrow, curving gorge. The Interstate, however, follows the corridor of US 40 out of the canyon. The highway crests a small mountain near Genesee Park to descend into Mount Vernon Canyon to exit the Rocky Mountains. This portion features grade-warning signs with unusual messages, such as "Trucks: Don't be fooled", "Truckers, you are not down yet", and "Are your brakes adjusted and cool?". Runaway truck ramps are a prominent feature along this portion of I-70, with a total of seven used along the descent of either side the Continental Divide to stop trucks with failed brakes.

The last geographic feature of the Rocky Mountains traversed before the highway reaches the Great Plains is the Dakota Hogback. The path through the hogback features a massive cut that exposes various layers of rock millions of years old. The site includes a nature study area for visitors.

### Great Plains

As the freeway passes from the Rocky Mountains to the Great Plains, I-70 enters the Denver metropolitan area, part of a larger urban area called the Front Range Urban Corridor. The freeway arcs around the northern edge of the LoDo district, the common name of the lower downtown area of Denver. Through the downtown area, US 40 is routed along Colfax Avenue, which served as the primary east–west artery through the Denver area before the construction of I-70. Through downtown, US 6 is routed along 6th Avenue before departing the I-70 corridor to join I-76 on a northeast course toward Nebraska. The freeway meets I-25 in an interchange frequently called the Mousetrap. From I-25 on to I-225, I-70 serves—together with those two Interstates—as part of an inner beltway around Denver.

I-70 has one official branch in Colorado, I-270, which connects the Interstate with the Denver–Boulder Turnpike. Where these two freeways merge is the busiest portion of I-70 in the state, with an average of 183,000 vehicles per day as of 2009. While State Highway 470 (SH 470) and E-470 are not officially branches of I-70, they are remnants of plans for an I-470 outer beltway around Denver that were canceled when the allocated funds were spent elsewhere.

Leaving Denver, the highway serves the redevelopment areas on the former site of Stapleton International Airport; runway 17R/35L crossed over the Interstate at the runway's midsection. East of Aurora, I-70 rejoins the alignment of US 40 at Colfax Avenue. The freeway proceeds east across the Great Plains, briefly dipping south to serve the city of Limon, which bills itself as Hub City because of the many rail and road arteries that intersect there. I-70 enters Kansas near Burlington, a small community known for having one of the oldest carousels in the United States.

## History

In 1944, a report to the United States Congress outlined several interregional highways, among which was a freeway from the east along the US 40 corridor that ended in Denver. After Colorado officials lobbied successfully, the designation was extended west over the Rocky Mountains following US 6. The origins of both the US 40 and US 6 predate the United States Numbered Highway System, using established transcontinental trails.

### Earlier routes

Before the formation of the US Highway System, the country relied on an informal network of roads, organized by various competing interests, collectively called the auto trail system. The surveyors of most trails chose either South Pass in Wyoming or a southern route through New Mexico to traverse the Rocky Mountains. Both options were less formidable than the higher mountain passes in Colorado but left the state without a transcontinental artery. When the planners of the Lincoln Highway also decided to cross the Rockies in Wyoming, officials pressed for a loop to branch from the main route in Nebraska, enter Colorado, and return to the main route in Wyoming. When the Lincoln Highway opened in 1913, it was routed this way, but the loop proved impractical and was removed in 1915.

After losing the connection to the Lincoln Highway, in 1922 officials convinced planners of the Victory Highway to traverse the state. The highway entered Colorado from Kansas along what was previously called the Smoky Hill Trail. The highway crossed the mountains along a trail blazed by a railroad surveyor and captain in the American Civil War, cresting at Berthoud Pass. After a round of political infighting between Utah and Nevada, the Victory Highway would become the Lincoln Highway's main rival for San Francisco-bound traffic. When the U.S. Highway system was unveiled in 1926, the Victory Highway was numbered US 40.

While US 6 was also one of the original 1926 US Highways, the road originally served the portion of the country east of the Rocky Mountains. The highway was not extended to the Pacific coast until 1937, mostly following the Midland Trail. Around the time the U.S. Highway system was formed, the portion of the Midland Trail through Glenwood Canyon, known as the Taylor State Road, was destroyed by a flood. When US 6 was extended, the Works Progress Administration was rebuilding the road through the canyon and the Public Works Administration was nearing completion of a new highway over Vail Pass. In western Colorado, US 6 was routed concurrent with US 50 from the Utah state line to Grand Junction and eventually replaced US 24 from Grand Junction to near Vail. To keep these routes over the Rockies competitive with alternatives in other states, the Colorado Department of Highways relied on ingenuity to keep the roads safe. The department pioneered new machines to clear snow and various bridge and culvert designs to protect the roads from flooding.

### Interstate Highway planning

Governor Edwin C. Johnson, for whom one of the tunnels along I-70 was later named, was a primary force in persuading the planners of the Interstate Highway System to extend the highway across the state. He stated to the Senate subcommittee in 1955:

> You are going to have a four-lane highway through Wyoming. You are going to build two four-lane highways through New Mexico and Arizona. Colorado needs to be able to compete with our neighboring states. We do not want to take anything away from them. We do not want them to get way out ahead of us, either, because these interstate highways are going to be very attractive highways for the East and West to travel on.

Colorado held several meetings to convince reluctant Utah officials they would benefit from a freeway link between Denver and Salt Lake City. Utah officials expressed concerns that, given the terrain between these cities, this link would be difficult to build. They later expressed concerns that the construction would drain resources from completing Interstate Highways they deemed to have a higher priority. Colorado officials persisted, presenting three alternatives to route I-70 west of Denver, using the corridors of US 40, US 6, and a route starting at Pueblo, proceeding west along US 50/US 285/US 24. In March 1955, Colorado officials succeeded in convincing Utah officials with the state legislature passing a resolution supporting a link with Denver. The two states jointly issued a proposal to Congress that would extend the plans for I-70 along the US 6 corridor. Under this proposal, the freeway would terminate at I-15 near Spanish Fork, Utah, linking the Front Range and Wasatch Front metropolitan areas.

Congress approved the extension of I-70; however, the route still had to be approved by the representatives of the military on the planning committee. Military representatives were concerned that plans for this new highway network did not have a direct connection from the central part of the country to Southern California; and further felt Salt Lake City was adequately connected. Military planners approved the extension but moved the western terminus south to Cove Fort, using I-70 as part of a link between Denver with Los Angeles instead of Salt Lake City. Utah officials objected to the modification, complaining they were being asked to build a long and expensive freeway that would serve no populated areas of the state. After being told this was the only way the military would approve the extension, Utah officials agreed to build the freeway along the approved route.

### Construction

The first Colorado portion of I-70 opened to traffic in 1961. This section bypassed and linked Idaho Springs to the junction where US 6 currently separates from I-70 west of the city. The majority of the alignment through Denver was completed by 1964. The Mousetrap reused some structures that were built in 1951, before the formation of the Interstate Highway System. The last piece east of Denver opened to traffic in 1977.

#### Eisenhower Tunnel

Planning on how to route the freeway over the Rocky Mountains began in the early 1960s. The US 6 corridor crosses two passes: Loveland Pass, at an elevation of 11,992 feet (3,655 m), and Vail Pass, at 10,666 feet (3,251 m). Engineers recommended tunneling under Loveland Pass to bypass the steep grades and hairpin curves required to navigate US 6. The project was originally called the Straight Creek Tunnel, after the waterway that runs along the western approach. The tunnel was later renamed the Eisenhower–Johnson Memorial Tunnel, after President Dwight D. Eisenhower and Colorado Governor Edwin C. Johnson.

Construction on the first bore of the tunnel was started on March 15, 1968. Construction efforts suffered many setbacks, and the project went well over time and budget. One of the biggest setbacks was the discovery of fault lines in the path of the tunnel that were not discovered during the pilot bores. These faults began to slip during construction and emergency measures had to be taken to protect the tunnels and workers from cave-ins and collapses. A total of nine workers were killed during the construction of both bores. Further complicating construction was that the boring machines could not work as fast as expected at such high altitudes, and the productivity was significantly less than planned. The frustration prompted one engineer to comment, "We were going by the book, but the damned mountain couldn't read." The first bore was dedicated March 8, 1973. Initially, this tunnel was used for two-way traffic, with one lane for each direction. The amount of traffic through the tunnel exceeded predictions, and efforts soon began to expedite construction on the second tube (the Johnson bore), which was finished on December 21, 1979. The initial engineering cost estimate for the Eisenhower bore was $42 million; the actual cost was $108 million (equivalent to $566 million in 2023). Approximately 90 percent of the funds were paid by the federal government, with the state of Colorado paying the rest. At the time, this figure set a record for the most expensive federally aided project. The excavation cost for the Johnson bore was $102.8 million (equivalent to $432 million in 2023).

The tunnel construction became involved in the women's rights movement due to advocacy by Janet Bonnema after she was subjected to gender-based discrimination after being hired as an engineering technician for the construction of the Straight Creek Tunnel in 1970. Bonnema was restricted from entering the tunnel due to the miners' superstition that women who entered underground mines and tunnels would bring bad luck. In 1972, Bonnema filed a $100,000 class action suit against CDOT, citing Title VII of the Civil Rights Act of 1964. As Colorado voters had passed the Equal Rights Amendment that year, the state settled Bonnema's case out of court for $6,730. Bonnema entered the tunnel for the first time on November 9, 1972, prompting 66 workers to temporarily walk off the job; most returned the next day. She continued with the project until the tunnel opened.

#### Vail Pass

While designing the Eisenhower Tunnel, controversies erupted over how to build the portions over Vail Pass and Glenwood Canyon. The route of US 6 over Vail Pass has a distinctive "V" shape. Initially, engineers thought they could shorten the route of I-70 by about 10 miles (16 km) by tunneling from Gore Creek to South Willow Creek, an alternative known as the Red Buffalo Tunnel. This alternative sparked a nationwide controversy as it would require an easement across federally protected lands, through what is now called the Eagles Nest Wilderness. After the US Secretary of Agriculture refused to grant the easement, the engineers agreed to follow the existing route across Vail Pass. The engineers added infrastructure to accommodate wildlife and had significant portions of the viaducts constructed offsite and lifted in place to minimize the environmental footprint. The grade over Vail Pass reaches seven percent.

#### Glenwood Canyon

Glenwood Canyon has served as the primary transportation artery through the Rocky Mountains, even before the creation of U.S. Highways. Railroads have used the canyon since 1887, and a dirt road was built through the canyon in the early 20th century. The first paved road was built from 1936 to 1938 at a cost of $1.5 million (equivalent to $25.5 million in 2023).

