'09I-80 Corridor Study
’09I-80 CORRIDOR STUDY I-80 CORRIDOR STUDY
MARCH 2009
Prepared for: Prepared by: In association with:
AECOM Transportation Dawood Engineering, Inc. A.D. Marble & Company U.S. Department of Transportation U.S. Department of Transportation Design Support Services, LLC 'FEFSBM)JHIXBZ"ENJOJTUSBUJPO 'FEFSBM)JHIXBZ"ENJOJTUSBUJPO Table of Contents Final Report
Executive Summary i Study Conclusions – Existing Conditions of the Roadway
ii Study Conclusions – Transportation Solutions
Part I Introduction to the I-80 Corridor Study 1 Study Goals 1 Coordination with Pennsylvania Turnpike Commission
Part II Needs 3 Need #1: Congestion 4 Need #2: Safety
5 Need #3: Deteriorating Pavement and Bridges
Part III Environmental Overview 7 Natural Resources 9 Cultural Resources
11 Community Resources
Part IV Public Involvement 13 Program Overview 13 Stakeholder Interviews
15 Public Meetings
Part V Transportation Solutions 17 A. TSM, ITS and Transit Initiatives 17 – TSM (Transportation Systems Management)
18 – ITS (Intelligent Transportation Systems) 21 – Transit
I-80 Corridor Study | Final Report Table of Contents List of Maps Final Report
B. Highway Improvement Solutions 22 Transportation Solutions Part V Exit 302 46 Option 1 (Snydersville/Bartonsville) – Pennsylvania Turnpike Commission 22 48 Option 2 Committed Improvements 50 Option 3 – I-80 Corridor Study Improvements 24 52 Option 4 – Mainline Widening 24
– Interchange Improvements 36
– Exit 293 (I-80/I-380) 36 Exit 303 58 Option 1 (Ninth Street) – Exits 298 and 299 (Scotrun/ 37 60 Option 2 Tannersville) 62 Option 3 – Exit 308 (East Stroudsburg) 39
– Exit 309 (Marshalls Creek) 40
– Exit 310 (Delaware Water Gap) 40 Exits 304, 305 and 306 74 Option 1 (Southbound US 209, Business 209/ – Exit 302 (Snydersville/Bartonsville) 42 76 Option 2 Main Street, and Dreher Avenue) – Exit 303 (Ninth Street) 56 78 Option 3
– Exits 304, 305 and 306 68 80 Option 4 (SouthboundUS 209, Business 209/ Main Street, and Dreher Avenue) 82 Option 5
– Exit 307 (Broad Street/ 88 Park Avenue)
Congestion Priorities 105 Conclusion Exit 307 92 Option 1A Part VI (Broad Street/Park Avenue) Safety Priorities 106 94 Option 1B
Other Interchanges 108 96 Option 2
Deteriorating Pavement and Bridges 108 98 Option 3 Priorities 100 Option 4 Conclusion 108
II | I-80 Corridor Study I-80 Corridor Study | III WYOMING LACKAWANNA
LYCOMING SULLIVAN SCRANTON WAYNE
LUZERNE PIKE NEW YORK
WILKES-BARRE
Final Report MONROE
EAST PENNSYLVANIA STROUDSBURG
MONTOUR STROUDSBURG
COLUMBIA CARBON
NEW JERSEY
NORTHUMBERLAND NORTHAMPTON EXECUTIVE SUMMARY NEWARK SCHUYLKILL LEHIGH
nterstate 80 (I-80) is a vital Wilkes-Barre/Pocono region. From the economic backbone of Monroe County municipalities resulted in a series of Turnpike Commission (PTC) and projects, bridge replacements, geometric deficiency survey and 2. Safety component of our national and Delaware River Water Gap crossing, and the Stroudsburg-Pocono region. proposed transportation improvements DAUPHINthe Pennsylvania Department of interchangeBERKS improvements and ITS public involvementBUCKS to illustrate and Istate transportation system. It I-80 connects the Monroe County designed to address safety issues Transportation (PennDOT) was improvements. As a result of this characterize the deficiencies of the The existing roadway system features also satisfies regional and local region to I-380, US 209, I-476 and The I-80 Corridor Study is a and mobility needs. In addition, study signed into law. The Act created agreement, the I-80 Corridor Study existing system. Three (3) basic design elements from 40 years ago transportation needs for mobility, I-81; and PA Route 33. transportation planning study intended team members met with legislative and a “public-public” partnership in team coordinated the prioritization of corridor-wide needs categories were that do not conform with the safety recreation and commerce. The eastern to provide the required background municipal officials, and engaged in a which the PTC was directed to seek the roadway improvements in Monroe documented: characteristics of high speed, high end of the I-80 corridor in Pennsylvania As the region’s population and information for programming specific robust media campaign in advance of approval from the Federal Highway County with the PTC’s engineering volume modern roadway design. is the gateway to over 300 miles of one economy grow, the I-80 corridor will environmental/preliminary engineering public meetings held at two different Administration to convert I-80 into a consultant. 1. Congestion As a consequence, there are of the most important transportation continue to play an important role in studies and design/construction locations in Monroe County. toll facility in order to pay for necessary operational safety concerns with the and goods-movement corridors in the region. The focus of this corridor projects throughout the I-80 corridor. transportation improvements along The existing roadway configuration existing mainline and interchange the state. study and planning effort is the 18-mile The study involved extensive During the I-80 Corridor Study, the the I-80 statewide corridor. As part STUDY CONCLUSIONS – will not accommodate existing configurations. stretch of I-80 from the Borough of environmental field work, traffic Pennsylvania Legislature passed Act of the lease agreement, the PTC is EXISTING CONDITIONS OF traffic volumes at some locations Regionally, I-80 is the transportation Delaware Water Gap (Exit 310) to analysis, engineering and coordination 44. Under this initiative, a 50-year currently developing a capital plan THE ROADWAY and will fail system-wide with projected link between the New York/New Jersey I-380 (Exit 293) in Monroe County. with the public. Coordination with lease and funding agreement between of infrastructure improvements for future increases in traffic. Metropolitan area and the Scranton/ This section of I-80 supports the various stakeholders and area the Pennsylvania the length of I-80 in Pennsylvania, The I-80 Corridor Study included including pavement rehabilitation traffic studies, crash data analysis,
| I-80 Corridor Study I-80 Corridor Study | ii 3. Deteriorating pavement and end of their available life span and n The I-80 roadway corridor will n The I-80 study corridor was n Interchange improvement n TSM, transit and ITS strategies n Traffic Analysis Summary Report In the end, the I-80 Corridor Study bridges are rated Structurally Deficient. need to be reconstructed evaluated to determine a concepts were developed need to accompany any planned n Analysis of Transportation Needs is intended to be a comprehensive mainline widening concept highway capacity increases n Geometric Deficiency Survey transportation planning tool The western portion of the study The I-80 mainline and ramps will for the roadway The study team also looked n Environmental Overview designed to assist the rural planning area has relatively new pavement, STUDY CONCLUSIONS – require reconstruction to correct at individual interchanges to TSM and transit strategies have n Historic Resource Survey organization − the Northeastern especially in the area of the I-80/ TRANSPORTATION SOLUTIONS the problem of deteriorating The 18-mile corridor was divided develop improvement concepts the potential to reduce peak hour n Archaeological Resource Pennsylvania Alliance (NEPA) − as I-380 interchange which is nearing pavement, to add capacity, and into two distinct sections based that could provide measurable volumes on the highway and ITS Reconnaissance Investigation well as PTC and PennDOT in the the end of a total reconstruction The study team explored a wide to apply current design criteria to on geometric and environmental benefits and be funded and initiatives can maximize the n Public Involvement Summary planning and programming of future project. However, the eastern range of transportation solutions to the roadway geometry. Each characteristics: 1. the western constructed independent of the efficiency of the highway facility n Preliminary Environmental transportation projects on the I-80 portion of the study area has improve the overall mobility on the solution is designed to provide rural section and 2. the eastern mainline widening. Geometric by pro-actively managing traffic Evaluation corridor. 1 1960s vintage concrete pavement I-80 corridor. Transportation Systems minimum operational urban section. In each section, deficiencies and environmental flow. that has been overlain numerous Management (TSM), Intelligent requirements, which include mainline widening concepts were features were identified at key These reports and other technical files times with bituminous (blacktop) Transportation Systems (ITS) and current interstate standards, developed and key environmental interchange areas and preliminary During the course of this study, supporting this I-80 Corridor Study pavement. In addition, many of transit improvements were considered 60 mph design speed on the features were identified. costs were estimated for each a substantial amount of technical have been digitally archived and can be the bridges along this 18-mile in context with the traditional capacity- mainline, and three through concept. information was acquired and accessed by contacting: Brian Graver, section of I-80 are reaching the adding roadway improvements. The lanes in each direction between documented. This technical information PennDOT District 5 Project Manager at results of this investigation were that: interchanges. serves as back-up data and includes: 610-871-4560.
iii | I-80 Corridor Study I-80 Corridor Study | iv he purpose of the I-80 Corridor STUDY GOALS n Includes an implementation plan developing a capital plan of Final Report Study is to identify transportation for the future I-80 projects, taking infrastructure improvements for Tprojects that will improve traffic The objective of the I-80 Corridor into consideration the corridor-wide the entire 311-mile corridor to be operations and safety and will provide Study is to identify and document traffic, environmental and funding undertaken over the 50-year duration an upgraded transportation facility for deficiencies and needs, develop issues. of the lease. These improvements 18 miles of I-80 from Exit 293 (I-380) proposed solutions and alternatives, include ITS solutions and highway to Exit 310 (Delaware Water Gap) in evaluate impacts and costs, and The final product of the I-80 Corridor and bridge improvement projects. Monroe County, Pennsylvania. formulate a program to advance Study is this Final Report which The entire length of I-80 will be the best solutions that will provide summarizes the efforts listed above. reconstructed during the 50-year Of the 59 exits distributed across the measurable benefits in terms of safety, lease period. As part of the capital 311 miles of I-80 in Pennsylvania, 12 congestion, and/or replacing aging plan, the PTC is developing a exits (or 20 percent) are located in this infrastructure. COORDINATION WITH prioritized schedule of infrastructure 18-mile section. The abundance and PENNSYLVANIA TURNPIKE improvements to be undertaken in the close proximity of interchanges for The I-80 Corridor Study is the COMMISSION first 10 years after tolling begins. PART I: INTRODUCTION TO THE I-80 CORRIDOR STUDY local access is a strong indication of beginning of a series of actions that I-80’s importance to the area. Several will address the transportation needs During the I-80 Corridor Study As a result of the passage of Act 44, – Study Goals of these interchanges have recently of the 18-miles from Exit 293 to Exit process, Pennsylvania law Act 44 the PTC may become the end user of been under study as separate projects, 310 in Monroe County. The study: was enacted. Under this law, a 50- this I-80 Corridor Study Final Report. including Exits 298, 299, 308, 309 year lease and funding agreement As a result, the I-80 Corridor Study – Coordination with Pennsylvania Turnpike Commission and 310. n Considers the corridor-wide was signed between the Pennsylvania team coordinated with the PTC’s transportation needs, identifying Turnpike Commission (PTC) and consultant team to incorporate the This section of I-80 experiences high the areas and magnitude of the Pennsylvania Department of infrastructure improvements developed traffic volumes and congestion and the problems within the corridor. Transportation (PennDOT), creating for the PTC’s Capital Plan for I-80 in existing roadway configuration will not a “public-public” partnership. The PTC Monroe County and the improvements be able to accommodate future traffic n Provides an inventory of was directed to seek approval from developed as part of the I-80 Corridor volumes. These high traffic volumes environmental features within the the Federal Highway Administration Study into the I-80 Corridor Study combined with high truck percentages corridor, so that the environmental to convert I-80 statewide into a tolled Implementation Plan. However, and roadway geometry have created and community issues of future facility in order to pay for necessary the improvement options and concerns over safety throughout the projects can be predicted. transportation improvements along implementation plan presented in this corridor. Accidents along this section the entire I-80 corridor in Pennsylvania. report are consistent with the District’s of I-80 have been the impetus for the n Considers ways to make the The PTC is proposing Open Road needs for I-80 in Monroe County. The creation of safety initiatives by the Safe highway corridor function more Tolling (ORT) as the method of toll PTC or the District can use the 80 Task Force, including increased efficiently, such as Intelligent collection for I-80. ORT collects tolls completed I-80 Corridor Study Final enforcement efforts by the state police. Transportation Systems (ITS) electronically without the use of toll Report as a planning and programming In addition, much of the corridor has initiatives and public transit booths and allows drivers to pass tool for various transportation deteriorating pavement and bridge improvements. through the toll area at highway speed improvement projects. With this tool, conditions. Identifying safety and without slowing down or stopping. informed and logical decisions can be operational deficiencies and improving n Presents highway improvement made that will result in the sequential safety and operations are the main options for corridor widening and As part of the lease agreement, the study, design and construction of goals of this corridor planning effort. interchange improvements PTC has committed to funding transportation solutions for the I-80 improvements to I-80 and is currently corridor in Monroe County. 1
I-80 Corridor Study | he I-80 Corridor Study included NEED #1: CONGESTION I-80 is also a major cross-continental I-80 in Monroe County has some Final Report an evaluation of I-80 from route that is heavily used by trucks. unique travel characteristics: TExit 293 (I-380) to Exit The section of I-80 in Monroe County Average daily truck volumes range 310 (Delaware Water Gap) to is the most heavily traveled section from 20 to 30 percent throughout the n There is a very diverse determine the corridor-wide needs. of I-80 in Pennsylvania. This area corridor study area. In addition, rolling composition of traffic flow on this Transportation needs are typically encompasses the Pocono Mountain terrain and a lengthy five-mile, 4.5 road (commuters, tourists, local defined as the problems identified region which draws a considerable percent grade east of I-380 affects trips, and truckers). with the operation of the existing amount of tourist and recreational truck operating speed which in turn facility. Traffic studies, crash data visitors, but which has also effectively adversely affects the overall operating n Although interstate highways were analysis, geometric deficiency become an outer suburb of the characteristics of the road. traditionally meant to be used surveys and public involvement northern New Jersey/New York primarily for intercity trips, I-80 were performed to determine the City metropolitan area. The influx The I-80 Corridor Study included serves as one of the main routes transportation deficiencies in the of residents from the NYC area and the collection of traffic volumes, the for local trips in Monroe County. existing 18-mile corridor. As a result elsewhere has made Monroe County projection of the traffic volumes to A majority of the trips within the PART II: NEEDS of this evaluation, three corridor-wide and neighboring Pike County two of the design year of 2030 and the corridor are local trips (both needs were identified: the fastest growing counties in all of determination of existing and projected starting and ending within the – Need #1: Congestion Pennsylvania. I-80 acts as a major traffic operations, quantified by the corridor). 1. Congestion route for local commuters as it is one term “Level of Service” or LOS. There 2. Safety of the only east-west roads connecting are six levels of service designated as n There is a significant seasonal – Need #2: Safety 3. Deteriorating Pavement the major population centers in Monroe “A” through “F”, with “A” representing fluctuation due to tourism. Traffic and Bridges County. the best operating conditions and volumes are generally highest “F” representing the worst. These during the summer, with a smaller – Need #3: Deteriorating Pavement and Bridges LOS are based on a certain measure peak during winter ski season. of effectiveness, such as average delay per vehicle or density of the n Many residents have an unusually traffic stream, relative to the roadway long commute to the northern New facility being analyzed. LOS can be Jersey/New York City metropolitan quantified for various roadway facilities area. Some commuters even such as signalized and unsignalized maintain apartments in the NYC intersections, two-lane and multi-lane area in addition to their permanent highways, and freeway components homes in Monroe County, and will such as freeway sections, ramp only travel back to Monroe County junctions and weave sections. for the weekend.
Traffic projections and LOS analysis n I-80 in New Jersey and at the in the design year of 2030 predict Delaware River Bridge toll plaza that most of the corridor east of Exit experiences much greater levels 298/Scotrun will experience failing of congestion, which may alter the levels of service with the existing lane commuting patterns of I-80 drivers. configuration. Congestion at the Delaware River Bridge plaza also meters traffic
I-80 Corridor Study | flow into Pennsylvania. The Due to these unique travel patterns, periods of congestion will need to be NEED #2: SAFETY The I-80 Corridor Study was intended n Exit 298 – the PA 611 left-hand NEED #3: DETERIORATING fix the underlying deteriorated Delaware River Joint Toll Bridge I-80 experiences its highest traffic studied in greater detail. to complement the previous and merge onto eastbound I-80; PAVEMENT AND BRIDGES pavement structure. Consequently, Commission (DRJTBC) is currently levels during Friday evenings because Another noticeable issue associated ongoing Safe 80 Task Force efforts n Exit 299 – the westbound I-80 resurfacing material which is placed exploring ways to implement of motorists returning home for the Most traditional transportation with the I-80 study area is the tendency by taking a “big picture” look at crash weave section between the The original construction of I-80 was on the roadway has a limited life Open Road Tolling (ORT) at weekend from the northern New projects evaluate “average” weekday for recurring crashes, brought on by patterns throughout the entire corridor Sullivan Trail Road on-ramp and completed in the early 1960s. Two expectancy. The ultimate solution is their toll plaza and expand Jersey/New York City area. For that conditions; in other words, conditions the high traffic volumes, high truck and identifying existing deficiencies or PA 611 off-ramp; sections of I-80 in the study corridor the reconstruction of both the base capacity of the river crossing reason, this Corridor Study focuses that are prevalent throughout the percentages, and highway design issues that should be addressed when n Exit 302 – the northbound PA 33 have recently been completely material as well as the riding surface. structure (Northerly Crossings on the Friday evening peak hour workweek (a typical Tuesday, elements that do not meet today’s developing improvement concepts for approach to the PA 611 reconstructed. The first includes a Study). If that happens, traffic periods. However, it is important to Wednesday or Thursday). Because interstate standards. The Safe 80 the I-80 corridor. intersection; and portion of the I-80/I-380 interchange In addition, many of the bridges over will be able to enter Pennsylvania note that I-80 also experiences smaller this project focuses specifically on Task Force, a coalition of local public n Exit 303 – the eastbound I-80 area, and the second is a section just I-80 in the corridor are reaching the more efficiently, introducing peaks during other time periods. Friday evening conditions, significant officials, emergency service providers, The crash analysis conducted for the off-ramp to PA 611. west of the Exit 302 (PA Route 33 end of their available life span and additional congestion on the For example, on Sunday evenings consideration was given to whether and PennDOT, was formed several I-80 Corridor Study shows that crash Bartonsville) interchange to just west are rated Structurally Deficient (SD). Pennsylvania side of the River. and Monday mornings, there is a or not a possible capacity-adding years ago to address the rapidly rates for the western, rural section of Segments in the eastern, urban of the Exit 304 (southbound US 209) There is one SD bridge on I-80 at noticeable increase in the volume of improvement would be worth the growing traffic and safety issues within the study area are twice the statewide section of I-80 were found to have interchange. However, a majority of Exit 310. While PennDOT regularly n I-80 experiences high levels of traffic on eastbound I-80, as weekend expense, if it would address a problem the eastern portion of the I-80 corridor. average for similar transportation crash rates either at or below the the corridor has the original 1950s inspects SD bridges to ensure that heavy truck volumes, which tourists and commuters travel towards that occurs only once a week. Several safety improvements have facilities. These crashes were primarily statewide average. Some locations of and 1960s vintage concrete pavement the safety of the traveling public is not generally remain constant northern New Jersey/New York City. already been implemented due, in rear-end crashes, fixed-object crash clusters in the eastern section remaining in place that has been milled compromised, SD bridges do require throughout the day. As individual sections of I-80 move Traditionally, urban highways are part, to the recommendations of Safe crashes, and deer-related crashes. included: and overlaid with bituminous (blacktop) more frequent and costly maintenance. into the more detailed Preliminary designed to provide for a LOS D or 80, including the 50 mph speed limit A significant number of crashes pavement in recent years. Engineering stages, these other better in the design year. Recently, and the tailgating dots in the eastern appear to be speed-related as well. n Exit 304 – the northbound US 209 Six of the bridges over I-80 in the however, the transportation industry portion of the study area. This section of I-80 is dominated by merge onto eastbound I-80; This pavement structure is reaching study area also have deficient vertical has begun to recognize that it is very a 5-mile steep (4.5 percent) grade. n Exit 305 – the westbound I-80 the end of its serviceable life. underclearances (less than 16 feet). difficult to achieve this without incurring In the eastbound direction, the steep off-ramp to Main Street (Bus. 209); As the pavement continues to This forces trucks carrying tall loads to enormous expense and/or creating downgrade promotes speeding while n Exit 307 – the westbound I-80 deteriorate, maintenance activities detour onto local streets in and around significant adverse impacts on the in the westbound direction, the steep off-ramp intersection with Broad to repair cracks and spalling become Stroudsburg and East Stroudsburg, surrounding community. If it is not upgrade forces trucks to slow down Street; increasingly necessary and frequent. causing significant disruption for both feasible to provide for a LOS D for the to lower speeds (45 mph or less), n Exit 308 – the Prospect Street Periodic overlays can make the trucks and local residents. 1 highest peak hour(s), one factor that an unexpected condition for drivers on-ramp to westbound I-80; and roadway appear new, but do not then becomes important is the number accustomed to traffic traveling at n the southbound US 209 merge of hours of the day that the facility is 65 mph along other sections of the onto eastbound I-80. projected to operate at a LOS E or F. corridor. For example, if a roadway is projected Locations of high crash incidences to operate at a LOS E or F with three Some locations of crash clusters in the in both sections are likely due to lanes for three hours of the day, but western section included: congestion and deficient roadway is projected to operate at LOS D or design elements such as deficient better for the other 21 hours, it may n Exit 293 – the southbound I-380 ramp radii and acceleration lane, be worthwhile to forgo the extra costs merge onto eastbound I-80 deceleration lane and weave section and impacts associated with increasing and the eastbound I-80 off-ramp lengths. The improvement concepts the design to a four-lane roadway just to northbound I-380; developed for the I-80 Corridor Study to achieve a minimum LOS D for all focus on addressing these issues.
hours of the day. Tailgating dots on pavement in the eastern section of the study area.
