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    General

    Planning and Environmental Linkages Study – A PEL Study is a high-level, early-planning process used for transportation decision making that considers environmental, community, and economic goals early in the planning stage, resulting in projects that can be carried through design and construction. Public and agency involvement is conducted throughout this phase. Overall, the PEL Study helps to inform planning decisions, streamline the project delivery process, and can serve as a public platform to discuss and prioritize transportation issues. 

    Preliminary Engineering/Environmental Studies (NEPA) – Preliminary engineering includes focused studies about traffic, safety, the environment, and the development of project specific alternatives. The information allows Federal Highway Administration (FHWA) and PennDOT to make decisions about necessary transportation network improvements. Assessments also determine the benefits and impacts the alternatives would have on natural, cultural, and socio-economic environments. Public and agency involvement is conducted through this phase. The preliminary engineering/environmental studies phase ends with the selection of an alternative to advance into final design. Approval from FHWA must be received to advance into final engineering design. 

    Final Engineering Design – During final engineering design, the selected project alternative design plans are refined to identify right-of-way requirements and are detailed enough to construct the project. Fulfill commitments made during the NEPA phase to mitigate proposed environmental impacts. Environmental permitting and detailed utility coordination occur during this phase.

    Right-of-Way Acquisition – When project impacts to private property, including homes and businesses, are unavoidable, PennDOT will work with the owners to determine the property’s Fair Market Value and negotiate the acquisition of the property. When the acquisition of property results in the need for a property owner to relocate, PennDOT provides relocation assistance to those whose property is acquired (see the right-of-way acquisition on the FAQ page on the study website).

    Construction – Once final engineering design is complete and the right-of-way has been acquired, PennDOT will solicit bids and award construction contracts. Depending on the scale of the proposed improvements, multiple construction contracts may be developed to complete the overall project. Often, the first contracts awarded are smaller “early action” contracts that involve improvements that will help better accommodate traffic during subsequent construction projects. Staging of the subsequent contracts will also be developed to safely convey traffic through the work zone and minimize travel time delays through and around the project area. The newly constructed improvements to the transportation system will address the purpose and needs which were identified in the early stages of the process.​

    According to the Center for Environmental Excellence, the NEPA statute and implementing regulations set forth a process to evaluate potential impacts as well as requirements for documentation of decisions resulting from that process. The key elements of the process include determining the project’s purpose and need and the range of alternatives to be considered; determining potential environmental impacts; coordinating with relevant agencies; involving the public; determining mitigation for unavoidable impacts; and documenting the analysis and decisions through an environmental impact statement, an environmental assessment, or a categorical exclusion supported by the administrative record.

    The project area is approximately 3,905 acres, extends through the southern portion of Centre County, and traverses Potter and Harris Townships. The project area is centered on US 322 which provides local access and regional destinations. US 322, Mount Nittany Expressway at the western end of the project area provides direct access to Interstate 99 (I-99) which, in turn, provides access to nearby I-80. US 322 at Potters Mills provides access south to the Harrisburg area and connects to I-81 and I-83. 

    To view a map of the project area, go to the home page or web map link at the top of this page. 

    Within the project area, there are transportation issues associated with high levels of congestion, potential safety issues along the roadway network, and a roadway network which presents a driver with changing roadway configurations. The following provides a summary of the needs statements and supporting documentation.

