28th Division Highway

Currently this highway connects the northwestern and southeastern sections of Pennsylvania via the state capital of Harrisburg.  However, it didn't always follow that path.  From when it was signed in 1926 until 1933, it only made it halfway across the Commonwealth, ending at Water Street at US 22.  It deviated from the current alignment at Phillipsburg where it followed former PA 970 to Sandy Ridge and current PA 350 to Bald Eagle then current Business US 220, PA 453, and PA 45 to end at US 22.

In 1933, the alignment was changed and the eastern terminus was moved from Water Street to Lewistown.  In 1934, the highway was under construction from the Ohio state line to the Mercer County line, which was completed the following year.  In 1936, the highway was paved from Union Road to Pitts Road.  That same year, the eastern terminus was moved yet again when it was moved to New Jersey.  The US 322 designation was signed to Harrisburg and onto the majority of its current path to Chester.  Numerous widening projects began in 1938 from Lewistown to Mifflintown, Speeceville to Clark Creek, PA 443 to Harrisburg, Harrisburg to Hummelstown, in Downingtown, and US 202 to Concordville

The 1940s began with widening taking place from South Watson Run Road to Culver Drive, US 19 to the location of the current I-79 interchange, Kerrtown to Meadville, Patchel Run Road to the bridge across the Allegheny River, and Burnham to Lewistown in 1940.  The following year the sections from the Mifflin County line to Mount Pleasant, Amity Hall to the current PA 849 intersection.  In 1946, the highway was widened from Marthas Furnace to the Patton Township line and Clark Creek to Dauphin.  In 1948, widening took place from Mount Pleasant to Milroy and the following year from Clarks Ferry to Speeceville.  Construction on a new alignment from Concordville to Chester began in 1949.

In 1950, widening continued with a section from Amity Hall to the current PA 849 intersection seeing work.  Also that year, the first section of the new alignment from US 1 in Concordville to PA 261 opened.  Yet another section opened in Delaware County in 1951, this time from PA 261 to PA 452.  In 1952, widening took place from the current I-79 interchange to Kerrtown and Dauphin to PA 443.  Also that year, construction began on the section of I-83 from US 22 to Derry Street which would open in 1954.  In 1953, the highway was widened from Clarion Junction to Clarion, over Clearfield Creek, Huston Township line to PA 550, at Stevenson Road, Scotia Road to Woodycrest, and Burnham to Lewistown.  Construction began on the bypass of Hummelstown which opened a year later relieving Main Street of the US 322 designation.  Widening took place in 1954 from PA 550 to Stevenson Road, Stevenson Road to Scotia Road, and Yeagertown to Burnham.  Also that year, the new alignment between US 1 and Chester opened which removed the US 322 designation from Concord Road.  An alignment change took place in Meadville with the route moving from Pennsylvania Avenue, Mercer Street, Water Street, and Poplar Street.  Construction began on the West Chester Bypass from PA 100 to High Street, which opened in 1955.  In 1956, the highway was widened in Grampian, State College to Branch Road, and from Milroy to Reedsville.  In 1958, medians were installed from PA 102 to Meadville, Overlook Heights to State College, Amity Hall to the current PA 849 intersection, Clarks Ferry to Speeceville, in Dauphin, Eisenhower Boulevard to US 422, and at the current PA 272 intersection.  Widening took place in Cochranton, at the Old Turnpike Road intersection, in Clearfield, in Honey Brook, and in West Chester.  The northern section of that borough's bypass opened from the US 322 alignment to PA 100, while construction began on a segment of expressway from Electric Avenue to Main Street in Lewistown.  A change in the alignment took place in the state capital with westbound traffic moved to Second Street and Division Street.  In 1959, a median was installed from the West Chester Bypass to US 1 while widening took place Needful Road to Bigler Cutoff Road, in Phillipsburg, and at the current PA 743 intersection.  The segment of expressway from Electric Avenue to Main Street opened and a designation change took place in Meadville with it moved from Poplar Street and Liberty Street to Linden Street and Main Street as well that year.

In the first year of the 1960s, the US 322 designation was moved off Valley Street, East Market Street, South Juniata Street, and Main Street in Lewistown to the new expressway.  In 1961, a median was installed from Conneaut Lake to PA 102 while it was widened in Wallaceton.  Construction began on a new alignment from Cochranton to Hannasville and on the Cornwall Bypass in 1962.  Medians were installed from the Harris Township line to Boalsburg and US 202 to Concordville as well as the designation moved off Paxton Street and onto I-83 from the Second Street interchange to the Paxtang interchange.  The new alignment from Cochranton to Hannasville and the Cornwall Bypass opened in 1963.  The latter removed the designation from Main Street, Hillcrest Road, South 14th Street, and Boyd Street.

