Through the National Environmental Policy Act (NEPA) environmental review process, the I-80 Canoe Creek Bridges Project was approved as a Categorical Exclusion (CE) in April 2020, and the project team then moved forward with design. When the CE was originally prepared for the project, a plans display and public officials meeting was held on September 5, 2019, at the Knox Volunteer Fire Company. No substantial public concerns were raised during this outreach process. The project team also hosted a public meeting on the project, both in person and virtually, in November 2021.
In February 2021, PennDOT identified the I-80 Canoe Creek Bridge Project as a candidate for bridge tolling under the Major Bridge Public-Private Partnership (P3) Initiative.
PennDOT, in coordination with FHWA, is preparing EAs for the Major Bridge P3 Initiative candidate bridges in accordance with NEPA. These EAs examine the significance of potential impacts to natural, social, economic and cultural resources from the alternative(s) under consideration. The results of the EAs' environmental analyses will determine whether an Environmental Impact Statement needs to be prepared, or whether a Finding of No Significant Impact can be issued.
Construction is anticipated to begin between 2023 and 2025.
Project Design
The project includes the total replacement of both the eastbound and westbound Canoe Creek Bridges, as well as improved roadway alignment and geometry. The limits of the project extend approximately three miles on I-80, from the Knox Interchange, over the Canoe Creek Bridges to a pair of weigh stations near milepost 56.5.
Part of the project also includes the rehabilitation of the existing reinforced concrete Thompson Hill Arch Culvert that carries an unnamed tributary to Canoe Creek under I-80. The existing wingwalls at the inlet and outlet of the culvert are deteriorated and will be replaced. Stream channel embankments will be protected with rock to prevent future erosion near the inlet and outlet of the culvert.
In addition, a reinforced concrete slab will be constructed along the floor of the culvert to prevent further scour of the streambed within the limits of the culvert.
The project's overall design remains essentially the same as it was at the time of its CE approval in April 2020.
Two lanes of traffic in both directions of I-80 will be maintained during construction.
Bridge Tolling
Funding
The estimated cost of construction for the I-80 Canoe Creek Bridges Project is between $110 million and $135 million.
PennDOT Pathways is a program to identify and implement alternative funding solutions for Pennsylvania's transportation system. As Pennsylvania's mobility needs have grown, the amount of funding required to support our transportation system has continued to increase. Much of our current funding comes from gas taxes and driver and vehicle fees. While this model worked well in the past, circumstances today have made it unsustainable. With PennDOT Pathways, we're looking for reliable, future-focused funding solutions that will meet our growing needs while serving our communities and all Pennsylvanians for generations to come.
PennDOT currently faces an $8.1 billion gap in highway and bridge funding. This means we aren't generating enough funds to properly maintain, restore and expand our transportation system. PennDOT is taking action to find reliable sources of funding through the PennDOT Pathways program.
For more information about PennDOT Pathways, visit www.penndot.pa.gov/funding.
To support PennDOT Pathways, a Planning and Environmental Linkages (PEL) study was conducted to identify near- andl ong-term funding solutions and establish a methodology for their evaluation. One of the funding solutions it identified as being able to implement immediately is tolling on major bridge projects across the state. The I-80 Canoe Creek Bridges Project is one of nine projects being evaluated as candidates for bridge tolling as a part of the PennDOT Pathways Major Bridge Public-Private Partnership (MBP3) Initiative. You can learn more about the program and initiative at the link above.
A bridge toll is a fee that drivers pay when using a specific bridge, often by using a service like E-ZPass. The funds received from the bridge toll would go back to the I-80 Canoe Creek Bridges to pay for their construction, maintenance and operation.
Toll Implementation
Based on feedback received from the public and at stakeholder workshops, and because of the close proximity of the two candidate bridges on the western end of I-80 and the two on the eastern end, PennDOT has decided to pursue one-way tolling on four bridge projects: Canoe Creek, North Fork, Nescopeck and Lehigh River bridges. Traffic would be tolled eastbound at Canoe Creek, westbound at North Fork, and eastbound at Lehigh River, westbound at Nescopeck. Tolls are expected to be $1-$2 for passenger cars using E-ZPass at each toll location. The one-way tolling will reduce the number of tolls drivers would have to pay on I-80, as well as overall diversions and the need for additional tolling infrastructure.
To implement the toll with All-Electronic Tolling (such as E-ZPass or toll-by-plate), a tolling facility (gantry, building and utilities) would be constructed for the eastbound lanes about 1.1 miles east of the new bridges, in the area of existing weigh stations and would require the installation of a small driveway/parking area along the eastbound shoulder for maintenance and access. The tolling facility would not require drivers to stop to pay a toll when using the bridge but would record vehicles as they pass under the gantry sensor. A map of the toll gantry location is below.