| I-80 Corridor Study I-80 Corridor Study | comprehensive preliminary NATURAL RESOURCES In addition to the Delaware River, regulations do not permit uses along Final Report analysis of the environmental the corridor was found to support 26 the stream leading to any degradation Afeatures within the I-80 corridor n Aquatic Resources high quality cold-water fisheries (HQ- of the stream quality. in Monroe County was conducted to CWF) streams and an Exceptional assist with the evaluation of project The I-80 study area lies within Value (EV) watercourse (Sand Spring National Wetlands Inventory alternatives and identify potential the Lehigh and Middle Delaware- Run). According to the Pennsylvania (NWI) mapping and cursory field resource impacts for the proposed Mongaup-Brodhead sub-watersheds, Fish and Boat Commission (PFBC), investigations revealed the presence improvement concepts. Results of which empty into the Delaware River. the majority of these watercourses of over 90 wetlands within the project this analysis are presented in the The eastern edge of the corridor are also known to support natural corridor. The majority of the wetlands I-80 Corridor Study Environmental falls within the Delaware Water Gap trout reproduction. These stream are palustrine forested systems Overview which is contained in the National Recreational Area, which classifications afford the designated associated with the streams and Appendix. The following presents a also includes a designated National watercourse special protective floodplains in the study area. Isolated brief summary of the environmental Wild and Scenic River, the Delaware consideration by the regulatory wetlands, those not connected or in features identified in the corridor which (Middle) River system. The Delaware agencies when considering the close proximity to watercourses, are PART III: ENVIRONMENTAL OVERVIEW could have a significant effect on (Middle) River has been designated design and effects of projects within also present in the western end of the project design, cost and/or permitting for its scenic attributes and supports their watershed. The most stringent study area near the Exit 293 (I-80/ – Natural Resources – Cultural Resources requirements. a number of recreational uses of these is placed on EV watercourses, I-380) interchange. These wetlands including boating, fishing and hiking. where Pennsylvania Department of are primarily palustrine scrub/shrub ■ Aquatic Resources ■ Hazardous or Residual ■ Historic Structures Environmental Protection (PADEP) and forested systems. ■ Threatened and Waste Sites ■ Archaeological Resources Endangered Species ■ Geology ■ Natural and Wild Areas – Community Resources
I-80 Corridor Study | The majority of the project corridor discussion of EV streams, EV wetlands with all of the streams identified in the riding during certain times of the year. n Geology wetlands are classified as EV systems are managed to protect their special watercourses discussion. As State Game Land is open to the as a result of their association with value. PADEP regulations do not public, it is considered a Section 4(f) The geology in the vicinity of Exit streams supporting natural trout permit uses that could lead to impacts n Threatened and Endangered resource. 303 to Exit 306 presents a potential production, flowing through natural to the wetland without significant Species concern for any activities requiring areas and/or having EV status evidence the impact would not The Nature Conservancy owns and/or excavation, especially in locations themselves. Additionally, there is the generate degradation of the associated The I-80 study area is in the known manages several natural areas also where excavation below the water potential for several more wetlands wetland. Floodplains provide a myriad range (historic and/or current) of 15 found in the vicinity of the Exit 293 table may be required. The Marcellus to support threatened or endangered of functions including storing storm plants, two (2) reptiles, a bird and a (I-80/I-380) interchange. The most Formation is found in this area and it (T&E) species or have a close flow, reducing the intensity of flood mammal listed by state and/or federal significant of these is the Long Pond can contain pyrite (an iron sulfide). As connection to wetlands supporting T&E events, recharging groundwater, agencies as threatened, endangered Natural Area. The ecosystem of pyrite weathers it naturally frees sulfur species. These systems would also providing habitat for riparian species, or a species of special concern (2005 this natural area includes excellent to leaching, which can result in acid qualify as EV wetlands if T&E species and protecting property of local Correspondence). Table 1 lists each examples of Acidic Shrub Swamp, HQ-CWF watercourses such as Pocono Creek run rock drainage. through much of the study corridor. were present. Similar to the previous residents. Floodplains are associated species, along with their status and Mesic Oak-Pine Barrens, and Ridgetop Dwarftree Forest natural communities. The Nature Conservancy’s Long Pond Natural Area sits on both sides of I-80 at the western end of the study Dozens of plant and animal species TABLE 1 – PLANT SPECIES AND NATURAL COMMUNITIES OF SPECIAL CONCERN corridor. CULTURAL RESOURCES of special concern inhabit these Scientific Name Common Name Status* Habitat Scientific Name Common Name Status* Habitat communities. The Long Pond area n Historic Structures associated habitats. The habitat located at the eastern limits of the supports the highest concentration Plants Plants types associated with many of the project corridor. of globally rare species (seven) and The greatest density of historic Swamps, open thickets, moist meadows, Polygonum Sandy shores, railroad ballast, waste species of concern are present in natural communities in Pennsylvania. resources is found in the eastern Carex longii long’s sedge TU bushy knotweed PX old gravel pits, swales ramosissimum ground and rubbish heaps various locations throughout the I-80 The Delaware Water Gap National Parts of this unique area have been end of the study area. This is due Prunus pumila var. appalachian sand Dry, exposed rock outcrops and mountain Cares oligosperma few-seeded sedge PT Bogs PT study area, particularly wetlands and Recreational Area preserves 40 miles protected through the efforts of Monroe to the urban and suburban nature of susquehanae cherry tops woodland. of the middle Delaware River and County, The Nature Conservancy, and the study area as it passes through Schoenoplectus Cares paupercula bog sedge PT Sphagnum bogs and boggy woods smith’s bulrush PE Moist shores and tidal mudflats smithii almost 70,000 acres of land along the the Commonwealth of Pennsylvania. the Boroughs of Stroudsburg, East In addition to the plant and animal river’s New Jersey and Pennsylvania Stroudsburg, and Delaware Water Gaultheria creeping Wet woods and bogs Scirpus northeastern Ponds, wet depressions, vernal pools and hispidula snowberry PR ancitrochaetus bulrush FE other wetland habitats species, the project corridor also shores. At the south end of the park, n Hazardous or Residual Waste coastal Swamps, bogs and moist, sandy peaty Glyceria obtusa PE Animals supports kettlehole bogs in the vicinity the river cuts eastward through the Sites mannagrass ground of the Exit 293 (I-80/I-380) interchange. Appalachian Mountains at the scenic Isotria small-whorled Mixed deciduous or deciduous/coniferous Clemmys FT bog turtle FT/PE Spring-fed wetlands with soft/mucky soils This natural community is considered Delaware Water Gap. This area hosts medeoloides pogonia upland forests muhlenbergii Seventy-six (76) potential waste sites to be of special importance and given the Appalachian Trail, a National have been identified within the project Juncus filiformis thread rush PR Bogs and sandy shores Crotalus horridus timber rattlesnake PC Forested mountains and talus areas regulatory protection. Scenic Trail entering Pennsylvania corridor study area. The majority Ledum common Haliaeetus along I-80, and provides a variety of of these sites lie within the urban PR Bogs and peaty wetlands bald eagle PT Lakes, reservoirs, large rivers, and wetlands proenlandicum Labradortea leucocephalus n Natural and Wild Areas recreational opportunities including (eastern) portion of the corridor and Muhlenbergia fall dropseed PE Marshes, bogs, and moist sandy roadsides Myotis sodalist Indiana bat FE/PE Forests, caves and mines canoeing, hiking, camping, fishing and are associated with commercial and uniflora muhly There are a number and variety of hunting. industrial facilities such as existing and Bogs and shallow water of lake, pond and Myrica gale sweet gale PT Natural Community Name stream edges natural areas located within or in close former service stations, fabrication Oligotrophic glacial proximity to the project corridor. The Pennsylvania State Game Land - No. businesses, scrap yards and waste Polygala nuttalli nuttall’s milkwort TU Open woods, peaty thickets, sphagnum bogs PV kettlehole bog majority of these areas are found in 38 is split by I-80 just east of the Exit facilities. NOTE: the western end of the corridor. The 293 (I-80/I-380) interchange. This land * The Central House/Deerhead Inn (circa 1884) is one FE – Federal Endangered PC – Pennsylvania Candidate PT – Pennsylvania Threatened PX – Pennsylvania Extirpated TU – Tentatively Undetermined exception is the Delaware Water Gap is used for hunting and trapping and of the many buildings found within the Delaware Water FT – Federal Threatened PE – Pennsylvania Endangered PR – Pennsylvania Rare PV – Pennsylvania Vulnerable National Recreation Area, which is can be used for biking and horseback Gap Historic District. The district is bisected by I-80.
| I-80 Corridor Study I-80 Corridor Study | Gap, as well as Pocono and Stroud Within the corridor study area there are abandoned. The DL&W enters the route of the WB&E roughly paralleled and alluvial terraces of the major corridor. These are associated with comprehensive plan is also devoted a need and regional planning efforts Townships. The heaviest development 11 historic structures determined to study area where I-80 crosses over I-80 west from the Delaware Water creeks that parallel I-80. Pocono Creek the numerous 19th-century and early to the preservation of natural resources are anticipated to provide relief in this area is north of I-80 (the majority be eligible for or listed on the National the Delaware River in Delaware Water Gap to I-380, where the railroad turned and Brodhead Creek are particularly 20th-century dwellings within parts of and open space, which are prevalent from the increasing traffic volumes of Stroudsburg and East Stroudsburg Register of Historic Places. They all Gap. Its route follows the Brodhead north. sensitive for deeply buried, large-scale Tannersville, Bartonsville, Stroudsburg, throughout the area. associated with the future development are north of the interstate); however, lie in the eastern end of the study area. Creek into East Stroudsburg from Native American sites. Additionally, East Stroudsburg and Wind Gap. of the region. there is some intensive development Table 2 presents these places. where it continues north to Scranton. n Archaeological Resources the eastern section of the I-80 study Additionally, several 18th-century sites The U.S. Census Bureau estimated south of I-80 where U.S. 209 and I-80 The DL&W remains an active freight area intersects a series of chert- are found within the aforementioned the total population of Monroe County Numerous schools, libraries, places meet. PA 611 also parallels I-80 to There are also three linear resources line and studies are underway An archaeological sensitivity model bearing geologic formations in the communities and a number of 18th- to be 138,687 in 2000, an increase of worship and health facilities are the north between Exits 307 and 298. traversing the project corridor study regarding the reactivation of passenger was used to identify the potential for vicinity of Marshall’s Creek. Chert and 19th-century farmsteads are found of approximately 45 percent since present within the study area. Fire Prior to the construction of I-80, PA area – PA 611; the Delaware, rail service (the Lackawanna Cut-Off) encountering archaeological sites was an important natural resource along this stretch of the corridor. 1990. The county anticipates the and emergency services are provided 611 was the major east-west corridor Lackawanna, and Western Railroad between Scranton and New York City along the I-80 corridor. This model heavily utilized by precontact Native population will continue to rise through by the individual municipality or by through the area and connected the (DL&W); and the former Wilkes-Barre along these tracks. The WB&E was found the western section (Exit 293 to Americans for stone tool production. the year 2020. Due to the large area volunteer organizations; however, Poconos to Philadelphia. Recently, and Eastern Railroad (WB&E) right- part of the New York, Susquehanna, Exit 298) of the corridor has the lowest Stream cuts in this area could contain COMMUNITY RESOURCES of undeveloped land within the study police protection is generally supplied PA 611 has become a major of-way (ROW). PA 611, also known and Western Railroad (NYS&W). overall sensitivity for archaeological Native American lithic quarry sites corridor and the growth anticipated by the Pennsylvania State Police. commercial corridor in the area. as the Lackawanna Trail, in most The tracks have been removed, but resources; however, it is the least and related occupation sites. A vast The Monroe County Comprehensive for the region, there is the potential West of Exit 299, the study area instances followed the route of the portions of the right-of-way are still disturbed section of the corridor and complex of such sites was identified Plan addresses the issues of planning for future development in these The percent of people living below the becomes mostly rural and heavily present PA 611. However, as PA 611 visible and structures (i.e., bridges, therefore it may be easier to identify just to the north of the I-80 study area and zoning, in addition to land use areas. Consequently, community poverty level in the study area ranges forested. was straightened and rebuilt over the culverts, buildings, etc.) associated sites having a higher chance of being along Marshall’s Creek (Baublitz, et al. and development. The County’s plan and regional growth could result from from 6 percent in Pocono Township to years, portions of the older road were with the line may still exist. The former intact. 1995). focuses on open space preservation, additional employment, housing and 19 percent in Stroudsburg Borough. economic development, legislative recreational opportunities associated Concentrations of these populations The central section (Exit 298 to Historic archaeological sensitivity change, and infrastructure. While with potential development. The are located to the north and west of TABLE 2 – HISTORIC RESOURCES DETERMINED ELIGIBLE FOR LISTING OR LISTED IN THE NATIONAL REGISTER Exit 303) of the corridor possesses areas are found in portions of both the public services, infrastructure, and county has identified the proposed Tannersville and within Stroudsburg Municipality Name Status; Date Listed broad areas of both precontact and central and eastern sections of the I-80 economic growth are important, the improvements to the I-80 corridor as and East Stroudsburg in the immediate historic archaeological sensitivity vicinity of the I-80 corridor. Monroe Delaware Water Gap Delaware, Lackawanna and Western Railroad Water Gap Station Listed; 11/27/2002 with moderate to high potential for County’s minority population is small encountering sites of significance. (only 7 percent) and the county does Delaware Water Gap Delaware Water Gap Historic District Eligible Areas surrounding the confluences not expect this figure to change Delaware Water Gap Church of the Mountain Eligible of upland runs (e.g. Reeder’s Run, substantially in the future. The Rocky Run, Wigwam Run) with minority population ranges from 7.4 Mt. Pocono Pocono Manor Historic District Listed; 4/11/1997 Pocono Creek are particularly percent in Delaware Water Gap to sensitive locations. However, because 13.7 percent in Stroud Township. The Stroudsburg Stroudsburg Historic District Eligible modern development has been much greatest concentration of minorities Stroudsburg United States Post Office Eligible more extensive in this area, ground is located within Stroudsburg and disturbance has undoubtedly had East Stroudsburg in the immediate Stroudsburg George Tillotson House Eligible an adverse effect on archaeological vicinity of the I-80 corridor. Although resources. impacts to poverty level and minority Stroudsburg Wallace Hardware Building Eligible populations cannot be determined prior Stroudsburg Academy Hill Historic District Listed; 1/4/1990 As with the central section, the eastern to project design, any improvements section (Exit 303 to Exit 310) of the within Stroudsburg and East Stroudsburg Kitson Woolen Mill Listed; 1/12/1984 corridor contains areas of moderate The Dansbury Depot (East Stroudsburg) served the D,L&W Railroad, one of four historic linear transportation The Stroudsburg Cemetery is one of numerous Stroudsburg are likely to impact these and high precontact archaeological corridors found within the study corridor. community resources lying adjacent to I-80. It abuts populations. 1 Stroudsburg Stroud Mansion Listed; 8/1/1979 the highway right-of-way and westbound off-ramp at sensitivity located along the floodplains Exit 306.
10 | I-80 Corridor Study I-80 Corridor Study | 11 -80 satisfies regional and local PROGRAM OVERVIEW Elements of the program included: corridor planning process as possible. Final Report transportation needs for mobility, At the beginning of the planning Irecreation and commerce. The A corridor study such as this can n one-on-one interviews with local process, the study team engaged in a eastern end of the I-80 corridor in only reflect community needs if stakeholders; series of stakeholder interviews at two Pennsylvania is the gateway to over local interests − elected officials, n one set of Public Meetings held separate locations along the corridor. 300 miles of one of the most important residents and commuters alike − during the project planning These interviews were designed to transportation and goods movement participate in the identification of process; both inform the public of PennDOT’s corridors in the state. transportation problems and potential n ongoing coordination with planning efforts, and educate the study solutions. Early participation by legislative and municipal officials; team on the perspectives and priorities This section of I-80 supports the citizens and officials helps to ensure n ongoing coordination with other of local residents and commuters. economic backbone of Monroe continuous support during the ongoing agencies, including the Delaware Stakeholders included: County and the Stroudsburg-Pocono development of improvement projects. River Joint Toll Bridge Commission region. As the region’s population The goal is not only to increase the (DRJTBC); County and Regional Organizations and economy continues to grow, the numbers of local participants, but also n informational materials mailed PART IV: PUBLIC INVOLVEMENT I-80 corridor will play an increasingly to maintain a balance in the diversity directly to over 1,700 area n Monroe County Planning important role in the future. of those represented interests. residents and businesses; Commission – Program Overview n a study logo designed to provide a n Monroe County Redevelopment In order to meet the needs of consistent appearance among Authority local residents, commuters and various outreach materials n Northeastern Pennsylvania – Stakeholder Interviews stakeholders, PennDOT engaged n media releases and display Alliance (NEPA) in a robust public involvement and advertisements in local community outreach program. newspapers; and Municipal Organizations – Public Meetings n study-related public bulletins on local access cable channels. n Borough of Delaware Water Gap n East Stroudsburg Borough Planning Commission STAKEHOLDER INTERVIEWS n Jackson Township n Middle Smithfield Township The outreach program was designed to n Pocono Township ensure that as many interested parties n Smithfield Township were able to contribute to the I-80 n Tobyhanna Township
I-80 Corridor Study | 13 Law Enforcement Organizations Schools PennDOT study team regarding local and adjacent to the study area was stakeholders indicated improvements Ambulance Building in Tannersville, n providing methodologies to calm other public meeting attendees related transportation access and safety having a negative impact on the local need to be made to reduce congestion Pennsylvania. Attendees were able traffic along the corridor or possibly to safety, antiquated ramp designs and n Pennsylvania State Police n East Stroudsburg University issues. The interview format included and regional transportation network. or increase capacity. to review various displays, maps, reducing speed limits. congestion/capacity issues. n Stroud Area Regional Police n Pocono Mountain School District maps of the study area, information It was suggested that the study illustrations and other relevant Department on other transportation studies being team consider future development Other stakeholder comments included materials for the I-80 Corridor Study. On Monday, June 20 and Tuesday, Other concerns included: access; Businesses conducted concurrently, and other plans when designing proposed adding transit services, addressing June 21, 2005, Public Meetings signs, signal and mile-markers; Transportation Organizations peripheral materials, including a study improvement alternatives for the truck/tractor-trailer safety, providing Comments received during the Public were held at two separate locations constructing a new facility to parallel n Excel Storage Products fact sheet and questionnaire. I-80 corridor. additional signage (including mile- Officials Briefing included: in the study area: the Central I-80, such as a bypass; providing n Monroe County Transportation markers), traffic signals, historic and Pocono Ambulance Building and noise mitigation for residential areas Authority The stakeholder interviews were held The stakeholder interviews offered Safety − Many problems relating to environmental protection, geometric n providing improvements that the Stroudsburg High School in adjacent to the highway; interchange over a two-week period in March the study team a first-hand account safety were also identified. These improvements along the corridor address the increasing commuter Stroudsburg, Pennsylvania. Both improvements; development concerns; Open Space/Park/Environmental 2005 at the Stroud Township and of local perspectives and priorities. A included traffic concerns (both speeds (including the reconstruction of low traffic traveling through and meetings were held from 5 to 8 p.m. truck traffic; identifying transit and Conservation Organizations Pocono Township municipal buildings. majority of comments received from and congestion) as well as geometric under-clearances) and constructing beyond the study area; alternative transportation solutions; Beginning early in the morning and stakeholders were related to the deficiencies (low overpasses, a new east-west roadway. n ensuring that other local and Over the two-day period, approximately historic and environmental protection; n Stroud Region Open Space & lasting throughout the day, members following: antiquated ramp designs and access parallel roadways (e.g.: PA 611) 60 residents, officials, business owners and improving the under-clearances Recreation Commission of the study team met with over issues). Upon completion of the stakeholder were included in the I-80 corridor and members of the media were able to accommodate larger commercial n The Nature Conservancy 30 stakeholders from 19 different Development Patterns − Many interviews, all comments were study; to review various display materials, vehicles at various overpasses along n Tobyhanna State Park/Big Pocono organizations. The stakeholders stakeholders expressed concern Congestion/Capacity − From a summarized and prioritized for n reconstructing interchanges with illustrations and other relevant study the corridor. 1 State Park provided insight and feedback to the that increasing development within planning perspective, many inclusion in the potential transportation deficient or unsafe geometry; material. Overall, the main points of improvement concepts. The comments and concern stressed among residents and were also added to a study area map denoting various location and geographical references discussed during the interviews.
PUBLIC MEETINGS
In June 2005, members of the study team met with legislative and local officials during a Public Officials Briefing, and subsequently held Public Meetings at two (2) different locations along the corridor.
The Public Officials Briefing was held just prior to the first Public Meeting on Monday, June 20. Twenty-six legislators, officials and aids participated in a two-hour long presentation and open question and answer session at the Central Pocono
14 | I-80 Corridor Study I-80 Corridor Study | 15 Final Report A. TSM, ITS AND TRANSIT INITIATIVES
The I-80 Corridor in Monroe County is Following the passage of Pennsylvania oday’s transportation industry n stand-alone solutions that, after characterized by routine congestion, Act 44 and as part of the application is attempting to maximize initiation, can provide acceptable intermittent gridlock, deteriorating process to convert I-80 to a toll Tthe performance of existing transportation service without any pavement and bridges and persistent facility, the Pennsylvania Turnpike transportation systems. In many major highway construction; safety concerns. The I-80 Corridor Commission (PTC) developed a capital cases, by providing increased Study Team has developed a series plan for I-80 which details projects to operating efficiency, agencies can n interim solutions that will of conceptual transportation solutions be completed over the first 10 years of avoid or defer the construction temporarily assist in congestion to address these problems. Two the 50-year lease period. The capital of roadway improvements to add management until the needed PART V: TRANSPORTATION SOLUTIONS categories of transportation solutions plan also includes a management capacity. Limited financial resources highway improvements can take were considered: strategy for years 11 through 50. The and increasing costs for materials place; or A. TSM, ITS and Transit Initiatives B. Highway Improvement Solutions projects on the 10-year capital plan list have forced transportation planning A. Non-capacity adding solutions that fall within the I-80 Corridor Study agencies to strike a balance n techniques that would function – TSM (Transportation Systems Management) – Pennsylvania Turnpike Commission Committed (Transportation Systems limits have been incorporated into this between costly capital improvement in conjunction with highway Management (TSM), Intelligent report. These projects include ramp/ projects and small-scale network construction improvements to – ITS (Intelligent Transportation Systems) Improvements Transportation Systems (ITS) interchange improvements, pavement improvements. As a result, there is make the transportation system – Transit – Mainline Widening and Transit initiatives); and rehabilitation (I-4R) projects and bridge a greater emphasis on techniques to as efficient as possible. replacements. remove vehicles from the highways, – Interchange Improvements B. Capacity-adding solutions to consolidate trips, and/or to increase (Highway Improvements). the efficiency of the existing roadway TSM (TRANSPORTATION system. SYSTEMS MANAGEMENT)
For small-scale, lower-cost TSM initiatives are traffic operation improvements, agencies are exploring improvement techniques such Transportation Systems Management as carpooling, encouraging (TSM), Intelligent Transportation telecommuting and staggered work Systems (ITS), and transit solutions. schedules, park-and-rides, and High- These techniques can minimize the Occupancy Vehicle (HOV) lanes, effects of incidents, such as a major to increase vehicle occupancy and crash or weather events, by helping reduce the number of single-occupant local and state officials more quickly vehicles on the road. respond to such events and by more efficiently warning motorists to avoid Some of these initiatives are already in the affected area. place in the I-80 Corridor study area. There is one official park-and-ride lot These initiatives can be thought of in at the Delaware Water Gap Welcome three ways. They can be viewed as: Center adjacent to Exit 310. This lot is
I-80 Corridor Study | 17 A. TSM, ITS and Transit Initiatives A. TSM, ITS and Transit Initiatives
well-used by commuters who carpool avoid congestion but cars with 2+ or within the region that could provide passenger cars. Truck weigh stations These incidents can cause rapid during incident occurrences. The activated recommending that drivers the study area as part of its schedule or take private bus service to northern 3+ occupants ride for free. HOT lanes an appreciable reduction in traffic also provide areas for police officers degradation of the system, especially devices are used to provide warning use the Exit 298 off-ramp instead. The of needed infrastructure improvements. New Jersey/New York City. Some are currently being used successfully volumes. However, Monroe County to inspect trucks and enforce special in peak periods when the highway has and diversion route options. DMS sign is shut off if queues are detected The PTC has budgeted $3 million per TSM initiatives may not be applicable in Orange County, CA, and are actively could benefit if existing employers and safety regulations. reached capacity and does not require and HAR technologies are also A.on both off-ramps. year in construction monies for ITS to Monroe County. For example, HOV being considered for numerous other commuters embrace these techniques. much of a slowdown to result in major highly effective during “Amber Alert” statewide during the first 10 years of lanes are a good idea in major urban areas throughout the country, including Several stakeholders mentioned that congestion. situations. There is also an Incident Management the lease, plus additional monies for areas where there is considerable the I-495 Beltway and I-95 in northern Another potential TSM strategy is a high number of trash trucks travel Plan (IMP) for the corridor. The construction administration, design, distance between major access points, Virginia outside of Washington, D.C. additional or improved truck weigh west on I-80 from New Jersey. The Some of the common ITS technologies Currently, there is relatively minimal most notable components of this IMP and to account for inflation. Although but are less useful where there are station areas. Although weigh stakeholders indicated that these focus on collecting pertinent roadway ITS deployment within the I-80 are color-coded static detour signs this money is for I-80 across the state, many access points within a relatively Carpooling, telecommuting, and stations would not reduce the number trucks often travel at unsafe speeds information, such as traffic volumes corridor. A “congestion alert system” throughout the corridor. These signs it is expected that a considerable short distance. However, if Express/ staggered work hours are not currently of vehicles on the road, they do or leave debris on the roadway. and speeds, through the use of is deployed on westbound I-80 are used to detour I-80 traffic in the portion of the ITS implementation will Local Lanes are ever implemented on being well promoted in the region. increase the longevity of the roadway These trucks could be checked and cameras and vehicle detection approaching the Tannersville and event of a major incident that requires be in Monroe County as this section I-80 as discussed later in this report, Since much of the traffic on I-80 pavement by minimizing the number possibly regulated if a weigh station systems. Other technologies such Scotrun interchanges (Exits 298/299). a total closure of I-80. has the highest traffic volumes and, the Express Lanes could potentially consists of tourist and truck traffic, of overweight trucks on the road. were installed along westbound I-80. as Dynamic Message Signs (DMS), This system detects when a lengthy by far, the most significant congestion be configured as High Occupancy those types of drivers are not likely Overweight trucks cause exponentially Potential locations include the former Highway Advisory Radio (HAR), and queue has developed at the Exit PennDOT District 5-0 has recently problems. Toll (HOT) Lanes, in which single- to be affected by these techniques. greater pavement damage than rest area at milepost 301, or on land advanced signal systems focus on 299 off-ramp. When that queue is installed 1/10-mile reference markers occupancy vehicles pay a price to There is also no single major employer properly-weighted trucks and owned by the Borough of Delaware traffic control and traveler information detected, a fixed-message sign is on both sides of I-80 throughout The I-80 Corridor Study recommends Water Gap immediately beyond the Carbon and Monroe Counties. These several additions to PennDOT’s existing Delaware River Joint Toll mile markers have proven to be a current ITS deployment initiatives Bridge Commission (DRJTBC) toll relatively low cost but reliable way to through the construction of devices plaza. aid motorists in accurately reporting along the corridor by the PTC. These the location of incidents and allowing recommendations were developed emergency responders to respond from other statewide and regional ITS (INTELLIGENT more quickly. ITS deployment studies, including TRANSPORTATION SYSTEMS) the Regional ITS Architecture and Lastly, the District has portable the Regional Operations Plan for the ITS involves the use of various Changeable Message Signs (CMS) PennDOT District 5-0 Region (Berks, technologies to maximize the which can be deployed along I-80 on Carbon, Lehigh, Monroe, Northampton, operations of the existing highway an as-needed basis. In addition, two and Schuylkill Counties). system by managing traffic more permanent DMS signs on I-80 are effectively. From an interstate planned to be constructed as a part of The recommendations are divided into highway perspective, ITS focuses on the Marshalls Creek Bypass project. short-term (0-2 years), mid-term (2-5 managing incidents such as crashes, years), and long-term (beyond 5 years) construction activity, weather events, The I-80 Corridor Study Team has deployment time frames to provide ITS or planned special events such as coordinated with the PTC regarding the deployment in a fiscally responsible Delaware Water Gap racing events at Pocono Raceway. Congestion Alert Sign on westbound I-80 implementation of ITS on I-80 within manner.