While new alignments were opening that year, the Department of Highways was planning to build the Conchester Expressway from I-95 to US 1 and then place the designation on the proposed but cancelled US 202 expressway.  The plan was scrapped in 1974 with the only evidence of this project the section of expressway west of Interstate 95.

Construction began in 1964 on new sections of expressway from the Milroy interchange to the Electric Avenue interchange in Mifflin County, and from just east of the PA 34 interchange to US 11/US 15.  That same year, the designation was moved onto the West Chester Bypass.  When it opened, the designation was moved onto the bypass and off Hannum Avenue, West Chestnut Street, and South High Street.  The next segment of expressway in Mifflin County opened in 1965 from the Milroy interchange to the Electric Avenue interchange, removing the designation from Tea Creek Road, Main Street, and Electric Avenue.  The same year the section of expressway in Perry County opened from the Watts interchange to US 11/US 15 while construction extended from PA 34 to east of the interchange, and upgrading US 322 to expressway standards for I-95 from Exit 3 to Exit 4 began.  In 1966, construction began on a new alignment east of the Mifflin County line to Milroy and extended from the Perry County line to the PA 34 interchange.  In 1967, the expressway opened from the Millerstown interchange to the Watts interchange while construction began from Pfautz Valley Road to the Millerstown interchange.  Also completed was the upgraded section of US 322 in Chester.  In 1968, the new alignment from east of the Centre County line opened while construction began on sections from I-81 to US 22, the Eisenhower Interchange where I-83, I-283, and US 322 all converge, and a short section of expressway east to Paxton Street.  A median was installed that year from the current US 322/Business US 322 interchange Overlook Heights.  In 1969, the expressway opened from Pfautz Valley Road to the Millerstown interchange while a median was installed on the section from South Allen Street to Rolling Ridge Drive.  Also that year, construction began from the Progress Avenue interchange to Interstate 83.

The 1970s began with the designation being moved to its current alignment between Luthersburg and Clearfield.  Prior to this year it followed US 219 to Grampian and then PA 879 to Clearfield.  A median was installed from PA 417 to French Creek in Franklin and from Underwood Trail to south of the Centre County line while the sections from I-81 to US 22, the Eisenhower/Hershey Interchange, and short expressway east of it opened.  While that was opening, construction was beginning on the Mount Nittany Expressway in State College from North Atherton Street to the College Township line.  In 1971, construction to widen and install a median began from Sandy Ridge Trail to Port Matilda and from Decker Valley Road to Underwood Trail.  The same year, construction began from just east of the Branch Road overpass to Boal Avenue on the Mount Nittany Expressway project, Dauphin to I-81, Cameron Street to Progress Avenue, and from Ninth Street to and including the Commodore Barry Bridge.  A median was installed on the bridge over French Creek in Franklin.  The following year construction began from US 322 in Macedonia to the Lost Creek Road underpass and the Helltown Road underpass to the Pfautz Valley Road interchange.  In 1973, construction began from the Lost Creek Road underpass to the Helltown Road underpass while that same year the project between Sandy Ridge Trail and Port Matilda finished.  The big news in 1974 was the completion of the Commodore Barry Bridge and expressway from Ninth Street, which signaled the end of the ferry that carried US 322 traffic across the Delaware since 1937 and the designation on Flower Street.  The project between Decker Valley Road to Underwood Trail finished that year as well.

In 1975, the expressway between Macedonia and the Pfautz Valley Road interchange opened as well as the interchange at Ninth Street in Chester.  In 1976, the section of I-81 from Cameron Street to Progress Avenue opened.  Construction began on the remaining section of the Mount Nittany Expressway from the College Township line to just east of the Branch Road overpass in 1979.  While work was getting underway on that, it was wrapping up on the section from PA 443 to Interstate 81.  With that opening, the designation was moved off Front Street, Second Street, and Division Street and onto Interstate 81, Interstate 83, and Eisenhower Boulevard to bypass the capital.

The first year of the 1980s saw the opening of the first sections of the Mount Nittany Expressway from North Atherton Street to the Penn State University interchange and the Oak Hall/Boalsburg interchange to Boal Avenue.  In 1984, the Hummelstown Bypass from West Main Street to US 422 was upgraded to an expressway.  In 1985, the remainder of the Mount Nittany Expressway from Penn State University interchange to the PA 26 interchange and from there to the Oak Hall/Boalsburg interchange opened to traffic.  The section of expressway within the PA 26 interchange opened in 1991.

