Planning for a cars-only parkway, such as in New York City, to parallel the Schuylkill River began in 1932. The Valley Forge Parkway, as it was named, would connect Fairmount Park to the Valley Forge National Historic Park with a potential extension to Pottstown and Reading. However, unlike New York City, Philadelphia did not have someone as powerful as Robert Moses to push the plan through and so it ended up shelved.
In 1947, the plan resurfaced with the Philadelphia City Planning Commission approving a river route for an expressway. Two proposals were drawn up: one like today's expressway alignment, but instead of crossing the river at University City, it would have followed the river into southwestern Philadelphia and crossed the Delaware River via a tunnel. The second proposal was what eventually led to today's expressway. The entire expressway would have four 12-foot-wide lanes (two in each direction) and where possible there would be eight-foot-wide shoulders. Six lanes would be built from Exit 339 to Exit 344 and Exit 346B to Exit 347B. Both directions would be separated by a four-foot-wide median with reflectorized curbs.
Construction on the earliest section of the expressway to be built began in 1950 on the part from the Turnpike to Exit 339. A year later, the section from Exit 326 to Exit 328 opened as part of the Philadelphia Extension. In 1952, the section from Exit 328 to Exit 332 opened. Construction on the Walt Whitman Bridge began in August 1953 and concluded with a ribbon cutting on May 16, 1957. On September 1, 1954 the remainder of the expressway to City Avenue opened. Planners in 1950 predicted that 41,000 cars a day would use this stretch, compared to a 1981 study that counted 132,000 cars a day using the same stretch of expressway.
Even with the completion, officials saw that the expressway would not be able to handle the growing traffic so the first operational study was conducted. Out of this study, in 1962, the Department of Highways proposed a parallel route in the eventually cancelled Manayunk Expressway which would sit on the eastern bank of the Schuylkill. Widening the Schuylkill Expressway to eight lanes was also a solution pursued utilizing the existing expressway and building four eastbound lanes above from the 30th Street Station and south through the University of Pennsylvania and Philadelphia Civic Center area. Its completion was scheduled for 1976.
Not to the scale of widening as proposed in the 1960s, construction to widen the expressway from Exit 339 to Exit 341 began in 1969. The work involved construction of a collector/distributor system of ramps for the US 1 and Lincoln Drive/Kelly Drive interchanges. The construction finished in 1972.
Again in 1970, proposals came into play on how to improve the expressway. A series of recommendations came about in a report entitled the "South Central Transportation Study." It recommended widening the expressway to at least six lanes between the Turnpike and Walt Whitman Bridge, building a Grays Ferry Spur along Grays Ferry Avenue, and building a ramp from I-76 westbound to eastbound Walnut Street. And again, these recommendations were not followed.
At 11:35 AM on October 7, 1983, a truck hauling 8,600 gallons of gasoline, traveling in the right lane of westbound I-76 in Philadelphia, crossed the left lane and crashed into the Jersey barrier separating the highway. The gasoline spilled and ignited after the truck overturned on the barrier. Two persons suffered fatal injuries and another was seriously injured when three eastbound vehicles, which were caught in the fuel spill, burned. Although firefighters seemed to have extinguished the fire, smoldering embers ignited excess fuel trapped beneath the westbound access ramps resulting in injuries to two firefighters and a member of the media. The NTSB determined that the cause of the accident was fatigue in the rear axle assembly of the trailer.
In a move to reduce traffic congestion, the Delaware River Port Authority removed tolls on the Walt Whitman Bridge for eastbound drivers in 1992.
The exit renumbering that took place on I-76 in the summer of 2000 was not the first for one segment of the expressway. In 1974, when the designation changed from I-676 to the current I-76 from the Vine Street Expressway to the Walt Whitman Bridge, so did the exit numbers to continue the numbering sequence. The numbers began with Exit 1 at 30th Street and ended with Exit 6 at Passyunk Avenue. The remaining exits to the bridge were not numbered.