With the Eisenhower Tunnel finished, the last remaining obstacle for I-70 to be an interstate commercial artery was the two lane, non-freeway portion in Glenwood Canyon. Construction had started on this section in the 1960s with a small section opening to traffic in 1966. The remainder was stopped due to environmentalist protests that caused a 30-year controversy. The original design was criticized as "the epitome of environmental insensitivity". Engineers scrapped the original plans and started work on a new design that would minimize additional environmental impacts. A new design was underway by 1971, which was approved in 1975; however, environmental groups filed lawsuits to stop construction, and the controversy continued even when construction finally resumed in 1981. The final design included 40 bridges and viaducts, three additional tunnel bores (two were completed before construction was stopped in the 1960s), and 15 miles (24 km) of retaining walls for a stretch of freeway 12 miles (19 km) long. The project was further complicated by the need to build the four-lane freeway without disturbing the operations of the railroad. This required using special and coordinated blasting techniques. Engineers designed two separate tracks for the highway, one elevated above the other, to minimize the footprint in the canyon. The final design was praised for its environmental sensitivity. A Denver architect who helped design the freeway proclaimed, "Most of the people in western Colorado see it as having preserved the canyon." He further stated, "I think pieces of the highway elevate to the standard of public art." A portion of the project included shoring up the banks of the Colorado River to repair damage and remove flow restrictions created in the initial construction of US 6 in the 1930s.

The freeway was finally completed on October 14, 1992, in a ceremony covered nationwide. Most coverage celebrated the engineering achievement or noted this was the last major piece of the Interstate Highway System to open to traffic. However, newspapers in western Colorado celebrated the end of the frustrating traffic delays. For most of the final 10 years of construction, only a single lane of traffic that reversed direction every 30 minutes remained open in the canyon. One newspaper proudly proclaimed "You heard right. For the first time in more than 10 years, construction delays along that 12-mile \[19 km\] stretch of Interstate 70 will be non-existent."

The cost was $490 million (equivalent to $956 million in 2023) to build 12 miles (19 km), 40 times the average cost per mile predicted by the planners of the Interstate Highway System. This figure exceeded that of I-15 through the Virgin River Gorge, which was previously proclaimed the most expensive rural freeway in the country. The construction of I-70 through Glenwood Canyon earned 30 awards for CDOT, including the 1993 Outstanding Civil Engineering Achievement Award from the American Society of Civil Engineers. At the dedication, it was claimed that I-70 through Glenwood Canyon was the final piece of the Interstate Highway System to open to traffic. For this reason, the system was proclaimed to be complete. However, at the time, there were still two sections of the original Interstate Highway System that had not been constructed: a section of I-95 in central New Jersey, that was not completed until 2018, and a section of I-70 in Breezewood, Pennsylvania.

#### Realignments

In 2022, CDOT replaced a 1.8-mile (2.9 km) viaduct that formerly carried I-70 between Brighton Boulevard and Colorado Boulevard in Denver with a below-grade highway. The $1.2 billion project, financed through a public–private partnership with Kiewit and Meridiam, added new express toll lanes; the below-grade freeway was covered with a four-acre (1.6 ha) park between Clayton and Columbine streets. Traffic was moved onto the new alignment in late 2022; however, the project was not fully complete until July, 2023.

### Incidents

On August 1, 1984, a truck carrying six torpedoes for the US Navy overturned while navigating a ramp at the Mousetrap, a complex interchange. The situation was made worse as no one answered at the phone number provided with the cargo, and an unknown liquid was leaking from one of the torpedoes. It took more than three hours before any military personnel arrived on the scene, US Army personnel from a nearby base. The incident left thousands of cars stranded and Denver's transportation network paralyzed for about eight hours. Approximately 50 residents in the area were evacuated. Investigations later revealed that the truck driver was previously intercepted by the Colorado State Patrol, who specifically warned the driver to avoid the Mousetrap and provided the driver with an alternate route. The Navy promised reforms after being criticized for providing an unstaffed phone number with a hazardous cargo shipment, a violation of federal law, and failing to notify Denver officials about the shipment. The Mousetrap was grandfathered into the Interstate Highway System, with some structures built in 1951. The incident provided momentum to rebuild the interchange with a more modern and safer design. Construction began in several phases in 1987, and the last bridge was dedicated in 2003.

In 2014, mile-marker 420 was altered by CDOT to read "Mile 419.99" following repeat thefts of the original sign due to the significance of the number 420 in cannabis culture.

In 2019, a fiery crash killed four people and injured dozens. A previous, non-fatal accident in Wheat Ridge had resulted in backed up traffic for several miles. At the time of the second collision, the backup extended into Lakewood past the Colorado Mills Parkway exit. A semi-trailer truck descending the grades as the freeway entered the greater Denver area, driven by Rogel Aguilera Mederos, attempted to downshift, but he was unable re-engage the transmission. This resulted in the vehicle rapidly increasing in speed, with witnesses seeing the truck out of control near the Genesee exit, nine miles (14 km) from where the accident would occur. Witnesses also testified seeing the brakes smoking while the truck descended the hill. The driver passed at least one runaway truck ramp without entering, as well as four other exits where he could have exited the freeway. As the truck approached the backed up traffic, the driver attempted to swerve to the side of the road to avoid a collision but was unable as other trucks had already blocked this path while similarly attempting to avoid a collision. The truck collided with the backup and exploded. Over a dozen other vehicles were involved in the collision and four people died. The driver was charged with numerous offenses, including assault and vehicular homicide and initially sentenced to 110 years. This was controversial, due to the length of the sentence and the opinions of some victims and witnesses that the owner of the truck bore more responsibility. The company had previously been fined and cited for numerous brake-related violations as well as employing inexperienced truck drivers who were not fluent in English. Aguilera testified through an interpreter in his own defense and pleaded for mercy saying, "I ask God too many times why them and not me? Why did I survive that accident?". He also blamed his employer, testifying he was instructed to take back roads from the trip's origin in Wyoming and avoid the more commonly used road from Wyoming, I-25. Shortly after the accident, CDOT announced a location for an additional runaway truck ramp in this area.

After the 2020 Grizzly Creek Fire, I-70 was closed in Glenwood Canyon in August 2021 due to significant damage by debris from the fire, causing large detours. The damage after the 2021 landslides required lengthy reconstruction of the road; the highway partially reopened on August 14, 2021.

### Legacy

When first approved, the extension of I-70 from Denver to Cove Fort was criticized in some area newspapers as a road to nowhere; an information liaison specialist with USDOT in Baltimore, Maryland—the eastern terminus of I-70—claims people have asked "did we think Baltimoreans were so desperate to get to Cove Fort that we were willing to pay $4 billion to get them there?". However, a resident engineer with USDOT has called the extension one of the "crown jewels" of the Interstate Highway System. In Colorado, the freeway helped unite the state, despite the two halves being separated by the formidable Rocky Mountains. The Eisenhower Tunnel alone is credited with saving up to an hour from the drive across the state. Prior to I-70's construction, the highway through Glenwood Canyon was one of the most dangerous in the state. With the improvements, the accident rate has dropped 40 percent even though traffic through the canyon has substantially increased. CDOT is considering the nomination of various portions of I-70 as a National Historic Landmark, even though the freeway will not qualify as historical for several decades.

The freeway is credited with enhancing Colorado's ski industry. The ski resort town of Vail did not exist until I-70 began construction, with developers working in close partnership with CDOT. By 1984, the I-70 corridor between Denver and Grand Junction contained the largest concentration of ski resorts in the country. The towns and cities along the corridor have experienced significant growth, luring recreational visitors from the Denver area. As one conservationist lamented, I-70 "changed rural Colorado into non-rural Colorado".