The 1990s began with the Cornwall Bypass from PA 72 North to just west of Boyd Street being upgraded to an expressway in 1991.  Construction began from Mount Pleasant to the Milroy interchange and on the Dauphin Bypass from PA 225 to PA 443 in 1997.  The Dauphin Bypass opened to traffic in 1999 and the segment from Mount Pleasant to the Milroy interchange opened in 2000.  In 2000, the section from the Susquehanna River to PA 325 was upgraded to an expressway and the section from PA 325 to PA 225 was upgraded in 2001.

Work to improve the highway is extending into the 21st Century.  PennDOT has been studying the feasibility of building an expressway from Exit 123 of Interstate 80, bypassing Phillipsburg, and connecting with the future Interstate 99 west of Port Matilda.  The actual alignment is still being determined, which is proving to be tricky with farmlands and forests forcing engineers to "tip-toe" around them.  On July 18, 2002, PennDOT's transportation study team announced the path of Corridor O.  The proposal goes south of Thompson's Curve and north of Philipsburg and Morrisdale and would be the shortest, least costly and least disruptive of five routes under consideration.  In this plan, only 32 homes would have to be taken instead of 80 or 90 that the other proposals would end up taking.  Also this plan would only cost $400 million, $50 million less than the others.  The price tag does not include bridges and the cost of acquiring right-of-way.  Project website:  http://www.corridor-o.com/.

One of the last remaining gaps in expressway from State College to Harrisburg is the section from State College to Potters Mills.  PennDOT had been conducting a needs study formally referred to as the South Central Centre County Transportation Study (SCCCTS) to determine where an expressway should be built.  Three alignments were focused on:

• eastern end of the Mount Nittany Expressway (past the Tussey Mountain ski area) to the stub-end at Potters Mills
• southern stub-end of the Bellefonte Bypass (over the Mount Nittany ridge near Centre Hall and Pleasant Gap) to the stub-end at Potters Mills
• combination of both

The Department of Transportation hit a snag in their budget and had to revise the 12-Year Transportation Program that was released in 2004.  The Corridor O project made the cut but only to complete the current phase and then be re-evaluated.  The SCCCTS was not so fortunate as it was deferred.  So far the only portion of Corridor O to be built was the Phillipsburg Bypass which began in Spring 2004 and opened in Fall 2005.

The other gap in the expressway is through the Lewistown Narrows which was considered the most dangerous stretch of highway in Pennsylvania.  The reason is that the highway was two-lanes, narrow, and connected two sections of expressway where traffic travels faster.  Construction began on the Arch Rock interchange to upgrade it from a half-diamond to full-diamond interchange to provide access for both directions in April 2002 and was completed in Fall 2003.  Rehabilitation of the interchange with Business US 22 including a new bridge over the widened highway began in early 2003 and will finish in late 2005.  The upgrading of the highway to an expressway began in early 2004 and is expected to finish in 2008.  The cost of the project is estimated at $135 million.  Project websites: http://www.penndot2.com/route22_322/index.html or http://www.eadsgroup.com/narrows/.

Westbound in "The Narrows" prior to construction beginning.

Links:
Exit Guide
US 322 Auxiliary Routes
US 322 Pictures
Interstate 81
Interstate 83
Interstate 95
Interstate 99
E-ZPass - Delaware River Port Authority
Commodore Barry Bridge - Delaware River Port Authority
EcoCheck 99-The Environmental Influence of Pennsylvania Interstate 99 - Juniata College
Road to Ruin-US 220/US 322 - Taxpayers for Common Sense
Commodore Barry Bridge - Steve Anderson
Commodore Barry Bridge Photo - Steve Richman
ISTEA/NHS/TEA-21 High Priority Corridor 9 - Andy Field/Alex Nitzman
Terminus of US 322 - Dale Sanderson
Terminus of US 322 in Pennsylvania - Tim Reichard
US 220/US 322 Pictures (Centre County) - Doug Lowmaster
US 322 Expressway - Steve Anderson
US 322 Junction List - Tim Reichard
US 322 Meadville - David Brunot
US 322 Pictures - Andy Field/Alex Nitzman
US 322 Pictures (Centre County) - Doug Lowmaster
US 322 Pictures (Clarion County) - Doug Lowmaster
US 322 Pictures (Clearfield County) - Doug Lowmaster
US 322 Pictures (Jefferson County) - Doug Lowmaster