A double-decker Schuylkill Expressway has been discussed, and if Pennsylvania House Speaker John Perzel has his way, it will become a top priority for PennDOT. In his discussions with Governor Rendell, he has pushed the double-decker proposal for I-76 and I-95, as well as eliminating the two deadliest intersections on Roosevelt Boulevard. Explaining his vision, Perzel said, "You will pay like a $10 fee. You'll go up. You'll be able to go down to the airport and get off at Center City. It will be quick, and it will be fast." Rendell said of the projects, "If we had the money, sure. It would be great." He added that it would all depend on how much federal highway aid Pennsylvania would receive, and if the Commonwealth received less than expected, none of the projects would get off the ground. No plans were in effect to raise the gas tax to make up for lack of money from Washington. Department of Transportation spokesman Charles Metzger said, "The subject is not surprising. The Schuylkill is very congested. The governor and the speaker are both on board with the project. We will have to investigate it further."
Usually congestion on the Schuylkill is from the volume of traffic it carries, except on October 11, 2004. A suspicious metal box with the letters "ELF" was seen by a Norfolk-Southern Railroad employee suspended from a PECO Energy high-tension line tower near the Belmont Avenue/Green Lane interchange. Authorities were alerted around 6:30 PM and closed both eastbound and westbound until around 9:30 PM. Members of the state and Montgomery County bomb squads were brought in to take care of the package by first blasting it with a water cannon to open it and when that failed, the squads deposited it in a steel explosion containment vessel to detonate it at an undisclosed location. The FBI is investigating if there is a connection to the Earth Liberation Front, which uses the acronym "ELF." They have had interest in bringing transmission towers down and are connected to the January 2003 fire at an Erie car dealership.
It was hard to differentiate between the Schuylkill Expressway and Schuylkill River on August 2, 2009. Heavy thunderstorms drenched the southeastern section of the Commonwealth, and especially southern Montgomery County, with as much as 4.5 inches of rain. Water and mud washed over a concrete barrier along the shoulder near the Conshohocken Curve, even with a drainage system built into the hillside, around 11 AM and 15 minutes later began to inundate the westbound lanes causing traffic in both directions to grind to a halt by 11:30 AM. About 1,000 feet of the expressway was covered in water, mud, and debris, and at least one vehicle in either direction was caught in the floodwaters. State Police closed Interstate 76 and began to divert traffic at Interstate 476.
PennDOT crews with front loaders cleared the mud and debris from both directions and cleared out storm drains that were clogged with mud. The westbound lanes reopened by 3 PM, but the westbound lanes wouldn't reopen until 7:30 PM. Ironically, a mudslide occurred just one-tenth of a mile west of this one with similar results on August 1, 2004. During the following two weeks, workers would sweep the dirt and mud from the shoulder, remove mud and debris from behind the concrete barrier along the shoulder, and clean out the drainage pipes on the embankment adjacent to the expressway which caused the mess. More flooding would occur on July 10, 2010 at the South Street exit and again three days later in the eastbound lanes at 9:45 AM at Belmont Avenue but the roadway reopened shortly after 11:30 AM and one of the westbound lanes at the Conshohocken curve was closed due to flooding. When storms blew through on June 10, 2013, flooding occurred at the same location, forcing eastbound traffic down to one lane.
In an effort to reduce congestion at the US 202 interchange, Montgomery County officials in conjunction with PennDOT began construction on a partial interchange at the intersection of South Gulph and South Henderson Roads on December 1, 2009. The project included a new on- and off-ramp for westbound traffic, widening both surface streets, building sidewalks along those two roads, and sound wall installation. The $10.5 million project, funded by federal stimulus money, was opened in two phases: the on-ramp opened on May 4, 2011 and the off-ramp opened on November 4, 2011, becoming Exit 329.
It takes a really big snow storm to close roads and that is exactly what hit on February 9, 2010. Governor Rendell took proactive measures and closed I-76 at 2:00 PM the following day. In a press release he stated, "For your safety, do not drive. You will risk your life and, potentially, the lives of others if you get stuck on highways or any road. The National Weather Service issued blizzard warnings for several counties in Pennsylvania and visibility is at or near zero." The Schuylkill Expressway reopened at 5 AM on February 11.