18 | I-80 Corridor Study I-80 Corridor Study | 19 A. TSM, ITS and Transit Initiatives A. TSM, ITS and Transit Initiatives
The recommended devices include the DMS are recommended n Motorist Assistance Patrols will evaluate whether those devices TRANSIT the Delaware Water Gap (DWG) the Lackawanna Cut-Off rail line from via a pedestrian route under I-80 and following: throughout the corridor for mid- (MAP): MAP consists of specially will be controlled from the PTC’s Welcome Center. This park-and- Scranton through Monroe County into adjacent to River Road. term and long-term deployment. equipped vehicles and trained staff Traffic Operations Center (TOC) in The Monroe County area is served ride also routinely fills to capacity. In New Jersey and Hoboken/New York n Closed-Circuit Television (CCTV) These signs are most important that can assist stranded motorists Harrisburg, from the PennDOT District today by two types of transit services addition to Martz, other bus companies A.City. Adjacent to I-80, the rail line The future traffic analysis for the I-80 Cameras: Cameras should be at areas approaching major free of charge, help clear minor 5-0 TOC in Allentown, or both. All – public and private. The Monroe including AJ&L Tours, Jetleds Coach, would have two stops: one in East Corridor Study explicitly took into installed in the mid-term and interchanges and major decision incidents and assist with the safe TOCs within Pennsylvania cooperate County Transit Authority (MCTA) and Joe & Jan’s Charter Tours provide Stroudsburg Borough just south of consideration the projected rail line long-term at key interchanges points. For example, a sign on management of traffic around with each other as well as with other provides four (4) public fixed-route bus service to New York City. Most of the historic train station; and one in ridership. While the shift to transit throughout the corridor. The northbound PA 33 in Snydersville major incident scenes. Currently, emergency planning and response bus transportation services. Within those services have their own depots Delaware Water Gap on the opposite would potentially reduce the amount CCTV cameras would allow can warn drivers of incidents MAP programs are used in District agencies, such as the Pennsylvania the I-80 corridor, there is bus service and also stop at PennDOT’s DWG side of I-80 from the DWG Welcome of traffic on I-80, it would not be of PennDOT and other agencies to along the I-80 corridor, and they 5-0 in the Lehigh Valley area Emergency Management Agency to major destinations such as the Mt. park-and-ride. Center. As a part of the rail project, sufficient volume to offset the projected monitor traffic flow, rapidly detect could potentially choose to seek along I-78 and US 22 and in the (PEMA), DRJTBC, and NJDOT. Airy Casino, Crossings Outlet Center, a five-story parking garage would be demands in highway use over the next an incident and assist responders. alternate routes. Philadelphia, Pittsburgh, and the shopping malls along the PA 611 One major planned transit initiative constructed next to the DWG Welcome 20 to 30 years. Like ITS and TSM, the Video feeds from CCTV cameras Harrisburg areas. While these ITS initiatives can greatly corridor and Martz bus terminals. is the development of the NJ Transit Center for use by rail patrons, construction and expansion of transit can also potentially be provided n Highway Advisory Radio (HAR): assist the traveling public by lessening Lackawanna Cut-Off commuter rail Welcome Center patrons, carpoolers facilities is, in conjunction with highway to the public via such websites A HAR system is recommended Due to the heavy traffic flows the impacts associated with incidents There are also a few private bus line. NJ Transit has recently released and private bus company commuters. improvements, important in providing as the PennDOT website or for implementation during the on I-80, more efficient clearing or construction and improve safety, companies that offer commuter a draft Environmental Assessment Rail commuters would have pedestrian greater efficiency to the overall Traffic.com. mid-term phase. This system of minor incidents can mean it is not anticipated that they could, bus services, primarily between of the plan to restore rail service on access to the train station platforms transportation network. 1 would consist of two transmitters substantial reductions in the without highway construction, fully Stroudsburg/Delaware Water Gap and One location where CCTV capable of providing information backups caused by these accommodate the anticipated high New York City. These bus routes are cameras will be installed is at the on an AM frequency to motorists incidents. Therefore, a MAP future traffic volumes. Nevertheless, heavily utilized by people who live in tolling points. Although these within the corridor, along with signs program is recommended for mid- the insertion of these ITS strategies, as northeastern Pennsylvania, but work cameras are meant to monitor alerting drivers to tune to that term deployment. This program well as TSM initiatives, may allow the in the northern New Jersey/New York how the Open Road Tolling (ORT) particular frequency when the would likely be initially limited extent of new highway construction, City metropolitan area. The most is operating, they can also be signs’ flashing lights are activated. to weekday peak hours and major i.e. number of additional lanes, to be popular of the local bus companies used for incident detection and events; however, it could less than if the strategies did not exist. is Martz Trailways (a subsidiary of management. At this point, the n Road Weather Information eventually be extended to cover For this reason it is expected that Greyhound), which runs 40-55 buses PTC has not yet finalized tolling System (RWIS): RWIS uses more hours of the day. future highway systems will rely heavily per day. Within the corridor, Martz points, however there will likely sensors to detect weather and on these ITS technologies to improve owns park-and-ride lots in Blakeslee, be a tolling point within the study road surface conditions. These In addition to the above traffic circulation efficiency and more Mt. Pocono, Snydersville, and in East area. sensors can alert PennDOT recommendations, the PTC plans effectively allow people and goods to Stroudsburg near I-80 Exit 309. The when certain critical environmental to develop an ITS Communications reach their destinations. East Stroudsburg lot, in particular, n Dynamic Message Signs (DMS): conditions occur, such as icy Master Plan for all of I-80 to determine holds several hundred vehicles and In addition to the two DMS being roads, excessive winds, and fog. how traffic operations technicians routinely fills almost to capacity. installed as a part of the Marshalls RWIS is recommended for mid- will be able to remotely communicate Martz also picks up patrons at the Creek Bypass project, numerous term deployment. and control these devices. This plan PennDOT-owned park-and-ride near Martz Bus Terminal Park-and-Ride
20 | I-80 Corridor Study I-80 Corridor Study | 21 B. HIGHWAY IMPROVEMENT SOLUTIONS B. HIGHWAY IMPROVEMENT SOLUTIONS
raffic studies, interviews be discouraged from visiting the As a result, the 18-mile corridor was PENNSYLVANIA TURNPIKE PTC is committed to providing these A pavement I-4R project is scheduled replacements will accommodate at include lengthening the eastbound I-80 with local stakeholders and region. Clearly, existing conditions divided into two sections for study. COMMISSION COMMITTED improvements as part of its application for Year 0: Mile Post (MP) 304 to 311. least a future 6-lane section. on-ramp acceleration lane and off- Tconsideration of TSM, ITS and need to be improved. The first strategy was to develop a IMPROVEMENTS to FHWA; however, the schedule of Year 0 projects are those projects ramp deceleration lane at Exit 299. transit strategies have revealed that mainline widening concept for both the projects will be evaluated yearly and that will start prior to tolling. Two other B.Interchange Improvements roadway improvements are necessary The first step in the I-80 Corridor Study western (rural) section and the eastern Concurrently with PennDOT’s I-80 the priorities may change. pavement I-4R projects are slated for Improvements to Exits 309 and on the I-80 corridor in Monroe County. process was to develop a strategy for (urban) section. These two sections Corridor Study, the Pennsylvania Years 1-3: MP 293 to 301 and MP The PTC’s capital plan includes 310 are also included in Years 4-6. Without these improvements, capacity the corridor highway improvements. were defined by the varied geometric Turnpike Commission (PTC) began The PTC’s capital plan improvements 302 to 304. Complete reconstruction improvements at interchanges along These improvements include problems will increase, which may Construction could not take place characteristics of the existing corridor. developing a series of infrastructure include pavement rehabilitation (I-4R) of these sections is anticipated in the the length of I-80. In Monroe County, lengthening the acceleration lane on affect the local economy, regional simultaneously for the entire 18-mile Next, each interchange was evaluated improvements along the entire length projects, bridge replacements, and PTC schedule for the years beyond improvement projects are proposed the eastbound I-80 on-ramp at Exit 310 mobility and quality of life. As the corridor due to problems related to separately to develop interchange of I-80 in Pennsylvania as part of its ramp/interchange improvements. the first 10 years of the 50-year lease for Exits 298, 299, 305, 309 and 310 and constructing an auxiliary lane on traffic situation progresses from maintenance and protection of traffic improvement concepts that could lease agreement with PennDOT. The Pavement I-4R projects involve period: MP 304 to 307 and MP 307 to in the first 10 years after tolling begins. westbound I-80 between the Exit 310 inconvenient to intolerable, people during construction and the fiscal provide measurable benefits and be PTC’s capital plan details the projects rehabilitation of the entire roadway, 310 during Years 10-14, MP 293 to These interchange improvements on-ramp and the Exit 309 off-ramp. and businesses may choose to constraints preventing the funding funded and constructed independent of to be completed during the first 10 including pavement and other roadway 301 during Years 15-19 and MP 302 to are generally improvements to locate elsewhere and tourists may of all required projects at one time. the mainline widening. years after toll collection begins. The and bridge features. The I-80 Corridor 304 during Years 30-34. correct existing deficient geometry Improvements to Exit 305 are included Study has had ongoing coordination on interchange ramps. In addition, in Years 7-9. There are three proposed with the PTC and has incorporated the The replacement of precast barriers the reconstruction of Exit 308 is improvement projects at Exit 305, improvements for Monroe County from for the length of I-80 in Monroe County programmed for years 4-6. PennDOT including: the PTC’s capital plan. (from MP 282 to 310) is scheduled for has done preliminary work on this Years 1-3. project. n constructing an auxiliary lane Mainline and Bridge Improvements on eastbound I-80 between the The four bridge replacement projects Interchange improvements to Exits northbound US 209 on-ramp In the I-80 corridor study area, the are scheduled for Years 4-6. These 298 and 299 are included in Years and the off-ramp to Main Street; PTC’s capital plan improvements projects include: three overhead bridge 4-6. These improvements include include pavement I-4R projects, replacements due to inadequate constructing an auxiliary lane on n extending the acceleration lane on replacement of precast barriers for the vertical clearance all near MP 310 westbound I-80 between the Sullivan the eastbound I-80 on-ramp from length of I-80 in the county, and four and one fracture critical bridge Trail on-ramp and the off-ramp to Main Street; and bridge replacement projects. replacement at MP 309. All four bridge PA 611/715. The improvements also n extending the deceleration lane on the westbound I-80 off-ramp to Main Street. 1
22 | I-80 Corridor Study I-80 Corridor Study | 23 MAINLINE WIDENING
The Mainline – As It Exists Today (Scotrun) and Exit 293 (I-80/I-380). mainline would have to occur outside network. Along the corridor, the crash spread more or less evenly. These a tendency to speed. On westbound In this section, widening of the I-80 of the existing edge of roadway in data shows that generally the rural crashes were primarily rear-ends, I-80, the steep upgrade forces many he 18-mile I-80 corridor study area mainline can generally be both directions. Such widening would section of I-80 greatly exceeds the hit fixed objects, and deer-related trucks to slow down to speeds of 45 Tin Monroe County was divided into accomplished by widening on the have significant impacts on the large PA statewide average, whereas the crashes. The deer-related crashes mph or less, which is an unexpected two distinct roadway sections for study inside into the median area. This number of residential and commercial urban section is generally close to the are not surprising, given that I-80 in condition for drivers accustomed to purposes: the western (rural) section reduces the impact of the project as properties, as well as cultural and statewide average. this area is a very rural, wooded area traffic traveling 65 mph or higher on and the eastern (urban) section. the widening can mostly be constructed environmental resources, that lie in adjacent to PA State Game Lands. A a rural interstate. Between Exit 299 Between the Exit 293 (I-80/I-380) and within the existing footprint. close proximity to the interstate. Between Exit 293 (I-80/I-380) and Exit significant number of the crashes in (Tannersville) and Exit 302 (PA 33 I-80 CORRIDOR STUDY IMPROVEMENTS Exit 303 (Ninth Street) interchanges, 298 (Scotrun), some segments of I-80 these segments appear to be speed- - Snydersville/Bartonsville), most I-80 is primarily a rural interstate with From Exit 303 (Ninth Street) to the As part of the I-80 Corridor Study, had crash rates that greatly exceed related (the posted speed limit is 65 segments of I-80 had crash rates close The I-80 Corridor Study evaluated and developed two categories a wide grass median and two travel eastern end of the study area, I-80 the most recent 5-year (at the time the statewide average. There does not mph in this area). Much of this section to or below the statewide average. of improvement concepts for the corridor: mainline widening lanes in each direction. This section is an urban interstate with median of the study) crash history of the appear to be any particular locations of I-80 is dominated by a 5-mile steep The crashes that did occur in this area and interchange improvements. Corridor-wide needs regarding also includes a truck climbing lane barrier and two travel lanes in each corridor was examined to help identify with a cluster of crashes within these (4.5 percent) grade. On eastbound were spread throughout the segments, the number of through lanes were evaluated to determine a on westbound I-80 between Exit 298 direction. As a result, widening of the existing deficiencies with the roadway segments; instead, the crashes are I-80, the steep downgrade promotes with no significant clusters identified. recommended widening concept. Each interchange was then evaluated separately to determine improvements that could be constructed independent of the widening and function adequately on their own. An Express/Local Lanes concept evolved as an alternative mainline widening concept but was initially dismissed as part of the I-80 Corridor Study due to the associated high cost and impacts.
The engineering designs for the mainline widening and interchange improvement options were completed only to a conceptual level. These concepts and their conceptual design, environmental involve- ment, traffic operations and costs are discussed in subsequent sections.
Supporting studies conducted as part of the I-80 Corridor Study are contained in the Appendix. These studies include the Environmental Overview, Geometric Deficiencies Report, Crash Analysis Report, Origin-Destination Study Report, and the Traffic Analysis Summary and Cost Estimates for the interchange improvement options. Western Rural Section Eastern Urban Section Steep Grade Sign on Eastbound I-80
24 | I-80 Corridor Study I-80 Corridor Study | 25 n entire corridor: four differentlaneconceptsforthe The I-80CorridorStudyconsidered The Mainline–ImprovementOptions 26 |I-80 Corridor Study replacement activities. and bridgerehabilitationor or pavementreconstruction except fornecessaryrepaving No-Build: I-80remainsasis, n n adjacent interchanges. an auxiliaryweavinglanebetween function ofathroughlaneor The fourthlanecouldtakethe to fourlanesineachdirection. Four Lanes:I-80iswidened adjacent interchanges. an auxiliaryweavinglanebetween function ofathroughlaneor The thirdlanecouldtakethe to threelanesineachdirection. Three Lanes:I-80iswidened n local interchanges. entering andexitingI-80atthe turbulence associatedwithtraffic through traffictoavoidallthe “Local Lanes”.Thisallowsthe which wouldbeseparatedfromthe through trafficinto“ExpressLanes” team consideredseparatingthis of Exit298.Therefore,thestudy entering thestudyareafromwest There isasimilarpatternfortraffic points westofExit298(Scotrun). from NewJerseyisdestinedto traffic enteringwestboundI-80 in 2005,nearly50percentofthe conducted byMcCormickTaylor Based onorigin-destinationstudies Express/Local LanesConcept: subsequent pages. widening sectionareshownonthe the 6-lanewideningsectionand8-lane recommended. Cross-sectionsfor and 308wherefourtravellanesare for westboundI-80betweenExits304 travel laneseachdirection,except consists ofwideningI-80tothree widening oftheI-80mainlinewhich on arecommendedconceptforthe stakeholders, theprojectteamagreed Through discussionswithproject highway designcriteria. consistent withcurrentInterstate All wideningconceptswouldbe
LEGAL R/W LINE LEGAL R/W LINE 6’ SHLDR 10’ 12’ 12’ AELN ADDITIONAL LANE LANE WESTBOUND VARIES WESTBOUND VARIES 12’ 12’ PROPOSED RURALTYPICALSECTION(WITH INSIDELANE) 12’ 12’ MAINLINE WIDENING–RURALSECTION RURAL TYPICALSECTION(EXISTING) 4’ 8’ LANE 12’ 6’ SHLDR 12’ 60’ PROP. MEDIAN I-80 I-80 36’ 12’ 2’ C C L L SHLDR 12’ 6’ ADDITIONAL LANE 12’ 8’ 4’ LANE 12’ 12’ EASTBOUND VARIES EASTBOUND VARIES LANE 12’ 12’ SHLDR 10’ 12’ 6’
LEGAL R/W LINE RIGHT-OF-WAY LEGAL R/W LINE VARIES I-80 Corridor Study |27
REQUIRED R/W LINE MAINLINE WIDENING – URBAN SECTION MAINLINE WIDENING – URBAN SECTION
URBAN TYPICAL SECTION (EXISTING)
74’ ROADWAY WIDTH I-80 CL 62’ MIN. 62’ MIN. PROPOSED URBAN TYPICAL SECTION (8-LANE WIDENING) WESTBOUND 4’ EASTBOUND (AND VARIES) CONC. MEDIAN BARRIER
12’ 12’ 12’ 12’ 12’ 10’ 6’ 146’ ROADWAY WIDTH
10’ LEGAL R/W LINE I-80 CL
LEGAL R/W LINE RIGHT-OF-WAY 62’ MIN. 62’ MIN. RIGHT-OF-WAY VARIES VARIES WESTBOUND EASTBOUND LEGAL R/W LINE 4’ LEGAL R/W LINE (AND VARIES) CONC. MEDIAN BARRIER
6’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 15’ 5’ SHLDR LANE LANE LANE LANE SHLDR SHLDR LANE LANE LANE LANE SHLDR REQUIRED R/W LINE REQUIRED R/W LINE PROPOSED URBAN TYPICAL SECTION (6 LANE WIDENING)
124’ ROADWAY WIDTH I-80 CL RIGHT-OF-WAY 62’ MIN. 62’ MIN. RIGHT-OF-WAY VARIES VARIES WESTBOUND 26’ MEDIAN EASTBOUND LEGAL R/W LINE CONC. MEDIAN LEGAL R/W LINE BARRIER 6’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 12’ 15’ 5’ SHLDR ADDITIONAL LANE LANE SHLDR SHLDR LANE LANE ADDITIONAL SHLDR WB LANE EB LANE REQUIRED R/W LINE REQUIRED R/W LINE
28 | I-80 Corridor Study I-80 Corridor Study | 29 adjacent interchanges.Typical an auxiliaryweavinglanebetween take thefunctionofathroughlaneor each direction.Thisthirdlanecould express andthreelocallanesin widening I-80toaccommodatetwo The “2/3ExpressConcept”involves and twolocallanesineachdirection. I-80 toaccommodatetwoexpress Express Concept”involveswidening concepts wereanalyzed.The“2/2 Two differentExpress/LocalLane 30 |I-80Corridor Study 1. one ofthreemanners: The expresslanescouldbealignedin pages. concept areshownonthesubsequent sections foreachExpress/LocalLanes delineators/pylons; by onlystripingand/orflexible and separatedbybarrieror as theLocalLanes(existingI-80) Located onthesamealignment the publicatmeetings. option wasverypopularinthemindsof to construct,itisworthnotingthatthis exceptionally expensiveanddifficult Although thelastoptionwouldlikelybe 3. 2.
