"In some areas where trees were growing along the roadway, fill soils extended laterally to and beyond the trees, and in some locations, fill soils were observed to be several feet deep around the trees." 1997 Terracon Consultants Western Inc. Preliminary Geotechnical Engineering Study, p.1 (included as Appendix O to 19977 Drexel Barrell & Co. Report).

"Currently, drainages from the road subbasins is conveyed to design points in unlined roadside swales. Where these swales have [storm water flow] velocities that are less than 3 feet per second, sediment is deposited, filling the channel and pushing drainage flows into the road. This allows flow to accumulate, increasing the erosion impacts where flow leaves the road. Where velocities are greater than 5 feet per second, the channel erodes." 1997 Drexel Barrell Co. Report, p. 88.

"This well-maintained and carefully patrolled highway takes you through forests of pine, spruce, and aspen, past unspoiled alpine lakes and meadows. Remarkable views meet you at every turn." 1997 Pikes Peak Highway promotional brochure.

It is interesting, in light of the Hill Climb’s repeated objections to changing the present gravel road surface, that the racers’ comments seem to show that they actually prefer a fast, hard track. In 1997, during the July 2 and July 3 qualifying sessions, the track was dry, clear, and fast, and racers and commentators both looked forward to a record-setting race day.  However, a rainstorm on the night before the July 4 race softened the track.  Compare their pre-race and post-race comments:

July3, Last day of qualifying:

"This road was surprising.  It was faster than I expected.  As the road cleans up and the temperature comes up, we'll be faster.   Racer Rod Millen.

"Today, we were really able to trust the road. That’s the big thing -- being able to drive with confidence that you know what to expect on the course." Racer Jeff Zwart.

"Obviously, the road surface has a chance -- depending on the uncertain chance for rain -- to be as fast as 1994, when most of the current race-day records were set." Colorado Springs GAZETTE sports columnist Ralph Routon.

July 4, After the race:

"We tried, but it was just a little too slick in places..... I just couldn’t get out of the corners. It was fast down below, but slippery on top." Racer Rod Millen.

"The road was real slippery on all sections, there were no black grooves." Racer John Johnson.

"The road was just greasy as can be. If you got out of the groove, it was slicker than snot." Racer Lee Kanawyer.

(All quotes from Colorado Springs GAZETTE sports sections, July 4, 5.)

"Erosion of the fill soils was observed throughout the roadway alignment, and areas where culvert pipes crossed beneath the roadway appeared to exhibit a greater degree of erosion than other areas along the roadway. In many locations, the eroded soils were being transported into the drainages adjacent to the roadway." 1997 Terracon Consultants Western Inc. Preliminary Geotechnical Engineering Study, pp. 1, 2 (included as Appendix O to 1997 Drexel Barrell & Co. Report).

"Severy Creek wetlands have a notable impact from highway operations. A large gully has formed from highway runoff. It is an estimated 1 mile long and drops about 1,000 feet in elevation to Severy Creek. The creek has about 60 acres of wetland and an estimated 10-15 acres of wetland have been silted in." Report of Anita Culp, Army Corps of Engineers, May 5, 1997, section 8, p. 3.

"People don’t want to be ushered to a parking place far away and hike to the race. Let ‘em park. It’s one day out of 365." Bobby Unser, quoted in Chevrolet Pikes Peak International Hill Climb 1997 supplement to Colorado Springs GAZETTE, p. AAA10.

"Spring snow removal alone means clearing approximately seven million cubic feet of snow. After the road is opened, melting snow causes massive runoff requiring constant maintenance and repair." 1997 Your Guide to the Pikes Peak Highway, brochure distributed by City of Colorado Springs.

"Based on our visual observations, the sand fill materials currently used to maintain the roadway appears [sic] to be highly erodable when subjected to flowing water and seepage. In addition, the sand fill materials appear to be existing on slopes at or steeper than observed angles of repose, and will require implementation of a retaining system to prevent shallow slope failures and erosion of the upper 3 to 5 feet." 1997 Terracon Consultants Western Inc. Preliminary Geotechnical Engineering Study, p.4 (reprinted in 1997 Drexel Barrell & Co. Report, p. 83).

Other Photo's (taken in 1998):