With years of heavy traffic wearing out the surface of the Walt Whitman Bridge, the Delaware River Port Authority looked to redeck the iconic crossing. On May 19, 2010, the DRPA awarded two contracts totalling $139,774,286.67: $128,085,778 contract to American Bridge Company of Coraopolis, Pennsylvania for construction and an $11,688,508.67 contract to Urban Engineers, Inc./URS Corporation of Philadelphia for construction monitoring. The project included an entirely new deck over the Delaware River, removal of the suspended span, installation of new lightweight concrete-filled jointless grid deck, structure improvements, new parapets, and a new steel shell moveable median barrier. Construction wrapped up six months early in December 2013.
For an expressway that has endured flooding and mudslides, it was a lone tree that snarled traffic during the afternoon of February 25, 2011. The tree fell into the eastbound lanes near Conshohocken, blocking the right lane until 3 PM when it was removed. A few months later on April 7, it was a group of vultures feeding on a deer carcass that slowed morning traffic down due to people gawking just east of the Conshohocken Curve. PennDOT removed the deer's body to prevent the vultures from returning.
During the afternoon rush hour on May 13, 2011, it wasn't mudslides, flooding, nor vultures feeding that shut traffic down, but a Penn Star medical helicopter landing just east of the US 202 interchange. A mother driving her child to the hospital, after an accident on his bike caused by a seizure, called 911 while stuck in traffic on the Schuylkill Expressway. Arriving paramedics decided that airlifting the boy to Children's Hospital would be preferable, so police closed the expressway for the helicopter to land.
A heat wave in early June 2011 cause part of the expressway to buckle. On June 8, the right lane of the eastbound lanes heaved near Exit 346B and was closed through the evening rush hour for repairs.
The last weekend of September 2015 was another important time in the history of the City of Philadelphia. Pope Francis became the second pontiff since John Paul II in 1979 to visit "The City of Brotherly Love," and with his visit came travel restrictions. On Friday, September 25, the entire section of the Schuylkill Expressway eastbound from Interstate 476 to Interstate 95, and westbound from Interstate 95 to US 1/Roosevelt Expressway was closed and did not reopen until late on Sunday, September 27.
Utilizing shoulders to expedite rush hour traffic has been used successfully in other cities, and it might come to Philadelphia as well. PennDOT is studying the option of opening the shoulders during peak times, 6 - 9:30 AM and 4 - 8 PM between US 202 and US 1, would avoid attracting additional drivers to an already congested roadway. Double-decking the roadway has been studied, but comes with a high price tag. "If the alternative is decking on I-76, this is a way better proposal," said Nick Klein, a professor at Temple University's department of community and regional planning. "Alternatively, we may hope as part of their study they're looking at other ways to manage demand." Several people raised questions about the idea with Keith Hartington, senior transportation planner for the Delaware Valley Regional Planning Commission saying of the plan that "It's just a temporary congestion release." Michael Noda, who runs the blog Sic Transit Philadelphia, also worried that opening the shoulders would rob first-responders of a clear path to accidents. "When there's a problem on the Schuylkill, those shoulders serve an important purpose," Noda said. Breakdown areas could be added, Hartington said, and the hard shoulders would be complemented by cameras, signs and control systems that could quickly close the shoulders to traffic if they were required by emergency vehicles. If the hard shoulders become a reality, upgrades would likely be needed to ramps and the shoulders, which would need to be sturdy enough to handle truck traffic. Other issues to be studied would be whether opening the shoulders in one place would create bottlenecks in other areas, and if bridge support pillars could block traffic on the shoulders.
