In 1941, the route was signed on the current PA 98 alignment from the US 6/US 322 and US 19 intersection to the current PA 102 intersection.

In 1955, the designation used to bypass Meadville on the current PA 98 alignment, and in that year was moved to its current alignment.

Originally turned at Wildwood Road and then followed the current PA 304 alignment into Mifflinburg until 1946.  It was in that year that the new alignment between Wildwood and Mifflinburg opened.

In 1972, the eastern terminus was moved to its current location when the US 119 bypass opened to traffic.  Also, the western terminus was moved to Creekside from US 119 at Chambersville Road via current SR 4008.

The route has been commemorated in drink by Sly Fox Brewing Company of Phoenixville with their Route 113 India Pale Ale.  The brewpub where it was created just happens to be located on PA 113.

In 1929, the route was under construction from Farragut to Loyalsock, and Trucksville to Luzerne and completed the following year.  Also paved in 1930 was from Kreller Drive to Pikes Creek.  In 1932, the route was paved from Loyalsock to Ogdonia and from Lincoln Falls to Forksville were paved.  Also from Coles Creek to Kreller Drive was paved.  In 1935, the section from Mountain Whiskey Road to US 220 and US 220 to Forksville were paved.  That year the southern terminus was moved from Swiftwater to Saylorsburg  In 1936, the northern terminus was moved from US 220 in Montoursville to Mausdale.  The southern terminus was moved to Easton.  In 1938, the section from Jerseytown to Millville was paved.

In 1940, the section between Spike Blue Road and the Columbia County line was improved.  In 1941, the section from Spike Blue Road to PA 342 was paved.  In 1946, the northern terminus was moved to Milton.

In 1951, construction began on a new alignment from north of Divide to west of Red Rock and opened in 1952.  With that, the western terminus was moved from Milton to Hughesville.

In 1960, the new expressway between Saylorsburg and PA 512 opened and the designation was moved onto it.  In 1961, the northern terminus was moved from US 220 in Hughesville to its current location.  It used to follow Kidder Street, Butler Street, Main Street, Courtright Street, Carey Avenue, and Pierce Street in Wilkes-Barre.

In 1972, the southern terminus was moved from PA 248 in Easton to its current location.  The former route followed Third Street, College Avenue, Catell Avenue, and Knox Avenue north along Sullivan Trail.  In 1978, the northern terminus was moved from Scott Street at PA 309, down Bulter Street, River Street, and Pierce Street replacing PA 309 on that street.

Until 1985, the northern terminus was at US 11/PA 309 in Kingston.  It crossed the Susquehanna River via the Veterans Memorial Bridge and onto North Street, turned onto Wilkes-Barre Boulevard and then Kidder Street.  It was moved then to PA 309 at Butler Street.  The northern terminus was moved to its current location in 1992 when the Crossvalley Expressway opened to Interstate 81. 

Signed in 1961 on its current alignment.  Construction on a new alignment west of Lairdsville began in 1961 and opened a year later.

In 1940, the section between Mundell Hollow Road to just south of Fordyce was improved.  In 1946, the route was paved between Garards Fort Road and Fordyce Road and north and south of Whiteley Maple.  In 1950, the route was decommissioned.

Signed in 1961 on its current alignment to provide a numbered route through the then newly opened Green Tree interchange of the Penn-Lincoln Parkway.

In 1930, the route was paved from Craley to New Bridgeville. Two years later, the route was paved from New Bridgeville to York Furnace and from Pequea to Martic Forge.  The eastern terminus was moved from Lancaster to Fawn Grove in 1936.

In 1946, the section from Miller Road to Bald Eagle was paved.  In 1966, the eastern terminus was moved from Fawn Grove to its current location.

The western terminus would see several changes within the span of a decade and a half.  In 1993, when the route would be moved from East College Avenue onto East Prospect Street to end at PA 74 one block to the north at East Princess Street from the previous terminus.  The terminus would change again in 2006 when it was moved to its current location.  The very western part of what was PA 124 at the South Queen Street and East Princess Street intersection was turn into a pedestrian mall.

Mine subsidence at the edge of the roadway between Shamokin and Burnside in Northumberland County caused the route to be closed on September 21, 2011.  Officials estimated the hole was 20 feet wide at the surface and 200 feet deep, and was probably caused by the tremendous rain from Hurricane Irene and Tropical Storm Lee.  Crews from PennDOT backfilled the void on the weekend of October 1, and after monitoring it for settling, then placed 85 cubic yards of concrete atop the rock, along with additional backfill.  The route reopened to traffic on October 8.