## Exit list

| County | Location | mi | km | Exit | Destinations | Notes |
| --- | --- | --- | --- | --- | --- | --- |
| Mesa |  | 0.000 | 0.000 |  | <br>I-70 west (US 6 / US 50 west) Salina | Continuation into Utah |
| |  | 1.814 | 2.919 | 2 | Rabbit Valley |  |
| | Mack | 11.106 | 17.873 | 11 | Mack ( US 6 / US 50 east) | Eastern end of concurrency with US 6/US 50 |
| |  | 15.081 | 24.271 | 15 | <br>SH 139 north Loma, Rangely | Southern terminus of SH 139 |
| | Fruita | 19.444 | 31.292 | 19 | <br>SH 340 to US 6 (US 50) Fruita |  |
| | Grand Junction | 25.563 | 41.140 | 26 | <br>I-70 BL east / US 6 / US 50 Grand Junction | Diverging diamond interchange; Grand Junction appears only on eastbound signage |
| | 27.570 | 44.370 | 28 | 24 Road  ---  Redlands Parkway |  |
| | 31.351 | 50.455 | 31 | Horizon Drive |  |
| |  | 36.644 | 58.973 | 37 | <br><br>I-70 BL west to US 6 Clifton, Delta, Grand Junction | Delta appears only on eastbound signage; US 6 and Grand Junction appear only on westbound signage |
| | Palisade | 41.578 | 66.913 | 42 | <br>To US 6 Palisade | US 6 appears only on eastbound signage |
| |  | 43.682 | 70.299 | 44 | <br>US 6 west Palisade | Westbound exit and eastbound entrance; western end of concurrency with US 6 |
| | 45.332 | 72.955 | 45 | Cameo |  |
| | 46.867 | 75.425 | 47 | James M. Robb – Colorado River State Park, Island Acres | Former port of entry |
| | 49.015 | 78.882 | 49 | <br><br><br>SH 65 south to SH 330 east Grand Mesa, Collbran |  |
| | 50.381 | 81.080 | Beavertail Tunnel | | |
| | 61.648 | 99.213 | 62 | De Beque (US 6 east) | Eastern end of concurrency with US 6 |
| Garfield | Parachute | 72.230 | 116.243 | 72 | <br><br>US 6 to CR 215 north West Parachute | Dumbbell interchange; opened October 31, 2012 |
| | | 74.661 | 120.155 | 75 | Parachute, Battlement Mesa |  |
| |  | 81.236 | 130.737 | 81 | Rulison |  |
| | Rifle | 86.850 | 139.772 | 87 | West Rifle (US 6) |  |
| | 90.422 | 145.520 | 90 | <br>SH 13 north Rifle, Meeker | Eastbound entrance ramp includes direct entrance from Airport Road |
| |  | 93.991 | 151.264 | 94 | Garfield County Regional Airport |  |
| | Silt | 97.427 | 156.794 | 97 | <br>I-70 BS north Silt |  |
| |  | 105.260 | 169.400 | 105 | New Castle |  |
| | Chacra | 109.000 | 175.418 | 109 | Canyon Creek (US 6 west) | Western end of concurrency with US 6 |
| | 111.328 | 179.165 | 111 | South Canyon |  |
| | Glenwood Springs | 114.295 | 183.940 | 114 | West Glenwood (US 6 east) | Dumbbell interchange; eastern end of concurrency with US 6 |
| | 116.380 | 187.295 | 116 | <br>SH 82 east (Grand Avenue) / US 6 west Glenwood Springs, Aspen | Partial dumbbell interchange; western end of concurrency with US 6 |
| |  | 118.640 | 190.933 | 119 | No Name |  |
| | 120.954 | 194.657 | 121 | Grizzly Creek to Hanging Lake | Hanging Lake appears only on westbound signage |
| |  | 122.660 | 197.402 | 123 | Shoshone | Eastbound exit and westbound entrance |
| | 125.061 | 201.266 | 125 | Hanging Lake | Eastbound exit and westbound entrance |
| | 125.269 | 201.601 | Hanging Lake Tunnel | | |
| | 128.317 | 206.506 | 129 | Bair Ranch |  |
| Eagle |  | 133.384–<br>134.053 | 214.661–<br>215.737 | 133 | Dotsero |  |
| | Gypsum | 139.533 | 224.557 | 140 | Gypsum (US 6 east) | Eastern end of concurrency with US 6 |
| | Eagle | 146.648 | 236.007 | 147 | Eagle |  |
| |  | 156.547 | 251.938 | 157 | <br>SH 131 north Wolcott, Steamboat Springs |  |
| |  | 162.782 | 261.972 | 163 | <br>I-70 BS south Edwards |  |
| | Avon | 166.635 | 268.173 | 167 | Avon |  |
| | 168.157 | 270.622 | 168 | William J. Post Boulevard – Avon East Entrance |  |
| | Eagle-Vail | 168.758 | 271.590 | 169 | US 6 Eagle-Vail | Westbound exit and eastbound entrance |
| |  | 171.105 | 275.367 | 171 | <br><br>US 6 west / US 24 east Minturn, Leadville | Western end of concurrency with US 6; western terminus of US 24 |
| | Vail | 173.319 | 278.930 | 173 | West Vail |  |
| | 176.057 | 283.336 | 176 | Vail Ski Area – Vail Museum |  |
| | 179.866 | 289.466 | 180 | East Vail |  |
| Vail Pass | | 189.981 | 305.745 | Elevation 10,662 feet (3,250 m) | | |
| Summit |  | 190.095 | 305.928 | 190 | Shrine Pass Road – Vail Pass rest area |  |
| | | 195.298 | 314.302 | 195 | <br>SH 91 south Copper Mountain, Leadville |  |
| | | 197.854 | 318.415 | 198 | Officers Gulch |  |
| | Frisco | 200.995 | 323.470 | 201 | Main Street – Frisco, Breckenridge | Breckenridge appears only on eastbound signage; Main Street appears only on westbound signage |
| | 202.352 | 325.654 | 203 | <br>SH 9 south Frisco, Breckenridge | Western end of concurrency with SH 9; Breckenridge appears only on westbound signage |
| | Silverthorne | 205.423 | 330.596 | 205 | <br><br>SH 9 north (Blue River Parkway) / US 6 east Silverthorne, Dillon | Eastern end of concurrency with US 6/SH 9 |
| Continental Divide | | 213.651–<br>215.340 | 343.838–<br>346.556 | Eisenhower Tunnel | | |
| Clear Creek |  | 216.185 | 347.916 | 216 | <br>US 6 west Loveland Pass | Western end of concurrency with US 6 |
| | | 218.346 | 351.394 | 218 | (no name) | Connects to Herman Gulch Road |
| | | 221.297 | 356.143 | 221 | Bakerville |  |
| | Silver Plume | 225.719 | 363.260 | 226 | Silver Plume |  |
| | Georgetown | 227.910 | 366.786 | 228 | Georgetown |  |
| |  | 231.889 | 373.189 | 232 | <br>US 40 west Empire, Granby | Western end of concurrency with US 40 |
| | 233.047 | 375.053 | 233 | Lawson | Eastbound exit only |
| | 234.209 | 376.923 | 234 | Downieville, Dumont, Lawson | Dumont appears only on eastbound signage; Lawson appears only on westbound signage |
| | 235.005 | 378.204 | 235 | Dumont | Westbound exit and eastbound entrance |
| | 237.660 | 382.477 | 238 | Fall River Road |  |
| | Idaho Springs | 238.704–<br>239.267 | 384.157–<br>385.063 | 239 | <br>I-70 BL east Idaho Springs | No eastbound entrance; I-70 Bus. appears only on eastbound signage |
| | 239.652 | 385.683 | 240 | SH 103 / Mount Blue Sky Scenic Byway Mt. Blue Sky |  |
| | 241.125 | 388.053 | 241 | <br>I-70 BL west Idaho Springs | I-70 Bus. appears only on westbound signage |
| | 242.292 | 389.931 | Veterans Memorial Tunnels | | |
| | 242.980 | 391.038 | 243 | Hidden Valley, Central City |  |
| |  | 244.260 | 393.098 | 244 | <br>US 6 / US 40 east Golden | Left exit eastbound; left entrance westbound; no eastbound entrance; eastern end of concurrency with US 6/US 40 |
| | 246.602 | 396.867 | 247 | Beaver Brook, Floyd Hill | Eastbound exit and westbound entrance |
| Jefferson |  | | 247.604 | 398.480 | 248 | Westbound exit and eastbound entrance |
| | | 250.769 | 403.574 | 251 | El Rancho | Eastbound exit and westbound entrance |
| |  | 251.318 | 404.457 | 252 | <br>SH 74 (Evergreen Parkway) / US 40 west | Westbound exit and eastbound entrance; western end of concurrency with US 40 |
| | 252.244 | 405.947 | 253 | Chief Hosa |  |
| | 253.528 | 408.014 | 254 | <br>US 40 east Genesee Park | Eastern end of concurrency with US 40 |
| | 255.974 | 411.950 | 256 | Lookout Mountain |  |
| |  | 258.722 | 416.373 | 259 | <br>US 40 east Golden, Morrison | Eastbound signage |
| | | | CR 93 Morrison | Westbound signage |
| | Golden | 259.803 | 418.112 | 260 | SH 470 Boulder, Colorado Springs | SH 470 exit 1; no westbound exit or eastbound entrance from SH 470 EB |
| |  | 261.030 | 420.087 | 261 | <br>US 6 east (6th Avenue) | Eastbound exit and westbound entrance |
| | 261.630 | 421.053 | 262 | <br>US 40 / I-70 BL (Colfax Avenue) to US 6 | I-70 Bus. appears only on eastbound signage; US 6 appears only on westbound signage |
| | Lakewood | 262.571 | 422.567 | 263 | Colorado Mills Parkway – Denver West |  |
| | Wheat Ridge | 264.341 | 425.416 | 264 | Youngfield Street / 32nd Avenue |  |
| | 265.343 | 427.028 | 265 | <br>SH 58 west Golden, Central City |  |
| | 265.726 | 427.645 | 266 | SH 72 (Ward Road) / 44th Avenue |  |
| | 267.402 | 430.342 | 267 | SH 391 (Kipling Street) |  |
| | Arvada | 269.005 | 432.922 | 269A | SH 121 (Wadsworth Boulevard) |  |
| | 269.242 | 433.303 | 269B | <br>I-76 east Fort Morgan | Eastbound left exit and westbound entrance; western terminus of I-76 |
| | Wheat RidgeLakeside line | 270.000 | 434.523 | 270 | SH 95 (Sheridan Boulevard) / Harlan Street | SH 95 (Sheridan Blvd.) not signed westbound |
| JeffersonDenver<br>county line | LakesideDenver line | 270.496 | 435.321 | 271A | SH 95 (Sheridan Boulevard) | Westbound exit and eastbound entrance |
| City and County of Denver | | 271.549 | 437.016 | 271B | Lowell Boulevard / Tennyson Street | Westbound exit and eastbound entrance |
| | 272.005 | 437.750 | 272 | US 287 (Federal Boulevard) |  |
| | 273.015 | 439.375 | 273 | Pecos Street |  |
| | 274.062 | 441.060 | 274 | US 6 west / US 85 south / I-25 (US 87) Fort Collins, Colorado Springs | The Mousetrap; western end of concurrency with US 6/US 85; exit 214A on I-25 |
| | 274.607 | 441.937 | 275A | Washington Street | Eastbound access is part of exit 274 |
| | 275.252 | 442.975 | 275B | Brighton Boulevard (SH 265 north) / York Street | York St. signed eastbound only |
| | 275.545 | 443.447 | 275C | York Street / Josephine Street | Closed; was eastbound exit and westbound entrance |
| | 276.080 | 444.308 | 276A | <br><br>US 6 east / US 85 north (Vasquez Boulevard) | Eastern end of concurrency with US 6/US 85; westbound access via exit 276 |
| | 276.572 | 445.099 | 276B | SH 2 (Colorado Boulevard) / Dahlia Street | Eastbound exit and westbound entrance |
| | 276 | <br><br><br><br>SH 2 (Colorado Boulevard) to US 6 east / US 85 north (Vasquez Boulevard) | Westbound exit and eastbound entrance |
| | 276.797–<br>278.319 | 445.462–<br>447.911 | 277 | Holly Street / Monaco Street / Dahlia Street | Monaco St. signed eastbound only, Dahlia St. signed westbound only |
| | 278.548 | 448.280 | 278 | SH 35 (Quebec Street) / Monaco Street | Monaco St. signed westbound only |
| | 279.086 | 449.145 | 279A | <br>I-270 west (US 36 west) Fort Collins, Boulder | Westbound exit and eastbound entrance; western end of concurrency with US 36 |
| | 279.591 | 449.958 | 279B | Central Park Boulevard |  |
| | 280.567 | 451.529 | 280 | Havana Street |  |
| | 281.560 | 453.127 | 281 | Peoria Street | Westbound access is part of exit 282 |
| DenverAdams<br>county line | DenverAurora line | 282.271–<br>283.180 | 454.271–<br>455.734 | 282 | <br>I-225 south Aurora, Colorado Springs | Exit 12 on I-225 |
| Adams | Aurora | 283.532 | 456.301 | 283 | Chambers Road |  |
| | | 283.623 | 456.447 | 284 | Peña BoulevardDenver International Airport | Eastbound exit and westbound entrance |
| | | 284.627 | 458.063 | 285 | Airport Boulevard |  |
| | | 285.727 | 459.833 | 286 | Tower Road |  |
| AdamsArapahoe<br>county line | | 288.219 | 463.844 | 288 | <br><br>I-70 BL / US 40 west / US 287 north (Colfax Avenue) | Left exit westbound; no westbound entrance; I-70 Bus. appears only on westbound signage; western end of concurrency with US 40/US 287 |
| | | 289.028 | 465.145 | 289 | E-470 Fort Collins, Colorado Springs | Exit 20 on E-470 |
| | | 292.128 | 470.134 | 292 | <br>SH 36 east (Airpark Road) | Former US 36 east |
| |  | 295.256 | 475.168 | 295 | <br>I-70 BS north Watkins |  |
| | 299.328 | 481.722 | 299 | Manila Road |  |
| | Bennett | 304.360 | 489.820 | 304 | <br>SH 79 north Bennett |  |
| | 305.259 | 491.267 | 305 | Kiowa | Eastbound exit only |
| | 305.784 | 492.112 | 306 | SH 36Kiowa, Bennett | No eastbound signage; no eastbound entrance; former US 36 |
| Arapahoe |  | 310.165 | 499.162 | 310 | Strasburg |  |
| | | 315.913 | 508.413 | 316 | <br>US 36 east / SH 36 west Byers | Eastern end of concurrency with US 36; unsigned SH 36 is former US 36 west |
| | | 322.086 | 518.347 | 322 | Peoria |  |
| | Deer Trail | 328.329 | 528.394 | 328 | <br>I-70 BS south Deer Trail |  |
| Elbert |  | 336.787 | 542.006 | 336 | Lowland |  |
| | | 340.354 | 547.747 | 340 | <br>I-70 BS west Agate |  |
| | | 348.731 | 561.228 | 348 | Cedar Point |  |
| | | 352.340 | 567.036 | 352 | <br>SH 86 west Kiowa |  |
| | | 354.537 | 570.572 | 354 | (no name) |  |
| Lincoln | Limon | 359.499 | 578.558 | 359 | <br><br><br>I-70 BL east to US 24 / SH 71 Limon | Eastbound signage |
| | | | | US 24 Colorado Springs | Westbound signage |
| | | 361.743 | 582.169 | 361 | <br>I-70 BL to SH 71 Limon | SH 71 appears only on eastbound signage |
| |  | 363.025 | 584.232 | 363 | <br><br>US 40 east / US 287 south Hugo, Kit Carson | Eastbound signage; eastern end of concurrency with US 40/US 287 |
| | | | <br><br>I-70 BL / US 24 west to SH 71 Limon | Westbound signage; western end of concurrency with US 24 |
| |  | 371.482 | 597.842 | 371 | Genoa, Hugo | Hugo appears only on westbound signage |
| | 376.520 | 605.950 | 376 | Bovina |  |
| | Arriba | 383.496 | 617.177 | 383 | Arriba |  |
| Kit Carson |  | 394.564 | 634.989 | 395 | Flagler |  |
| | Seibert | 405.065 | 651.889 | 405 | <br>US 24 east / SH 59 Seibert | Eastern end of concurrency with US 24 |
| |  | 411.961 | 662.987 | 412 | Vona |  |
| | 419.311 | 674.816 | 419 | SH 57 Stratton |  |
| | 428.824 | 690.125 | 429 | Bethune |  |
| | Burlington | 436.788 | 702.942 | 437 | I-70 BL / US 385 (Lincoln Street) | I-70 Bus. appears only on eastbound signage |
| | 438.225 | 705.255 | 438 | I-70 BL / US 24 (Rose Avenue) | I-70 Bus. appears only on westbound signage; western end of concurrency with US 24 |
| |  | 449.589 | 723.543 |  | <br><br>I-70 east / US-24 east Goodland, Salina | Continuation into Kansas |
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi<br> | | | | | | |