While using the shoulders is still being studied, a plan to use variable speed limits is moving forward. On June 7, 2018, Governor Tom Wolf and Transportation Secretary Leslie Richards announced a $8.6 million plan to install variable speed limit signs and changeable overhead signs along the expressway. The variable speed limit system will indicate limits of 55 in Montgomery County and 50 in Philadelphia as the defaults, and then be able to be adjusted in real-time according to traffic and weather conditions. A ramp meter system will also be installed to cut down on stop-and-go traffic and rear end collisions. In addition, PennDOT assumed ownership of and modernized corridors parallel to the Schuylkill Expressway and traffic signals on those roadways. Work began in late July 2018 and was completed in 2019. The variable speed limit signs went online on April 8, 2021. PennDOT District 6 will also build a new traffic management center on a parcel near the current location in King of Prussia due to the current one operating at 40 percent over capacity.
On the morning of June, 21, 2019, a fire broke out and an explosion ripped through the Philadelphia Energy Solutions Refining Complex in Southwest Philadelphia. Due to the proximity of the complex, the eastbound Schuylkill Expressway was closed for about an hour in the area but reopened just before 6:30 AM.
When the Coronavirus, or COVID-19, pandemic swept into the country in March 2020, the Delaware River Port Authority took measures to stem the spread to their employees and staff. At 6:00 AM on March 26, all bridges, including the Walt Whitman Bridge, went to a cashless toll collection system. E-ZPass users would pass through the plazas as normal, and drivers who normally paid by cash would have their license plate captured. A bill for the toll only, without additional administrative or violation fees, would then be sent to their address. At 6 AM on May 11, the DRPA began accepting cash payments again. Additional safety measures were put in place, such as staff wearing face coverings and a protective plastic shield now in place in the toll booth window. They also encouraged drivers paying by cash to wear a face covering when using a cash lane.
A rehabilitation project began April 7, 2020 on the segment of Interstate 76 between the Passyunk Avenue interchanges and the Walt Whitman Bridge Toll Plaza, which is under the jurisdiction of the Delaware River Port Authority. Improvements will include milling of the roadway pavement and resurfacing, full-depth reconstruction and curb replacement in select areas, shoulder grading, adding drains, removing and replacing latex-covered concrete on bridge decks, bearing rehabilitation, rehabilitation of pedestrian tunnels, installing new light poles and electrical lines, installing new fiber optic lines, and removing and replacing sign structures. The $74 million project is expected to conclude in Winter 2023.
There is a western counterpart to this Interstate as well which runs from Denver, Colorado to Interstate 80 near Big Springs, Nebraska.
|SR Designations:||7076: Ohio state line to Exit 326|
0076: Exit 326 to the New Jersey state line
|Exit 67 to Exit 75|
New Stanton (Westbound)
Susquehanna River Bridge (Eastbound)
Susquehanna River Bridge (Westbound)
Harrisburg East (Westbound)
Valley Forge (Eastbound)
|Ramp to US 202/US 422 (Eastbound)|
West of Croton Road (Eastbound)
Weadley Road (Eastbound)
West of Gypsy Road (Westbound)
Gulph Mills (Eastbound)
East of Gulph Mills (Westbound)
West of Matsonford Road (Eastbound)
PA 23 (Westbound)
Mile Marker 332.6 (Westbound)
Conshohocken Curve (Westbound)
Conshohocken Curve (Westbound)
West of Waverly Road (Eastbound)
East of Waverly Road (Eastbound)
West of Gladwyne (Eastbound)
West of Gladwyne (Westbound)
East of Gladwyne (Eastbound)
West of Belmont Avenue (Westbound)
Belmont Avenue (Eastbound)
East of Belmont Avenue (Westbound)
City Avenue (Westbound)
City Avenue (Eastbound)
US 1 (Eastbound)
Ramp to US 1 North (Eastbound)
West of Montgomery Drive (Westbound)
Montgomery Drive (Eastbound)