INFORMATION

Western Entrance:	Ohio state line six miles west of Turnersville.
Eastern Entrance:	New Jersey state line at the Commodore Barry Bridge in Chester.
Length:	357 miles
National Highway System:	Jamestown to I-80 US 219 to Luthersburg PA 970 to the New Jersey state line
Names:	28th Division Highway Liberty Street, Depot Street, Grand Army of the Republic Highway, Water Street, Fourth Street, Linden Street, Main Street, Grant Street, 13th Street, Eighth Street, Thunderbird Road, Front Street, Bridge Street, Bigler Avenue, Woodland Road, Third Street, Center Street, Appalachian Thruway, Bud Shuster Highway, Mount Nittany Expressway, William Penn Highway, William B. Lentz Highway, American Legion Memorial Highway, Veterans of Foreign Wars of the United States Memorial Highway, Paxton Street, Governor Road, Horseshoe Pike, White Horse Pike, Manor Avenue, Lancaster Avenue, Brandywine Avenue, Downingtown Pike, West Chester Bypass, Conchester Highway, and Vietnam Veterans Memorial Highway
SR Designations:	SR 0322 SR 0006:  Conneaut Lake to Meadville SR 0219:  DuBois to Luthersburg SR 0220:  Port Matilda to State College SR 0022:  Lewistown to Exit 67A of I-81 SR 0081:  Exit 67A to Exit 70 SR 0083:  Exit 46B to Exit 51A SR 0202:  West Chester to US 1 SR 0001:  US 202 to Concordville SR 0095:  Exit 3 to Exit 4
Counties:	Crawford, Mercer, Venango, Clarion, Jefferson, Clearfield, Centre, Mifflin, Juniata, Perry, Dauphin, Lebanon, Lancaster, Chester, and Delaware
Expressway:	Grays Woods to Boalsburg Milroy to Lewistown Cuba Mills to US 11/US 15 PA 849 to I-81 Exit 67A to Exit 70 on I-81 Exit 51B to Exit 46B on I-83 West Main Street to US 422 and PA 39 PA 72 North to PA 72 South US 202 North to Business US 322 PA 452 to I-95 Exit 3 to Exit 4 on I-95 I-95 to the Commodore Barry Bridge
Multiplexed Routes:	PA 58:  Jamestown PA 18:  Hartstown to Conneaut Lake US 6:  Conneaut Lake to Meadville US 19:  US 6 to Meadville US 62:  Franklin PA 8:  Franklin PA 208:  Shippenville PA 949:  Corsica PA 28:  Brookville PA 36:  Brookville US 219:  DuBois to Luthersburg PA 153:  Near Exit 111 of I-80 to Clearfield PA 53:  Phillipsburg US 220:  Port Matilda to State College US 22:  Lewistown to Exit 67A of I-81 US 522:  US 22 to Walnut Street I-81:  Exit 67A to Exit 70 I-83:  Exit 46B to Exit 51A PA 241:  Fontana PA 72:  Cornwall PA 897:  East Earl Business US 30:  Downingtown US 202:  West Chester to US 1 US 1:  US 202 to Concordville I-95:  Exit 3 to Exit 4
Former Designations:	PA 5  (1925 - 1930):  Meadville to Phillipsburg PA 3  (1925 - 1930):  I-83 to Hummelstown PA 1  (1925 - 1930):  Downingtown PA 12  (1925 - 1928):  US 202 to Concordville PA 6  (1926 - 1930):  DuBois to Luthersburg PA 13  (1926 - 1927):  I-83 to Hummelstown US 22  (1926 - 1936):  I-83 to Hummelstown US 122  (1926 - 1935):  Business US 322 to US 1 PA 47  (1927 - 1928):  Ohio state line to Jamestown PA 58  (1927 - 1928):  Jamestown to Conneaut Lake PA 67  (1927 - 1928):  Conneaut Lake to Meadville PA 46  (1927 - 1928):  Phillipsburg to Port Matilda; Marthas Furnace to Business US 322 PA 64  (1927 - 1928):  Phillipsburg to Marthas Furnace PA 95  (1927 - 1928):  Business US 322 to Potters Mills PA 34  (1927 - 1928):  Potters Mills to Mount Pleasant PA 17  (1927 - 1928):  I-83 to Hummelstown PA 5  (1927 - 1936):  Hummelstown to West Chester PA 22  (1927 - 1928):  Business US 322 to US 1 PA 61  (1927 - 1936):  Concordville to Chelsea PA 410  (1928 - 1970):  Luthersburg to PA 153 PA 350  (1928 - 1933):  Phillipsburg to Port Matilda PA 250  (1928 - 1933):  PA 550 to Potters Mills PA 53  (1928 - 1933):  Potters Mills to Reedsville PA 250  (1930 - 1933):  Marthas Furnace to Waddle Bypass US 230  (1954 - 1961):  US 22 to I-283 I-80N  (1957 - 1958):  I-81 to I-83 US 111  (1961 - 1963):  US 22 to I-283
Washington's Trail:	Meadville to Franklin
Traffic Conditions:	US 1 to New Jersey Turnpike #211/215-567-5678 - 322*