Template:Attached KML/Interstate 70 in ColoradoKML is from Wikidata

## InfoBox

| Interstate 70 | |
| --- | --- |
| I-70 highlighted in red | |
| Route information | |
| Maintained by CDOT | |
| Length | 449.589 mi (723.543 km) |
| History | Designated in 1956<br>Completed in 1992 |
| NHS | Entire route |
| Restrictions | No hazardous goods allowed in the Eisenhower Tunnel |
| Major junctions | |
| West end | I-70 / US 6 / US 50 at Utah state line |
| Major intersections |  |
| East end | I-70 / US-24 at Kansas state line |
|  | |
| Location | |
| Country | United States |
| State | Colorado |
| Counties | Mesa, Garfield, Eagle, Summit, Clear Creek, Jefferson, Denver, Adams, Arapahoe, Elbert, Lincoln, Kit Carson |
|  | |
| Highway system | |
| * **Colorado State Highway System** | |
| SH 69   SH 71 | |


title: Giovanni Devoti

abstract: Giovanni Devoti was an Italian canon lawyer and bishop.

text:
# Giovanni Devoti

**Giovanni Devoti** (born at Rome, 11 July 1744; died there 18 September 1820) was an Italian canon lawyer and bishop.

## Life

At the age of twenty he occupied a chair of canon law at the Sapienza University of Rome. After twenty-five years service in this position Pope Pius VI appointed him Bishop of Anagni.

He resigned the see in 1804, to become titular Archbishop of Carthage, As such he filled several important positions at Rome. He also accompanied Pope Pius VII during his exile in France.

## Works

His works are:

* *De notissimis in jure legibus libri duo* (Rome, 1766);
* *Juris canonici universi publici et privati libri quinque*, an unfinished work of which only three volumes appeared (Rome, 1803–1815; new edition, Rome, 1827), containing an introduction to canon law and a commentary on the first and second book of the Decretals;
* *Institutionum canonicarum libri quatuor* (Rome, 1785; fourth ed., Rome, 1814).

The last work is distinguished by its clearness and conciseness, and by its numerous historical notes, attributed, but without any reason, to Francesco Saverio Castiglioni, afterwards Pope Pius VIII. In 1817, Ferdinand VII of Spain made obligatory the study of the *Institutiones* of Devoti at the University of Alcalá; and in 1836, the University of Louvain accepted it as a classical manual of canon law. The work subsequently became more useful for the history than for the practice of canon law.

Attribution * This article incorporates text from a publication now in the public domain: Herbermann, Charles, ed. (1913). "Giovanni Devoti". *Catholic Encyclopedia*. New York: Robert Appleton Company. The entry cites:
    + Johann Friedrich von Schulte, Geschichte der Quellen und Litteratur des canonischen Rechts (Stuttgart, 1880), III, 1, 528;
    + HURTER, Nomenclator Literarius (1895), III, 677;
    + Wernz, Jus Decretalium (Rome, 1898), I, 401.


title: Tiemenguan City

abstract: Tiemenguan is a county-level city in Xinjiang Uyghur Autonomous Region, China. It is located 50 kilometres (31 mi) west of Korla and 500 kilometres (310 mi) southwest of the regional capital Ürümqi. Tiemenguan is the headquarter of the 2nd Division of Xinjiang Production and Construction Corps and currently administered by the 2nd Division. The city implemented the "division and city integration" management system, it shares the same leader group with the 2nd Division.

text:
# Tiemenguan City

| Tiemenguan City | |
| --- | --- |
|  | |
| Chinese name | |
| Simplified Chinese | 铁门关 |
| Traditional Chinese | 鐵門關 |
| Transcriptions  Standard Mandarin  Hanyu Pinyin Tiěménguān | |
| Uyghur name | |
| Uyghur | باشئەگىم |
| Transcriptions  Latin Yëziqi Bashegym  Yengi Yeziⱪ Baxəgym  SASM/GNC Baxagym  Siril Yëziqi Башәгйм | |
|  | |

**Tiemenguan** is a county-level city in Xinjiang Uyghur Autonomous Region, China. It is located 50 kilometres (31 mi) west of Korla and 500 kilometres (310 mi) southwest of the regional capital Ürümqi.

Tiemenguan is the headquarter of the 2nd Division of Xinjiang Production and Construction Corps and currently administered by the 2nd Division. The city implemented the "division and city integration" (师市合一, *shī shì héyī*) management system, it shares the same leader group with the 2nd Division.

## Overview

Tiemenguan governs an area of 590.27 square kilometres (227.90 sq mi) and has a population of 200,000. The seat of the city is at the settlement of the 29th Regiment of the Second Division of XPCC. The settlement of the 28th Regiment has been named Boghux Town (博古其镇), and that of the 30th Regiment, Shuangfeng Town (双丰镇). Both are under the administration of Tiemenguan.

## History

The city was formerly one of the settled and cultivated areas of the 2nd Division of the Xinjiang Production and Construction Corps (XPCC), which was converted to a city in December 2012, when the State Council of China approved the establishment of Tiemenguan City. It is the sixth city in Xinjiang converted from XPCC land, after Shihezi, Aral, Tumxuk, Wujiaqu, and Beitun. Like the other cities, it is a county-level city directly administered by the Xinjiang Autonomous Region without an intervening prefectural government. The city is named after the nearby Iron Gate Pass (Tiemen Guan in Chinese).

## Administrative divisions

Tiemenguan contains 1 subdistrict, 9 towns, and 1 township-equivalent region:

| Name | Simplified Chinese | Hanyu Pinyin | Uyghur (UEY) | Uyghur Latin (ULY) | Administrative division code | Notes |
| --- | --- | --- | --- | --- | --- | --- |
| **Subdistrict** | | | | | | | |
| Yingbin Subdistrict | 迎宾街道 | *Yíngbīn Jiēdào* |  |  | 659006001 |  |
| **Towns** | | | | | | | |
| Boghux Town
(29th Regiment Farm)* | 博古其镇
(二十九团) | *Bógǔqí Zhèn* | بوغۇش بازىرى | *Boghush baziri* | 659006100 | Administered by the 29th Regiment and the 28th Regiment. |
| Shuangfeng Town
(30th Regiment Farm)* | 双丰镇
(三十团) | *Shuāngfēng Zhèn* | قوشمولھوسۇل بازىرى | *Qoshmolhosul baziri* | 659006101 |  |
| Hepan Town
(22nd Regiment Farm)* | 河畔镇
(二十二团) | *Hépàn Zhèn* |  |  | 659006102 | Administered by the 22nd Regiment and the 23rd Regiment.
Separated from Hejing County in January 2020. |
| Gaoqiao Town
(24th Regiment Farm)* | 高桥镇
(二十四团) | *Gāoqiáo Zhèn* |  |  | 659006103 | Separated from Hoxud County in January 2020. |
| Tianhu Town
(27th Regiment Farm)* | 天湖镇
(二十七团) | *Tiānhú Zhèn* |  |  | 659006104 | Administered by the 27th Regiment and the 26th Regiment.
Separated from Yanqi Hui Autonomous County in January 2020. |
| Kaize Town
(223rd Regiment Farm)* | 开泽镇
(二二三团) | *Kāizé Zhèn* |  |  | 659006105 | Separated from Hejing County in January 2020. |
| Milan Town
(36th Regiment Farm)* | 米兰镇
(三十六团) | *Mǐlán Zhèn* | مىرەن بازىرى | *Miren baziri* | 659006106 | *de facto* administered by the 4th Division since October 2017
Separated from Hoxud County in January 2020. |
| Jinshan Town
(37th Regiment Farm)* | 金山镇
(三十七团) | *Jīnshān Zhèn* | جىنشەن بازىرى |  | 659006107 | Separated from Qarqan County in January 2020. |
| Nantun Town
(38th Regiment Farm)* | 南屯镇
(三十八团) | *Nántún Zhèn* | نەنتۇن بازىرى |  | 659006108 | Separated from Qarqan County in January 2020. |
| **township-equivalent region** | | | | | | | |
| Tiemenguan City Economic and Technological Development Zone | 铁门关市经济技术开发区 | *Tiěménguān Shì Jīngjì Jìshù Kāifāqū* |  |  | 659006501 |  |
| * One institution with two names. See also Tuntian#People's Republic of China. | | | | | | | |

1. Xinjiang: Prefectures, Cities, Districts and Counties
2. 新疆铁门关市挂牌成立 实行“师市合一”管理模式. *Xinhua News Agency* (in Chinese). 2012-12-29. Archived from the original on 2013-04-12. Retrieved 2013-02-20.
3. 铁门关市概况地图 \[Overview and map of Tiemenguan City\] (in Chinese). xzqh.org. 2013-02-16. Retrieved 2013-02-20.