East of Montgomery Drive (Eastbound)
West of Girard Avenue (Eastbound)
Girard Avenue (Eastbound)
East of Girard Avenue (Westbound)
West of Spring Garden Street (Eastbound)
Spring Garden Street (Westbound)
East of I-676 (Westbound)
30th Street (Westbound)
West of South Street (Westbound)
East of South Street (Eastbound)
University Avenue (Eastbound)
East of Grays Ferry Avenue (Eastbound)
Vare Avenue (Eastbound)
Ramp to Passyunk Avenue (Eastbound)
26th Street (Eastbound)
The Interstate Exit Guide for I-76 in Ohio
The Interstate Exit Guide for I-76 in Ohio
I-76 Ohio Traffic Road Conditions
Click for Real Time Traffic
I-76 Ohio TrafficI-76 Ohio exit traffic I-76 Ohio city traffic I-76 driving time/average speed between Ohio exits Traffic incidents reported by Ohio DOT Traffic incidents reported by User
I-76 Ohio Traffic and Road Conditions from DOT
( for more info please see OH DOT )
see also: I-76 Ohio News (100)
State DOT/User Reports
Ohio Traffic info from DOT Web
Major city traffic along I-76 Ohio
I-76 traffic between exits in Ohio
GO Exit nn1 Exit nn2: Traffic Delays between exits on I-76 OHGO Exit nn1 Exit nn2: Current driving time between exits on I-76 OHGO Exit nn1 Exit nn2: Current average speed between exits on I-76 OH
I-76 Ohio exit traffic
Ohio interstate 76
Originating in Medina County, Ohio, Interstate 76 branches east from I-71 to Wadsworth, Barberton and Akron. U.S. 224 overlaps with I-76 east to I-277, where I-76 dog legs north to combine with I-77 east to SR 8 by Downtown Akron. I-76 continues across Akron to Talmadge and rural areas of Portage County.
Interstate 76 passes south of Ravenna and Michael Kirwan Reservoir and crosses into northern Mahoning County at Lake Milton. I-80 angles southeast along the Ohio Turnpike through Lordstown, meeting I-76 west of Youngstown. I-80 shifts east from the Turnpike to Sharon, Pennsylvania while I-76 joins the toll road southeast to Canfield and the Pennsylvania state line by Petersburg.
Interstate 76 Ohio Guides
|SR 3 (Wooster Pike) meets I-76/U.S. 224 at a diamond interchange (Exit 1) on the north side of Seville. 10/01/10|
10/01/10 by AARoads
State Route 59 - Innerbelt
Page Updated 08-31-2021.
Interstate 76 (Ohio–New Jersey)
This article is about the Interstate Highway in Ohio, Pennsylvania, and New Jersey. For the Interstate Highway in Colorado and Nebraska, see Interstate 76 (Colorado–Nebraska).
Interstate from Ohio to New Jersey
I-76 highlighted in red
|Length||434.87 mi (699.86 km)|
|West end||I-71 / US 224 near Westfield Center, OH|
|East end||I-295 / Route 42 in Bellmawr, NJ|
|States||Ohio, Pennsylvania, New Jersey|
Interstate 76 (I-76) is an east–west Interstate Highway in the Eastern United States, running about 435 miles (700 km) from an interchange with I-71 west of Akron, Ohio, east to I-295 in Bellmawr, New Jersey.
Just west of Youngstown, I-76 joins the Ohio Turnpike and heads around the south side of Youngstown. In Pennsylvania, I-76 runs across most of the state on the Pennsylvania Turnpike, passing near Pittsburgh and Harrisburg before leaving the Turnpike at Valley Forge to become the Schuylkill Expressway and eventually entering Philadelphia and then crossing the Walt Whitman Bridge into New Jersey. After I-76 reaches its eastern terminus, the freeway continues as Route 42 and the Atlantic City Expressway to Atlantic City.
See also: Ohio Turnpike
I-76 begins at exit 209 of I-71 in Westfield Township, approximately six miles (9.7 km) east of Lodi, Ohio; U.S. Route 224 (US 224) continues west from the end of I-76. The interchange was previously a double trumpet, but was reconstructed in 2010. Officially, I-76 begins at the beginning of the ramp from I-71 north; it merges with US 224 at mile 0.61. After passing through rural Medina County, I-76 enters Summit County and soon crosses State Route 21 (SR 21, old US 21), once the main north–south route through the area until I-77 replaced it, at a cloverleaf interchange. I-76 then passes through Norton and Barberton, then enters Akron; this section of road was built as US 224.
