When was i 76 built

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. It would be great. 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. Authorities were alerted around PM and closed both eastbound and westbound until around 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. It was hard to differentiate between the Schuylkill Expressway and Schuylkill River on August 2, Heavy thunderstorms drenched the southeastern section of the Commonwealth, and especially southern Montgomery County, with as much as 4.

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 AM.

About 1, 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 Western Entrance:.

Eastern Entrance:. National Highway System:. SR Designations:. Multiplexed Routes:. Former Designations:. Interstate 76 west at the directional cloverleaf interchange Exit 5A with I south. Prior to September all traffic on I was required to exit onto I Completion of the I western extension nearby eliminated the northbound ramp for I A connection to 70th Avenue was added later.

Approaching the trumpet interchange joining I south with the western terminus of I The control city for I east was the Denver suburb of Aurora, a community along I east of I Until the late s, Colorado used sequential exit numbering along Interstate highways. Photo taken by Michael Summa East End. West End. High Priority Corridor.

Parallel U. Route Information. Total Mileage — Cities — Denver, Fort Morgan, Sterling. Cities — none. East at. Construction through Fall replaced the ramp Exit 1B for I north with a new flyover. The southbound mainline of I makes a sweeping curve to run along the west side of Interstate 76 below the Browning Road overpass. Left Exit 1A takes motorists from I east to I south. Contract 3 construction replaces this ramp with an exit from the outside lanes as I is relocated onto an elevated roadway spanning the North South Freeway.

I ends just ahead as the North South Freeway becomes Route 42 south. The adjacent roadway for Interstate south utilizes a slip ramp for Route 42 south. Pull through panels indicate the pending transition of Route 42 north into I west. Forthcoming Exit 1B was added during Contract 1 work between and Contract 3 work will further extend Exit 1B onto a flyover to the new elevated lanes of Interstate The overpass currently carrying the northbound mainline of I will be repurposed into a ramp for I west from I north during Contract 3 and 4 work.

A begin shield for Interstate 76 was erected by December at the gore point where I appears along side the North South Freeway. The old Local lanes of I are separated by a concrete curb. I west and I north run side by side, but no longer overlap. The remaining lanes carry I east en route to Trenton. This changed during Contract 3, when I was realigned to the south. Replaced guide sign for the two-lane ramp Exit 1B to Interstate north. Interstate 76 east at the northbound ramp for I prior to the multi-year rebuild of their interchange.

North at. This sign bridge preceded the New Jersey Turnpike underpass. The Local lanes briefly merged with I north, while the Express lanes represented the I mainline. A sharp ramp carried the northbound mainline of I across the North South Freeway. The adjacent Local Lanes merged directly with Interstate , resulting in a short overlap and weaving traffic pattern. Noting that this addition overlapped the previously designated I terminus in Pittsburgh, Secretary of Highways Henry D. Harral said that he and his staff had decided to address this and other route problems.

Some of the problems related to IS:. It does not connect to I at the eastern end. Since none of these connect to I, we believe that these designations will be misleading, and should be ceded to the route to which they connect.

Under this proposal, the I designation would begin in Pittsburgh and continue through Monroeville to connect with the Pennsylvania Turnpike at New Stanton. The number would remain on the turnpike to the Valley Forge interchange, where it would turn southeast into Philadelphia and cross the Delaware River to Bellmawr.

To go along with this change, Secretary Harral proposed revising the three-digit Interstates to appropriate numbers ending in 76, including:. Under this proposed change, the turnpike would carry the designation I from Valley Forge to a connection with I north of Philadelphia. Johnson added, "you must designate for project identification purposes the section of the one or the other of the jointly marked sections of Routes I and I between New Stanton and Breezewood.

Stinson in Harrisburg for approval. Stinson forwarded the proposal to Regional Engineer August Schofer on November 15 the Regional Engineer was the conduit between Headquarters are several States in his region. Stinson agreed with the proposals and pointed out that New Jersey had provided oral agreement with the elements that affected that State.

In providing the correspondence to E. Swick, Director of Right-of-Way and Location in Washington, Schofer recommended favorable action for the most part but noted some concerns.

One involved IS:. Swick agreed, but had another suggestion, as described in his memorandum of December 23, , to Schofer:. Swick recognized that the Division had coordinated the proposal with the State, that New Jersey had orally agreed to the changes, that AASHO had approved them, "and that contracts for signing already entered into may complicate any consideration of further number changes. Stinson forwarded the recommendations to State highway officials on January 3, Before replying, the Pennsylvania Department of Highways issued a January 7 press release announcing the changes.

The announcement referred to the additional mileage on I from the West Virginia line near Waynesburg to Washington. Ricker, this set off a "chain reaction" that resulted in a logical series of steps to improve the entire Interstate numbering in Pennsylvania:. The announcement explained that all loops and spur routes connecting onto I would be changed, citing only two changes. In a letter to Stinson on January 24, , N. Regarding I, he said:.

The BPR soon agreed to the revisions as proposed and announced by the State. As Stinson pointed out in a memorandum to Schofer on February 10, , transmitting the State's letter:. We can agree that additional alteration would be undesirable because of the wide publicity already given to the routing of I as submitted. It will be recalled, also, that AASHO previously gave approval to the numbering changes as originally tendered by the State.

In view of AASHO's action, agreement by New Jersey to number changes in eastern Pennsylvania, and the State's desire not to initiate further revision of I for reasons as offered, we again recommend approval. Schofer forwarded Stinson's memorandum to Swick on February In discussing I, Schofer said:.

Our previous suggestions for extension of I to include IS in Ohio was [sic] based on the nationwide rather than an individual State point of view in providing continuous designation for a single route. Acceptance of the proposal by Pennsylvania for this route will create a confusing situation to the traveling public using present IS in cross country and Interstate travel.

Our opinion expressed in the initial submission remains unchanged on revision of this route numbering. In view of the State's insistence in this case, we would have no objection to approval if you concur in their viewpoint. Whitton approved Pennsylvania's route descriptions as proposed by the State.