In 1941, the designation was moved from PA 26 one mile north of the Maryland state line to Warfordsburg.

Construction began on a new alignment from the area of Exit 156 to Crystal Spring, which would bypass Emmaville, in 1952 and was completed a year later.

In 1962, the designation was moved onto the new alignment of I-70 from what is Old Route 126 to Stoneybreak and PA 484 to Warfordsburg.  In 1963, the designation was moved onto I-70 from Maryland to Exit 156.

In 1978, the northern terminus was moved from PA 27 north of Newton Station over current SR 3009 to its current location.

In 1978, the northern terminus was moved from Manorville to its current location via Hill Street.  Originally it traveled down Fifth Avenue to end at PA 66.

On February 15, 2002, the route was changed between Dock Hollow and Cadogan, and replaced SR 3017 between Dock Hollow and Slate Lick and SR 3006 between Slate Lick and Cadogan.  The former route received the SR 3128 designation.  The changes were due to improvements to the road system and development around Slate Lick.

With time beginning to take its toll on the Turtle Creek Bridge, a replacement project began in April 2012.  The original bridge, which was built in 1964, had become deficient and had posted weight restrictions.  Work began with demolition of that span and then construction of the new Trafford Veterans Memorial Bridge, which features a wider concrete deck and eight teardrop lamp posts, started which includes a more open intersection at PA 993 with Trafford's first traffic signal.  The $11 million project concluded one month early on October 26, 2013 with a dedication; a parade with active military and veterans, the Penn Trafford High School Marching Band, Color Guard, and Cheerleaders; and a ribbon cutting ceremony.

The roadway was widened and a median installed on the remaining section from US 13 to Interstate 95 in 1971, thus making PA 132 a four lane, divided highway for its entire length.

Signed on its current alignment in 1964.

Deterioration reared its ugly head on the West Newton Bridge, which spans the Youghiogheny River in the borough, during a $1.2 million renovation project.  On June 22, 2010, as crews were working on the span, pieces began falling and so PennDOT immediately shut down the span and held an emergency meeting the following day on further action to take.  "What they'll do now is they'll do a full inspection of the bridge.  We'll get our engineers down there and find out exactly to what extent this deterioration is, how we can repair it.  Try to make the repairs and get the bridge open," said Jay Ofsanik of PennDOT.  The original rehabilitation project was to end in September 2010.  The span reopened to traffic on July 15 after the emergency repairs were completed.

In 1998, the former bridge spanning Maiden and Saucony creeks near Virginville was closed by PennDOT due to it being deemed structurally unsafe.   Traffic was moved to a temporary, one-lane span which was constructed next to the old span.  Construction on a 182-foot-long, $2.2 million new bridge began in May 2010 and was completed in October 2010.

In 1940, the section from the south end of Sproul State Forest to the Clinton County line, in Sproul State Forest, Clinton County line to just north of Cross Fork was paved.

In 1967, the southern terminus was moved from Moshannon to Potters Mills.  A median was installed in 1969 from Alternate US 220 to Milesburg.

Widening and median installation work began on the section from US 22 to Laurys Station in 1970 which was completed two years later.

In 1987, the southern terminus was moved from US 22 in Allentown to its current location.

Improvements to the US 22 interchange in Lehigh County began in May 2012.  The cloverleaf interchange was reconfigured into a diamond to better facilitate merging onto the expressway, traffic signals would be installed at the ramps, and a wider and taller bridge for PA 145 would be built.  The $13.8 million project was completed in 2014.

Signed in its current location in 1963.

Construction began on the expressway in 1969, from PA 642 to south of Muncy.  In 1970, work extended from Chillisquaque to PA 642.  In 1971, the sections from PA 642 to the McEwensville interchange and from PA 54 to the Main Street interchange opened to traffic. Only the latter section received the 147 designation.  Also in 1971, construction began on the section from the Main Street interchange to US 220.  In 1972, the sections from Chillisquaque to PA 642 and from the McEwensville interchange to PA 54 opened, and with that, the designation moved onto the expressway.  In 1974, the rest of the expressway opened to US 220 and the new northern terminus became the interchange at US 220. 

In 1984, the northern terminus was moved to its current location.  In 2002, work to build the northbound lanes between Chillisquaque and PA 642 began in early 2004 and concluded in fall of that year.