lanes. Double-decked withthelocal a Stroudsburgbypass);or Located onanewalignment(i.e. further consideration. Express/Local Lanesconceptfrom dollars, theStudyTeamdismissed the Commonwealth’stransportation Therefore, inthespiritof“right-sizing” construction costsandimpacts. would havesignificantlyhigher significantly largerfootprintand however, itwouldalsorequirea congestion andimprovingsafety; would doabetterjobofrelieving The Express/LocalLaneconcept
REQUIRED R/W LINE GUIDE RAIL RIGHT-OF-WAY
VARIES REQUIRED R/W LINE RIGHT-OF-WAY GUIDE RAIL VARIES 6’ SHLDR 12’ 6’ LEGAL R/WLINE LEGAL R/WLINE LOC LANE SHLDR 12’ 12’ WB LOC LANE LOC LANE 12’ WB 12’ WB LOC LANE LOC LANE 12’ PROPOSED URBANTYPICALSECTION(3LOCAL/2 EXPRESSLANES) PROPOSED URBANTYPICALSECTION(2LOCAL/2EXPRESSLANES) WB 12’ WB 4’ 4’ PIER ATOVERHEADBRIDGESC PIER ATOVERHEADBRIDGESC MAINLINE WIDENING–AT-GRADE EXPRESS/LOCALLANES 2’ SHLDR 2’ SHLDR SHLDR SHLDR 12’ 12’ 62’ MIN. 62’ MIN. EXP LANE EXP LANE 12’ 12’ WB WB 172’ ROADWAYWIDTH EXP LANE 196’ ROADWAYWIDTH EXP LANE 12’ 12’ SHLDR SHLDR WB WB 4’ 4’ I-80 I-80 2’4’ 2’4’ C C L L L L 2’ 2’ 4’ 4’ SHLDR SHLDR EXP LANE EXP LANE 12’ 12’ EB EB EXP LANE EXP LANE 12’ 12’ EB EB 62’ MIN. 62’ MIN. SHLDR SHLDR 12’ 12’ 2’ 2’ 4’ 4’ SHLDR LOC LANE SHLDR LOC LANE 12’ 12’ EB EB LOC LANE LOC LANE 12’ LEGAL R/WLINE EB 12’ EB LEGAL R/WLINE LOC LANE SHLDR 12’ EB 12’ SHLDR 12’ 15’ RIGHT-OF-WAY VARIES 5’ 15’ RIGHT-OF-WAY VARIES 5’ I-80 Corridor Study |31 REQUIRED R/W LINE
REQUIRED R/W LINE 32 |I-80Corridor Study
REQUIRED R/W LINE LEGAL R/WLINE RIGHT-OF-WAY GUIDE RAIL VARIES PROPOSED URBANTYPICALSECTION(3LOCAL/2ELEVATED EXPRESSLANES) 6’ SHLDR 12’ MAINLINE WIDENING–ELEVATED EXPRESS/LOCALLANES LANE 12’ LANE 12’ SHLDR 12’ 62’ MIN. WESTBOUND LANE 12’ LANE 12’ SHLDR 135’ ROADWAYWIDTH 12’ LANE 12’ SHLDR I-80 SUPPORT 4’ 15’ C L SHLDR 4’ LANE 12’ SHLDR 12’ EASTBOUND LANE 12’ LANE 12’ 62’ MIN. SHLDR 12’ LANE 12’ LANE 12’ SHLDR 12’ LEGAL R/WLINE RIGHT-OF-WAY VARIES
REQUIRED R/W LINE Wetlands andwoodlands lyingalongtheWesternSection ofthestudycorridor half ofthecorridor,whilecommunity environmental issuesinthewestern concerns willbethemostprominent corridor. Ingeneral,naturalresource location ofimprovementsmadeinthe when consideringthetype,extentand will affectthedecision-makingprocess throughout theI-80studycorridorthat environmental constraintssituated Overview, therearenumerous As presentedintheEnvironmental Environmental Assessment The Mainline–Preliminary numerous wetlandssituatedinthe Land 38.Inaddition,thereare Sandy SpringRunandStateGame exception value(EV)watershedof would haveinvolvementwithinan corridor, themainlineimprovements Within thewesternhalfofI-80 n of thecorridor. decisions madeintheeasternhalf drive manyoftheimprovement and culturalresourceconcernswill Western Section
demonstrate thatimprovementswill boundaries. Itwillbenecessaryto any improvementsmadewithinits on thedesignandconstructionof will placedemandingconstraints Involvement inanEVwatershed endangered (T&E)plantsandanimals. potential forsupportingthreatenedand corridor alsopossessesahigh have EVstatus.Thispartofthe by improvementsandthesewetlands interchange whichcouldbeaffected vicinity oftheExit293(I-80/I-380) and givenregulatory protection.The considered to beofspecialimportance Interchange. This natural community is vicinity oftheExit293(I-80/I-380) supports kettleholebogsin the addition, theprojectcorridor also of anyproposedimprovements. In presence/absences inthevicinity be conductedtodeterminethespecies essential thatdetailedinvestigations wetlands and/orwoodlands,itwillbe present inthecorridorfound species listedaspotentiallybeing With thevastmajorityofT&E required toaddresstheencroachment. of aSection4(f)Evaluationwouldbe Section 4(f)resourceandpreparation State GameLandisconsidereda recreational activities.Assuch,the the publicforhunting,trappingand Lands wouldaffectlandusedby Encroachment intotheStateGame in thecorridor. any impactstotheEVwetlandsfound constraints wouldbeassociatedwith meet permittingrequirements.Similar improvements beingmadeinorderto practicable alternativestothe to demonstratethatthereareno alternatives analysiswillberequired resources. Additionally,adetailed watershed orotherwiseimpairthe volumes ofthewatercoursesin not alterthewaterqualityand I-80 Corridor Study |33 Long Pond Natural Area, situated at n Eastern Section trout to determine the potential effect activities. Although most of the it will be necessary to conduct both partial property acquisitions. The this part of the corridor indicate there is elevating project costs due to the the western end of the corridor, hosts on the fish and their associated habitat. anticipated hazardous waste location archaeology and historic structures acquisitions could also affect several a potential for the properties affected sensitivity and protection level of the both T&E species and kettlehole A number of the natural resource impacts are projected to occur with studies with essentially any widening local parks and the Stroudsburg by the widening improvements to area’s streams. Excavations in this bogs. Design of improvements in this concerns present in the western Although there are fewer areas with the interchange improvement efforts, effort conducted in this half of the I-80 Cemetery. Any parkland involvement support minority and/or poverty level Formation, especially when extending and any other location hosting these section of the I-80 corridor are also the potential for hosting T&E species one probable location where potential corridor. would be subject to Section 4(f) populations. As such, environmental below the water table, could encounter features will have to be undertaken present in the eastern section. While in the eastern section of the study hazardous waste concerns will likely evaluations and acquisition from the justice evaluations would have to be high concentrations of hydrogen and in a manner that avoids all direct there are no EV watershed issues in corridor, areas are present in locations occur as a result of the mainline Community resources, including Stroudsburg Cemetery would place carried out for any of the qualifying iron sulfides potentially resulting in acid and indirect impacts to the sensitive this section of the corridor, high quality, likely to be encroached upon by the widening is at a scrap yard situated residences, businesses and services a more significant burden on the areas affected. rock drainage. If unchecked, the acid environmental features. Furthermore, cold water streams supporting natural proposed corridor improvements. As between Exits 306 and 307. It will that line I-80 in this section of the environmental clearance, design and drainage could migrate into the area thorough and early coordination trout production are present throughout such, T&E species coordination and be necessary to conduct Phase 1 study corridor, abut the highway’s construction efforts. The final issue which could have a streams causing significant harm to with the regulatory agencies will be the section. As a result, most of the investigations will have to be carried Environmental Site Assessment right-of-way everywhere except significant effect on the design and the aquatic life these high quality necessary in ultimately determining the wetlands found in this section have out in locations that potentially support investigations here and at any other where the floodplains of the area’s The concentration of homes and construction activities in the eastern streams support. This concern extent of impact avoidance required the same EV status as the wetlands species habitat. potential areas of concern the corridor streams make their presence community facilities in the eastern section of the I-80 corridor is the will have to be addressed through and the most desirable improvement in the western section of the corridor. improvements will encroach upon. impractical. While making widening section of the I-80 corridor will also potential for encountering acid rock appropriate geological investigations options to pursue. Undertaking early Impacts to both of these features, The environmental issues generally improvements would not likely necessitate a noise impact analysis drainage problems. The possibility and will be a factor in determining the coordination will enable a project as well as the streams’ associated relegated to just the eastern section The potential for encountering cultural necessitate the full acquisition of any be conducted for the capacity adding of finding pyrite within the Marcellus design and construction practices used team to identify acceptable means floodplains, will be unavoidable of the I-80 corridor primarily involve resource issues abounds throughout of these homes and businesses, there widening effort. Additionally, the Formation presents a real potential should the widening improvements of mitigating any impacts that could with some of the proposed corridor resources associated with human this section of the highway corridor. would be a measureable number of demographics of the residents along for delaying construction and/or move forward. 1 affect these highly valued resources improvements. As such, design/ activities. Hazardous/residual waste I-80 actually lies on or immediately and reduce potential delays associated construction of the improvements will sites, historic structures, archaeology adjacent to the former Wilkes-Barre with design changes brought about by have to account for these features and sites and community impacts are all and Eastern (WB&E) Railroad, a linear a failure to develop designs capable implement the required avoidance and significant issues that will affect the historic resource, from Exit 305 to of meeting stringent regulatory design minimization efforts, prove there are decision-making process for this part of Brodhead Creek. The Delaware Water requirements. no practical alternatives to the impacts, the highway corridor. Additionally, the Gap Historic District is split by I-80 as and undertake substantial efforts to geological Marcellus Formation found the highway enters Pennsylvania and prevent changes in water volumes and in the vicinity of Exits 303 through 306 large concentrations of 50-year and quality. Additionally, Pocono Creek is presents a natural resource concern as older buildings line the corridor from being considered for reclassification a result of its potential to contain pyrite, Exit 303 to Exit 308. The woodlands by the Pennsylvania Fish and Boat which when weathered can result in lying between the highway and Commission (PFBC) as a wild trout acid rock drainage. Pocono Creek possess moderately- stream. In locations where significant high to high potential for possessing involvement to the creek will occur The urban nature of the eastern archaeology sites. The likelihood that it may be necessary to undertake section of the I-80 corridor raises the widening activities will have at least detailed investigations into the potential for encountering hazardous some involvement with one or more presence and extent of reproducing waste sites with any widening of these resources is high. Therefore, Dry Sawmill Run and State Game Land near Exit 293. Natural, cultural and community resources lie immediately adjacent to I-80 as witnessed here at Exit 307. McMichael Creek abuts I-80 between Exits 306 and 307.
34 | I-80 Corridor Study I-80 Corridor Study | 35 EXIT 293 (I-80/I-380) EXITS 298 AND 299 (SCOTRUN/TANNERSVILLE)
he Exit 293 (I-80/I-380) interchange upgraded as part of another PennDOT was added to extend the acceleration recent signing upgrades on eastbound he existing Exit 298 (Scotrun) and Great Wolf Lodge. This congestion Tis a full-movement, interstate-to- project. lanes for the southbound I-380 to I-80 should improve safety at the Tinterchange is a partial interchange often causes queues to back up onto interstate interchange. The eastbound eastbound I-80 merge. It is anticipated eastbound I-80 left-hand off-ramp to that provides access from westbound the I-80 mainline, creating a serious I-80 off-ramp to northbound I-380 is a Prior to these projects, the crash that these improvements should northbound I-380. I-80 to northbound and southbound safety concern. In addition, almost left-hand off-ramp and the southbound analysis conducted for the I-80 improve safety to some extent by PA 611 and from southbound PA all interchange ramps have deficient I-380 on-ramp to eastbound I-80 is Corridor Study revealed a significant providing greater pavement marking 611 to eastbound I-80. The Exit 299 designs. a left-hand on-ramp. The westbound cluster of crashes where the two visibility and a longer distance between (Tannersville) interchange provides I-80 on- and off-ramps to and from southbound I-380 lanes merge into the merge point and the lane drops. full access between I-80 and PA 715. The crash analysis conducted for the INTERCHANGE IMPROVEMENTS I-380 are right-hand ramps. This the two eastbound I-80 lanes. As There is considerable congestion on I-80 Corridor Study revealed that all interchange was recently reconstructed part of the interchange reconstruction The crash analysis also revealed PA 611 and PA 715, which is partially of the segments within this section of Each interchange area was evaluated separately and improvement by PennDOT in 2004 and many of project, the failing concrete pavement another significant cluster of crashes attributable to major nearby traffic I-80 have crash rates that exceed the option concepts were developed to address existing problems the ground-mounted and overhead on eastbound I-80 was rebuilt and a on the eastbound I-80 left-hand off- generators such as Camelback Ski statewide average. One significant and accommodate design year (2030) traffic volumes. Some guide signs along I-80 were recently small amount of additional pavement ramp to northbound I-380. Left-hand Resort, The Crossings Outlet Center, cluster of crashes occurred at the interchanges in the study area are the focus of other PennDOT off-ramps violate driver expectancy projects. For those interchanges, the I-80 Corridor Study did for right-hand off-ramps. Also, the not develop additional improvement options, but discusses the high percentage of trucks on I-80 can improvement options already developed where appropriate. These make it difficult for drivers to determine where the left-hand off-ramp to I-380 interchanges include Exit 293 (I-80/I-380), Exits 298 (Scotrun) and Eastbound I-80 left-hand off-ramp to northbound I-380 is located, causing some drivers to 299 (Tannersville), Exit 308 (East Stroudsburg), Exit 309 (Marshalls make sudden movements close to the Creek) and Exit 310 (Delaware Water Gap). For Exits 302 ramp to get into the correct lane. The The I-80 Corridor Study investigated through 307, a number of improvement options were developed improvement options for this for each interchange and they are presented in this section. interchange with the main goal being The interchanges that were evaluated previously by others are to eliminate the left-hand merges summarized first in this section. and diverges. While there is value in eliminating the left-hand off-ramp and on-ramp, the I-80 Corridor Study Team determined that because the interchange was recently reconstructed and functions relatively well, reconstruction is not a high priority and the interchange can remain in its existing configuration for the foreseeable future. 1
Southbound I-380 merge with eastbound I-80
36 | I-80 Corridor Study I-80 Corridor Study | 37 EXIT 308 (EAST STROUDSBURG)
PA 611 left-hand merge to eastbound Planning and Design in 2002, analyzed No-Build Modified (no improvements As part of the I-80 Corridor Study, xit 308 is a full interchange eastbound I-80 ramps and Prospect contributing factor to these crashes is socio-economic needs. PennDOT I-80 at Exit 298. Many of these crash patterns at the intersections to the interchange, but 6 lanes on the interchange was studied from the Ebetween I-80 and Prospect Street intersection is also located less the fifty-foot long acceleration lane for has recently been advancing the crashes are likely attributable to the along PA 715. That study found a I-80), and three build alternatives. perspective on how best to allocate Street which provides access to East than 200 feet from the westbound the on-ramp, substantially shorter than preliminary design of a project to very short acceleration lane that significant number of crashes at the The most ambitious build alternative the $15 million that is available. Some Stroudsburg Borough. The interchange I-80 ramps and Prospect Street current design criteria. reconstruct this interchange. As part previously existed at this interchange. PA 715/Sullivan Trail intersection, involves rerouting Sullivan Trail to improvement options for allocating that currently experiences considerable intersection, resulting in significant of that project, the interchange will be However, PennDOT has significantly which is located just south of the I-80 intersect with PA 611, providing full $15 million earmark are: congestion resulting in bottlenecks operational and safety concerns. During the I-80 Corridor Study, reconfigured and two structures will lengthened the on-ramp at this on- and off-ramp intersections on PA interchange access to Sullivan Trail, during peak hours. In addition, all this interchange was the focus of be replaced to allow for significantly interchange, which is expected to 715. Congestion along PA 715 is a and building Collector-Distributor (C-D) n installing traffic signals with four interchange ramps, especially The crash analysis conducted for a separate alternatives analysis longer acceleration and deceleration reduce the number of crashes at this likely contributing factor to the crash roads between the two interchanges. additional turning lanes at the the westbound I-80 on-ramp from the I-80 Corridor Study found that study prepared by Wilbur Smith & lanes on I-80. 1 merge location. history at the PA 715/Sullivan Trail Currently, $15 million has been two PA 715 off-ramps in order Prospect Street, have significantly a number of rear-end crashes Associates. The goals of that study intersection. federally earmarked for these two to reduce or eliminate queues deficient acceleration and deceleration occurred where the on-ramp were to improve traffic operations interchanges; however, those funds backing up the off-ramps onto lane lengths, contributing to a number from Prospect Street merges with and enhance safety while responding During the I-80 Corridor Study, these are Interstate funds and as such can the I-80 mainline of crashes at this interchange. The westbound I-80. A significant sensitively to the community’s two interchanges were also the only be used for the benefit of traffic on focus of a traffic study prepared for the Interstate or its ramps. The traffic n widening the I-80 bridge over Monroe County in 2005 by Pennoni study focused on the ultimate desired Sullivan Trail to provide a weaving Associates. The Pennoni study configuration. lane between the Sullivan Trail on- developed five alternatives: No-Build, ramp and the westbound I-80 off- ramp to PA 611
n lengthening the eastbound I-80 on-ramp acceleration lane and off-ramp deceleration lane at PA 611 left-hand on-ramp to eastbound I-80 PA 715
Another significant cluster of crashes As previously mentioned, improve- occurred on westbound I-80 in the area ments to these interchanges are between the Sullivan Trail Road on- included in Years 4-6 of the PTC’s ramp and the PA 611 off-ramp at Exit capital plan. The PTC improvements 298. These ramps are separated by include adding a weaving lane on Prospect Street on-ramp to westbound I-80 only 1,500 feet and both ramps have westbound I-80 between the Sullivan deficient acceleration and deceleration Trail on-ramp and the off-ramp to PA lane lengths. 611/715, replacing the bridge in this section and lengthening the eastbound A traffic study for the Tannersville I-80 on-ramp acceleration lane and off- Factory Stores, prepared by Traffic Westbound I-80 weave area between Sullivan Trail on-ramp and PA 611 off-ramp ramp deceleration lane at PA 715. 1
38 | I-80 Corridor Study I-80 Corridor Study | 39 EXIT 309 (MARSHALLS CREEK) EXIT 310 (DELAWARE WATER GAP)
xit 309 is a full interchange the deficient 100-foot long acceleration xit 310 is a full interchange There is also a park-and-ride at this both sides of I-80. The most common a much more typical interchange. plans and no funds to construct any or five lanes with a moveable median Ebetween I-80 and northbound US lane for this ramp. Moreover, this Eproviding access to PA 611 interchange which is routinely filled up type of crash in this section was hit- However, funding was only available of the recommended Exit 310 ramp barrier, and considered the near 209. The issues with this interchange ramp is very heavily used as US 209 and the Borough of Delaware Water with commuters who carpool or take fixed-object. for the Welcome Center portion, reconfiguration projects. term improvement of implementing are deficient vertical underclearance is a major arterial feeding into I-80. Gap (DWG). This interchange has a private bus service to northern New so the interchange has remained Open Road Tolling (ORT). The study and a lack of acceleration and somewhat unusual configuration. The Jersey/New York City area. During the I-80 Corridor Study, this in its existing configuration. The The other project involving this recommended a further study of deceleration lanes. PennDOT’s SR 0209 Section 01B issues with this interchange include: interchange was the focus of two DWG Welcome Center was recently interchange, the DRJTBC Northerly implementing ORT and the formation project, currently in the preliminary the westbound I-80 off-ramp located The crash analysis conducted for the other projects. In 2000, PennDOT constructed and is now open to the Crossings Corridor Congestion of a task force between PennDOT, The crash analysis conducted for the design phase, will replace the structure just a few hundred feet downstream I-80 Corridor Study revealed that the hired McMahon Associates, Inc. to public. Mitigation Study, was recently NJDOT, and DRJTBC to consider I-80 Corridor Study revealed that a carrying US 209 over I-80. of the Delaware River Joint Toll crash rate on eastbound I-80 at this perform a needs and alternatives completed and focuses primarily the challenges of implementing any number of crashes occurred at the Bridge Commission (DRJTBC) toll interchange exceeds the statewide study for Exit 310 and the DWG The I-80 Corridor Study Team on the long-range needs of the congestion mitigation solutions for merge point for the southbound US Another improvement that could be plaza, visibly deteriorated pavement average for similar facilities, yet the Welcome Center. The study looked discussed some concepts that were I-80 bridge over the Delaware River the study area. 209 on-ramp to eastbound I-80. made to this interchange is providing on the interchange ramps, and crashes did not appear to be located at reconfiguring the Exit 310 developed in 2000 for the DWG and the adjacent sections of I-80 in Most of these crashes were rear-ends a longer acceleration lane for the deficient acceleration lanes on the at any one location. This section of interchange and accommodating all Welcome Center Comprehensive Pennsylvania and New Jersey. The The I-80 Corridor Study Team did not and a few crashes involved vehicles southbound US 209 on-ramp to westbound and eastbound on-ramps. I-80 is characterized by a curved of the users of a reconstructed and Plan. It was confirmed that, although Northerly Crossings study investigated develop improvement option concepts hitting fixed objects. A significant eastbound I-80 to improve safety This interchange serves as the main alignment, traffic volumes approaching expanded Welcome Center. Concepts the new DWG Welcome Center has the long-term improvement of for this interchange since Exit 310 will contributing factor to these crashes is for this movement. 1 access to the DWG Welcome Center. capacity, and barrier or guide rail on were developed that made Exit 310 been built, at this point there are no widening the bridge to six lanes, likely be analyzed in greater detail as part of the ORT study.
