Phase I

During the Preliminary Alternatives Analysis, the project team developed 1,000-foot wide corridors to assess a variety of alternatives for transportation improvements between the north end of the Meyersdale Bypass and the existing four-lane section of U.S. 219 near the Borough of Somerset. The Phase 1 corridors were displayed at the December 13, 2001 public meeting and were approved by the Federal Highway Administration (FHWA) in February of 2002. The following provides a brief description of the alternatives not carried forward and those that were approved by FHWA for detailed study.

Alternatives Not Advanced For Further Study

Transportation System Management (TSM)

TSM would improve safety and capacity by implementing non-traditional improvements/techniques (i.e., transit, carpooling, park & ride, etc.) and limited construction improvements (i.e., intersection turn lanes, signalization, one-way street system, etc.) TSM usually has more of a positive effect in densely populated urban areas. This alternative does not meet project needs.

Upgrade of existing U.S. 219 including the Garrett shortcut

Upgrades were studied for both U.S. 219 and the Garrett Shortcut. Widening and realignment are needed throughout the study area. Truck lanes are also needed. Impacts to homes and businesses would be dramatic. This alternative does not meet all project needs.

Corridor A

Easternmost corridor, crossing existing U.S. 219 approximately 4 miles north of Garrett, in the vicinity of Beachdale. It provides access to Berlin from an interchange at either S.R. 3010 or existing U.S. 219, is one of the longest alignments studied at approximately 11.4 miles, and utilizes approximately 172 acres of existing right-of-way owned by PENNDOT. It travels primarily through farmland in the southern section and a mix of farmland and forest area in the northern section.

Alternatives Studied In Detail

No Build

Assumes that no measures, other than normal routine maintenance, will be undertaken to improve the safety and capacity problems of existing U.S. 219. This alternative does not meet project needs.

Corridor B

Corridor B was developed as part of the EIS for the US 219-Meyersdale Bypass. It extends in a northerly direction from the southern terminus approximately 6 miles, passing approximately 1½ miles to the east of Garrett. This corridor then crosses over existing US 219, approximately 2½ miles northwest of Garrett, turns northwest for about 1 mile and then turns north, just west of the Somerset Correctional Facility. Corridor B utilizes 105 acres of existing right-of-way owned by PENNDOT. The intersection with S.R. 3010 appears to be the most logical location for an interchange to provide access to Berlin. This interchange would be about 4 miles west of Berlin. There are approximately 118 acres of deep mined area and 74 acres of surface mined area within this corridor, however, this can have good and bad aspects associated with it. The environmental impacts would probably be less in these areas; but engineering costs could be higher due to ground instabilities that may result from past mining activities. Corridor B is the shortest alignment studied, along with Corridor C. Corridor B was recommended for further study in Phase II.

Corridor C

Corridor C extends in a northerly direction from the southern terminus approximately 6 miles, diverging to a maximum of approximately 1 mile west of Corridor B. Corridor C reconnects with Corridor B approximately one mile south of S.R. 3010. From this point, Corridor C follows Corridor B to the northern terminus. As with Corridor B, S.R. 3010 seems to be the most logical location for an interchange to provide access to Berlin. This interchange would be about 4 miles west of Berlin. Corridor C utilizes about 62 acres of previously purchased right-of-way. It passes through less farmland and forested area than Corridor B, but passes through more mined areas. As noted above, this can be good and bad. Although we could readily see that this alignment has reduced environmental impacts, we were not able to fully assess the negative aspects associated with the mined areas until we continued our detailed studies in Phase II, where subsurface exploration was completed. Corridor C is the shortest alignment studied, along with Corridor B. Corridor C was recommended for further study in Phase II.

Corridor C-1

Corridor C-1 was developed in concert with public comment during the December 2000 Public Meeting. It was felt by many that if Corridor C were to cross to the west side of the Garrett Shortcut farther to the south, less farmland would be impacted. Therefore, Corridor C-1 follows Corridor C from the southern terminus to a point just south of the intersection of the Garrett Shortcut and Althouse Road, where it diverges to the west. The alignment then turns to the north and connects to the northern terminus. It utilizes approximately 62 acres of PENNDOT-owned right-of-way. This alignment crosses S.R. 3010, the most logical location for an interchange, on the west side of the Garrett Shortcut. This corridor passes through less farmland and more forested land than Corridor C. Corridor C-1 was recommended for further study in Phase II.

Corridor D

Corridor D was developed from the alignment originally studied in the mid-1970s, and for which PENNDOT had purchased some of the right-of-way. Corridor D extends in a northerly direction from the southern terminus for a distance of approximately 1 mile, turns to the northeast for approximately 3 miles, passing approximately 1½ miles to the east of Garrett. It then turns almost 90 degrees and heads in a northwest direction for approximately 3 miles where it connects with Corridors B and C. This corridor utilizes approximately 178 acres of the existing right-of-way. Potential interchange locations are at the crossing of S.R. 3010 and/or exsting U.S. 219 near Beachdale. Corridor D has high potential impacts to farmlands and the lowest potential impacts to forested areas, compared to the other corridors. Corridor D is the second longest alignment studied, only slightly shorter than Corridor A. Corridor D was recommended for further study in Phase II.

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