In October 2003, the alignment of the Central Susquehanna Valley Thruway project was approved.  Nothing happened in seven years until December 2, 2010 when the Appalachian Regional Commission approved a new Appalachian Development Highway System corridor designated as Corridor P-1.  The new corridor covers the portion of US 15 between the US 22/US 322 interchange near Harrisburg and Interstate 80/Interstate 180 interchange near Milton.  This new corridor was formed by transferring 12.5 miles of the cancelled Corridor O-1 along US 322 between Interstate 80 and Phillipsburg, and with this, money allocated for the ADHS can be used.  However, the $604 million needed to complete the CSVT is more than the amount of funding provided to complete the entire Appalachian Development Highway System within Pennsylvania.  US Representative Bill Shuster introduced a bill in the House of Representatives to allow the use of toll credits to match federal money for transportation projects in March 2011, which would allow completion of this expressway.  Another bill was introduced by US Senator Ben Cardin of Maryland and co-sponsored by Senators Bob Casey and Pat Toomey in August 2011 in the Senate.  On November 26, 2013, State Transportation Secretary Barry Schoch announced that the state would allocate $558 million, of a revised estimate of $615 million total, towards completion of the CSVT.  Construction on the first segment of the 12.4-mile-long project, encompassing the Susquehanna River bridge, began in November 2015.  The work began quickly so that trees at the work site could be removed by April 1 to avoid conflict with the endangered northern long-eared bat that roost in the trees during warmer weather.

The first segment of the Central Susquehanna Valley Thruway project, the northern section, opened to traffic on July 8, 2022.  A combined ribbon-cutting event for this section and a groundbreaking ceremony for the southern section took place on June 29 and were attended by PennDOT officials, US Senator Bob Casey, federal, state, and local leaders.  "For more than a decade, I have advocated for this crucial investment in Central Pennsylvania infrastructure," said Senator Casey.  "As we celebrate completion of the Northern Section of the Central Susquehanna Valley Thruway and break ground on the Southern Section, I look forward to the economic growth and transportation access this connector will provide.  Thanks to the infrastructure law, we are making real progress to rebuild roads and bridges throughout the Commonwealth."  Construction on the $306 million section was made possible by passage of Act 89 in 2013, and $6 million from the new federal Bipartisan Infrastructure Law (BIL) is supporting the first contract of the southern section.

The southern section will consist of roughly six miles of new four-lane, limited-access roadway between the current US 11/US15 interchange in Shamokin Dam just north of Selinsgrove in Snyder County and the temporary end of the CSVT just north on US 15.  The southern section will also include an interchange/connector to PA 61/Veterans Memorial Bridge, and is projected to cost $360 million.  Work officially started in May 2022 with completion projected sometime in 2025.  Project website:  http://www.csvt.com.

Four days before the ribbon-cutting ceremony, PennDOT opened the road to the public to walk or bike the new expressway on June 25.  Approximately 6,000 people attended the event which was held from 10 AM to 3 PM.

Signed in the current location in 1950.  In 1955, the northbound traffic was moved to Ninth Avenue and Market Street, while southbound traffic used Walnut Street.

In 1976, the route was changed to its present direction in McKeesport.  Prior to that, the route was split with splitting at Ninth Avenue, and continuing north on Market Street and turning onto Lysle Boulevard.  Southbound used the current route on Walnut Street.

Rehabilitation project began on Lysle Boulevard in McKeesport from the McKeesport-Duquesne Bridge to the Fifth Avenue Bridge in 1988.  The work comprised of rebuilding the roadway and sidewalks, and replacing the traffic signals and street lights which was completed in late 1988.

The original southern terminus was PA 148 at the 15th Street Bridge, but in the late 1980s when the bridge was rehabilitated, the ramp that carried Truck PA 148 to that intersection was demolished.

A median was installed in 1969 from Alternate US 220 to Milesburg.

The designation was extended northward in 1978 to replace US 220 after its new expressway alignment opened.  In 1979, the southern terminus was moved to its current location from Hublersburg.

On November 12, 2022, a retaining wall holding South Water Street in Bellefonte between Mill and West High streets collapsed into Spring Creek due to erosion below and behind the wall from high water and general deterioration.  Southbound traffic was moved to the northbound lane, while northbound traffic was detoured along Stoney Batter Road, South Spring Street, West Bishop Street, North Allegheny Street, and West Linn Street.  PennDOT Centre County Maintenance began placing temporary shoring and installing a rock buttress to stabilize the slope on November 28 with the work completed on December 1.  This temporary fix allowed the street to reopen to both directions of travel.  Work on a permanent fix will begin on April 10, 2023 and include removal of the temporary wall, construction of a new retaining wall, resurfacing, new pipes and inlets, concrete curb and sidewalk, pavement markings, and miscellaneous items.  The $393,000 emergency project was completed August 2, 2023.