The PTC’s capital plan improvements include lengthening the eastbound and westbound acceleration lanes in Years 4-6 and replacing 3 bridges to correct deficient vertical clearances. 1
DRJTBC Toll Plaza Delaware Water Gap Welcome Center
40 | I-80 Corridor Study I-80 Corridor Study | 41 EXIT 302 (SNYDERSVILLE/BARTONSVILLE)
Exit 302 – As It Exists Today Exit 302 – Improvement Options Option 2 involves constructing a new n Exit 302 – As it Exists Today off-ramp from eastbound I-80 to Rim he existing Exit 302 interchange The I-80 Corridor Study developed Rock Road and removing the existing n Exit 302 – Improvement Options Tprovides access to both directions four interchange improvement options eastbound I-80 to northbound PA 33 of PA 611 and PA 33 from eastbound for this interchange to address the loop ramp. With this configuration, I-80 and to both directions of PA 611 congestion and geometric issues and the weave section on eastbound n Exit 302 – Preliminary Environmental Assessment and northbound PA 33 from westbound accommodate design year (2030) I-80 would be eliminated and the I-80. There is no access between volumes. The first three improvement southbound PA 33 to eastbound n Exit 302 – Constructability, System Continuity and westbound I-80 and southbound options represent ultimate solutions for I-80 ramp acceleration lane could be PA 33. The most notable deficiencies the issues at this interchange. Taking lengthened. This option also involves Traffic Operations of the current configuration are: into account the current infrastructure relocating the westbound I-80 to PA funding challenges, a fourth improve- 611 ramp to a new location east of the n The weaving section on eastbound ment option was developed to provide current interchange. This improvement Eastbound I-80 weave area at Exit 302 I-80. an intermediate, lower cost solution would allow the relocation of the n The short distance between the that can be constructed and improve northbound PA 33 to westbound I-80 TOBYHANNA PARADISE PRICE MIDDLE SMITHFIELD interchange and the PA 33 statewide average. The crashes conditions until funding is available for movement to a new ramp. The existing intersection with PA 611. This that did occur in this area on I-80 design and construction of the longer ramp could then to be relocated further PA 611 issue is of particular concern on were spread throughout the segments, term solution. south on PA 33 to improve the decision PA 715 southbound PA 33, where drivers with no significant clusters identified. distance for southbound PA 33 traffic have a very short distance after However, PA 33 has crash rates Option 1 focuses solely on improving to westbound I-80. turning onto southbound PA 33 significantly higher than the statewide eastbound I-80. This option involves to decide whether to stay on average with a high number of widening eastbound I-80 to provide Option 3 combines some elements POCONO southbound PA 33 or take the crashes occurring where the PA 33 a collector-distributor (C-D) road to from Options 1 and 2. Option 3 SMITHFIELD TUNKHANNOCK ramp to westbound I-80. expressway ends at PA 611. The remove the weave from the mainline. involves widening eastbound I-80 to n Traffic congestion at the two most common types of crashes In order to accommodate the addition intersection of PA 33 and PA 611, were rear-ends on northbound PA 33 of the C-D road, the two existing PA PA 447 which is partially due to the many at or approaching PA 611 and angle 33 bridges over I-80 would need to be major movements that are routed crashes from vehicles turning from replaced. The deficient acceleration/ JACKSON STROUD through that single intersection. PA 33 to northbound or southbound deceleration lane lengths on the n Deficient acceleration/deceleration PA 611. This intersection is currently existing and proposed ramps on PA 191 lane lengths. being modified as part of a develop- eastbound I-80 would be improved to ment project. This modification meet current design standards and the The crash analysis conducted for the should ease some congestion at radii would be increased to meet the CHESTNUTHILL PA 715 I-80 Corridor Study found that most of the intersection and reduce driver criteria for a higher design speed. the segments within this section of I-80 confusion, which are likely contributing PA 611 PA 611 had crash rates close to or below the factors to the crashes in this area. NEW JERSEY Northbound PA 33 at PA 611 Intersection
42 | I-80 Corridor Study HAMILTON PA 33 I-80 Corridor Study | 43 construct a C-D road and improving Exit 302 – Preliminary Environmental Option 2’s use of developed land for encroachment of two tributaries. direct impacts to this feature are Exit 302 – Constructability, System The system continuity and traffic improves the decision distance for the radii on the existing eastbound Assessment the new ramp configuration leaves it Options 1 and 3 both have a minimal likely avoided by the alternatives, the Continuity and Traffic Operations operations of Option 1 and Option 2 southbound PA 33 traffic to westbound I-80 ramps to meet the criteria for a as the least likely to encounter areas impact to Pocono Creek and Option wetland will still have to be evaluated are rated as “Fair”. Option 1 removes I-80 by relocating the westbound I-80 higher design speed as in Option 1. The type and magnitude of impacts supporting archaeological resources. 3 would also have fairly extensive for its potential to support species of The constructability, system continuity the eastbound weaving movement on- and off-ramps to a new intersection To accommodate the addition of the with the Exit 302 options vary notably. Option 1 has only a slightly higher impacts to an unnamed tributary. concern and secondary impacts. and traffic operations of each option from the mainline and does not change further east on PA 611. C-D road, this option would require From a community resource standpoint potential than Option 2 of encountering Coordination with the regulatory were rated qualitatively. There are no the existing interchange configuration. the replacement of the two existing Option 4 is the least intrusive, requiring these areas, while Option 4 has agencies will be necessary to ultimately As far as hazardous waste issues, unsolvable Maintenance and Protection However, this option makes no In all three options, the eastbound PA 33 bridges over I-80. In addition, no property acquisition. Option 1 the least potential for encountering determine the extent of impact only Option 1 appears to encroach of Traffic (MPT) issues with any option. improvement to traffic conditions at the I-80 ramp junctions are expected this option involves relocating the would have the least acquisitions of archaeological sites of value. avoidance required and the most significantly enough onto a property The constructability of Options 1 and PA 611 and PA 33 intersection or to to operate acceptably (LOS D or westbound I-80 on- and off-ramps to the three more substantial options, desirable of the three options to known to potentially host hazardous 3 is rated as “Fair”. Both Option 1 and the decision distance for southbound better) in the design year with three a new intersection on PA 611 east of having only a single residential partial All of the options except Option 4 pursue. Undertaking early coordination waste to be of some concern. Option 3 require the replacement of PA 33 traffic to westbound I-80. through lanes on eastbound I-80. In the current interchange, thus shifting property acquisition. Option 2 would would have impacts to Pocono will enable a project team to identify Investigations demonstrating the the two PA 33 bridges over I-80, and Option 2, the westbound I-80 on-ramp some of the traffic out of the congested have the most significant impact to the Creek and/or its unnamed tributaries. acceptable means of mitigating any presence/absence of hazardous waste maintaining PA 33 and I-80 traffic at Option 2 eliminates the eastbound from southbound PA 33 is expected PA 33/PA 611 intersection. community resources, requiring five full The protective status of these impacts that could affect these highly will be necessary for all options, but all times during this work will be weaving movement completely, to require four through lanes on and one partial property acquisitions watercourses, high quality and valued resources and reduce potential are more likely to be of greater extent challenging. The constructability of removes some traffic from the PA 611 westbound I-80 to operate acceptably. Option 4 is an intermediate, lower cost to allow for construction of the new supporting natural trout production, delays associated with design changes and/or find waste present if Option 1 Option 2 and Option 4 are rated as and PA 33 intersection and improves In Option 3, this ramp junction is solution that addresses the main issue ramps in the northeast quadrant of the makes any impacts to the streams brought about by a failure to develop is pursued. “Good”. Neither Option 2 nor Option 4 the decision distance for southbound expected to operate acceptably with with this interchange – the weaving existing interchange. The acquisition significant with regard to the avoidance designs capable of meeting stringent requires the replacement of the PA 33 PA 33 traffic to westbound I-80 by three through lanes on westbound I-80. section on eastbound I-80. This option with the greatest effect would be the and minimization efforts that must regulatory design requirements. bridges. moving the northbound PA 33 to assumes the PA 33 bridges’ footings removal of an office complex requiring be undertaken for permitting. It will westbound I-80 movement to a new In all three options, all intersections are at a level that will allow widening the relocation of the operations essentially be necessary to prove Two other resource issues which will ramp and relocating the existing ramp analyzed will require improvements, and involves constructing a non- currently utilizing the facility. Option 3 there are no practical alternatives to affect the development of any of the further south on PA 33. However, such as the addition of turn and barrier C-D road on eastbound I-80 by would displace a single residence and the impacts and substantial efforts options’ design are the potential this option involves the creation of an through lanes on most approaches, to widening into the existing median area. have eight partial property acquisitions will have to be made to prevent presence of threatened and undesirable partial interchange at Rim operate acceptably in the design year. The existing PA 33 bridges over I-80 mostly from undeveloped or vacant changes in water volumes and quality. endangered species, as well as the Rock Road. would not need to be replaced. This land. Additionally, with Pocono Creek being potential presence of hazardous waste. As an intermediate option, the system C-D road would be similar to those considered for reclassification by the Regardless of the option pursued, For Option 3, the system continuity is continuity and traffic operations of PennDOT constructed for the clover None of the options would affect PFBC as a wild trout stream, detailed threatened and endangered species rated as “Good” and traffic operations Option 4 are rated as “Good”. The leaf interchanges at Exit 210 (US 15) known historic structures, but all have investigations into the presence and investigations will be required, are rated as “Fair”. Option 3 removes purpose of this option is to improve and Exit 212 (I-180) further west on some potential to disturb land which extent of reproducing trout will likely especially for Options 1, 2 and 3, which the eastbound weaving movement the eastbound I-80 weave, which it I-80. The design includes two through could be supporting archaeological be required. affect woodlands that could host a few from the mainline and maintains accomplishes by constructing a C-D lanes and a two-lane C-D road (an resources. Option 3 has the greatest of the species potentially present in the access for all movements between I-80 road system to remove the weave from acceleration/deceleration lane and a potential for coming across areas Of the three options encroaching on I-80 corridor. Additionally, there is one and PA 611. This option also removes the mainline. The weave segment on weaving lane) separated by a two-foot supporting archaeological artifacts watercourses, Option 2 has the least known wetland located immediately some traffic from the congested the C-D road is expected to operate striped area with rumble strips. This as a result of its more extensive amount of overall impact to the adjacent to the proposed westbound PA 611 and PA 33 intersection and acceptably. 1 design may require a design exception. use of vacant/undeveloped land. project area streams with minimal on-ramp of these three options. While Northbound PA 33 approaching PA 611
44 | I-80 Corridor Study I-80 Corridor Study | 45 Bridge Replacement as part Bridge Replacements to Exit 302 of Mainline Widening Accommodate Collector- –– Option 1 Distributor Road
OVERVIEW PA 611 EXIT 302 PA 611 n Separates eastbound I-80 weave n Requires replacement of the from mainline by constructing two PA 33 bridges over I-80 collector-distributor road n Existing decision distance on n Increases radii on eastbound I-80 southbound PA 33 on-ramp loop ramps to meet current design to westbound I-80 remains HAMILTON STROUDSBURG criteria unchanged n Existing interchange configuration n Traffic at PA 33/PA 611 remains mostly unchanged intersection not affected 80 80
POCONO CREEK
Wilkes Barre & Eastern RR POCONO CREEK
ESTIMATED COST (X 1,000) * Engineering Design $ 1,349 Construction $ 13,488 RIM ROCK ROAD Total $ 14,837 Excludes mainline widening, right-of-way, utility relocation and PA 33 * environmental mitigation costs. PA 33
I-80 Proposed Mainline Bridge Waterways
WOODS WAY I-80 Proposed Ramp Proposed Barrier Historic Roadway Existing Road Field Wetlands Historic Railroad Proposed Ramp NWI Wetlands Elimination FEMA 100 Year 200 100 0 100 200 ft Municipalities Floodplain Boundary
Proposed Eastbound I-80 Reconstruction of Eastbound I-80 Proposed Barrier to Separate Reconstruction of Eastbound Collector-Distributor Road Off-Ramp Mainline and Collector-Distributor I-80 Off-Ramp to Increase Radius Road Reconstruction of Eastbound I-80 On-Ramp to Increase Radius
46 | I-80 Corridor Study I-80 Corridor Study | 47 Extension of westbound I-80 On- Relocation of westbound I-80 Relocation of westbound I-80 Relocation of westbound I-80 Exit 302 Ramp Acceleration Lane On-Ramp On-Ramp Off-Ramp –– Option 2
OVERVIEW PA 611 EXIT 302 BARTONSVILLE AVENUE PA 611 n Eliminates eastbound I-80 weave n Improves decision distance by by constructing new eastbound realigning southbound PA 33 PA 611 I-80 off-ramp at Rim Rock Road on-ramp to westbound I-80 and and removing existing eastbound relocating exit point further south I-80 off-ramp to northbound PA 33 on PA 33 HAMILTON STROUDSBURG n Separates northbound and n Removes some traffic from southbound PA 33 movements PA 33/PA 611 intersection by 80 to westbound I-80 by relocating relocating westbound I-80 off- northbound PA 33 on-ramp to ramp to southbound PA 33/ westbound I-80 PA 611 further east on PA 611
n Requires replacement of SKY HIGH DRIVE HIGH SKY
SKY HIGH DRIVE HIGH SKY 80
northbound PA 33 bridge POCONO CREEK HONEYMOON DRIVE HONEYMOON over I-80 DRIVE HONEYMOON
Wilkes Barre & Eastern RR ESTIMATED COST (X 1,000) * Engineering Design $ 1,012 Construction $ 10,112 Total $ 11,124
RIM ROCK ROAD * Excludes mainline widening, right-of-way, utility relocation and environmental mitigation costs. POCONO
I-80 Proposed Mainline Bridge Waterways PA 33 PA 33 POCONO CREEK I-80 Proposed Ramp Proposed Barrier Historic Roadway Existing Road Field Wetlands Historic Railroad Proposed Ramp NWI Wetlands Elimination FEMA 100 Year 200 100 0 100 200 ft Municipalities Floodplain KROUCHER ROAD Boundary
Proposed Eastbound I-80 Bridge Replacement as part Extension of Existing Eastbound Bridge Replacement as part Removal of Existing Eastbound Off-Ramp of Mainline Widening I-80 On-Ramp Acceleration Lane of Mainline Widening I-80 Off-Ramp
Bridge Replacement to Accommodate New Ramps
48 | I-80 Corridor Study I-80 Corridor Study | 49 Extension of Existing Westbound Proposed Barrier to Separate Relocation of Westbound I-80 Relocation of Westbound I-80 Exit 302 I-80 On-Ramp Acceleration Lane Mainline and Collector-Distributor On-Ramp Off-Ramp –– Option 3 Road
PA 611 OVERVIEW BARTONSVILLE AVENUE EXIT 302 n n Separates eastbound I-80 weave Removes some traffic from PA 611 from mainline by constructing PA 33/PA 611 intersection by collector-distributor road relocating westbound I-80 on and off-ramps further east on n Increases radii on eastbound I-80 PA 611 loop ramps to meet current design HAMILTON STROUDSBURG criteria n Requires replacement of the two PA 33 bridges over I-80 n Eliminates short decision distance on southbound PA 33 on-ramp 80 to westbound I-80 by relocating POCONO 80 ramp further east on PA 611
POCONO CREEK
Wilkes Barre & Eastern RR POCONO CREEK ESTIMATED COST (X 1,000) * Engineering Design $ 1,741 Construction $ 17,402
Total $ 19,143 RIM ROCK ROAD Excludes mainline widening, right-of-way, utility relocation and * environmental mitigation costs.
PA 33
PA 33 I-80 Proposed Mainline Bridge Waterways
I-80 Proposed Ramp Proposed Barrier Historic Roadway WOODS WAY Existing Road Field Wetlands Historic Railroad Proposed Ramp NWI Wetlands Elimination FEMA 100 Year 200 100 0 100 200 ft Municipalities Floodplain KROUCHER ROAD Boundary
Bridge Replacement as part Extension of Existing Eastbound Proposed Eastbound I-80 Reconstruction of Eastbound I-80 Bridge Replacements to Proposed Barrier to Separate of Mainline Widening I-80 Off-Ramp Deceleration Lane Collector-Distributor Road On-Ramp to Increase Radius Accommodate Collector- Mainline and Collector-Distributor Distributor Road Road Reconstruction of Eastbound Reconstruction of Eastbound I-80 I-80 Off-Ramp Off-Ramp to Increase Radius
50 | I-80 Corridor Study I-80 Corridor Study | 51 Widening into Median Area Exit 302 to Accommodate Collector- –– Option 4 (Low Cost Option) Distributor Road
PA 611 OVERVIEW BARTONSVILLE AVENUE EXIT 302 n n Provides a two-lane non-barrier Widens eastbound I-80 into the PA 611 collector-distributor road for existing median area to avoid eastbound I-80 weaving replacing PA 33 bridges over movements separated from I-80 the two mainline through lanes HAMILTON STROUDSBURG
80 POCONO 80
POCONO CREEK
Wilkes Barre & Eastern RR POCONO CREEK ESTIMATED COST (X 1,000) * Engineering Design $ 133 Construction $ 1,323
Total $ 1,456 RIM ROCK ROAD Excludes mainline widening, right-of-way, utility relocation and * environmental mitigation costs.
PA 33
PA 33 I-80 Proposed Mainline Bridge Waterways
I-80 Proposed Ramp Proposed Barrier Historic Roadway WOODS WAY Existing Road Field Wetlands Historic Railroad Proposed Ramp NWI Wetlands Elimination FEMA 100 Year 200 100 0 100 200 ft Municipalities Floodplain KROUCHER ROAD Boundary
Non-Barrier Collector-Distributor Striped Area with Rumble Strips Road
52 | I-80 Corridor Study I-80 Corridor Study | 53 Exit 302 (Snydersville/Bartonsville)
OPTION 1 OPTION 2 OPTION 3 OPTION 4 OPTION 1 OPTION 2 OPTION 3 OPTION 4 C-D Road Rim Rock Road Ramp C-D Road and Relocated Intermediate Improvement C-D Road Rim Rock Road Ramp C-D Road and Relocated Intermediate Improvement Ramps Ramps
1 Construction Cost $ 14,837,000 $ 11,124,000 $ 19,143,000 $ 1,456,000 Natural/Wild Areas & None None None None Natural Landmarks Encroachments
Constructability/ Fair Good Fair Good Potential Hazardous 3 sites 3 sites 3 sites None MPT & Residual Waste Sites Involvement
System Continuity Fair Fair Good Good Other Land None None None None Resources Traffic Operations Fair Fair Fair Good
Historic Structures None None None None Notable Engineering None Loop ramp from southbound PA 33 None None Directly Affected Issues for to eastbound I-80 retains existing Consideration radii
Archaeological Moderately high/high potential = Moderately high/high potential = Moderately high/high potential = Only low potential areas affected Resources 0.02 acres 0.01 acres 0.11 acres Waterway 61 linear ft. of Pocono Ck. and 25 55 linear ft. of two Pocono Ck. 61 linear ft. of Pocono Ck. and 400 None 2 Encroachments Encroachment linear ft. of its tributary (HQ-CWF tributaries (HQ-CWF with Natural linear ft. of its tributary (HQ-CWF Moderate potential = 0.50 acres Moderate potential = 0.04 acres Moderate potential = 1.53 acres with Natural Trout Production) Trout Production) with Natural Trout Production)
Property 1 partial acquisition (vacant) 5 full acquisitions (1 commercial, 1 full acquisition (residential) and None Wetlands Impacts 3 None None None None Acquisitions 4 vacant) and 1 partial acquisition 8 partial acquisitions (1 residential, (residential) 1 commercial, 6 vacant)
100-Year Floodplains 0.38 acre None 0.38 acre None Encroachments Environmental None None None None Justice Populations T & E Species Potential – Forested Area Potential – Forested Area Potential – Forested Area None Involvement Involvement
1 Excludes mainline widening costs 2 Placement of SWM Facilities was not evaluated in the Aquatic Resources Impacts 3 NWI and Cursory Field Investigation Identified
54 | I-80 Corridor Study I-80 Corridor Study | 55 EXIT 303 (NINTH STREET)
Exit 303 – As It Exists Today Mall area to Phillips Street. All of the Option 1 entails the complete n Exit 303 – As it Exists Today traffic signals along PA 611 would reconstruction of the interchange he existing Exit 303 interchange become part of a closed-loop system. to create a full-movement, diamond n Exit 303 – Improvement Options Tis a half-interchange that provides This project should alleviate the interchange. This option involves access from eastbound I-80 to queuing and congestion that occurs on realigning PA 611, constructing a southbound PA 611 (Ninth Street) and the I-80 off-ramp. new connector road and structure n Exit 303 – Preliminary Environmental Assessment from northbound PA 611 to westbound over I-80 and constructing four new I-80. There are no significant Exit 303 – Improvement Options interchange ramps. n Exit 303 – Constructability, System Continuity and operational issues directly associated with the interchange; however, the The I-80 Corridor Study Team Option 2 involves realigning the Traffic Operations current configuration helps contribute developed three interchange eastbound I-80 off-ramp to tie into to the significant levels of congestion improvement options to address the PA 611 at a new intersection that PA 611 Bridge over Westbound I-80 On-Ramp regularly experienced on PA 611. issues with this interchange. would allow all movements from PA 611 is rapidly developing on both eastbound I-80 to northbound and sides of the bridge carrying PA 611 contribute $300,000 towards widening southbound PA 611. The realigning TOBYHANNA PARADISE PRICE MIDDLE SMITHFIELD over the westbound I-80 on-ramp. As of that structure. In addition, regional of the ramp would be accomplished part of those developments, PA 611 is mobility is somewhat confusing and without impacting the eastbound I-80 PA 611 expected to be widened in the future circuitous due to the missing ramps. off-ramp bridge over I-80. This option PA 715 to have a continuous five-lane cross also involves constructing a short section; however, the interchange The crash analysis conducted for connector road from PA 611 to the bridge would have to be widened to the I-80 Corridor Study revealed that existing westbound I-80 on-ramp to facilitate that improvement. At least crashes occurred on the eastbound allow access from northbound and POCONO one developer has already agreed to I-80 off-ramp to PA 611. This ramp southbound PA 611 to westbound I-80. SMITHFIELD TUNKHANNOCK terminus is controlled by a stop sign and queues on southbound PA 611 Option 3 involves constructing a from the signalized intersection of jug-handle along southbound PA 611 PA 447 PA 611 and Bridge Street routinely and a short connector road from PA extend beyond the off-ramp, causing 611 to the westbound I-80 on-ramp JACKSON significant queuing on the off-ramp. STROUD to accommodate movements from This congestion could be a source of southbound PA 611 to the westbound PA 191 the reported crashes. PennDOT and I-80 on-ramp. This jug-handle could Stroud Township are currently in the also be used by eastbound I-80 off- preliminary design phase for the SR ramp traffic to access northbound
CHESTNUTHILL 0611 Section 05S project, which will PA 715 PA 611. widen PA 611 to five lanes from the PA 611 Eastbound I-80 Off-Ramp intersection with Eastbound Eastbound I-80 Off-Ramp PA 611 I-80 interchange through the Stroud NEW JERSEY PA 611
56 | I-80 Corridor Study HAMILTON PA 33 I-80 Corridor Study | 57 Bridge Replacement as part Proposed Westbound I-80 Proposed Connector Road and Proposed Westbound I-80 Bridge Replacement to Exit 303 of Mainline Widening On-Ramp Bridge over I-80 Off-Ramp Accommodate New Ramps –– Option 1 Removal of Existing Westbound Realignment of PA 611 I-80 On-Ramp and PA 611 Bridge
OVERVIEW PA 611 EXIT 303 FLAGLER TRAIL n Provides new full-movement n Removes existing PA 611 diamond interchange bridge over westbound I-80 STROUDSBURG on-ramp which will allow n Flattens curve on PA 611 by five-lane width on PA 611 PA 611 realigning roadway STONE CORNER ROAD
PA 611
WERKMEISERWERKMEISER LANE LANE
N. 9TH STREET HELLER DRIVE 80
80 GAUNT ROAD
BRIDGE STREET ESTIMATED COST (X 1,000) * Engineering Design $ 3,766 BEECH STREET Construction $ 37,657 Total $ 41,423 POCONO CREEK Excludes mainline widening, right-of-way, utility relocation and * environmental mitigation costs.
BUS I-80 Proposed Mainline Bridge Waterways TANITE ROAD 209 JODI DRIVE MILLER STREET I-80 Proposed Ramp NWI Wetlands Historic Roadway Existing Road FEMA 100 Year Floodplain POCONO CREEK Proposed Ramp GINGER DR. Elimination HELEN DRIVE 200 100 0 100 200 ft Municipalities Boundary
Removal of Existing Eastbound Proposed Eastbound I-80 Proposed Eastbound I-80 I-80 Off-Ramp Off-Ramp On-Ramp
58 | I-80 Corridor Study I-80 Corridor Study | 59 Bridge Replacement as part Intersection Realignment and Intersection Realignment and Bridge Replacement as Part Exit 303 of Mainline Widening Signalization Signalization of Mainline Widening –– Option 2
OVERVIEW PA 611 EXIT 303 FLAGLER TRAIL n Allows for left and right turns n Allows for left and right turns from eastbound I-80 off-ramp from PA 611 to westbound I-80 STROUDSBURG to PA 611 by realigning and on-ramp by realigning and signalizing intersection signalizing intersection PA 611 STONE CORNER ROAD
PA 611
WERKMEISERWERKMEISER LANE LANE
N. 9TH STREET HELLER DRIVE 80
80 GAUNT ROAD
BRIDGE STREET ESTIMATED COST (X 1,000) * Engineering Design $ 43 BEECH STREET Construction $ 429 Total $ 472 POCONO CREEK Excludes mainline widening, right-of-way, utility relocation and * environmental mitigation costs.
BUS I-80 Proposed Mainline Bridge Waterways TANITE ROAD 209 JODI DRIVE MILLER STREET I-80 Proposed Ramp NWI Wetlands Historic Roadway Existing Road FEMA 100 Year Floodplain POCONO CREEK Proposed Ramp GINGER DR. Elimination HELEN DRIVE 200 100 0 100 200 ft Municipalities Boundary
Bridge Replacement as Part of Mainline Widening
60 | I-80 Corridor Study I-80 Corridor Study | 61 Bridge Replacement as part Intersection Realignment and Proposed Jughandle Bridge Replacement as Part Exit 303 of Mainline Widening Signalization of Mainline Widening –– Option 3
OVERVIEW PA 611 EXIT 303 FLAGLER TRAIL n Allows for left turns from n Allows for left and right turns eastbound I-80 off-ramp from PA 611 to westbound I-80 STROUDSBURG to PA 611 via jughandle on-ramp by realigning and signalizing intersection PA 611 STONE CORNER ROAD
PA 611
WERKMEISERWERKMEISER LANE LANE
N. 9TH STREET HELLER DRIVE 80
80 GAUNT ROAD
BRIDGE STREET ESTIMATED COST (X 1,000) * Engineering Design $ 145 BEECH STREET Construction $ 1,448 Total $ 1,593 POCONO CREEK Excludes mainline widening, right-of-way, utility relocation and * environmental mitigation costs.