Soon after entering Akron, I-76 turns north onto the short Kenmore Expressway. US 224 leaves I-76 there and continues east with I-277 towards I-77. Shortly after heading north from the I-277 interchange, I-76 meets I-77 and again turns east, joining southbound I-77 south of downtown Akron on the West Expressway. A partial interchange provides access to SR 59, the Innerbelt, and then I-76 crosses through the Central Interchange, where I-77 goes south (on the South Expressway) and SR 8 begins to the north (on the North Expressway); I-76 switches from the West Expressway to the East Expressway.
Leaving the Akron area, I-76 again heads through rural areas, crossing Portage County and entering Mahoning County. West of Youngstown, the freeway intersects the Ohio Turnpike and Interstate 80 via a double trumpet interchange. I-76 joins the Ohio Turnpike heading southeast towards Pittsburgh while I-80 exits the Turnpike and continues east towards Youngstown. The Ohio Turnpike carries I-76 until the Pennsylvania border, where I-76 joins the Pennsylvania Turnpike.
Main article: Pennsylvania Turnpike
From the Ohio border, the Pennsylvania Turnpike carries I-76 into and across most of Pennsylvania, bypassing Youngstown to the south and Pittsburgh to the north. There is a free interchange with US 19 and I-79 near Wexford. At one point, I-76 used to begin in Pittsburgh on a route that is now signed as I-376, around the 1970s. It intersects with this highway in Monroeville.
From New Stanton to Breezewood, I-76 is concurrent with I-70. In this section are the bypass (built in the 1960s) of the Laurel Hill Tunnel, then the still-in-use Allegheny Mountain Tunnel in a relatively unpopulated section of South Central Pennsylvania, and then an indirect connection with I-99 in Bedford. The highway also passes through a wind farm in Somerset County and is the closest Interstate highway to the 9/11 Flight 93 National Memorial in Shanksville.
At Breezewood, I-70 exits the turnpike (making use of a short stretch of the old alignment of the Pennsylvania Turnpike), while I-76 bypasses the Rays Hill and Sideling Hill tunnels along a new alignment built in the 1960s. I-76 also bypasses Harrisburg and Reading both to the south. The major features of this section are more mountains with the Tuscarora Mountain Tunnel and then a double tunnel (Kittatinny/Blue Mountain) prior to PA 997 near Shippensburg. I-76 intersects I-81 (indirectly) in Carlisle, Pennsylvania, then I-83 and I-283 near Harrisburg. The Susquehanna River Bridge is a new six lane bridge that was constructed in 2003 using precast segments that replaced an older bridge across the Susquehanna River. At Valley Forge, I-76 diverges towards Philadelphia, but the turnpike (as I-276) bypasses it to the north.
Main article: Schuylkill Expressway
At Valley Forge, northwest of Philadelphia, I-76 leaves the Turnpike to run into Philadelphia on the Schuylkill Expressway (while the Turnpike continues east as I-276). Immediately after exiting the Turnpike, I-76 interchanges with the US 202 and US 422 freeways near King of Prussia. I-76 later crosses I-476 near Conshohocken, and begins running along the southwest shore of the Schuylkill River. I-76 then enters the city/county limits of Philadelphia where Interchanges provide access to the Roosevelt Expressway (US 1) and the Vine Street Expressway (I-676); the latter runs through Downtown Philadelphia while I-76 bypasses to the south.
After the Grays Ferry Avenue exit near University City, I-76 crosses the Schuylkill Expressway Bridge to go towards the South Philadelphia Sports Complex near Lincoln Financial Field, Wells Fargo Center, and Citizens Bank Park.
The last interchange before the Walt Whitman Bridge over the Delaware River into New Jersey is with I-95. Some of the ramps involve traffic signals, as the ramps to I-95 were retrofitted into an existing interchange when I-95 was built, and the toll booth for the bridge lies west of the crossing of the two roads.