In addition, signs would be placed in advance of the eastbound Knox Interchange and along the local roadway network to notify drivers about the toll bridge.
PennDOT has established that tolls on the candidate bridges, including the I-80 Canoe Creek Bridges, would be in the range of $1-$2 for cars using E-ZPass and higher for toll-by-plate and for medium or heavy trucks. Exact tolling amounts would be determined after design plans are finalized so the toll will generate enough revenue for the bridges’ replacement, operations and maintenance for a period of approximately 30 years. At the end of the 30-year term for the Public-Private Partnership, the tolling facility would be removed.
Qualifying emergency vehicles would be permitted to use MBP3 bridges at no cost, following the Pennsylvania Turnpike Policy (PDF).
It is expected that toll collection on the bridge would begin between 2023 and 2025.
Environmental Studies & Mitigation
Environmental Assessment
An EA is a document that examines the significance of potential impacts to natural, social, economic and cultural resources from the alternative(s) under consideration. The EA for the I-80 Canoe Creek Bridges Project was prepared to address the requirements of NEPA, which requires federal agencies to assess the environmental effects of their proposed actions prior to making decisions.
The results of the EA's environmental analyses will determine whether an Environmental Impact Statement needs to be prepared, or whether a Finding of No Significant Impact can be issued.
Section 106 (Cultural Resources)
Section 106 of the National Historic Preservation Act is applicable to federal agencies and requires identification of, and assessment of effects on, historic properties and archaeological sites listed on, or eligible for listing on, the National Register of Historic Places (NRHP). Consultation with persons interested in the historic and archaeological properties/sites is integral to the Section 106 process and the public's involvement in the project. The Section 106 process includes identifying an area of potential effect (APE) for the project, and inviting property owners within that APE, as well as historical societies and others, to participate in the Section 106 process as "Consulting Parties."" Separate APEs are established for the archaeological investigations and for above-ground historical properties.
One recorded historic industrial site, 36CL0198 Tippecanoe Furnace was re-identified via a pedestrian survey. The 36CL0198 Tippecanoe Furnace site is located almost entirely within existing PennDOT right of way; however, during construction the furnace remains will be fenced off and avoided. Any intact soils at the site or in the immediate vicinity would either be fenced off and avoided or protected using geotextile material and the appropriate amount of fill.
Of the areas with intact soils in the APE, there are two locations, designated Area A and Area B, that are going to be impacted and were deemed to contain intact soils with archaeological potential. A Phase I survey consisting of sub-surface excavation was conducted within these areas. One unrecorded site with pre-contact and historic components, 36CL0211 Edenburg Well site was identified. However, the portion of the site within the APE does not contribute to the site's overall eligibility. During construction, to prevent inadvertent disturbance, the portion of the site beyond the APE would be fenced off and avoided.
Wetland and Waterways Impacts
Wetland and waterway impacts were studied as a part of the NEPA process. The following impacts were identified.
Streams, Rivers & Watercourses |
Presence |
Impacts |
Intermittent (Streams only) |
Present |
1,794 linear feet |
Perennial |
Present |
160 linear feet |
Wild Trout Streams |
Present |
1,954 linear feet |
Stocked Trout Streams |
Present |
1,954 linear feet |
Federal Wild & Scenic Rivers & Streams |
Not Present |
No |
State Scenic Rivers & Streams |
Not Present |
No |
Coast Guard Navigable Waterways |
Not Present |
No |
Pennsylvania Fish & Boat Commission Water Trail |
Not Present |
No |
Recreational Boating Waterway |
Present |
No |
Canoe Creek and 19 of its unnamed tributaries were identified in the immediate project area. These streams were identified by Pennsylvania Department of Environmental Protection's Chapter 93 Water Quality Standards as High Quality Cold Water Fishes streams. About 1,954 linear feet of streams would be impacted due to the permanent widening of the bridge and culvert extensions.
There would also be 2,182 linear feet of temporary stream impacts during construction. Due to the unavoidable permanent impacts to the jurisdictional streams associated with the I-80 Canoe Creek Project, there is a total loss of 95 linear feet that would be mitigated off-site.
Canoe Creek is designated as both a "Stocked Trout Water" and a "Wild Trout Water†stream. As a result, no work will be permitted in the stream from March 1 to June 15 (for stocked trout) and October 1 to December 31 (for wild trout).