BUS I-80 Proposed Mainline Bridge Waterways TANITE ROAD 209 JODI DRIVE MILLER STREET I-80 Proposed Ramp NWI Wetlands Historic Roadway Existing Road FEMA 100 Year Floodplain POCONO CREEK Proposed Ramp GINGER DR. Elimination HELEN DRIVE 200 100 0 100 200 ft Municipalities Boundary
Bridge Replacement as Part of Mainline Widening
62 | I-80 Corridor Study I-80 Corridor Study | 63 Exit 303 – Preliminary Environmental highest chance of encountering pyrite effect the option would have on the geological investigations and special archaeology investigations, to name a Exit 303 – Constructability, System The system continuity and operational exit ramps. The intersection of the new Assessment and acid drainage concerns. historic PA 611 corridor will require design/construction undertakings in few, the extent of these studies would Continuity and Traffic Operations characteristics of Option 1 are rated as connector road and PA 611 will require investigation and coordination with the conjunction with minimal potential be significantly less than what must “Good” and those of Options 2 and 3 signalization to operate at acceptable Option 1 by far has the most extensive The amount of potential impacts Pennsylvania Historical and Museum disturbance of possible pyrite be conducted for Option 1. Due to the The constructability, system continuity are rated as “Fair”. Option 1 provides levels of service in the design year. environmental impacts. This option associated with Option 1 incurs Commission (PHMC). Geological supporting rock. Option 3 has a proximity of Exit 303 to Pocono Creek, and traffic operations of each option a full-movement interchange at Exit would involve encroachment of the most substantial design and investigations will be required to greater potential to encounter pyrite it will also be necessary to address were rated qualitatively. There are 303. Options 2 and 3 provide some Options 2 and 3 are rated as having Pocono Creek, a high quality, cold environmental clearance constraints of determine the presence/absence than Option 2, but to a much lesser water volume and quality issues no unsolvable Maintenance and additional movements at the existing “Good” traffic operations. The ramp water fishery identified as supporting all the options. It will be necessary to of pyrite, which if found present degree than for Option 1. Additionally, associated with any discharges that Protection of Traffic (MPT) issues interchange, but do not provide full junctions of the eastbound I-80 off- natural trout production, and its demonstrate that there are no practical would have a significant potential to Option 3 would utilize a small amount will reach the watercourse. However, with any option. The constructability access between both directions of ramp and the westbound I-80 on-ramp floodplain. It would also encroach alternatives to the Pocono Creek require special design/construction of land with the moderate potential of this effort should also be considerably of Option 1 is rated as “Fair” and the I-80 and PA 611. are expected to operate with acceptable on woodland that has some potential impacts, and substantial efforts will efforts be undertaken to ensure acid supporting an archaeological site and less for Options 2 and 3 than what constructability of Options 2 and 3 is levels of service in the design year for to support threatened/endangered have to be made to prevent changes drainage issues will not occur with the may have a minor effect on the historic would be needed for Option 1. rated as “Good”. Option 1 requires The traffic operations for Option 1 are both options. In Option 2, the new species and involve 16 property in water volumes and quality. Detailed construction of the project. Lastly, PA 611 corridor. It would also require reconstructing PA 611 on a new rated as “Good”. All ramp junctions are intersections of the realigned east- acquisitions, one full and 15 partial. It investigations into the presence and Option 1 would displace one business the acquisition of two commercial alignment. Tying the new alignment expected to operate with acceptable bound I-80 off-ramp with PA 611 and would be the only one of the options to extent of reproducing trout may also and potentially require the greatest properties and have a partial in with the existing roadway will need levels of service in the design year the realigned westbound I-80 on-ramp have a high potential of encountering be required to determine potential amount of compensation for real estate acquisition of another commercial to be accomplished while maintaining of 2030. The new Connector Road and PA 611 will require signalization to an archaeology site and would effects on the fish and its associated acquisition. property. PA 611 traffic at all times. Options 2 intersections with Ramps A and B operate acceptably in the design year. affect a historic linear transportation habitat. The woodland areas will have and 3 will likely involve minor impacts and Ramps C and D are expected In Option 3, the new intersection of PA resource, PA 611. The option would to be evaluated for their potential The impacts for Options 2 and 3 are While the latter two options would to traffic. to operate with acceptable levels of 611 and the new jug-handle will require also require earthmoving activities on to host species of concern, as well limited in comparison with Option 1. still require environmental analysis to service as two-way stop-controlled signalization to operate acceptably in nearly four acres of land underlain by as for the presence of potential The only issue of concern associated obtain environmental clearance in the intersections with stop-control on the the design year. 1 the Marcellus Formation, giving it the archaeology sites. The potential with Option 2 is a limited need for form of geological, T&E species, and
64 | I-80 Corridor Study I-80 Corridor Study | 65 Exit 303 (Ninth Street)
OPTION 1 OPTION 2 OPTION 3 OPTION 1 OPTION 2 OPTION 3 Full-Movement Tight Diamond Off-Ramp Realignment Jug-Handle and Connector Full-Movement Tight Diamond Off-Ramp Realignment Jug-Handle and Connector
1 Construction Cost $ 41,423,000 $ 472,000 $ 1,593,000 Natural/Wild Areas & None None None Natural Landmarks Encroachments Constructability/ Fair Good Good MPT Potential Hazardous None None None & Residual Waste Sites Involvement System Continuity Good Fair Fair
Other Land 3.9 acres of Marcellus Formation4 0.2 acres of Marcellus Formation4 1.1 acres of Marcellus Formation4 Traffic Operations Good Good Good Resources
Notable Engineering Extensive ROW impacts likely None Some ROW impacts likely Historic Structures None None None Issues for Directly Affected Consideration
Archaeological Moderately high/high potential = 0.57 acres None Moderate potential = 0.1 acre Waterway 187 linear ft. of Pocono Ck. None None Resources 2 Encroachment (HQ-CWF with Natural Trout Encroachments Moderate potential = 0.21 acres Production)
3 Wetlands Impacts None None None Property 1 full acquisition (services) and 15 partial None 2 full acquisitions (services) and Acquisitions acquisitions (3 residential, 7 services, 1 partial acquisition (commercial) 2 commercial, 3 vacant) 100-Year Floodplains 0.54 acre None None Encroachments Environmental None None None Justice Populations T & E Species Potential – Forested Area Not Likely Not Likely Involvement Involvement
1 Excludes mainline widening costs 2 Placement of SWM Facilities was not evaluated in the Aquatic Resources Impacts 3 NWI and Cursory Field Investigation 4 Can contain pyrite, which is associated with acid drainage concerns when weathered Identified
66 | I-80 Corridor Study I-80 Corridor Study | 67 EXITS 304,305 AND 306 (SOUTHBOUND US 209, BUSINESS 209/MAIN STREET, AND DREHER AVENUE) n Exits 304, 305, and 306 – As They northbound US 209 to eastbound I-80. n The short weaving segment on n The lack of a full interchange at Exits 304, 305 and 306 – As They Exist Today Exist Today Exit 305 is a full-movement interchange westbound I-80 between the Exit Dreher Avenue; and between I-80 and Main Street (Bus. 305 on-ramp from Main Street n The confusing nature of these n Exits 304, 305 and 306 – Improvement Options xits 304, 305 and 306 were 209). Exit 306 is a partial interchange and the Exit 304 off-ramp to interchanges which inhibit easy Econsidered as one interchange between I-80 and Dreher Avenue southbound US 209; access between US 209, Business n system for the purposes of developing which provides access from westbound n The deficient acceleration 209, and the Stroud Mall area of Exits 304, 305 and 306 – Preliminary Environmental Assessment improvement options for the I-80 I-80 to Dreher Avenue, and from lane length for traffic merging PA 611. Corridor Study. Exit 304 is a partial Dreher Avenue to eastbound I-80. from northbound US 209 onto n Exits 304, 305 and 306 – Constructability, System Continuity interchange between I-80 and US 209 eastbound I-80; The crash analysis conducted for which provides access from westbound The most notable deficiencies of the n The deficient ramp curvature the I-80 Corridor Study revealed that and Traffic Operations I-80 to southbound US 209 and from current interchanges include: on the Exit 305 interchange ramps; many roadway segments within these
TOBYHANNA PARADISE PRICE MIDDLE SMITHFIELD
PA 611
PA 715
POCONO
SMITHFIELD TUNKHANNOCK
PA 447
JACKSON STROUD
PA 191
CHESTNUTHILL PA 715 PA 611
PA 611 Westbound I-80 weave area between Exit 305 on-ramp and Exit 304 off-ramp NEW JERSEY
68 | I-80 Corridor Study HAMILTON PA 33 I-80 Corridor Study | 69 interchanges have crash rates that On the westbound I-80 off-ramp to The eastbound I-80 segment between At Exit 306, there were no significant Another slightly more expensive The PTC’s capital plan includes interchanges and to accommodate The existing Main Street on-ramp to greatly exceed the statewide average, southbound US 209 at Exit 304, the northbound US 209 on-ramp at occurrences of crashes on I-80, Dreher interim alternative would be a truck providing an acceleration lane for the design year (2030) traffic volumes. eastbound I-80 would be removed and including the eastbound I-80 segment there were a number of crashes that Exit 304 and the Main Street off-ramp Avenue or the Exit 306 ramps. Both rollover warning system, similar to the northbound US 209 to eastbound I-80 all Main Street traffic to eastbound where northbound US 209 merges involved vehicles driving too fast on at Exit 305 also had a crash rate that Dreher Avenue and the Exit 306 ramps system in place at the I-83/PA 581 ramp acceleration and deceleration Option 1 focuses primarily on I-80 would use the C-D Road to enter as well as the segment of US 209 the sharp curve. These high speeds exceeds the statewide average and are relatively lightly used roadways. “York Split” interchange in Cumberland lanes at Exit 305 in Years 7-9. westbound I-80 and the improvements I-80 via the existing Dreher Avenue approaching eastbound I-80 at Exit resulted in either hit-fixed-object or a small number of crashes occurred County in District 8-0. The system are aimed at improving the westbound on-ramp. The westbound C-D road 304. One likely contributing factor for non-collision (overturned vehicle) right at the Main Street off-ramp. One possible short-term improvement would use radar or loop sensors to Exits 304, 305 and 306 – I-80 weave section and improving would tie into a new intersection with the high crash rates is the merge from crashes. The majority, but not all, of Possible contributing factors include could be painting “Curve Ahead” detect when a vehicle is going too fast Improvement Options access between Main Street (Bus. the realigned westbound I-80 on- and two lanes to one lane on northbound these crashes involved small trucks or general congestion and the weaving pavement markings on the westbound to safely navigate that curve. When a 209) and US 209. The improvements off-ramps at Main Street. In addition, US 209, followed soon thereafter by large trucks. These occurred despite and turbulence resulting from the short I-80 off-ramp to southbound US 209, speeding vehicle is detected, flashing The I-80 Corridor Study team include: relocating the westbound a weaving lane would be provided a sharp curve and short acceleration the presence of large “Truck Rollover” acceleration lane and heavy traffic given the history of crashes even with lights and/or blank-out signs would developed five improvement option I-80 off-ramp to Main Street further on eastbound I-80 between the lane for merging onto eastbound I-80. signs with flashing yellow lights and coming from Exit 304. the flashing lights and signs currently activate, warning the driver to slow concepts for this location to address east on the mainline; constructing northbound US 209 on-ramp and the 35-mph advisory speed plates. in place. down. the noted deficiencies of these a new half-diamond interchange to new off-ramp to Dreher Avenue. The connect Main Street with US 209; and Dreher Avenue interchange (Exit 306) relocating the ramp from Main Street remains unchanged in this option. to westbound I-80 so that this traffic does not merge onto westbound I-80 Option 3 is a hybrid of Options 1 and until after the off-ramp to US 209. This 2. It includes the same improvements new ramp will be barrier separated for eastbound I-80 as in Option 2 from the westbound I-80 off-ramp to and the same new half-diamond southbound US 209 as well. Main interchange between Main Street (Bus. Street traffic to southbound US 209 209) and US 209 as in Option 1. On would have to use the new half- westbound I-80, Option 3 includes diamond interchange in this option. relocating the westbound I-80 off- The Dreher Avenue interchange (Exit ramp to Main Street further east as in 306) remains unchanged. Option 1 and constructing a westbound C-D Road between Main Street and Option 2 includes the construction Dreher Avenue as in Option 2. The of C-D roads on both sides of I-80 new off-ramp and westbound C-D between Main Street and Dreher road would merge together and form Avenue and the reconfiguration of the a new intersection with the new Main I-80 on- and off-ramps at Main Street. Street on-ramp to westbound I-80. On eastbound I-80, the C-D Road As in Option 1, this ramp would be would tie into a new intersection with relocated so that this traffic does not the existing Dreher Avenue on-ramp. merge onto westbound I-80 until after Westbound I-80 off-ramp at Exit 304
70 | I-80 Corridor Study I-80 Corridor Study | 71 the off-ramp to southbound US 209. – the short weaving length on including residences and businesses The demographics of the residents of buildings of 50 years and older on a species of concern. Options 1, 3 alternative to the proposed project that regulatory agencies and have a key Also, Main Street traffic to southbound westbound I-80 between Exit 304 lining the corridor, the presence of along this part of the I-80 corridor the south side of I-80 between Exits and 5 conversely would have the most would not involve a wetland or have role in determining the eventual design US 209 would have to use the new and Exit 305. This option involves the a historic railroad corridor, and the indicate there is a potential for the 304 and 305 and on the north side extensive effect on this area increasing less effect on the wetland, and not carried forward into construction. As half-diamond interchange. construction of a barrier separated presence of high quality watercourses properties being affected by the five of I-80 between Exits 305 and 306. their chance of encountering have other significant adverse effects is the case throughout almost the collector-distributor road on westbound and EV wetlands. The magnitude of options to support minority and/or In addition to the potential historic threatened/endangered species on the environment”. entire I-80 corridor in Monroe County, Option 4 includes many of the I-80. The proposed C-D road begins impacts on each of these resources, poverty level populations. As such, structures present, the former path of issues. With all of the options having the streams in this part of the corridor improvements in Option 3: construction after the Exit 306 off-ramp and would in balance with each other, will figure environmental justice evaluations the Wilkes-Barre and Eastern (WB&E) some impact to this area, there will be It appears Options 1 and 5 satisfy the are classified as high quality, cold of the eastbound and westbound continue for the traffic traveling to into determining which of the ultimate would have to be carried out for any Railroad runs generally parallel to I-80 a need to evaluate them for potential wetland impact permitting requirements water fisheries that support the natural C-D roads, reconfiguration of the southbound US 209 and Main Street interchange improvement options of the options being considered for with portions of the highway having impacts to the species of concern the best of the five options as they production of wild trout. This will make eastbound I-80 ramps and construction (Bus. 209). The C-D road would have moves forward to construction. design and construction. Obviously, been constructed directly overtop of which are found in woodlands and/or have the least impact to EV wetlands. it necessary to avoid and minimize of a weaving lane on eastbound I-80. one lane plus a deceleration lane for the options with greater property the former railroad bed. This resource wetlands. However, it will be necessary to impacts to the streams to the extent This option also involves reconfiguring the westbound Exit 305 off-ramp and As indicated in the mainline discussion, acquisitions have the greater chance will have to be evaluated as part of the determine the exact location and possible and demonstrate there are the westbound I-80 on- and off-ramps an auxiliary/choice lane between the community resources essentially line of encountering environmental justice historic and archaeology studies with The wetland impacts associated number of EV wetlands present no practical alternatives to the impacts. but in a different fashion than Option westbound Exit 305 on-ramp and the I-80 at this point in the study corridor. concerns. In addition to this issue, whatever option moves forward. with the options are also significant within any proposed design option Additionally, substantial efforts will 3. Option 4 relocates the Main Street Exit 304 off-ramp to southbound While none of the five interchange the concentration of homes and as a result of the EV status they at the onset of preliminary design to have to be made to prevent changes on-ramp to westbound I-80 further US 209. improvement options would community facilities combined with From an archaeology impact possess due to their association determine which option addresses in water volumes and quality. Options east so that access to I-80 will be necessitate the full acquisition of any the magnitude of the interchange standpoint, Options 1, 3 and 5 will with the natural trout supporting the permitting requirements the best. 1 and 5 currently appear to address from Dreher Avenue, not Main Street. This design would require retaining of the homes and businesses lining configurations proposed for each of encounter more than twice as much streams running throughout this part Undertaking early coordination with the avoidance and minimization of This new on-ramp would branch off of walls along the stream. Standard I-80, all would have a measureable the options will require noise impact area with a moderate to high potential of the I-80 corridor. Any impacts to PADEP and the other regulatory stream impacts the best, while Option the westbound C-D road. This option shoulder widths would be provided number of partial property acquisitions. analysis be conducted for any option of possessing archaeological sites than EV wetlands will require a detailed agencies will also enable the project 4 has the most extensive impacts also includes removing the existing everywhere. The structure over Option 3 would have the most of considered for design/construction. Options 2 and 4. This is the result of avoidance alternative analysis to team to identify what types of impacts and will have the greatest burden for westbound I-80 off-ramp at Main Main Street would be replaced and these partial property acquisitions the more extensive encroachment of meet the permitting requirements and mitigation measures the agencies reducing and justifying the impacts Street and realigning the westbound the structures over Dreher Avenue with 29, while Option 5 would have While there are no known eligible or the woodlands found along Pocono of Pennsylvania Department of will consider acceptable, as well as during design and permitting. I-80 off-ramp to Dreher Avenue to tie and Bridge Street would have to be the least at 6. One of the partial listed historic resources located within Creek on the north side of I-80. Environmental Protection (PADEP). reduce potential delays associated into a new intersection with the new widened. The tight loop on the north acquisitions associated with Options 2 the anticipated footprint of the five Additionally, impacts to an EV with design changes brought about by The remaining environmental issues of westbound C-D road. This option side would remain. and 3 would involve the Stroudsburg interchange options, the age of many The woodland area, and the wetlands wetland are not permissible unless a failure to develop designs capable of significance encountered in this section creates a full interchange at Dreher Cemetery. This involvement will of the residential and commercial found within it, is the main location the proposed project is necessary to meeting the stringent regulatory design of the I-80 corridor are floodplains, Avenue and eliminates the interchange Exits 304, 305 and 306 – Preliminary place a more significant burden on the buildings surrounding the interchanges that could support threatened/ abate a substantial threat to public requirements. hazardous waste sites, and the at Main Street. Environmental Assessment environmental clearance, design and will mandate that historic structure endangered species in this portion of health or safety and meets the seven possible presence of pyrite. With all construction efforts associated with studies be conducted throughout most the I-80 corridor. Option 4 is the least additional qualifying criteria spelled Like the wetland impacts, the impacts of the options requiring earthwork Option 5 is intended to address the This stretch of I-80 possesses a wide Options 2 and 3 than would occur with of this part of the I-80 corridor. In intrusive in this area and therefore out in Title 25, Chapter 105 including to the project area streams will also activity in the locations that potentially main issue with these interchanges range of environmental constraints Options 1, 4 and 5. particular there are large groupings has the least chance of encountering demonstrating “there is no practicable be of significant concern to the host pyrite, acid rock drainage
72 | I-80 Corridor Study I-80 Corridor Study | 73 Bridge Replacement to Bridge Replacement as part Proposed Westbound I-80 Proposed Barrier to Separate Removal of Existing Westbound Proposed Westbound I-80 Exits 304, 305 and 306 Accommodate Proposed of Mainline Widening On-Ramp Westbound I-80 On- and Off-Ramps I-80 On- and Off-Ramps Off-Ramp On-Ramp –– Option 1 Proposed Retaining Wall Extension of Westbound I-80 Off-Ramp Deceleration Lane
OVERVIEW EXIT 304 EXIT 305 EXIT 306 n Eliminates westbound I-80 weave n Improves access between Main PA 611 POCONO CREEK between Exits 304 and 305 Street (Bus. 209) and US 209
by constructing new on-ramp and removes some traffic from BUS barrier-separated from existing eastbound I-80 off-ramp at 209 off-ramp Exit 305 via new half-interchange FETHERMAN ST. FOUNDRY STREET
n Improves geometry of eastbound I-80 Exit 305 ramps GARDEN ST.
80
US 209 SB
ERIE ST. US 209 NB
80
ESTIMATED COST (X 1,000) BRIDGE STREET * MAIN STREET Engineering Design $ 4,298 BUS Construction $ 42,973 209 Total $ 47,271 STROUD STROUDSBURG Excludes mainline widening, right-of-way, utility relocation and TOWNSHIP McMICHAEL CREEK * environmental mitigation costs. US 209 DREHER AVENUE I-80 Proposed Mainline Bridge FEMA 100 Year Floodplain MILLER STREET I-80 Proposed Ramp Proposed Retaining LITTLE POCONO CREEK Wall Waterways Existing Road Proposed Barrier Historic Roadway Proposed Ramp Elimination Field Wetlands 200 100 0 100 200 ft Municipalities NWI Wetlands Boundary
Proposed Southbound US 209 Proposed Northbound US 209 Bridge Replacement as part Bridge Replacement as part On-Ramp Off-Ramp of Mainline Widening of Mainline Widening
74 | I-80 Corridor Study I-80 Corridor Study | 75 Bridge Replacement as part Bridge Replacement as part Realignment of Westbound I-80 Extension of Westbound I-80 Realignment of Existing Exits 304, 305 and 306 of Mainline Widening of Mainline Widening On- and Off-Ramps Off-Ramp Deceleration Lane Westbound I-80 Off-Ramp –– Option 2 Addition of Lane for Westbound Proposed Westbound Collector- I-80 Weaving Movement Distributor Road
OVERVIEW EXIT 304 EXIT 305 EXIT 306 n Provides lane for eastbound I-80 n Provides lane for westbound PA 611 POCONO CREEK weave between Exits 304 and 305 I-80 weave between Exits 304
and 305 BUS n Relocates eastbound I-80 on/off 209 movements at Exit 305 to Exit n Improves access between FETHERMAN ST. FOUNDRY STREET 306 interchange by constructing Dreher Avenue, Main Street new ramps and eastbound and westbound I-80 by collector-distributor road constructing westbound GARDEN ST. collector-distributor road 80
US 209 SB
ERIE ST. US 209 NB
80
ESTIMATED COST (X 1,000) BRIDGE STREET * MAIN STREET Engineering Design $ 3,292 BUS Construction $ 32,915 209 Total $ 36,207 STROUD STROUDSBURG Excludes mainline widening, right-of-way, utility relocation and TOWNSHIP McMICHAEL CREEK * environmental mitigation costs. US 209 DREHER AVENUE I-80 Proposed Mainline Bridge FEMA 100 Year Floodplain MILLER STREET I-80 Proposed Ramp Proposed Retaining LITTLE POCONO CREEK Wall Waterways Existing Road Proposed Barrier Historic Roadway Proposed Ramp Elimination Field Wetlands 200 100 0 100 200 ft Municipalities NWI Wetlands Boundary
Addition of Lane for Eastbound Realignment of Eastbound I-80 Proposed Eastbound Collector- Extension of Eastbound I-80 I-80 Weaving Movement On- and Off-Ramps Distributor Road On-Ramp Acceleration Lane
Bridge Replacement to Bridge Replacement as part Accommodate Weave Lane of Mainline Widening
76 | I-80 Corridor Study I-80 Corridor Study | 77 Bridge Replacement to Bridge Replacement as part Proposed Barrier to Separate Extension of Westbound I-80 Proposed Westbound I-80 Proposed Westbound Collector- Exits 304, 305 and 306 Accommodate Proposed of Mainline Widening Westbound I-80 On- and Off- Off-Ramp Deceleration Lane On-Ramp Distributor Road On-Ramp Ramps –– Option 3 Proposed Retaining Wall Removal of Existing Westbound Proposed Westbound I-80 I-80 On- and Off-Ramps Off-Ramp
OVERVIEW EXIT 304 EXIT 305 EXIT 306 n Provides lane for eastbound I-80 n Improves access between Main PA 611 POCONO CREEK weave between Exits 304 and 305 Street (Bus. 209) and US 209
via new half-interchange BUS n Eliminates westbound I-80 weave 209 between Exits 304 and 305 n Improves geometry of eastbound FETHERMAN ST. FOUNDRY STREET by constructing new on-ramp and westbound I-80 Exit 305 barrier-separated from existing ramps off-ramp GARDEN ST. n Improves access between Dreher Avenue, Main Street 80
and I-80 by constructing US 209 SB
eastbound and westbound ERIE ST. collector-distributor roads US 209 NB 80
ESTIMATED COST (X 1,000) BRIDGE STREET * MAIN STREET Engineering Design $ 5,375 BUS Construction $ 53,745 209 Total $ 59,120 STROUD STROUDSBURG Excludes mainline widening, right-of-way, utility relocation and TOWNSHIP McMICHAEL CREEK * environmental mitigation costs. US 209 DREHER AVENUE I-80 Proposed Mainline Bridge FEMA 100 Year Floodplain MILLER STREET I-80 Proposed Ramp Proposed Retaining LITTLE POCONO CREEK Wall Waterways Existing Road Proposed Barrier Historic Roadway Proposed Ramp Elimination Field Wetlands 200 100 0 100 200 ft Municipalities NWI Wetlands Boundary
Proposed Southbound US 209 Proposed Northbound US 209 Addition of Lane for Eastbound Realignment of Eastbound I-80 Proposed Eastbound Collector- Extension of Eastbound I-80 On-Ramp Off-Ramp I-80 Weaving Movement On- and Off-Ramps Distributor Road On-Ramp Acceleration Lane
Bridge Replacement to Bridge Replacement as part Accommodate Weave Lane of Mainline Widening
78 | I-80 Corridor Study I-80 Corridor Study | 79 Bridge Replacement as part Bridge Replacement as part Extension of Westbound I-80 Proposed Westbound Collector- Proposed Westbound I-80 Realignment of Westbound I-80 Exits 304, 305 and 306 of Mainline Widening of Mainline Widening Off-Ramp Deceleration Lane Distributor Road On-Ramp Off-Ramp –– Option 4 Removal of Existing Westbound I-80 On- and Off-Ramps
OVERVIEW EXIT 304 EXIT 305 EXIT 306 n Provides lane for eastbound I-80 n Improves access between Main PA 611 POCONO CREEK weave between Exits 304 and 305 Street (Bus. 209) and US 209
via new half-interchange BUS n Eliminates westbound I-80 weave 209 FETHERMAN ST. n between Exits 304 and 305 Improves geometry of eastbound FOUNDRY STREET by relocating Exit 305 on and I-80 Exit 305 ramps off-ramps to Exit 306 n Improves access between GARDEN ST. Dreher Avenue, Main Street and I-80 by constructing 80
eastbound and westbound US 209 SB
collector-distributor roads ERIE ST. US 209 NB
80
ESTIMATED COST (X 1,000) BRIDGE STREET * MAIN STREET Engineering Design $ 3,720 BUS Construction $ 37,198 209 Total $ 40,918 STROUD STROUDSBURG Excludes mainline widening, right-of-way, utility relocation and TOWNSHIP McMICHAEL CREEK * environmental mitigation costs. US 209 DREHER AVENUE I-80 Proposed Mainline Bridge FEMA 100 Year Floodplain MILLER STREET I-80 Proposed Ramp Proposed Retaining LITTLE POCONO CREEK Wall Waterways Existing Road Proposed Barrier Historic Roadway Proposed Ramp Elimination Field Wetlands 200 100 0 100 200 ft Municipalities NWI Wetlands Boundary
Proposed Southbound US 209 Proposed Northbound US 209 Addition of Lane for Eastbound Realignment of Eastbound I-80 Proposed Eastbound Collector- Extension of Eastbound I-80 On-Ramp Off-Ramp I-80 Weaving Movement On- and Off-Ramps Distributor Road On-Ramp Acceleration Lane
Bridge Replacement to Bridge Replacement as part Accommodate Weave Lane of Mainline Widening
80 | I-80 Corridor Study I-80 Corridor Study | 81 Proposed Westbound I-80 Proposed Retaining Wall Proposed Barrier to Separate Widening of Bridge to Exits 304, 305 and 306 On-Ramp Collector-Distributor Road and Accommodate Collector- –– Option 5 Mainline Distributor Road
OVERVIEW EXIT 304 EXIT 305 EXIT 306 n Provides collector-distributor n I-80 bridge over Main Street PA 611 POCONO CREEK road separated from mainline for (Bus. 209) does not have to
westbound I-80 Exits 304 and 305 be replaced; it can be widened BUS on and off movements to accommodate collector- 209 FETHERMAN ST.
distributor road FOUNDRY STREET
GARDEN ST.