## InfoBox

| Tiemenguan 铁门关市 (Chinese)
باشئەگىم شەھىرى (Uyghur) | |
| --- | --- |
| County-level city | |
| Map of Tiemenguan. The Western portion, and the small enclave next to it, are part of Shuangfeng Town, while the eastern enclave is Boguqi Town. | |
|  | |
| TiemenguanLocation of the seat in XinjiangTiemenguanTiemenguan (Xinjiang)TiemenguanTiemenguan (China) | |
| Coordinates: 41°49′12″N 85°39′11″E / 41.820°N 85.653°E / 41.820; 85.653 | |
| Country | China |
| Autonomous region | Xinjiang |
| Established | December 2012 |
| Municipal seat | Yingbin Subdistrict |
| Government | |
| CCP Secretary | Fan Wenming (Political Commissar of the 2nd Division) |
| Mayor | Wang Lei (Commander of the 2nd Division) |
| Area | |
| Total | 590.27 km2 (227.90 sq mi) |
| Population (2020) | |
| Total | 104,746 |
| Density | 180/km2 (460/sq mi) |
| Time zone | UTC+8 (China Standard) |
| Website | www.tmg.gov.cn |


title: Rankin baronets

abstract: There have been two baronetcies created for persons with the surname Rankin, both in the Baronetage of the United Kingdom. One creation is extant as of 2007. The Rankin Baronetcy, of Bryngwyn in Much Dewchurch in the County of Hereford, was created in the Baronetage of the United Kingdom on 20 June 1898 for the Conservative politician James Rankin. The second Baronet was a soldier, war correspondent and writer on history and travels. The third Baronet was a noted eccentric. He assumed by deed poll the additional surname of Stewart in 1932 but discontinued it by deed poll in 1946. He also assumed the forename of Hugh in lieu of Herbert, but later changed it to Sammy Parks. The fourth baronet was the nephew of the third baronet: his eldest son became the fifth baronet on his death in 2020. The Rankin Baronetcy, of Broughton Tower in the County of Lancaster, was created in the Baronetage of the United Kingdom on 5 March 1937 for Robert Rankin, Conservative Member of Parliament for Liverpool Kirkdale from 1931 to 1945. The title became extinct on his death in 1960.

text:
# Rankin baronets

There have been two **baronetcies** created for persons with the surname **Rankin**, both in the Baronetage of the United Kingdom. One creation is extant as of 2007.

The **Rankin Baronetcy**, of Bryngwyn in Much Dewchurch in the County of Hereford, was created in the Baronetage of the United Kingdom on 20 June 1898 for the Conservative politician James Rankin. The second Baronet was a soldier, war correspondent and writer on history and travels. The third Baronet was a noted eccentric. He assumed by deed poll the additional surname of Stewart in 1932 but discontinued it by deed poll in 1946. He also assumed the forename of Hugh in lieu of Herbert, but later changed it to Sammy Parks. The fourth baronet was the nephew of the third baronet: his eldest son became the fifth baronet on his death in 2020.

The **Rankin Baronetcy**, of Broughton Tower in the County of Lancaster, was created in the Baronetage of the United Kingdom on 5 March 1937 for Robert Rankin, Conservative Member of Parliament for Liverpool Kirkdale from 1931 to 1945. The title became extinct on his death in 1960.

## Rankin baronets, of Bryngwyn (1898)

The heir apparent to the baronetcy is the current holder's elder son, Tassilo Laurence Rankin (born 1998).

## Rankin baronets, of Broughton Tower (1937)


title: Hablingbo

abstract: Hablingbo is a populated area, a socken, on the Swedish island of Gotland. It comprises the same area as the administrative Hablingbo District, established on 1 January 2016. In 1961, the Havor Hoard was found at a hillfort in the small village of Havor in Hablingbo.

text:
# Hablingbo

**Hablingbo** (Swedish pronunciation: \[ˈhâbːlɪŋˌbuː\]) is a populated area, a *socken* (not to be confused with parish), on the Swedish island of Gotland. It comprises the same area as the administrative Hablingbo District, established on 1 January 2016.

In 1961, the Havor Hoard was found at a hillfort in the small village of Havor in Hablingbo.

## Geography

Hablingbo is the name of the socken as well as the district. It is also the name of the small village surrounding the medieval Hablingbo Church, sometimes referred to as *Hablingbo kyrkby*. It is situated on the southwest coast of Gotland. The area is rural with farming as the main source of income. Part of the farmed land is on the now drained Mästermyr mire. In the west, towards the coast, there are forests.

As of 2019, Hablingbo Church belongs to Havdhem parish in Sudrets pastorat, along with the churches in Havdhem, Näs, Grötlingbo, Eke, and Silte.

## History

The name of the socken is first mentioned in 1320 as *Hagbardlingabo*. The last part *bo* means "district". The first part *haghbardhlingar* is a combination of Medieval expressions, where *inge* means "indweller", and Hagbardh a combination of *hagh* meaning "enclosure" and *bardh* for "high ridge" which refers to the ridge the Hablingbo Church is built on. This gives "they who hold thing on Hagbardh as the meaning of *haghbardhlingar*.

In Hablingbo there are a couple of grave cairns from the Bronze Age as well as about a dozen smaller Iron Age grave fields plus one major at Havor. There are house foundations, stone walls, grooves and two hillsforts from the Iron Age. Two Viking silver treasures have been found in addition to the Havor Ring – one of Sweden's most unique gold finds. The present socken dates back to Medieval times.

The Petes farm built in the late 18th century, is still intact and since 1965, it is maintained by Gotland Museum as a museum farm.

At the beginning of the 20th century, Hablingbo was a station on one of the now discontinued railway lines on Gotland. The station house was built in 1920.

## InfoBox

| Hablingbo | |
| --- | --- |
| Hablingbo train station | |
| Hablingbo | |
| Coordinates: 57°11′14″N 18°15′45″E / 57.18722°N 18.26250°E / 57.18722; 18.26250 | |
| Country | Sweden |
| Province | Gotland |
| County | Gotland County |
| Municipality | Gotland Municipality |
| Area | |
| Total | 52 km2 (20 sq mi) |
| Population (2014) | |
| Total | 247 |
| Time zone | UTC+1 (CET) |
| Summer (DST) | UTC+2 (CEST) |
| Website | hablingbo.info |


title: Platyptilia pseudofulva

abstract: Platyptilia pseudofulva is a moth of the family Pterophoridae. It is known from Madagascar. This species has a wingspan of 18mm.

text:
# Platyptilia pseudofulva

***Platyptilia pseudofulva*** is a moth of the family Pterophoridae. It is known from Madagascar.

This species has a wingspan of 18mm.

## InfoBox

| *Platyptilia pseudofulva* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Pterophoridae |
| Genus: | *Platyptilia* |
| Species: | ***P. pseudofulva*** |
| Binomial name | |
| ***Platyptilia pseudofulva***<br>Gibeaux, 1994 | |
|


abstract: This is a list of the National Register of Historic Places listings in Logan County, Oklahoma. This is intended to be a complete list of the properties and districts on the National Register of Historic Places in Logan County, Oklahoma, United States. The locations of National Register properties and districts for which the latitude and longitude coordinates are included below, may be seen in a map. There are 16 properties and districts listed on the National Register in the county, including 1 National Historic Landmark.           This National Park Service list is complete through NPS recent listings posted October 4, 2024.

text:
# National Register of Historic Places listings in Logan County, Oklahoma

This is a list of the **National Register of Historic Places listings in Logan County, Oklahoma**.

This is intended to be a complete list of the properties and districts on the National Register of Historic Places in Logan County, Oklahoma, United States. The locations of National Register properties and districts for which the latitude and longitude coordinates are included below, may be seen in a map.

There are 16 properties and districts listed on the National Register in the county, including 1 National Historic Landmark.

*This National Park Service list is complete through NPS recent listings posted October 4, 2024.*

## Current listings

|  | Name on the Register | Image | Date listed | Location | City or town | Description |
| --- | --- | --- | --- | --- | --- | --- |
| 1 | Benedictine Heights Hospital |  | December 4, 2017
(#100001869) | 2000 W. Warner St.
35°52′51″N 97°26′57″W / 35.880961°N 97.449195°W / 35.880961; -97.449195 (Benedictine Heights Hospital) | Guthrie |  |
| 2 | Carnegie Library |  | June 21, 1971
(#71000666) | Oklahoma Ave. and Ash St.
35°52′48″N 97°25′05″W / 35.88°N 97.418056°W / 35.88; -97.418056 (Carnegie Library) | Guthrie |  |
| 3 | Co-Operative Publishing Company Building |  | March 7, 1973
(#73001564) | Harrison Ave. and 2nd St.
35°52′36″N 97°25′40″W / 35.8768°N 97.4279°W / 35.8768; -97.4279 (Co-Operative Publishing Company Building) | Guthrie |  |
| 4 | Angie Debo House |  | April 4, 1996
(#96000379) | 200 Oklahoma Ave.
36°09′18″N 97°37′23″W / 36.155°N 97.623056°W / 36.155; -97.623056 (Angie Debo House) | Marshall |  |
| 5 | Excelsior Library |  | March 15, 2016
(#16000087) | 323 S. 2nd St.
35°52′31″N 97°25′39″W / 35.875200°N 97.427581°W / 35.875200; -97.427581 (Excelsior Library) | Guthrie |  |
| 6 | Guthrie Armory |  | September 8, 1994
(#94001083) | 720 E. Logan
35°53′01″N 97°25′00″W / 35.883611°N 97.416667°W / 35.883611; -97.416667 (Guthrie Armory) | Guthrie |  |
| 7 | Guthrie Historic District |  | June 13, 1974
(#74001664) | Roughly bounded by Oklahoma Ave., S. Broad St., and Harrison Ave.
35°52′41″N 97°25′31″W / 35.8781°N 97.4254°W / 35.8781; -97.4254 (Guthrie Historic District) | Guthrie |  |
| 8 | Langston University Cottage Row Historic District |  | January 7, 1999
(#98001593) | Southwestern corner of the Langston University campus
35°56′36″N 97°15′47″W / 35.943333°N 97.263056°W / 35.943333; -97.263056 (Langston University Cottage Row Historic District) | Langston |  |
| 9 | Logan County Courthouse |  | October 26, 1984
(#84003141) | 301 E. Harrison St.
35°52′36″N 97°25′19″W / 35.876667°N 97.421944°W / 35.876667; -97.421944 (Logan County Courthouse) | Guthrie |  |
| 10 | Methodist Church of Marshall |  | September 28, 1984
(#84003143) | Off State Highway 74
36°09′17″N 97°37′22″W / 36.154722°N 97.622778°W / 36.154722; -97.622778 (Methodist Church of Marshall) | Marshall |  |
| 11 | Morris House |  | September 8, 1994
(#94001082) | 221 Tolson Boulevard
35°56′38″N 97°15′17″W / 35.943889°N 97.254722°W / 35.943889; -97.254722 (Morris House) | Langston |  |
| 12 | Mulhall United Methodist Church |  | June 22, 1984
(#84003145) | Bryant and Craig Sts.
36°03′48″N 97°24′13″W / 36.063333°N 97.403611°W / 36.063333; -97.403611 (Mulhall United Methodist Church) | Mulhall |  |
| 13 | Oklahoma State Bank Building |  | June 22, 1984
(#84003146) | Baty and Main Sts.
36°03′54″N 97°24′26″W / 36.065°N 97.407222°W / 36.065; -97.407222 (Oklahoma State Bank Building) | Mulhall |  |
| 14 | Ozark Trails-Indian Meridian Obelisk |  | June 12, 2017
(#100001074) | Jct. of Logan & E. Washington Aves.
35°56′32″N 97°14′49″W / 35.942110°N 97.247060°W / 35.942110; -97.247060 (Ozark Trails-Indian Meridian Obelisk) | Langston |  |
| 15 | St. Joseph Convent and Academy |  | December 19, 1979
(#79002000) | Due south of current-day Oklahoma SH-33
35°52′17″N 97°27′39″W / 35.871361°N 97.460972°W / 35.871361; -97.460972 (St. Joseph Convent and Academy) | Guthrie | Demolished in 1995 |
| 16 | Scottish Rite Temple |  | April 9, 1987
(#87000503) | 900 E. Oklahoma
35°52′41″N 97°24′48″W / 35.878056°N 97.413333°W / 35.878056; -97.413333 (Scottish Rite Temple) | Guthrie |  |