Wetlands |
Presence |
Impacts |
Open Water |
Not Present |
No |
Vegetated Emergent |
Present |
0.085 acres |
Vegetated Scrub Shrub |
Not Present |
No |
Vegetated Forested |
Not Present |
No |
Exceptional Value |
Present |
0.085 acres |
Field investigations identified and delineated 18 wetlands within the project study area. There would be permanent impacts to five wetland areas as a result of the project. The total acreage of these impacts is 0.085 acres.
Wetland impacts would be mitigated through PennDOT’s Clarion County Wetland Bank. Remaining acreage within the bank is 1.997 acres. Stream impacts would be mitigated through use of Resource Environmental Solutions off-site mitigation banks and on-site mitigation. Wetlands within the project study area that are not impacted by the project would be delineated with protective orange construction fencing.
Threatened & Endangered Plants & Animals
A review determined there are no known impacts anticipated to threatened and endangered plants and animals within the project area.
Traffic Diversion Analysis
Traffic diversion analysis is comprised of two distinct steps: The first is the development of the traffic model to predict how much traffic would divert off the interstate when a toll is imposed and what route that traffic would take. The second step is evaluating and analyzing the diversion routes identified to determine the impact of the diverted traffic on that route and to identify potential improvements to offset those impacts where appropriate.
A detailed traffic demand model was used to identify diversion routes. The existing statewide demand model that was employed is based on assumptions involving the transportation system, regional demographics and traveler characteristics. These assumptions were then combined using data from traffic counts (including the share of truck traffic), recorded travel speeds and origin and destination patterns, along with regional travel demand models. The model was then run under various parameters to predict the amount of traffic that would be diverted off the interstate and more importantly, where that traffic would go.
If a toll is placed on the Canoe Creek Bridge, an estimated 5 percent of daily traffic is expected to choose to divert off the interstate to avoid paying the toll, based on the results of the detailed traffic model. The diverting traffic would be predominantly passenger vehicles and small trucks. The model was also used to analyze what routes they would predominantly take. As mentioned above, based in part on feedback received from the public and at stakeholder workshops, PennDOT has decided to pursue one-way tolling and would only collect tolls on the eastbound Canoe Creek Bridge.
So where would the majority of the diverting traffic go? The primary diversion route identified in the model is along State Routes 338 and 208 to Shippenville, along US Route 322 and on State Route 66 south of Marianne. This route is shown on the map below. You can click on the map to enlarge it.
As you can see from the table below, with the toll in place the AM and PM peak hour traffic on the bridges would be reduced by approximately 90 to 130 vehicles per hour, and traffic on the primary diversion route would increase by approximately 60 to 70 vehicles per hour, with the remainder of traffic expected to use other routes. Because the toll will only be collected on eastbound traffic, there is no expected diversion in the westbound direction.
Peak Hour Traffic Volume Table
Route |
Time of Day |
Pre-Toll Traffic |
Post-Toll Traffic |
Primary Diversion Route |
AM Peak Hour |
380 |
440 |
Primary Diversion Route |
PM Peak Hour |
490 |
560 |
I-80 Canoe Creek Bridges |
AM Peak Hour |
2,100 |
2,010 |
I-80 Canoe Creek Bridge |
PM Peak Hour |
2,850 |
2,720 |
The origin-destination patterns are also taken into account in looking at diversion. The origin-destination criteria is divided into three categories: local (less than 10 miles), regional (10-25 miles) and external (more than 25 miles). As you can see in the graphic below, the majority of the traffic traveling over the bridges originates from external locations and is destined to external locations. Because these trips are typically long-distance trips, this type of traffic is more likely to stay on the interstate and not divert.
Traffic Demand Model
When people hear about vehicles diverting from the interstate to avoid a tolled bridge, they often envision what happens when there is a full traffic detour. To distinguish between a diversion and a detour in simple terms, diversions are a choice, detours are mandatory.
Detours are imposed because of construction or an incident on a roadway or bridge and those detours must be followed. In contrast to a detour, diversion from the interstate is a choice that drivers may make to avoid a toll and the diversion traffic is normally a small fraction of the number of vehicles compared to detours, when 100 percent of traffic leaves the interstate.
Traffic Diversion Methodology
Once it was determined how much traffic would divert and the primary route that would be utilized, a comprehensive evaluation of the impacts to the diversion route was undertaken. The graphic below highlights the key methodology for the evaluation of the diversion route.
A workshop was conducted with key stakeholders (including elected officials, first responders, school districts, regional planners, etc.) in July 2021 to discuss the diversion route analysis, collect information on additional routes drivers might take and potential impacts from diverting traffic. This feedback was incorporated into the traffic diversion analysis and evaluated to identify where toll diversion may cause adverse effects and examine potential ways to offset these impacts. The analysis and recommended improvements are shared below.