80
US 209 SB
ERIE ST. US 209 NB
80
ESTIMATED COST (X 1,000) BRIDGE STREET * MAIN STREET Engineering Design $ 3,095 BUS Construction $ 30,947 209 Total $ 34,042 STROUD STROUDSBURG Excludes mainline widening, right-of-way, utility relocation and TOWNSHIP McMICHAEL CREEK * environmental mitigation costs. US 209 DREHER AVENUE I-80 Proposed Mainline Bridge FEMA 100 Year Floodplain MILLER STREET I-80 Proposed Ramp Proposed Retaining LITTLE POCONO CREEK Wall Waterways Existing Road Proposed Barrier Historic Roadway Proposed Ramp Elimination Field Wetlands 200 100 0 100 200 ft Municipalities NWI Wetlands Boundary
82 | I-80 Corridor Study I-80 Corridor Study | 83 concerns have the greatest potential conduct appropriate hazardous waste Exits 304, 305 and 306 – (LOS D or better) in the design year. the westbound I-80 weave section Avenue on-ramp to eastbound I-80. slightly shorter than the existing length. intersections analyzed are expected to significantly affect project costs investigations and if determined Constructability, System Continuity The eastbound I-80 weave section between the Main Street on-ramp and The eastbound I-80 weave section is This option also provides improved to operate acceptably, although the and timing. Geological investigations necessary, the need for remedial and Traffic Operations between the US 209 on-ramp and US 209 off-ramp are not expected not expected to operate acceptably connections between Main Street, Main Street and Dreher Avenue and appropriate design/construction action. Option 5 would involve just Main Street off-ramp is expected to to operate acceptably in the design in the design year. All intersections Dreher Avenue and I-80 with the new intersections with the eastbound and practices will have to be conducted 3 of the hazardous waste sites, The constructability, system continuity operate at LOS F. All intersections year. All intersections are expected to are expected to operate acceptably, eastbound and westbound C-D roads westbound C-D roads and the Main regardless of the option pursued in reducing but not eliminating the need and traffic operations of all options analyzed are expected to operate operate acceptably, although the Main although the Main Street intersections as in Options 2 and 3. However, like Street intersection with the US 209 order to ensure acid drainage does for hazardous waste investigations were rated qualitatively. The acceptably in the design year, although Street intersections with the eastbound with the eastbound and westbound Option 3, eastbound I-80 traffic must off-ramp will require signalization. not become a major issue as a result and the potential need for remediation. constructability for all five options the Main Street intersections with the and westbound I-80 ramps will require I-80 ramps and US 209 off-ramp and use a circuitous route to get to Main of earthmoving activities. The floodplain encroachments is rated as “Fair”. There are no eastbound and westbound I-80 ramps signalization. the Dreher Avenue intersection with Street. In addition, with this option, The system continuity and traffic projected for Options 2, 3 and 4 are unsolvable Maintenance and and US 209 off-ramp will require the eastbound C-D road will require Main Street traffic must also use a operations of Option 5 are rated While not as significant a factor as also fairly uniform and would result in Protection of Traffic (MPT) issues, yet signalization. Option 3 is rated as having “Good/Fair” signalization. circuitous route to get to westbound as “Fair”. This option separates the the pyrite concern, both the hazard similar design efforts. Options 1 and all five options will require extensive system continuity and “Fair” traffic I-80 (eastbound C-D road to Dreher westbound weaving movements and waste sites and floodplains found 5 have significantly lower involvement analysis of the project staging during The system continuity and traffic operations. This option provides many Option 4 is rated as having “Fair” Avenue to the westbound C-D road to on/off movements at Exits 304 and 305 within the project area will have an with the area’s floodplains. None the design phase to ensure traffic operations of Option 2 are rated as of the same benefits as Option 1: it system continuity and “Fair/Poor” traffic the new westbound I-80 on-ramp). from the mainline but does not address effect on project design and cost. of the floodplain encroachments on I-80, Main Street (Bus. 209) and “Fair/Poor”. The new eastbound and eliminates the westbound I-80 weaving operations. Like Option 1 and Option any deficiencies in the eastbound Options 1 through 4 would involve projected for the five options are US 209 is not adversely affected westbound C-D roads in this option movement, allows some traffic to 3, this option eliminates the westbound In Option 4, only the proposed US direction. The westbound weave the same five or six known potential expected to be significant enough to during construction. In addition, provide improved connections between avoid I-80 entirely through the use I-80 weaving movement, allows some 209 ramp junctions are expected to section on the C-D road is expected hazardous waste sites. This will result require the need for floodplain mapping in Options 1, 3 and 5, the existing Main Street, Dreher Avenue and I-80. of the new Main Street/US 209 half- traffic to avoid I-80 entirely through the operate acceptably in the design year. to operate at LOS F, although the in nearly the same uniform need to revisions, but all will require analysis to retaining wall adjacent to Pocono Also, this option removes some interchange and provides room for use of the new Main Street/US 209 The eastbound I-80 weave section weaving movements will be separated demonstrate this is the case. Creek on westbound I-80 may present duplicate ramps and provides a the eastbound I-80 weave movement, half-interchange and provides room for and the new westbound I-80 weave from the mainline. The exit ramp to constructability issues. weaving lane on eastbound I-80, although like Option 2, the proposed the eastbound I-80 weave movement, section between the new Main Street the C-D road is expected to operate although the proposed weave section weave section length is slightly shorter although like Option 2 and Option 3, on-ramp and the US 209 off-ramp are at LOS F, although the entrance ramp The system continuity and traffic length is slightly shorter than the than the existing length. This option the proposed weave section length is not expected to operate acceptably. All from the C-D road is expected to operations ratings of the five options existing length. This option does not also provides improved connections operate at LOS C. 1 vary. Option 1 is rated as having make any improvements to the existing between Main Street, Dreher Avenue “Fair” system continuity and traffic westbound I-80 weaving movement or and I-80 with the new eastbound and operations. This option eliminates the to access between US 209 and Main westbound C-D roads as in Option westbound I-80 weaving movement, Street. 2. The drawback to this option is that allows some traffic to avoid I-80 eastbound I-80 traffic must use a entirely through the use of the new All ramp junctions analyzed in Option circuitous route to get to Main Street Main Street/US 209 half-interchange 2 are expected to operate acceptably (exit to Dreher Avenue and use the and provides room for the eastbound in the design year, except for the westbound C-D road). I-80 weave movement. Dreher Avenue on-ramp to eastbound I-80. The eastbound I-80 weave All ramp junctions analyzed in Option 3 All ramp junctions analyzed in Option section between the US 209 on- are expected to operate acceptably in 1 are expected to operate acceptably ramp and Main Street off-ramp and the design year, except for the Dreher
84 | I-80 Corridor Study I-80 Corridor Study | 85 Exits 304, 305 and 306 (Southbound US 209, Business 209/Main Street, and Dreher Avenue)
OPTION 1 OPTION 2 OPTION 3 OPTION 4 OPTION 5 OPTION 1 OPTION 2 OPTION 3 OPTION 4 OPTION 5 Westbound Improvements Eastbound and Westbound Westbound Improvements & Eastbound and Westbound Westbound Improvements Westbound Improvements Eastbound and Westbound Westbound Improvements & Eastbound and Westbound Westbound Improvements and Half-Interchange C-D Roads Half-Interchange. Eastbound C-D Roads and Half- and Half-Interchange C-D Roads Half-Interchange. Eastbound C-D Roads and Half- and Westbound C-D Roads Interchange and Westbound C-D Roads Interchange 1 Construction Cost $ 47,271,000 $ 36,207,000 $ 59,120,000 $ 40,918,000 $ 34,042,000 Natural/Wild Areas & None None None None None Natural Landmarks Encroachments Constructability/ Fair Fair Fair Fair Fair MPT Potential Hazardous None 5 sites 6 sites 5 sites 3 sites & Residual Waste System Continuity Fair Fair/Poor Good/Fair Fair Fair Sites Involvement
Traffic Operations Fair Fair/Poor Fair Fair/Poor Fair Other Land 9.4 acres of Marcellus 6.5 acres of Marcellus 10.1 acres of Marcellus 10.8 acres of Marcellus 5.7 acres of Marcellus Resources Formation 4 Formation 4 Formation4 Formation4 Formation 4
Notable Engineering Extensive ROW impacts Extensive ROW impacts Extensive ROW impacts Extensive ROW impacts Moderate ROW impacts Encroachment of Encroachment of Issues for likely likely likely likely Stroudsburg Cemetery Stroudsburg Cemetery Consideration Retaining wall required Retaining wall required Retaining wall required along Pocono Creek Historic Structures None None None None None along Pocono Creek along Pocono Creek Directly Affected
Waterway 23 linear ft. of Pocono Ck. 45 linear ft. of McMichael 23 linear ft. of Pocono Ck. 30 linear ft. of McMichael 23 linear ft. of McMichael 2 Encroachment Ck. Ck. Ck. Archaeological Moderately high/high Moderately high/high Moderately high/high Moderately high/high Moderately high/high 59 linear ft. of Little Pocono 45 linear ft. of McMichael Ck. Resources potential = 1.4 acres potential = 0.4 acres potential = 1.6 acres potential = 0.5 acres potential = 1.4 acres Ck. (Both HQ-CWF with 143 linear ft. of Little Pocono 318 linear ft. of Little 52 linear ft. of Little Pocono Encroachments Natural Trout Production) Ck. (Both HQ-CWF with 101 linear ft. of Little Pocono Pocono Ck. (Both HQ- Ck. (Both HQ-CWF with Moderate potential = 0.4 Moderate potential = 0.3 Moderate potential = 0.6 Moderate potential = 0.3 Moderate potential = 0.4 Natural Trout Production) Ck. (All HQ-CWF with CWF with Natural Trout Natural Trout Production) acres acres acres acres acres Natural Trout Production) Production)
3 Wetlands Impacts 0.13 acre of exceptional 0.31 acre of exceptional 0.35 acre of exceptional 0.22 acre of exceptional 0.13 acre of exceptional Property 21 partial acquisitions 17 partial acquisitions 29 partial acquisitions 25 partial acquisitions 6 partial acquisitions value value value value value Acquisitions (3 residential, 6 services, (6 residential, 2 services, (9 residential, 6 services, (9 residential, 4 services, (5 commercial, 1 vacant) 7 commercial, 1 industrial, 5 commercial, 4 vacant) 7 commercial, 1 industrial, 6 commercial, 2 industrial, 4 vacant) 6 vacant) 4 vacant) 100-Year Floodplains 0.47 acre 1.78 acre 1.41 acre 1.48 acre 0.56 acre Encroachments
Environmental Potential Potential Potential Potential Potential T & E Species Potential – Wetland & Potential – Wetland & Potential – Wetland & Potential – Wetland & Potential – Wetland & Justice Populations Involvement Forested Area Forested Area Forested Area Forested Area Forested Area Involvement
1 Excludes mainline widening costs 2 Placement of SWM Facilities was not evaluated in the Aquatic Resources Impacts 3 NWI and Cursory Field Investigation 4 Can contain pyrite, which is associated with acid drainage concerns when weathered Identified
86 | I-80 Corridor Study I-80 Corridor Study | 87 EXIT 307 (BROAD STREET/PARK AVENUE)
Exit 307 – As It Exists Today n The Broad Street Bridge over I-80 challenges, the team brainstormed Broad Street from Park Avenue and n Exit 307 – As It Exists Today has a deficient 14’6” under some smaller-scale improvement ideas eastbound I-80. This option would xit 307 is actually two closely clearance. that can be constructed and improve require the same three structure n Exit 307 – Improvement Options Espaced half-interchanges conditions until funding is available for replacements as in Options 1A and 1B. that provide access to downtown The crash analysis conducted for the design and construction of the ultimate Stroudsburg – one half-interchange I-80 Corridor Study revealed a number solution. Option 3 involves creating a single n Exit 307 – Preliminary Environmental Assessment between eastbound I-80 and Park of crashes at the westbound I-80 off- full-movement interchange with Avenue (Route 611) and one half- ramp intersection with Broad Street. Options 1A and 1B involve Broad Street, and also includes the n Exit 307 – Constructability, System Continuity and interchange between westbound I-80 A majority of these crashes were rear- constructing a full-movement diamond realignment of Broad Street onto a and Broad Street (Route 191). end crashes and occurred between interchange at Broad Street and new alignment perpendicular to I-80. Traffic Operations the hours of 4:00 and 6:00 PM which removing the partial interchange With this configuration, the realigned The existing deficiencies with these is likely a result of afternoon peak-hour at Park Avenue. Option 1A is a Broad Street would tie into Lee Avenue interchanges are: congestion on PA 611 causing queues full-movement single-point urban to the south at its intersection with on the westbound I-80 off-ramp. interchange (SPUI) and Option 1B Colbert Street. This option would n The confusing nature of the is a tight diamond, full-movement include off-site improvements to Lee TOBYHANNA PARADISE PRICE MIDDLE SMITHFIELD existing interchanges; The Congested Corridors Improvement interchange. Both options create a Avenue, the Broad Street and Colbert n The lack of a clear, identifiable Program (CCIP) Report prepared by single interchange. However, both Street intersection, and the five-leg PA 611 route between downtown Edwards & Kelcey in 2002 for the options would require the replacement intersection of Broad Street, Main PA 715 Stroudsburg and I-80; PA 611 corridor also identified a high of three structures: the Park Avenue Street and Ann Street in downtown n Deficient acceleration and occurrence of crashes at the Five bridge over I-80, the Broad Street Stroudsburg. The new Broad Street deceleration lane lengths; and Points intersection of Main Street, bridge over I-80, and the I-80 bridge bridge would need to be designed Broad Street and Ann Street. There is over Broadhead Creek. to avoid impacts to the existing and POCONO an ongoing project at that intersection proposed McMichael’s Creek hiking SMITHFIELD TUNKHANNOCK to improve the signage and signal Option 2 is similar to Option 1A in trails. This option also requires the indications controlling movement that it provides a single full-movement replacement of the Park Avenue bridge through that intersection. diamond interchange at Broad Street. over I-80 and the I-80 bridge over PA 447 Option 2 also removes the Park Broadhead Creek. Exit 307 – Improvement Options Avenue on-ramp to eastbound I-80; JACKSON STROUD however, it includes the realignment of Option 4 includes the same The I-80 Corridor Study team the existing eastbound I-80 off-ramp realignment of Broad Street as PA 191 developed five improvement option to Park Avenue and the addition of in Option 3, but does not include concepts for this location. These a one-way connector road between creating a new single full-movement five improvement options represent Park Avenue and Broad Street. This interchange. The existing westbound CHESTNUTHILL PA 715 ultimate solutions for the issues at configuration maintains direct access I-80 on- and off-ramps would be this interchange. Taking into account to Park Avenue from eastbound I-80 realigned to tie into the new Broad PA 611 PA 611 Broad Street Bridge over I-80 at Exit 307 the current infrastructure funding while also providing a direct link to Street alignment, but the existing NEW JERSEY
88 | I-80 Corridor Study HAMILTON PA 33 I-80 Corridor Study | 89 eastbound I-80 on- and off-ramps I-80 on-ramp from Park Avenue. This detrimental to natural resources than the higher impact they would have on n Cultural resource evaluations McMichael Creek. Widening I-80 In all of these options, the existing Broad Street will tie into Lee Avenue with Park Avenue would remain. The improvement can be accomplished the other three. Options 1(A&B) and almost all other resources. (historic and archaeology) would likely require retaining walls to “Five Points” intersection of Broad south of I-80, not Broad Street, which acceleration and deceleration lanes without replacing the Park Avenue 2 both have more significant impacts associated with potential impacts minimize impacts to the creek and the Street, Main Street and Ann Street will require traffic to turn onto a side of these two ramps would be improved. Bridge or impacting McMichael Creek on the area’s EV wetlands and high Regardless of the option to be pursued to the former Wilkes-Barre and Borough has constructed jogging paths remains unchanged. street to get back onto Broad Street. This option also includes off-site on the westbound side of I-80. Should quality, natural trout production for improving this interchange, it is Eastern (WB&E) Railroad, the along the creek that will need to be improvements to the same intersections the Park Avenue Bridge be streams. They also have greater advisable that early coordination Stroudsburg Historic District, maintained. For these reasons, it is The system continuity of Option 3 is The traffic operations of all options as in Option 3. However, also like programmed for replacement in the potential hazardous waste site with the natural resource agencies and areas adjacent to the area’s likely that I-80 will have to be widened rated as “Good”. This option, similar are rated as “Fair.” In all options, the Option 3, the new bridge design future, the second idea involves involvement, floodplain involvement and PHMC be initiated early in the streams. mostly to the south in this location, to Options 1A, 1B and 2, creates a westbound I-80 off-ramp junction with would need to avoid impacts to the incorporating acceleration lanes on and would utilize land from a project’s design process. Consensus n Threatened/endangered species instead of symmetrical widening to the single interchange and eliminates the Broad Street is expected to operate McMichael’s Creek hiking trails. Also, I-80 for the eastbound on-ramp from local park. While the full property from these agencies regarding which evaluations, particularly in areas south and north. confusing nature of the existing access at LOS F, while the Broad Street on- Option 4 would require the same two Park Avenue and the westbound on- acquisitions associated with Options impacts will affect design decisions supporting woodlands and into/out of downtown Stroudsburg. ramp junction with westbound I-80 is other bridge replacements as Option 3. ramp from Broad Street into the bridge 1(A&B) and 2 will only be slightly the most will be needed as soon as wetlands. The constructability of Options 1A, The additional benefit of this option is expected to operate at LOS C or D. All replacement project. higher than those for Options 3 possible to avoid progressing the n Hazardous/residual waste 1B and 2 is rated as “Poor/Fair”. In that it may provide an opportunity to of the ramp intersections with Broad The study team also brainstormed two and 4, the partial acquisitions would project in the wrong direction, thereby investigations. addition to the previously mentioned improve the traffic operations of the Street, including the SPUI option, other smaller-scale improvement ideas Exit 307 – Preliminary Environmental be considerably greater. reducing the potential for delays and n Floodplain impact analysis. constructability issues related to “Five Points” intersection by realigning are expected to operate acceptably to address the deficient acceleration Assessment increased costs associated with design n Section 4(f) Evaluations for: McMichaels Creek, replacement of the Broad Street. However, the new (LOS D or better) in the design year lanes on I-80 under the Park Avenue While it seems apparent the impacts changes required by the agencies. Options 1 & 2 park impacts; two bridges, Park Avenue over I-80 alignment of Broad Street will tie into with signalization. The “Five Points” bridge. One idea involves narrowing In viewing the five design options associated with Options 1 and 2 Options 3 & 4 historic district and Broad Street over I-80, will present Lee Avenue south of I-80, not Broad intersection is expected to operate at the existing median area to provide an for this interchange improvement, would favor a decision from a natural Some of the environmental studies and impacts. constructability and maintenance of Street, and traffic will have to turn onto LOS F in all options. 1 acceleration lane for the eastbound two options are considerably more resource end for pursuing either design considerations that will likely traffic challenges. Partial detours of one of the side streets to get back onto Option 3 or 4, there is one potential be necessary for all of the options Exit 307 – Constructability, System Park Avenue or Broad Street traffic Broad Street. impact the latter options will have that presented here include: Continuity and Traffic Operations may be required during construction. the first two options won’t. Options The system continuity of Option 4 3 and 4 call for the construction of a n Avoidance and minimization of The constructability, system continuity The constructability of Options 3 and 4 is rated as “Fair”. Option 4 includes new bridge across McMichael Creek impacts to the area’s high quality, and traffic operations of all options is rated as “Fair/Good”. Both of these the realignment of Broad Street as which would alter the current viewshed natural trout production streams were rated qualitatively. There will options facilitate construction of the in Option 3, but does not include the and require construction within the and EV wetlands (including be significant geometric challenges new Broad Street Bridge over I-80 by relocation of the Park Avenue ramps Stroudsburg Historic District, a listed alternatives analysis). in this area with any option. Broad building it off the existing alignment. to form a single interchange. eligible National Register of Historic n Design of appropriate control Street has an undesirable 11 percent Therefore, this option retains the Places resource. This potential measures to prevent a change grade crossing I-80 and the previously The system continuity of each option existing confusing nature of the access impact could be enough to prevent in water quality and volume within mentioned deficient 14’6” clearance varies as well. Options 1A, 1B and 2 in and out of downtown Stroudsburg. the early dismissal of Options 1 and the area’s streams. of the bridge would need to be raised are rated as “Good” with respect to This option may provide an opportunity 2 from consideration as the best n Environmental Justice evaluations to 16’6” as part of any reconfiguration. system continuity. All options create a to improve the traffic operations of the alternative available for addressing and noise impact analysis in Any improvement option will also single interchange and eliminate the “Five Points” intersection by realigning the interchange improvements despite affected residential and community present significant constructability confusing nature of the existing access Broad Street as in Option 3. However, South Fifth Street (Broad Street) at Five Points Intersection service locations. issues because of the proximity of into and out of downtown Stroudsburg. like Option 3, the new alignment of Westbound I-80 on-ramp from Broad Street
90 | I-80 Corridor Study I-80 Corridor Study | 91 Bridge Replacement as part Proposed Retaining Wall Reconstruction of Westbound Bridge Replacement Reconstruction of Westbound Bridge Replacement as part Exit 307 of Mainline Widening I-80 On-Ramp and Extension I-80 Off-Ramp and Extension of Mainline Widening of Acceleration Lane of Deceleration Lane –– Option 1A Proposed Retaining Wall
MAIN STREET OVERVIEW ANN STREET EXIT 307 BUS STROUDSBURG 209 Kitson Woolen Mill EAST POCONO CREEK STROUDSBURG n Eliminates existing partial n Requires replacement of two Wallace Hardware Building interchange at Park Avenue bridges over I-80 and the I-80 PA 611 by constructing a full-movement bridge over Broadhead Creek Single Point Urban Interchange US Post Office McMICHAEL CREEK (SPUI) at Broad Street BROAD ST.
LINCOLN AVENUE McMICHAEL CREEK LENOX STREET COLBERT STREET 80 Delaware Lackawanna & Western RR ESTIMATED COST (X 1,000) VILLAGE DRIVE * 80 Engineering Design $ 5,414 Construction $ 54,131 STORM STREET Total $ 59,545 Wilkes Barre & Eastern RR BARRY STREET
LEE AVENUE Excludes mainline widening, right-of-way, utility relocation and BROADHEAD CREEK BROAD STREET * environmental mitigation costs. STOKES AVENUE ROBESON STREET COLLINS STREET BRYANT STREET I-80 Proposed Mainline Bridge Waterways HOUSTON AVENUE I-80 Proposed Ramp Proposed Retaining Historic Roadway PARK AVENUE Wall Existing Road Historic Railroad Field Wetlands Proposed Ramp Listed Individual Elimination NWI Wetlands Resources 200 100 0 100 200 ft Municipalities FEMA 100 Year Eligible Individual Boundary Floodplain Resources
Removal of Existing Eastbound Bridge Replacement to Proposed Cul-De-Sac Colbert Proposed Retaining Wall Bridge Replacement to I-80 On- and Off-Ramps Accommodate New Ramps Street Accommodate New Ramps
Proposed Eastbound I-80 Proposed Eastbound I-80 Off-Ramp On-Ramp
92 | I-80 Corridor Study I-80 Corridor Study | 93 Bridge Replacement as part Proposed Retaining Wall Reconstruction of Westbound Bridge Replacement Reconstruction of Westbound Bridge Replacement as part Exit 307 of Mainline Widening I-80 On-Ramp and Extension I-80 Off-Ramp and Extension of Mainline Widening of Acceleration Lane of Deceleration Lane –– Option 1B Proposed Retaining Wall
MAIN STREET OVERVIEW ANN STREET EXIT 307 BUS STROUDSBURG 209 Kitson Woolen Mill EAST POCONO CREEK STROUDSBURG n Eliminates existing partial n Requires replacement of two Wallace Hardware Building interchange at Park Avenue bridges over I-80 and I-80 PA 611 by constructing a full-movement bridge over Broadhead Creek diamond interchange at Broad US Post Office McMICHAEL CREEK Street BROAD ST.