Just after crossing the Delaware River on the Walt Whitman Bridge, I-76 turns south and becomes the North–South Freeway, which carries I-676 north to Downtown Camden; the unsigned Route 76C connector runs east to US 130 and Route 168. The exit numbers in New Jersey are backwards, running from east to west. Though signed eastbound towards Atlantic City, the route ends near Gloucester City in western Camden County at an interchange with I-295.
From the exit for I-676 to the end, I-76 originally had local and express lanes in both directions, however, the barriers in both directions have been removed due to rebuilding of the I-295, I-76, and Route 42 interchange. I-76 ends at an interchange with I-295 on the Mount Ephraim–Bellmawr town line. The road becomes Route 42, continuing south on the North–South Freeway and then feeding into the Atlantic City Expressway to Atlantic City. While the South Jersey Transportation Authority (which owns the ACE) is not against the idea of making Route 42 (expressway part) and the ACE an eastern extension of I-76, they feel that making the change without a compelling reason would only add to motorists' confusion in southern New Jersey.
The majority of I-76, along the Pennsylvania Turnpike, includes the first long-distance rural freeway in the U.S.; the Ohio Turnpike and Schuylkill Expressway are also pre-Interstate freeways. By 1955, the section of that route from west of Youngstown to Downtown Philadelphia was included in the planned Interstate Highway System, as was present I-76 from west of Youngstown to Akron. (Some early plans called for a new freeway along SR 14 to the Pennsylvania state line; it is unclear when the proposed route was shifted to the turnpikes.)
In 1957 the route from Cleveland east to Harrisburg, running roughly along the SR 14 corridor in Ohio and the turnpike in Pennsylvania, was labeled I-80, and the rest of the route from Harrisburg to Philadelphia was assigned Interstate 80S. (I-80N would have run from Harrisburg to New York City.) I-78 was assigned to a route from Norwalk, paralleling SR 18 through Akron to Youngstown, and turning south there to end at the planned I-80.
However, the 1957 numbering was drawn on a map from 1947, which did not include several changes that had been approved, specifically the Keystone Shortway across Pennsylvania. (The route in that corridor ran further north, along US 6, and was numbered I-84.) Thus, the final numbering, approved in 1958, assigned I-80 to the Norwalk-Youngstown route to reach the Keystone Shortway. The former alignment through Cleveland became I-80N; the turnpike was still not assigned a number from near Elyria (where I-80N and I-90 would split from it) to west of Youngstown. The route from west of Youngstown to Philadelphia was assigned Interstate 80S, and extended east to I-295 in New Jersey when the three-digit Interstates were assigned in 1959. (The planned I-80N in Pennsylvania became I-78.) Initial spurs of I-80S were I-180 (now I-176), I-280 (now I-276), I-480 (now I-476) and I-680 (now I-676, though it swapped with I-76 in 1972).
I-80 was realigned in Ohio by 1962, largely taking over former I-80N, which ran through Cleveland, joining the turnpike southwest of Cleveland. However, while I-80N was planned to split from I-80 near Kent and run northwest to Cleveland along SR 14, the new alignment of I-80 used the turnpike between the crossing west of Youngstown and the crossing with SR 14 at Streetsboro. The former I-80 from near Youngstown west to Akron became part of I-80S, as did a new alignment (already built as US 224) from Akron west to I-71 east of Lodi; the rest of proposed I-80 west to near Norwalk (which would have crossed I-71 near Medina) was removed from the Interstate Highway System. Ca. 1971, I-80 was moved to the Turnpike between Streetsboro and southwest of Cleveland; the old route became I-480.
On April 16, 1963, due in part to the extension of I-79 south from the Pittsburgh area, Pennsylvania proposed a partial renumbering. A new number, tentatively designated I-76, would run from Downtown Pittsburgh east on what was then I-70 (I-70S bypassed Pittsburgh to the south on what is now I-70) to the Pennsylvania Turnpike at Monroeville, and then east along the remainder of I-80S to I-295. I-80S would remain on the section of turnpikes from west of Youngstown to Monroeville. This was approved February 26, 1964, and included the renumbering of all X80 spurs to X76.