title: Haukipudas

abstract: Haukipudas is a town and former municipality of Finland. It was located in the province of Oulu and is part of the Northern Ostrobothnia region. Its shore runs along the Gulf of Bothnia, with the river Kiiminkijoki running through the province. Along with Kiiminki, Oulunsalo and Yli-Ii municipalities it was merged with the city of Oulu on 1 January 2013. The municipality had a population of 19,053 and covered an area of 1,023.62 km⁲ (395.22 sq mi) of which 224.95 km⁲ (86.85 sq mi) is water. The population density is 23.8559/km⁲ (61.7865/sq mi). The municipality was unilingually Finnish. There were 16 villages in Haukipudas: Kirkonkylä, Santaholma, Ukonkaivos, Martinniemi, Asemakylä, Onkamo, Halosenniemi, Holstinmäki, Häyrysenniemi, Jokikylä, Kalimeenkylä, Kello, Kiviniemi, Parkumäki, Takkuranta and Virpiniemi. The educational department took part in Lifelong Learning Programme 2007–2013 in Finland.

text:
# Haukipudas

**Haukipudas** is a town and former municipality of Finland. It was located in the province of Oulu and is part of the Northern Ostrobothnia region. Its shore runs along the Gulf of Bothnia, with the river Kiiminkijoki running through the province. Along with Kiiminki, Oulunsalo and Yli-Ii municipalities it was merged with the city of Oulu on 1 January 2013.

The municipality had a population of 19,053 (31 December 2012) and covered an area of 1,023.62 km2 (395.22 sq mi) of which 224.95 km2 (86.85 sq mi) is water. The population density is 23.8559/km2 (61.7865/sq mi).

The municipality was unilingually Finnish.

There were 16 villages in Haukipudas: Kirkonkylä, Santaholma, Ukonkaivos, Martinniemi, Asemakylä, Onkamo, Halosenniemi, Holstinmäki, Häyrysenniemi, Jokikylä, Kalimeenkylä, Kello, Kiviniemi, Parkumäki, Takkuranta and Virpiniemi.

The educational department took part in Lifelong Learning Programme 2007–2013 in Finland.

## Local sights

* Haukipudas Church, built in 1762.
* Kiviniemi, a fishing village
* Kurtinhaudan beach-forest
* Haukiputaan homestead

## Islands located off the Gulf of Bothnia

The following is a compilation of some of the islands of Haukipudas located just off the coast of the Gulf of Bothnia:

Hanhikari, Hietakari, Hoikka-Hiue, Iso-Hiue, Iso-Miehikkä, Isonkivenletto, Kaasamatala (Hiuvet), Kattilankalla, Kellon Kraaseli, Kintasletto, Kotakari, Kriisinkivi, Kropsu, Laitakari, Lemmonletto, Länsiletto, Lönkytin, Mustakari, Mustakari (Martinniemi), Nimetön, Pallonen, Pensaskari, Pikku-Miehikkä, Pulkkisenmatala, Puukkoletto, Rapakari, Rivinletto (Kaasamatala), Santapankki, Satakarinletto, Ulko-Pallonen, Välikari, Ykskivi, Väliletto, Äijänkumpele.

## Notable individuals

## InfoBox

| Haukipudas | |
| --- | --- |
| Municipality | |
| *Haukiputaan kunta*
*Haukipudas kommun* | |
| The church and the belfry of Haukipudas | |
|  | |
| Location of Haukipudas in Finland | |
| Coordinates: 65°11′N 025°21′E / 65.183°N 25.350°E / 65.183; 25.350 | |
| Country | Finland |
| Region | Northern Ostrobothnia |
| Sub-region | Oulu sub-region |
| Charter | 1866 |
| Government | |
| Municipality manager | Jarmo Ronkainen |
| Area | |
| Total | 1,023.62 km2 (395.22 sq mi) |
| Land | 798.67 km2 (308.37 sq mi) |
| Water | 224.95 km2 (86.85 sq mi) |
| Population (2012) | |
| Total | 19,053 |
| Density | 19/km2 (48/sq mi) |
| Time zone | UTC+2 (EET) |
| Summer (DST) | UTC+3 (EEST) |
| Website | www.haukipudas.fi |


title: Ruins of Radegg

abstract: The Ruins of Radegg are the ruins of a spur castle built around the year 1200 in the Canton of Schaffhausen, Switzerland and destroyed around the year 1300. It is located high above the Wangental on a spur of the Rossberg which drops off steeply on three sides in Osterfingen in the municipality of Wilchingen.

text:
# Ruins of Radegg

The **Ruins of Radegg** are the ruins of a spur castle built around the year 1200 in the Canton of Schaffhausen, Switzerland and destroyed around the year 1300. It is located high above the Wangental on a spur of the Rossberg which drops off steeply on three sides in Osterfingen in the municipality of Wilchingen.

## History

The Ruins of Radegg were researched between the years 1923 and 1937. Nevertheless, little is known about their origin and destruction nor about those who had built the castle, the barons von Radegg. This family is first mentioned in 1188 with a reference to Heinrich Scado. A knight "Rudolf nobilis dictus Schade de Radegg" is documented around the year 1225. He is said to have had some unspecified relation to the Rheinau Abbey. In the 13th century there existed, in addition to the barons von Radegg, a second family of the same name. The bourgeois family Schad von Radegg settled in Schaffhausen in the Late Middle Ages. This makes it difficult to firmly assign individuals to the Ruins of Radegg. This baronial family died out in 1333. According to Johann Jakob Rüeger, chronicler of the history of Schaffhausen, the Randecker family was related to the lords of the castles of Burg Randeck (Landkreis Esslingen), Randenburg and Schloss Randegg.

The remains of the walls still visible today were not built before 1200. Whether or not there was a previous wooden construction on this site cannot be excluded, but also cannot be demonstrated. The castle was presumably destroyed shortly after 1300. By whom and why is unclear. On the inside of the castle, the limestone has reddened, which is suggestive of a fire. One reason for the destruction could be that the von Radegg family had attempted to protect the Rheinau Abbey from the claims of the neighboring von Krenkingen family. In addition, arrowheads and crossbow bolts were discovered during excavations.

## Layout

The castle was built along a line. It comprised (from east to west) a massive tower, a courtyard with a cistern and a second tower. The eastern defensive walls are up to four meters thick, whereas the southern walls facing the steep Wangental are only 2.8 meters thick. The building plan, which includes embossed corner blocks and massive stone blocks, is indicative of a construction date around 1200. The northeastern plateau is protected by ramparts and moats. In addition, there are still visible traces of earlier mining of materials.

## Tourism

Hiking trails lead from Osterfingen through the Wangental to Bad Osterfingen. It is a steep climb directly up to the ruins. The second path runs less steeply from Osterfingen through the Haartel Valley to the Rossberghof. From there it takes about 30 minutes to the ruins. The site is freely accessible with the proper caution. There is a rest area and fire pit at the ruins.

## The Legend of Kätterli

In his Legend of Kätterli, the writer Otto Uehlinger tells of a robber baron many centuries ago who lived with his wife and seven sons in Castle Radegg. The pious wife died during the birth of their first daughter. The girl was christened Kätterli. After the death of his kindhearted wife, the knight lost all sense of chivalry and decency. He and his seven sons began to plunder and loot the surrounding country. Even travelers who passed through the Wangental were not spared. Many prisoners who rotted in his dungeon were cared for and encouraged by the young, kindhearted Kätterli. One of the prisoners, an Italian nobleman, fell in love with Kätterli and, after payment of a high ransom, he was released and asked for her hand in marriage. But she did not want to leave her family and the prisoners. A year later, the nobleman allowed Kätterli to bring a blue-flowering rose bush back to Radegg Castle where she planted it. Whenever she was overcome with grief and sorrow, she would secretly visit this rose bush.

Meanwhile, the robber baron and his sons were growing ever bolder. For this reason, the warlords of Schaffhausen and the peasants of Osterfingen resolved to finally put an end to their lawlessness. One cold winter night, they snuck up to the castle and set it ablaze. As the castle was burning, the attackers saw Kätterli calling for help from a window. Before they were able to rush to her aid, the roof above collapsed upon her. To this day, Kätterli's unfulfilled love prevents her from rest. Even today, one can sometimes catch a glimpse of her on moonlit nights sitting atop the ruins of the castle where she prays for the souls of her family and awaits her redemption. Only a young man beyond reproach who can find one of the blooming blue roses and bring it to Kätterli can release her.

## Literature

* Thomas Bitterli-Waldvogel: *Schweizer Burgenführer*.
* Heinrich Boxler: *Schweizer Beiträge zur Kulturgeschichte des Mittelalters*. Nr. 22, 1995, S. 111–112.
* Werner Meyer (Red.): *Burgen der Schweiz. Band 5: Kantone Zürich und Schaffhausen*.

## InfoBox

| Radegg Castle | |
| --- | --- |
|  | |
| Radegg Castle | |
| Coordinates | 47°39′06″N 8°30′24″E / 47.651700°N 8.506615°E / 47.651700; 8.506615 |
| Type | hill castle, spur castle |
| Code | CH-SH |
| Height | 560 m above the sea |
| Site information | |
| Condition | ruin |
| Site history | |
| Built | 13th Century |
| Garrison information | |
| Occupants | Freiherren von Radegg (unverified) |


title: Grand Prix de Triathlon

abstract:
The Grand Prix de Triathlon defines itself as the most outstanding triathlon event in France and attracts numerous international elite triathletes hired by French clubs.
The Grand Prix should not be confused with the Coupe de France des Clubs, which is not a circuit but a one-day national championship and in which the clubs admitted to the Grand Prix are obliged to take part.

text:
# Grand Prix de Triathlon

The **Grand Prix de Triathlon** (*Championnat de France des Clubs Division 1 (Triathlon D1)* or *Grand Prix F.F.TRI. - Lyonnaise des Eaux*) defines itself as the most outstanding triathlon event in France and attracts numerous international elite triathletes hired by French clubs. The *Grand Prix* should not be confused with the *Coupe de France des Clubs*, which is not a circuit but a one-day national championship and in which the clubs admitted to the Grand Prix are obliged to take part.