    • High peak hour traffic volumes cause congestion and result in unacceptable Level of Service (LOS) (LOS D [rural only], E, or F) on US 322 roadways and intersections.
      • US 322 serves as the main travel route for local, regional, and interstate traffic, including trucks, within the project area. Currently during peak hours, US 322, between the US 322 Mount Nittany Expressway and the Mountain Back Road/Red Mill Road intersection (just west of Potters Mills), operates at a LOS D or E. The 2050 peak hour traffic volumes are anticipated to increase 41% which will increase congestion and worsen the LOS along the US 322 corridor. In 2050, LOS E is still anticipated for the entire US 322 corridor from the Mount Nittany Expressway to Potters Mills Gap, and travel speed will be further decreased with an average travel speed 15% less than the posted speed limit.
      • Unsignalized intersections along US 322 are anticipated to operate at unacceptable LOS (LOS D, E, or F) due to high volumes of traffic along the uncontrolled main roadway which limit the availability of gaps in the traffic for making turning movements.
      • US 322 averages three times more truck traffic within the project area in comparison to other similar roadways statewide, and truck traffic is expected to increase by 27% along the corridor by 2050. The additional truck traffic increases overall congestion and contributes to unacceptable levels of service. 
    • Existing roadway configurations and traffic conditions contribute to safety concerns in the project area.
      • Crashes were identified along a majority of the US 322 corridor with some concentrations at unsignalized intersections (e.g., Elks Club Road/Bear Meadows Road, Neff Road, and Red Mill Road/Mountain Back Road).  Additionally, between 2017 and 2021, nearly 19% of all crashes along US 322 were caused by a heavy vehicle.
      • The Highway Safety Manual (HSM) analysis results indicate the potential for safety improvements along a majority of the US 322 corridor and at unsignalized intersections through the project area. Increasing traffic along US 322 has reduced the number of gaps available for side street and driveway traffic attempting to enter or exit US 322. This causes drivers to make turning movements outside of their comfort zone which contributes to crashes at side street and driveway intersections. Additionally, the large percentage of through traffic exacerbates the issue as these drivers may be unfamiliar with the roadway characteristics. 
    • The roadway network and configuration in the project area lacks continuity and does not meet driver expectations.
      • US 322 is on the National Highway System and is classified as a principal arterial that is intended to provide long-distance connections. US 322, adjacent to the project area (near both Potters Mills and Boalsburg), is a four-lane, limited-access, divided highway facility with exit and entrance ramps to provide access to the local roadway network. This type of roadway is conducive to higher travel speeds and supports regional and interstate travel patterns. These adjacent sections of US 322 feed traffic into the project area, where US 322 is currently a two-lane, non-divided highway with unrestricted access to driveways and intersecting roadways. The abrupt change in roadway configuration and characteristics creates a roadway network that lacks continuity of facility type and function.
      • Within the project area, US 322 serves local, regional, and interstate traffic (including truck and commuter traffic). The road also services other travel modes including farm equipment traffic and bicycle traffic. The change in the roadway cross-section at both ends of the corridor creates inconsistencies which may not meet driver expectations particularly for regional and interstate traffic. The potential for additional uncontrolled access points along US 322 would continue to degrade roadway continuity along the corridor and create additional locations for conflicts that could result in crashes.

    While the SCAC project area and even the PEL study area overlapped the former (SCCCTS) study area, this investigation is being advanced as an independent project based on today's transportation needs, engineering design standards, and environmental considerations. Previous work efforts may be considered during this effort but will be reassessed based on these factors and decisions made with current data and public and agency coordination.

    Under Section 106 of the National Historic Preservation Act, the FHWA and PennDOT must consider the impacts that a project may have on buildings, districts, archaeological sites, structures, and objects that are listed in or eligible for listing in the National Register of Historic Places. To do this properly, FHWA and PennDOT must seek out consulting parties and request their views. A Consulting Party may include individuals or organizations with a demonstrated interest in the project, including a legal or economic interest, or who are concerned with the effects of the project on historic properties. 

    FHWA and PennDOT have the discretion to accept these organizations or individuals as consulting parties. FHWA’s decision is generally based on the historic preservation interests of these organizations or individuals. 

    Consulting party status entitles the participant to share their views, receive and review pertinent information, offer ideas, and consider possible solutions together with FHWA, PennDOT, and other consulting parties.

    As the traffic analysis and coordination with local officials advanced following the PEL Study, PennDOT and FHWA determined that the transportation issues identified along State Route 45 were independent of the US Route 322 corridor and should be studied separately. As a result, the State College Area Connecter project will only focus on the transportation needs and solutions for the 8-mile corridor of US Route 322 from Potters Mills Gap to Boalsburg in the NEPA phase of project development. To advance the separation of the US Route 322 and State Route 45 as independent projects, PennDOT announced the removal of the State Route 45 Connector from the SCAC project on January 19, 2024. Additionally, PennDOT announced that it is allocating up to $3 million to study and address specific safety concerns identified on State Route 45 in Harris and Potter townships. The initial study will focus on the section of State Route 45 between Boal Avenue and the area slightly east of Old Fort. It will analyze existing conditions and identify potential safety, operational, and geometric upgrades.

    Alternatives

    The Planning and Environmental Linkages (PEL) study evaluated a range of alternatives and determined that only a Build Alternative corridor would address the transportation needs within the study area. Nine new location Build Alternative corridors were developed and evaluated. Based on the PEL study results when balancing the overall traffic, environmental, engineering, and planning data and analyses, three Build Alternative corridors (US 322-1OEX, US 322-1S, and US 322-5) centered along existing US 322, were advance identified as reasonable alternatives and advanced for further NEPA study. These three PEL Build Alternatives corridors will act as a starting point for detailed engineering alternative development in the EIS under the NEPA study. 

    However, additional traffic investigations and analysis and coordination with local officials for the State College Area Connector project determined that the PA 45 connector road and interior interchange would provide some localized improvements to PA 45, but was determined not to be needed to address the State College Area Connector project’s purpose and needs along US 322, nor did it address corridor wide issues along PA 45. Therefore, the PA 45 connector and interchange were removed from the State College Area Connector project. Any future consideration of a new connection between PA 45 and US 322 will be addressed as part of an independent PA 45 safety study, as appropriate.