LINCOLN AVENUE McMICHAEL CREEK LENOX STREET COLBERT STREET 80 Delaware Lackawanna & Western RR ESTIMATED COST (X 1,000) VILLAGE DRIVE * 80 Engineering Design $ 5,316 Construction $ 53,152 STORM STREET Total $ 58,468 Wilkes Barre & Eastern RR BARRY STREET
LEE AVENUE Excludes mainline widening, right-of-way, utility relocation and BROADHEAD CREEK BROAD STREET * environmental mitigation costs. STOKES AVENUE ROBESON STREET COLLINS STREET BRYANT STREET I-80 Proposed Mainline Bridge Waterways HOUSTON AVENUE I-80 Proposed Ramp Proposed Retaining Historic Roadway PARK AVENUE Wall Existing Road Historic Railroad Field Wetlands Proposed Ramp Listed Individual Elimination NWI Wetlands Resources 200 100 0 100 200 ft Municipalities FEMA 100 Year Eligible Individual Boundary Floodplain Resources
Removal of Existing Eastbound Bridge Replacement to Proposed Cul-De-Sac Colbert Proposed Retaining Wall Bridge Replacement to I-80 On- and Off-Ramps Accommodate New Ramps Street Accommodate New Ramps
Proposed Eastbound I-80 Proposed Eastbound I-80 Off-Ramp On-Ramp
94 | I-80 Corridor Study I-80 Corridor Study | 95 Bridge Replacement as part Proposed Retaining Wall Reconstruction of Westbound Bridge Replacement Reconstruction of Westbound Bridge Replacement as part Exit 307 of Mainline Widening I-80 On-Ramp and Extension I-80 Off-Ramp and Extension of Mainline Widening of Acceleration Lane of Deceleration Lane –– Option 2 Proposed Retaining Wall
MAIN STREET OVERVIEW ANN STREET EXIT 307 BUS STROUDSBURG 209 Kitson Woolen Mill EAST POCONO CREEK STROUDSBURG n Provides a full-movement diamond n Improves access between Wallace Hardware Building interchange at Broad Street eastbound I-80 off-ramp to Park PA 611 Avenue and Broad Street n Realigns existing eastbound I-80 by constructing eastbound US Post Office McMICHAEL CREEK off-ramp to Park Avenue connector road BROAD ST. n Requires replacement of two bridges over I-80 and I-80 bridge over Broadhead Creek
LINCOLN AVENUE McMICHAEL CREEK COLBERT STREET LENOX STREET 80 Delaware Lackawanna & Western RR ESTIMATED COST (X 1,000) VILLAGE DRIVE * 80 Engineering Design $ 5,316 Construction $ 53,160 STORM STREET Total $ 58,476 Wilkes Barre & Eastern RR BARRY STREET
LEE AVENUE Excludes mainline widening, right-of-way, utility relocation and BROADHEAD CREEK BROAD STREET * environmental mitigation costs. STOKES AVENUE ROBESON STREET COLLINS STREET BRYANT STREET I-80 Proposed Mainline Bridge Waterways HOUSTON AVENUE I-80 Proposed Ramp Proposed Retaining Historic Roadway PARK AVENUE Wall Existing Road Historic Railroad Field Wetlands Proposed Ramp Listed Individual Elimination NWI Wetlands Resources 200 100 0 100 200 ft Municipalities FEMA 100 Year Eligible Individual Boundary Floodplain Resources
Removal of Existing Eastbound Bridge Replacement to Proposed Connector Road Proposed Retaining Wall Bridge Replacement to I-80 On- and Off-Ramps Accommodate New Ramps Accommodate New Eastbound I-80 Ramp Proposed Eastbound I-80 Proposed Cul-De-Sac Lenox Proposed Cul-De-Sac Colbert Proposed Eastbound I-80 Off-Ramp Street Street On-Ramp
96 | I-80 Corridor Study I-80 Corridor Study | 97 Bridge Replacement as part Proposed Retaining Wall Proposed Westbound I-80 Realignment of Broad Street and Proposed Retaining Wall Bridge Replacement as part Exit 307 of Mainline Widening On-Ramp Construction of New Bridge of Mainline Widening –– Option 3 Removal of Existing Broad Street Proposed Westbound I-80 and Bridge Off-Ramp
MAIN STREET OVERVIEW ANN STREET EXIT 307 BUS STROUDSBURG 209 Kitson Woolen Mill EAST POCONO CREEK STROUDSBURG n Eliminates existing partial n Requires replacement of two Wallace Hardware Building interchanges at Park Avenue bridges over I-80 and I-80 PA 611 and Broad Street and provides bridge over Broadhead Creek a single-movement interchange US Post Office McMICHAEL CREEK on a new alignment n Improves alignment of Five
Points Intersection (Broad BROAD ST. BROAD Street, Main Street and Ann ST. BROAD Street)
LINCOLN AVENUE McMICHAEL CREEK LENOX STREET COLBERT STREET 80 Delaware Lackawanna & Western RR ESTIMATED COST (X 1,000) VILLAGE DRIVE * 80 Engineering Design $ 6,280 Construction $ 62,796 STORM STREET Total $ 69,076 Wilkes Barre & Eastern RR BARRY STREET
LEE AVENUE Excludes mainline widening, right-of-way, utility relocation and BROADHEAD CREEK BROAD STREET * environmental mitigation costs. STOKES AVENUE ROBESON STREET COLLINS STREET BRYANT STREET I-80 Proposed Mainline Bridge Waterways HOUSTON AVENUE I-80 Proposed Ramp Proposed Retaining Historic Roadway PARK AVENUE Wall Existing Road Historic Railroad Field Wetlands Proposed Ramp Listed Individual Elimination NWI Wetlands Resources 200 100 0 100 200 ft Municipalities FEMA 100 Year Eligible Individual Boundary Floodplain Resources
Removal of Existing Eastbound Bridge Replacement to Proposed Intersection Work Proposed Eastbound I-80 Bridge Replacement to I-80 On- and Off-Ramps Accommodate New Ramps On-Ramp Accommodate New Ramps
Proposed Eastbound I-80 Proposed Retaining Wall Off-Ramp
98 | I-80 Corridor Study I-80 Corridor Study | 99 Bridge Replacement as part Proposed Retaining Wall Proposed Westbound I-80 Realignment of Broad Street and Proposed Retaining Wall Bridge Replacement as part Exit 307 of Mainline Widening On-Ramp Construction of New Bridge of Mainline Widening –– Option 4 Removal of Existing Broad Street Proposed Westbound I-80 and Bridge Off-Ramp
MAIN STREET OVERVIEW ANN STREET EXIT 307 BUS STROUDSBURG 209 Kitson Woolen Mill EAST POCONO CREEK STROUDSBURG n Replaces existing partial n Requires replacement of two Wallace Hardware Building interchange at Broad Street bridges over I-80 and I-80 PA 611 with a new partial interchange bridge over Broadhead Creek on new alignment US Post Office McMICHAEL CREEK n Improves alignment of Five
n Maintains existing partial Points Intersection (Broad BROAD ST. BROAD interchange configuration at Street, Main Street and Ann ST. BROAD Park Avenue Street)
LINCOLN AVENUE McMICHAEL CREEK LENOX STREET COLBERT STREET 80 Delaware Lackawanna & Western RR ESTIMATED COST (X 1,000) VILLAGE DRIVE * 80 Engineering Design $ 5,483 Construction $ 54,828 STORM STREET Total $ 60,311 Wilkes Barre & Eastern RR BARRY STREET
LEE AVENUE Excludes mainline widening, right-of-way, utility relocation and BROADHEAD CREEK BROAD STREET * environmental mitigation costs. STOKES AVENUE ROBESON STREET COLLINS STREET BRYANT STREET I-80 Proposed Mainline Bridge Waterways HOUSTON AVENUE I-80 Proposed Ramp Proposed Retaining Historic Roadway PARK AVENUE Wall Existing Road Historic Railroad Field Wetlands Proposed Ramp Listed Individual Elimination NWI Wetlands Resources 200 100 0 100 200 ft Municipalities FEMA 100 Year Eligible Individual Boundary Floodplain Resources
Extension of Existing Eastbound Existing Ramps to Remain Bridge Replacement to Proposed Intersection Work Bridge Replacement to I-80 Off-Ramp Deceleration Lane Accommodate Extension Accommodate New Ramps of Acceleration Lane Extension of Existing Eastbound I-80 On-Ramp Acceleration Lane
100 | I-80 Corridor Study I-80 Corridor Study | 101 Exit 307 (Broad Street/Park Avenue)
OPTIONS 1A/1B OPTION 2 OPTION 3 OPTION 4 OPTIONS 1A/1B OPTION 2 OPTION 3 OPTION 4 Broad Street Interchange Broad Street Interchange Relocated S.R. 191 Relocated S.R. 191 Broad Street Interchange Broad Street Interchange Relocated S.R. 191 Relocated S.R. 191 with C-D Road Interchange Half-Interchange with C-D Road Interchange Half-Interchange
1 Construction Cost Option 1A: $ 59,545,000 $ 58,476,000 $ 69,076,000 $ 60,311,000 Natural/Wild Areas & None None None None Option 1B: $ 58,468,000 Natural Landmarks Encroachments Constructability/ Poor/Fair Poor/Fair Fair/Good Fair/Good MPT Potential Hazardous 6 known sites 6 known sites 2 known sites 2 known sites & Residual Waste System Continuity Option 1A – Good Good Good Fair Sites Involvement Option 1B – Good
Traffic Operations Option 1A – Fair Fair Fair Fair Other Land 1 encroachment of local park 1 encroachment of local park None None Option 1B – Fair Resources
Notable Engineering Will likely require noise Will likely require noise walls and Will likely require noise walls and Will likely require noise walls and Issues for walls and retaining walls retaining walls retaining walls. Impacts to existing/ retaining walls. Impacts to existing/ Historic Structures None None Stroudsburg Historic District (listed/ Stroudsburg Historic District (listed/ Consideration proposed McMichael Creek hiking proposed McMichael Creek hiking Directly Affected eligible historic site) eligible historic site) trails must be avoided. trails must be avoided.
Archaeological Moderately high/high potential = Moderately high/high potential = Moderately high/high potential = Moderately high/high potential = Resources 2.3 acres 2.7 acres 2.0 acres 1.7 acres Waterway 72 linear ft. of Broadhead 72 linear ft. of Broadhead Ck. 72 linear ft. of Broadhead Ck. 72 linear ft. of Broadhead Ck. 2 Encroachments Encroachment Ck. (TSF-MF) (TSF-MF) (TSF-MF) (TSF-MF) Moderate potential = 0.5 acres Moderate potential = 0.6 acres Moderate potential = 0.5 acres Moderate potential = 0.2 acres 550 linear ft. of McMichael 550 linear ft. of McMichael Ck. 50 linear ft. of McMichael Ck. 50 linear ft. of McMichael Ck. Ck. (HQ-CWF) Both (HQ-CWF) Both – Natural Trout (HQ-CWF with Natural Trout (HQ-CWF with Natural Trout – Natural Trout Production Production Production) Production) Property Option 1A: 7 full acquisitions (4 9 full acquisitions (4 residential, 6 full acquisitions (2 residential, 5 full acquisitions (1 residential, Acquisitions residential, 3 vacant) and 24 partial 1 services, 4 vacant) and 21 1 services, 1 commercial, 1 services, 1 commercial, 3 acquisitions partial acquisitions (10 residential, 2 vacant) and 12 partial acquisitions 2 vacant) and 7 partial acquisitions Wetlands Impacts 0.28 acre of exceptional value 0.36 acre of exceptional value 0.07 acre of exceptional value 0.02 acre of exceptional value 5 services, 1 park, 5 vacant) (6 residential, 2 services, (2 residential, 1 services, Option 1B: one less full acquisition 1 commercial, 3 vacant) 1 commercial, 3 vacant) (vacant) than Option 1A 100-Year Floodplains 1.22 acre 2.09 acre 1.05 acre 1.13 acre Encroachments Environmental Potential Potential Potential Potential T & E Species Potential – Wetland & Forested Potential – Wetland & Forested Potential – Wetland & Forested Potential – Wetland & Forested Justice Populations Involvement Area Area Area Area Involvement
1 Excludes mainline widening costs 2 Placement of SWM Facilities was not evaluated in the Aquatic Resources Impacts 3 NWI and Cursory Field Investigation Identified
102 | I-80 Corridor Study I-80 Corridor Study | 103 he goal of this I-80 Corridor were investigated. Transit initiatives are Exit 293, Exit 308, Exit 309 and mainline sections and interchanges Final Report Study Final Report is to provide already under development were Exit 310. Exits 298 and 299 were also were evaluated with regard to the three Tthe rural planning organization, reviewed. part of another County-sponsored identified corridor-wide needs. The the Northeastern Pennsylvania initiative that resulted in a $15 million interchanges where improvements are Alliance (NEPA), PennDOT and Finally, design concepts were earmark that was made available currently not planned or committed to, Pennsylvania Turnpike Commission developed to improve the specific to fund improvements to I-80 near are prioritized with regard to congestion (PTC) with a comprehensive deficiencies of the highway network. this interchange. Therefore, the and safety, and reconstruction of transportation planning tool for The I-80 Corridor Study team first study team brainstormed additional mainline sections are prioritized in planning and programming future evaluated the corridor-wide needs improvement options to make use of terms of deteriorating pavement and transportation improvement projects and developed a mainline widening the earmark. bridges. for the 18-mile I-80 corridor between concept, then looked at each Exits 293 (I-380) and 310 (Delaware interchange individually to develop For the other interchanges, Exit 302, Water Gap) in Monroe County. improvements of independent utility Exit 303, Exits 304-305-306 and Exit CONGESTION PRIORITIES that could be constructed with or 307, the study team developed several PART VI: CONCLUSION This study has provided an overview of without the mainline widening and long-term interchange improvement Exits 298 and 299 the conditions along the 18-mile study provide measureable benefits on their concepts that attempt to address – Congestion Priorities – Deteriorating Pavement and Bridges corridor. The existing traffic problems own. Several options were developed many, if not all, of the safety and In terms of congestion, Exits 298 were identified and future traffic for each interchange. operational deficiencies at each (Scotrun) and 299 (Tannersville) Priorities volumes were calculated. Crash data interchange. are the highest priority interchanges. – Safety Priorities was collected to identify high incident The development of improvement Considerable congestion occurs on areas. Areas of deficient roadway options took into account the 10-year Acknowledging the current infra- both PA 611 and PA 715, which is – Conclusion geometry and deficient pavement and capital plan of needed infrastructure structure funding challenges in partially attributable to major nearby – Other Interchanges bridge conditions were noted. improvements that was being Pennsylvania and nationwide, traffic generators such as Camelback developed concurrently by the PTC the study team also developed Ski Resort, The Crossings Outlet As a result of these evaluations, the as part of the PTC-PennDOT lease intermediate, lower cost improvement Center, and Great Wolf Lodge. This corridor-wide needs were identified as: agreement for I-80. This capital plan options for two of these interchanges, congestion often causes queues includes projects to be undertaken Exit 302 and Exit 307. The intent of to back up onto the I-80 mainline, n Congested conditions from high in the first 10 years after tolling of the intermediate improvement option creating a serious safety concern. traffic volumes; I-80 begins. The I-80 Corridor Study is to provide a solution that is much team coordinated closely with PTC’s less costly to construct than the long- Congestion is most prevalent on the n Operational safety concerns from consultant and incorporated the capital term solution and that addresses westbound I-80 off-ramps to PA 715 deficient design characteristics; plan projects within the I-80 Corridor a prominent deficiency with the (Exit 299) and PA 611 (Exit 298). A and Study project area into this Final interchange. These intermediate congestion alert system is currently Report. solutions can be constructed in the in place on westbound I-80 in advance n Deterioration of the existing shorter term and provide improved of these ramps. This system consists pavement and bridges. A number of interchanges evaluated safety and operations until funding of a fixed message sign located as part of the I-80 Corridor Study were becomes available for the design in advance of the westbound I-80 After identifying the deficiencies and already the focus of other PennDOT and construction of the long-term off-ramp to PA 715 at Exit 299 and needs, solutions were considered. projects and therefore, the study team improvement options. loop detectors on both ramps. When Various TSM and ITS strategies that did not develop any new or additional queues are detected on the westbound would allow the existing and proposed improvement options for those In order to provide the District with a I-80 off-ramp at PA 715, the fixed system to function more efficiently interchanges. These interchanges prioritized list of improvements, the message sign shows a message
I-80 Corridor Study | 105 indicating congestion on the Exit 299 improvements that could be made to n Lengthening the eastbound I-80 have a higher number of total crashes The I-80 Corridor Study team 305 on-ramp and Exit 304 off-ramp, Park Avenue and the westbound I-80 n Congestion at the intersection of off-ramp and suggesting the Exit 298 this interchange using the earmark acceleration and deceleration and the crashes are of greater severity developed five different long-term but do not eliminate the weaving on-ramp from Broad Street should PA 33 and PA 611; and off-ramp as an alternate. If queues are funding. These improvements include: lanes on the ramps at PA 715; than at Exit 302 and Exit 307, including improvement options that address movement nor separate it from the there be a project to replace the Park detected on both ramps, the fixed one fatality. The interchanges of Exit the deficiencies of the existing inter- mainline. These options do include Avenue Bridge over I-80. n Deficient acceleration and message sign shows no message. n Providing an improved ITS system n Widening the bridge over Sullivan 304 and Exit 305 also have a higher change. Options 1 and 3 eliminate the improvements to eastbound I-80. deceleration lane lengths. for conveying traveler information trail; and number of conflict areas. Exit 307 has main safety issue with this interchange Exit 302 As a result of the County’s initiative to local and regional motorists; the next highest number of total – the westbound weave between the Exit 307 For this interchange, the study team to improve traffic conditions, there n Providing an auxiliary, or weaving, crashes, as well as the highest number Exit 305 on-ramp and Exit 304 off- The biggest safety issue with the Exit also developed a lower cost, inter- is currently a $15 million earmark n Installing signals at the I-80 ramp lane on westbound I-80 between of crashes in one area (the westbound ramp on I-80. These options relocate Exit 307 is the next priority interchange 302 interchange is the exceptionally mediate improvement option that available for improvements to I-80 in intersections with PA 715, adding the Sullivan Trail on-ramp and the I-80 ramps). Exit 302 has the fewest the Exit 305 on-ramp so that it merges in terms of safety. Exit 307 actually short weaving distance on eastbound addresses the main deficiency with this the vicinity of this interchange. The turn lanes to the ramps at these PA 611 off-ramp. number of total crashes of these three with westbound I-80 after the Exit 304 consists of two half-interchanges – one I-80 between the on-ramp from south- interchange – the eastbound weave. I-80 Corridor Study team identified intersections and providing a interchange areas. off-ramp to southbound US 209 and half-interchange between eastbound bound PA 33 and the off-ramp to This intermediate improvement option modernized queue detection It seems reasonable that any improve- this new Exit 305 on-ramp is barrier I-80 and Park Avenue (Route 611) northbound PA 33. The I-80 Corridor involves widening eastbound I-80 into system on the ramps; and ments involving the I-80 ramps and PA Exits 304, 305 and 306 separated from the Exit 304 off-ramp. and one half-interchange between Study Team developed three different the existing median area to provide 715, including widening PA 715, would Option 5 also relocates the Exit 305 westbound I-80 and Broad Street long-term solutions for this interchange a two-lane C-D road separated from n Widening PA 715 to five lanes and be part of a joint project between PTC In terms of safety, this interchange on-ramp entry point past the Exit 304 (Route 191). The existing deficiencies which address the eastbound the two mainline through lanes by a replacing the two I-80 structures and PennDOT with possible developer system is the highest priority for off-ramp exit point. The new ramp is with these interchanges include: weaving issue and some of the other striped (i.e. non-barrier separated) over PA 715. participation in some circumstances. construction of improvements. The not barrier separated from the Exit 304 operational issues associated with this buffer area with rumble strips. This main issue with this interchange off-ramp; however, this option includes n The confusing nature of the interchange, such as: concept is similar to the improvements The PTC capital plan also includes system is the exceptionally short a barrier separated C-D road system existing interchanges; that PennDOT has made at two other improvements to these interchanges in SAFETY PRIORITIES weaving distance between the Exit for the Exit 305 and Exit 304 on and n The short distance between the interchanges west of the study area Years 4-6 of the plan. The PTC capital 305 on-ramp to westbound I-80 and off movements on westbound I-80. n The lack of a clear, identifiable interchange and the PA 33 – Exit 210 (US 15) and Exit 212 Congestion alert sign on westbound I-80 plan improvements include: The interchanges of Exit 302, Exits the Exit 304 westbound I-80 off-ramp The result is these movements are route between downtown intersection with PA 611; (I-180). This concept assumes that 304-305-306 and Exit 307 all have to US 209. Other issues with the physically separated from the mainline Stroudsburg and I-80; safety concerns. At Exit 302 there is interchange include: and have to be accomplished at a a short weave section on eastbound lower speed, both of which improve n A deficient 14’6” under clearance I-80 and deficient acceleration and n Deficient acceleration lane length the safety of this area. Options 2 and for the Broad Street Bridge over deceleration lane lengths at the inter- for traffic merging from northbound 4 provide a lane for the westbound I-80; and change ramps. Between Exits 304 and US 209 onto eastbound I-80; weaving movements between the Exit 305, there are two weave sections on n Deficient acceleration lane lengths I-80, one in the eastbound direction n Deficient ramp curvature on the for the I-80 on-ramps. and one in the westbound direction. Exit 305 interchange ramps; The Exit 304 westbound I-80 off-ramp The study team developed five long- to southbound US 209 includes a n The lack of a full interchange at term improvement options for this sharp curve that is signed with truck- Dreher Avenue; and interchange and also brainstormed rollover warning signs and the Exit 305 two intermediate improvement ideas. ramps have deficient ramp curvature. n The confusing nature of these The first idea involves narrowing the Exit 307 has deficient acceleration interchanges which inhibit easy median area to provide an acceleration lanes at the interchange on-ramps. access between US 209, Business lane for the eastbound I-80 on-ramp From the analysis of crash records 209, and the Stroud Mall area of from Park Avenue. The second idea as part of the I-80 corridor study, the PA 611. involves including acceleration lanes Westbound I-80 between Sullivan Trail on-ramp and Exit 298 off-ramp interchanges of Exits 304 and 305 Westbound I-80 weave between Exits 304 and 305 for the eastbound I-80 on-ramp from Interchange area at Exit 210
106 | I-80 Corridor Study I-80 Corridor Study | 107 the widening can be accomplished improvement options for this inter- interchange are a much lower priority direction. For construction or funding without impacting the existing PA 33 change with the main goal being than the improvements listed for any purposes, this section could be broken bridges over I-80, which greatly lowers to add some or all of the missing of the preceding interchanges. into smaller sections. the cost of this improvement option movements at this interchange. With versus the long-term solutions. As far additional movements, this interchange The PTC team prioritized recon- as priority to construct improvements, could relieve some congestion at the DETERIORATING PAVEMENT struction of Milepost 283 to 302 for this interchange would be a lower adjacent interchanges of Exit 302 and AND BRIDGES PRIORITIES Years 15-19 of the PTC 50-year lease priority than Exits 304-305-306 and 304 and provide an alternate entrance/ duration. For Mileposts 302 to 304, the Exit 307. exit point in the event of an incident on A majority of the study corridor has pavement is only 17 years old, but I-80. However, improvements to this the original 1950s and 1960s vintage reconstruction of this section does concrete pavement still in place that need to be included – either with OTHER INTERCHANGES has been milled and overlain with Mileposts 283 to 302 or Mileposts 304 bituminous (blacktop) pavement in to 311. Exit 303 recent years and this pavement is reaching the end of its serviceable life. The PTC capital plan also includes Exit 303 does not have any operational The solution is the reconstruction of four bridge replacement projects in or safety deficiencies; the only notable both the base material as well as the Years 4-6 of the plan. These projects issue with this interchange is that it riding service. In addition, many of the include: three bridge replacements is a partial interchange and does not bridges along the study corridor are due to inadequate vertical clearance; provide all movements between reaching the end of their available life two bridges at MP 308 and one at MP I-80 and PA 611 (Ninth Street). The span. There are a number of bridges 310; and one fracture critical bridge I-80 Corridor Study team developed Exit 303 interchange that have deficient vertical clearances replacement at MP 309. and there is one structurally deficient rated bridge on I-80. CONCLUSION The PTC team evaluated the pavement and bridge conditions In conclusion, this I-80 Corridor Study along the 311-mile length of I-80 in Final Report is intended as a guide Pennsylvania. The section in Monroe for planning and programming trans- County is the highest priority in terms portation improvement projects for of pavement reconstruction due to the I-80 in Monroe County based on the high traffic volumes and the pavement identified needs of the corridor. Upon conditions. Within the I-80 Corridor consideration of current planned/ Study area, Milepost 304 to 311 is the programmed improvements, the PTC’s highest priority section for pavement 10-year capital plan, and the remaining reconstruction. The PTC capital plan needs of the corridor, improvements includes this work in Years 10-14 of have been prioritized in order to make the capital plan, yet the design of this the best use of transportation funds project would need to begin by Year 4. with the overall goal being to provide This work would include widening I-80 a safer and more efficient I-80 facility to provide for three travel lanes in each for Monroe County. 1 Westbound I-80 on-ramp from Broad Street
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