## Organisation

In 2011, the circuit consisted of the following five triathlons: Nice (24 April 2011), Dunkirk (22 May 2011), Paris (9 July 2011), Tours or Tourangeaux (28 August 2011), and La Baule (*Triathlon Audencia,* 17 September 2011). In 2012 the following five towns will host the Grand Prix:

* Les Sables-d'Olonne: 28 and 29 April 2012 (cancelled after the Super Sprint *Prologue contre la Montre* due to weather conditions)
* Dunkirk: 20 May 2012
* Toulouse: 16 June 2012
* Paris: 7 July 2012
* Nice (Grand Final): 16 September 2012

According to the official *Réglementation Sportive,* there should be 16 male and 14 female teams. At the end of the year 2010, however, three female teams (Beauvais, Montpellier, Nantes) and two male teams (Beauvais, Montluçon) withdrew. *Beauvais Triathlon* decided to boycott the *Grand Prix* when the French Triathlon Federation (FFTRI) canceled the traditional *Triathlon de Beauvais* and replaced it with the *Triathlon de Nice.* As it seems, there were tensions between FFTRI president Philippe Lescure and Beauvais manager Laurent Chopin, who is reported to return to soccer. Besides, French clubs obviously face increasing difficulties hiring foreign elite stars. Two of the *Beauvais* elite stars, Andrea Hewitt and Delphine Py-Bilot, moved to *Poissy* and *Charleville* respectively. Fred Belaubre and Charlotte Morel, however, took a break.

## Qualified Teams 2012

According to the current *Réglementation Sportive,* there should be again 16 male and 14 female teams. Compared to 2011, the situation has improved and there are now 13 female teams. However, it remains to be seen if the newcomers can catch up to the old elite clubs. Laurent Vidal changed to *Beauvais Triathlon* and therefore does not take part in the Grand Prix 2012. Frédéric Belaubre, however, left *Beauvais Triathlon* in order to take part again in the Grand Prix, this time for *Saint-Quentin-en-Yvelines.* 16 male teams:

* **EC Sartrouville:** Alistair Brownlee, Jonathan Brownlee, Javier Gómez, David McNamee, Fernando Alarza, Étienne Diemunsch, Mario Mola, Filip Ospaly, Sebastian Rank, Richard Varga.
* **Poissy Triathlon:** Tony Moulai, Greg Rouault, Bertrand Billiard, Cyril Moreau, Alessandro Fabian, Artem Parienko, Matt Chrabot, Dan Wilson, Daniel Unger, Jérémy Quindos.
* **Les Sables Vendée Triathlon:** Brad Kahlefeldt, David Hauss, João Silva, Valentin Meshcheryakov, Ivan Vasiliev, Bruno Païs, Anthony Pujades, Pierre Le Corre, Yulian Malyshev, Uxio Abun Ares.
* **Saint-Raphaël Triathlon:** Dmitry Polyanski, Igor Polyansky, Karl Shaw, Raoul Shaw, Olivier Marceau, Julien Fort, Manuele Canuto, Beau Smith, Tommy Zaferes, Julien Pousson.
* **Rouen Triathlon:** Aurélien Lebrun, Arnaud Chivot, Robin Moussel, Alberto Casadei, Alberto Alessandroni, Davide Uccellari, Thomas Bishop, David Bishop, Todd Leckie, James Elvery.
* **Lagardère Paris Racing:** Steffen Justus, William Clarke, Tamas Tóth, Romain Caillet, Grégoire Pallardy, Ludovic Échalard, Pierre Monière, Olivier Philizot, David Bardi.
* **Mulhouse Olympique Tri:** Daniel Hofer, Clark Ellice, Toumy Degham, Matthew Sharp, Mattia Ceccarelli, Richard Murray, Matthias Steinwandter, Mark Buckingham, Denis Florentin, Antoine Febway.
* **TCG 79 Parthenay:** Boris Dessenoix, Brendan Sexton, Tony Dodds, Jan Celustka, Simon De Cuyper, Akos Vanek, Stijn Goris, Luca Facchinetti, Eike Carsten Pupkes.
* **St Jean de Monts Vendée Triathlon:** Brice Daubord, Yohann Vincent, Nicolas Alliot, Alexander Bryukhankov, Kris Gemmell, Ryan Sissons, Ivan Tutukin, Gavin Noble, Anton Ruanova, Anton Chuchko.
* **Baie de Somme Triathlon:** Gabor Faldum, Tony Baheux, Miguel Arraiolos, Bryan Keane, Duarte Marques, Stas Krylov, Sergey Yakovlev, Fabien Guérineau, Massimo De Ponti, Aaron Royle, Jorge Naranjo Vichot.
* **Metz Triathlon:** Cédric Oesterle, Anthony Pannier, Théo Rebeyrotte, Nils Frommhold, Gregor Buchholz, Andrew Russel, Maurice Clavel, Jordan Rouyer, Charles Martin, Jessy Michel.
* **Versailles Triathlon:** Boris Chambon, Fabien Combaluzier, Audric Lucini, Benoît Recouvreur, Jonathan Tryoen, Gordon Benson, Andrea De Ponti, Kristof Kiraly, Franz Löschke, Stefan Zachaeus, Ricardo Hernandez.
* **Ste Geneviève Triathlon:** Vincent Luis, Grégoire Berthon, Andreas Schilling, Andrey Bryukhankov, Aubin Fouchet, Matthieu Marteau, Denis Vasiliev, Rodrigo Gonzalez, Danilo Brustolon.
* **Vesoul Triathlon:** Alexandre Maire, Jonathan Lardier, Vincent Stragapede, Danylo Sapunov, Yegor Martynenko, Aaron Harris, Andrea Secchiero, Peter Bajai, Ben Allen, Davide Bargellini, Petr Bures, Cyril Pochon.
* **Saint-Quentin-en-Yvelines:** Frédéric Belaubre, Thomas André, Anthony Chassery, Ghislain Hervé, Léo Inostroza, Marek Jaskolka, Guillaume Montoisy, Aymeric Petel, Balasz Pocsai, Romain Pozzo di Borgo.
* **La Rochelle:** Nicolas Billet, Matthew Gunby, James Lock, Vincent Migné, Frédéric Pierrat, Lionel Roye, Valentin Rouvier, Jérémy Savio, Alfred Torok.

13 female teams:

## Points System

Each of the 16 male and 14 female teams nominates seven triathletes for the whole season, of whom five triathletes actually have to take part in the race. In 2011 at least one triathlete in each team must be French (two from 2012 onwards). For each of the five competitions the ranking of the clubs is determined by the three so-called *triathlètes classants l'equipe*, i.e. the individual positions of the three best triathletes of each club are added and the club with the lowest sum is the winner, and so forth. The ranks of the rest of each team are irrelevant. For the whole circuit, however, the clubs are assigned points on the basis of the club ranking of each individual competition. The best male team, for instance, receives 20 points for the first place in one competition etc.

For the season 2011 the French triathlon Federation FFTRI was not only unable to secure the right number of clubs, some clubs, especially female elite teams, seem to have difficulties in hiring five elite triathletes for each race:

* At the opening triathlon in Nice (24 April 2011), Charleville Tri Ardennes (CTA) was unable to start with five runners and should have been disqualified, as Alexandra Razarenova did not start.
* In Dunkirk, for instance, *Stade Poitevin* had to recur to Natalia Shliakhtenko although she was no member of the club any more and her name was not included in the start lists.
* In Paris, *TRI Olympique Club Cessonnais* had to do without the obligatory fifth triathlete because the only French triathlete among the five nominated runners, Alexia Bigot, did not start (DNS). According to the *Réglementation Sportive* any club which does not take part in alle five triathlons of the circuit (with all the five obligatory triathletes) should be excluded from the Grand Prix.
* Apart from the three decisive runners (the **triathlètes classants l'équipe**), several clubs nominate only foreign juniors without significant ITU competition experience.
* Sometimes even the three *triathlètes classants l'équipe* of smaller clubs are foreign juniors. The three best triathletes of *Saint Avertin Sports Tri 37,* for instance, were foreign juniors: Monika Oražem (24th in the individual ranking), Horvath (35th), and Hannah Drewett (38th). Hannah Drewett, a British junior, even managed to place 38th among the elite without any prior ITU competition experience.
* *Lagardère* for instance completely depends on Emmie Charayron. With this top triathlete, the club regularly achieves medals, without her it is among the last clubs of the ranking.
* The official start lists often turn out to be inaccurate. At Tours (28 August 2011), for instance, TOCC nominated five unknown French triathletes, but at the race there were three internationally well known U23 triathletes competing in the World Championship Series: Zsófia Tóth, who had announced her participation long before on Twitter, Charlotte McShane, and Mariya Shorets.
* Many triathletes seem to be unhappy about the fact that, paradoxically, the French Club Championship is no team championship but is exclusively based upon the individual ranking of the club's best two or three top triathletes, i.e. the foreign elite stars. At Tours (28 August 2011), for the first time, a slight relay element was introduced. The first two and the second two triathletes of each club form a team and the slower triathlete of each sub team will give the start signal to the following teammate. The fifth triathlete of each club is running alone without a slowdown colleague. For the dominant Grand Prix teams with three foreign guest stars this might turn out disadvantageous because the third top star will be slowed down unless the club has a fourth top star. At Tours, *Sartrouville* could defend its leading position only thanks to Jonathan Brownlee, who, as the fifth solo runner, could easily outdo all competitors and win the gold medal for his team.

In general, it seems that the official Rules *(Règlementation sportive)* are not strictly applied. E.g. at the official podium ceremony in La Baule (17 September 2011), *Saint Raphaël Tri* (Anna Tabarant, Polyanskaya, Ivanovskaya, Camille Donat and Daniela Chmet) did not turn up. According to the rules, this should have led to a penalty. Nevertheless, the club received all 11 points for the third place in La Baule.

## Foreigners' Dominance

The high amount of international guest stars has always raised criticism in France. On the one hand, FFTRI is proud to gather some of the best elite stars of the world, on the other hand the rankings clearly show that the French triathletes are a small and irrelevant minority among the *Grand Prix* participants. In the old *Réglementation Sportive* of the season 2007/08, the importance of the foreign guest stars was still restricted because among the three *triathlètes classants l'équipe* only one (EU) foreigner was allowed.

### Season 2010

The rankings of the opening *Grand Prix* triathlon held at Dunkirk on 23 May 2010 give the following picture.