    Funding

    The State College Area Connector project’s NEPA phase (preliminary engineering [PE]/detailed environmental study) were funded under the 2019-2022 Centre County Transportation Improvement Program (TIP).  Additional PE funding, as well as Final Design funding, is included in the 2021-2024 TIP. The Draft 2025 TIP provides additional project funding including right-of-way and utilities. Funding for subsequent phases will be determined after the preliminary engineering (PE)/environmental study phase is complete. ​

    Right-of-Way

    At this time, no properties have been identified for acquisition. Should a property be required for any transportation project, PennDOT would contact individual property owners directly following the preliminary engineering (PE)/environmental study phase of the project and during the final design stage of the project. For more information on the right-of-way acquisition process, please review the department's "When Your Land Is Needed for Transportation Purposes" publication (PDF).

    Public Involvement

    ​Public input is vital to the success of any transportation improvement project. To provide comments or information on this project, visit the Get Involved section of this website or visit the Outreach Calendar to see any scheduled events. In addition, FHWA and PennDOT intend to host two public meetings and a public hearing during the NEPA phase of project development. Sign up on the Get Involved website page, noted above, to receive email notification of these meetings and the hearing.

    Visit the Get Involved or Contact section of this website to provide your contact information to receive notices and alerts.

     

    Who's Involved

    PennDOT, in cooperation with FHWA, will provide direction on all aspects of the State College Area Connector project (environmental, public and agency engagement, engineering design, and traffic analysis) development. PennDOT will refine and develop alternatives to advance for environmental analysis. PennDOT, in cooperation with FHWA, will identify a recommended preferred alternative to advance for final design, right-of-way acquisition, and construction.​

    FHWA, in cooperation with PennDOT, will provide direction on all aspects of the project (environmental, public and agency involvement, engineering design, and traffic analysis) development. FHWA will lead coordination efforts with state and federal agencies and tribal governments. They will also approve provide environmental approval by signing a combined Final Environment Impact Statement and Record of Decision (ROD) which will allow the project to advance for final design, right-of-way acquisition, and construction.

    The design management team is comprised of multiple consulting firms being led by Michael Baker International Inc. The other firms include KCI Technologies Inc., NTM Engineering, Inc., Navarro & Wright Consulting Engineers, and American Engineers Group LLC. Each of these firms bring engineering and environmental technical expertise to support PennDOT in the review and oversight of the preliminary engineering and environmental studies. Their responsibilities include:

    • ​Perform duties as an extension of PennDOT staff.
    • Support PennDOT with agency and public outreach efforts.
    • Review and provide comments to the consultant team on all project materials.
    • Support the consultant team through attending meetings and presenting study information, as appropriate.

     

    The consultant team is comprised of multiple consulting firms being led by Johnson, Mirmiran and Thompson Inc. Other consultant team members include American Geotechnical & Environmental Services Inc.; Drive Engineering Corp.; Erdman, Anthony, Associates Inc.; Larson Design Group Inc.; Quest Corporation of America Inc.; Skelly and Loy Inc.; and Susquehanna Civil Inc.

    The consultant team is responsible for leading technical study efforts including agency coordination, public outreach, traffic analysis, engineering design, and investigations into socio-economic studies, and natural and cultural resources. Their efforts specifically will entail field investigations, resource documentation, traffic counting and simulation, alternative development, alternative impact assessment, report development, and public outreach and engagement.

    • Federal Highway Administration (FHWA)
    • United States Army Corps of Engineers (USACE)
    • United States Environmental Protection Agency (USEPA)
    • United States Fish and Wildlife Service (USFWS)
    • United States Coast Guard (USCG)
    • United State National Park Service (NPS)
    • Pennsylvania Department of Environmental Protection (PA DEP)
    • Centre County Conservation District (CCCD)
    • Pennsylvania Fish and Boat Commission (PA FBC)
    • Pennsylvania Historical and Museum Commission (PHMC)
    • Pennsylvania State Historic Preservation Office (PA SHPO)
    • Pennsylvania Department of Conservation and Natural Resources (PA DCNR)
    • Pennsylvania Game Commission (PGC)
    • Pennsylvania Department of Agriculture (PDA)
    • Pennsylvania Federally Recognized Tribes (Centre County Area)

    • Absentee-Shawnee Tribe of Oklahoma
    • Delaware Nation
    • Eastern Shawnee
    • Oneida Nation
    • Seneca Nation of Indians
    • Seneca-Cayuga Tribe
    • Shawnee Tribe
    • Delaware Tribe of Indians