On June 29, 1970, a renumbering was approved in the Pittsburgh area, with the main effect being rerouting I-79 to bypass Pittsburgh to the west on the former I-279. I-279 was moved to the former I-79 north of downtown, and the former I-79 from downtown southwest to new I-79 became a western extension of I-76. (It was then that I-876 was designated for former I-479.) A realignment and extension of I-76 into Ohio, taking over the rest of I-80S to I-71 east of Lodi, was approved January 11, 1972. The former I-76 from Monroeville west into Downtown Pittsburgh became I-376, and I-279 was extended southwest from downtown along former I-76 to I-79. (I-876 was renumbered to I-579 then.) Signs in Ohio were changed September 1, 1972; the old I-80S signs remained for about a year.
On August 29, 1972, a swap of I-76 and I-676 in Philadelphia and Camden was approved. I-76 had been routed along the Vine Street Expressway and Ben Franklin Bridge (now I-676) through Downtown Philadelphia, while I-676 used the Schuylkill Expressway and Walt Whitman Bridge to bypass downtown to the south. The switch was made because of delays in building the Vine Street Expressway, better interchange geometry at the splits, and that the Ben Franklin Bridge ends in city streets, rather than in expressway grade.
The renumbering of a Philadelphia Interstate to 76 in the years leading up to the Bicentennial Celebration of the 1776 signing in Philadelphia of the Declaration of Independence gives rise to the question of the highway number being an intentional tribute to the Spirit of '76. USDoT research into federal documentation of the I-76 renumbering found no evidence of this being intentional.
In Ohio and Pennsylvania, the routes are composed mostly of turnpikes with the exceptions in east-central Ohio and eastern Pennsylvania. The exit numbers on the turnpike portions in Ohio follow the mileage markers for the Ohio Turnpike.
Main articles: Pennsylvania Turnpike § Exit list, and Schuylkill Expressway § Exit list
The entire route is in Camden County.
- I-176 runs north from I-76 at Morgantown to US 422 outside of Reading.
- I-276 runs east from I-76 at Valley Forge along the Pennsylvania Turnpike to I-95.
- I-376 runs west from I-76 at Monroeville, Pennsylvania, through Pittsburgh, becomes a toll road northwest of the airport, intersects I-76 again, and terminates at I-80 in Sharon.
- I-476 begins at I-95 near Chester and heads north, crossing I-76 near Conshohocken and I-276 near Plymouth Meeting. From there it continues north on the Pennsylvania Turnpike Northeast Extension to I-81 at Clarks Summit, Pennsylvania, north of Scranton. I-476 is the longest three-digit Interstate.
- PA 576 is a planned, partially completed, southern bypass of Pittsburgh, though it could become Interstate 576.
- I-676 is a loop through Downtown Philadelphia and Camden, crossing the Benjamin Franklin Bridge. It runs through several traffic signals in Philadelphia, in violation of Interstate Highway standards.
- I-876 was the number for present I-579 in Pittsburgh in the early 1970s.
- Interstate 76 Alternate is an incident bypass route located in Summit County, Ohio that runs along SR 21 and I-77 between Norton and Akron, Ohio.
- Interstate 76 Connector is an unsigned business route located in Camden, New Jersey that runs from the I-76 and I-676 interchange to Route 168. It interchanges U.S. Route 130 before reaching its eastern terminus.
As Philadelphia and Pittsburgh lie on the I-76 corridor, these three sports rivalries are considered the I-76 Rivalry, and are also known as "The Battle of Pennsylvania" and "The Keystone State Rivalry":
- ^ Gregory Pietsch, More I-76 and Atlantic City Expressway, misc.transport.road June 10, 2002 (message ID: [email protected] )[unreliable source]
Template:Attached KML/Interstate 76 (Ohio–New Jersey)
KML is from Wikidata
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Proceed to obtain a confession, the judge nodded wearily. The first hung over the table with torture devices, not daring what to use. This, - the fourth took a "pear" in his hands. After all, this is what we are ordered to use when it is suspected that a woman had an intimate relationship with the devil.