* According to the *individual* female ranking, among the best 10 female triathletes there were only 2 French triathletes, among the best 20 triathletes there were only 4 French triathletes, and among all 70 female participants there were only 26 French triathletes. On the other side, among the 9 participants who *did not finish* (DNF) there were 7 French triathletes.
* In the *club* ranking the foreigners' dominance is even more obvious. As said before, there were 14 female teams and for the club ranking only the three best triathletes of each club, the *triathlètes classants l'équipe*, *are relevant. Thus there should have been 42 *triathlètes classants l'équipe*,* but *OSML Natation-Triathlon* had three DNF triathletes and so in this club there were only two **triathlètes classants l'équipe*.* This means that at Dunkirk for the *club* ranking there were only 41 female triathletes, of whom only 11 were French. And of these 11 French triathletes, only 5 belonged to the best 11 clubs. In other words: among the 33 *triathlètes classants l'équipe* of the 11 best clubs, there were only 11 French triathletes.
* In five out of 14 clubs there were no French triathletes at all among the three best triathleteas, which means for five clubs the club ranking was based exclusively upon the foreigners' positions. In seven teams there was only one French triathlete among the three *triathlètes classants l'equipe* of these clubs, but they were the third of the three, and thus had little relevance for the club ranking.
* The second best club at Dunkirk, *Tri Club Chateauroux 36,* achieved this top position only thanks to its foreign stars: Magali Di Marco, Svenja Bazlen, and Ricarda Lisk, and even the two other triathletes of this team were foreigners: Melanie Annaheim (Switgzerland) und Alia Cardinale (Costa Rica), which will be forbidden by the *Grand Prix* rules from autumn 2010 on. *Tri Club Nantais* neither had a French triathlete in its team nor could it nominate five triathletes.
* Not only do the foreign guest stars outnumber the French participants and play the decisive role: the French triathletes, too, often lack any relation with the club they represent. The bronze-medalist club of Dunkirk 2010 and the overall *Grand Prix* winner of the year 2009, *Beauvais Tri,* for instance, signed four international elite stars on, Andrea Hewitt, Vicky Holland, Hollie Avil and Anja Dittmer, plus the Southern French triathletes Delphine Py Bilot from Montpellier and Charlotte Morel from Boulouris, both of whom live and train far away from Beauvais.
* The male ranking confirms the foreign dominance. Among the three qualifying triathletes *(*triathlètes classants l'équipe*)* of the 5 best clubs, i.e. among the 15 most relevant triathletes there were only 2 French triathletes. In the *individual* ranking, which is independent of the triathletes' status as **triathlètes classants l'équipe*,* the discrepancy between the percentage of French participants and their performance is evident: 50 out of 84 triathletes are foreigners, but among the best 40 participants there are only 7 French triathletes, but e.g. 8 Russians.

### Season 2011

To some extent this season was irregular. On the one hand, traditional guest stars withdrew and concentrated on ITU races for the 2012 Olympics qualification. On the other hand, five clubs which had already been admitted to the *Grand Prix*, among which the female gold medalist and male silver medalist *Beauvais,* declared to withdraw in autumn 2010. So in 2011 there were only 11 instead of 14 female teams. The opening triathlon in Nice (24 April 2011) proved the undiminished foreigners' dominance in spite of the new regulation according to which each club has to be present with five triathletes at each competition with at least one French triathlete among them.

* Among the three best triathletes *(triathlètes classants l'èquipe)* of the winning team *Sartrouville* there is no French national: Alistair Brownlee, Jonathan Brownlee and Javier Gómez.
* Among the 30 *triathlètes classants l'èquipe* of the best ten clubs there are only seven French triathletes.
* Five of the ten best clubs do not have any French triathletes among their three *triathlètes classants l'èquipe.*
* The individual ranking is indicative, too. among the top ten triathletes there are only two French triathletes, among the top thirty there are only seven French triathletes.
* On the whole there were 46 French and 44 non French participants. Among the last thirty participants (DNF included), however, there are 25 French triathletes.
* In the female ranking the situation is slightly better because many traditional guest stars do not participate in the 2011 circuit. In the individual ranking there are five French top-ten triathletes, among the top thirty female triathletes there are 13 French triathletes.
* Among the last thirty triathletes (DNF included) there are only 16 French triathletes.
* Among the nine *triathlètes classants l'èquipe* of the best three clubs, there are four French triathletes: Carole Péon, Emmie Charayron and Julie Nivoix.

1. «Le *Grand Prix F.F.TRI. – Lyonnaise des Eaux* est l’événement de la saison de triathlon puisqu’il rassemble sur son circuit les meilleurs athlètes français et étrangers engagés dans les clubs de 1ère Division. Les clubs de 1ère division concourent pour obtenir le titre de Champion de France.» - see http://www.fftri.com/spip.php?rubrique109 Archived 2010-07-26 at the Wayback Machine. Retrieved 28 May 2010.
2. See http://fftri.tamaco-dev.fr/sites/default/files/pdf/RGF\_2011\_0.pdf Archived 2011-08-16 at the Wayback Machine. Retrieved 10 May 2011.
3. Cf. the club's official statement: http://beauvais-triathlon.onlinetri.com/index.php?page\_id=3050&news\_id=25194. Retrieved 10 May 2011.
4. See http://www.fftri.com/files/pdf/RGF\_2011-2012.pdf Archived 2012-06-01 at the Wayback Machine. Retrieved 6 May 2012.
5. Cf. *Triathlète,* April 2011, p. 56-60. Obvious spelling mistakes have been corrected.
6. See http://www.fftri.com/plugins/fckeditor/userfiles/file/REGLEMENTATION/20091016-RGF-2009-2010-valideparleCDdu15-10-09.pdf Archived 2010-05-08 at the Wayback Machine. Retrieved 28 May 2010.
7. See p. 84 and p. 87 in: http://fftri.tamaco-dev.fr/sites/default/files/pdf/RGF\_2011\_0.pdf Archived 2011-08-16 at the Wayback Machine. Retrieved 14 July 2011.
8. Cf. http://www.fftri.com/node/123/4698 Archived 2012-03-29 at the Wayback Machine. Retrieved 16 August 2011.
9. See p. 90, *Règlementation sportive:* http://fftri.tamaco-dev.fr/sites/default/files/pdf/RGF\_2011\_0.pdf Archived 2011-08-16 at the Wayback Machine. Retrieved 25 September 2011.
10. See http://www.fftri.com/plugins/fckeditor/userfiles/file/REGLEMENTATION/RGSportive2007-2008.pdf Archived 2009-02-06 at the Wayback Machine. Retrieved 18 June 2010.
11. See http://www.ipitos.com/de-resultats/course-132 Archived 2010-05-27 at the Wayback Machine. Male results under *GP D1 Hommes.* Retrieved 28 May 2010.


title: Irtiqa

abstract: Irtiqa is the debut album by the Pakistani rock band, Entity Paradigm. It was originally slated for a 25 September 2003 release date, but was delayed to 1 October. Entity Paradigm released singles from Irtiqa which were "Hamesha", "Hamein Aazma", "Kahan Hai Tu", "Aghosh", "Waqt" and "Irtiqa III"; the videos for "Waqt" and "Irtiqa III" were directed by Xulfi himself. Singles like "Waqt", "Hamesha" and "Kahan Hai Tu" did well in the charts. Irtiqa was considered a critical and commercial success.

text:
# Irtiqa

Professional ratings
| Review scores | |
| --- | --- |
| Source | Rating |
| Desiest.com | 7.3/10 link |
| Pakistani Music Channel | link |
| Ultimate-guitar | link |

**Irtiqa** (Urdu: **ارتقاء**, literal English translation: *evolution*) is the debut album by the Pakistani rock band, Entity Paradigm. It was originally slated for a 25 September 2003 release date, but was delayed to 1 October. Entity Paradigm released singles from *Irtiqa* which were "Hamesha", "Hamein Aazma", "Kahan Hai Tu", "Aghosh", "Waqt" and "Irtiqa III"; the videos for "Waqt" and "Irtiqa III" were directed by Xulfi himself.

Singles like "Waqt", "Hamesha" and "Kahan Hai Tu" did well in the charts. Irtiqa was considered a critical and commercial success.

## Concept

Irtiqa means 'progress' or 'evolution', and this album talks about progress in life. The cover of the album depicts a sketch of an unborn baby. The first track 'Irtiqa I' starts off the album with a soft voice of a newly born baby, indirectly pointing towards progress after birth. The songs that follow after are carefully composed and it seems that EP strictly means business.

On the whole "Irtiqa" is not just a music album, it's a concept, it's a theme and not many musicians in Pakistan making music is based on a specific theme or subject and be able to maintain that theme throughout the album but not just in a single song.

## Track listing

All music composed & arranged by Zulfiqar Jabbar Khan, Fawad Khan & Ahmed Ali Butt.

Irtiqa
| No. | Title | Writer(s) | Length |
| --- | --- | --- | --- |
| 1. | "Irtiqa I" | Zulfiqar Jabbar Khan | 2:19 |
| 2. | "Hamein Aazma" | Ahmed Ali Butt | 4:46 |
| 3. | "Kahan Hai Tu" | Zulfiqar Jabbar Khan, Ahmed Ali Butt | 4:14 |
| 4. | "Hamesha" | Zulfiqar Jabbar Khan, Ahmed Ali Butt, Ali A. Khan | 4:57 |
| 5. | "Waqt" | Ahmed Ali Butt, Danish J. Khan | 6:41 |
| 6. | "Aghosh" | Ali A. Khan | 6:15 |
| 7. | "Irtiqa II" | Zulfiqar Jabbar Khan | 1:05 |
| 8. | "Rahguzar" | Fawad Khan, Salman Nasir | 6:27 |
| 9. | "Fitrat" | Ahmed Ali Butt | 4:17 |
| 10. | "Barzakh" | Zulfiqar Jabbar Khan | 7:44 |
| 11. | "Irtiqa III" | Danish J. Khan | 8:29 |

## Personnel

All information is taken from the CD.

Entity Paradigm Production * Produced by Mekaal Hasan, Fawad Khan & Zulfiqar J. Khan
* Recorded & Mixed at Digital Fidelity Studios, Lahore, Punjab
* Guitar sound engineer: Mekaal Hasan, Fawad Khan & Zulfiqar
* Drums reprogrammed: Fawad Khan
* Drums sound engineer: Fawad Khan & Zulfiqar J. Khan
* Assisted by Mekaal Hasan
* Photography: Usman Saeed
* Art direction & design: Safwat Saleem
* Album art: Tania Danish
* Inlay illustrations: Safwat Saleem

## InfoBox

| Irtiqa | |
| --- | --- |
|  | |
| Studio album by Entity Paradigm | |
| Released | October 1, 2003 |
| Recorded | 2002–2003 at Digital Fidelity Studios in Lahore, Pakistan |
| Length | 55:39 |
| Label | Lips Records, Rearts Records |
| Producer | Zulfiqar Jabbar Khan, Fawad Khan, Mekaal Hasan |
|  | |
| Singles from  *Irtiqa* | |
| 1. "Kahan Hai Tu"
Released: 2003 2. "Hamein Aazma"
Released: 2003 3. "Aghosh"
Released: 2003 4. "Hamesha"
Released: 2004 5. "Waqt"
Released: 2004 6. "Irtiqa III"
Released: 2005 | |
|  | |