PennDot plans changes to U.S. 30 interchanges in Chester County

Changes are coming to several interchanges in Chester County that could affect commuters in roughly a decade, under projects aimed at improving a 7.5-mile stretch of U.S. Route 30.

Pennsylvania’s Department of Transportation is nearing the end of the conceptual design period for proposed changes to interchanges affecting Caln, East Brandywine, Easttown, West Brandywine, Uwchlan, and Downingtown in a project that seeks to reduce traffic congestion and collisions.

PennDot presented the alternatives for the eastern section of the bypass during an online session last week. An in-person poster session is scheduled for Tuesday evening at Pope John Paul II Regional Catholic Elementary School in West Brandywine. But breaking ground remains years out: Construction is expected to start in spring 2034, costing roughly $874 million. The federal government is slated to pick up the bulk of the cost, with the state taking a sliver, officials said last week.

“The purpose is to provide a safe and efficient transportation system by improving safety, reducing future congestion, accommodating planned growth, and improving deficiencies,” said Bruce Masi, consultant project manager with GFT, an engineering consulting firm.

The eastern section of the Coatesville-Downingtown bypass corridor runs from just west of the Reeceville Road interchange, east to the Quarry Road interchange, where it becomes the Exton Bypass, heading toward U.S. Route 202.

Under the plan, PennDot would widen the road by up to 35 feet. It would also introduce flexible-use lanes on the left sides to function as needed during high traffic volume.

A regional transportation center, based in King of Prussia, would monitor the flexible lane through cameras along the route. The flexible lane would likely be used eastbound during the morning commutes, and westbound in the evenings. But it could also be used to facilitate traffic flow after crashes or incidents, Masi said.

Heading west, the flexible lane would begin around the Quarry Road interchange and taper back to a median as you approach State Route 82. Heading east, it would return to a median around the Exton Bypass.

When it comes to actually getting on U.S. 30, changes are coming at different junction points: Reeceville Road, Pennsylvania Routes 340, 322, and 133, and Norwood Road.

Masi presented a slew of options for Norwood Road and Route 113’s interchange, which PennDot is accepting public comment on.

One alternative would leave the existing location for westbound and eastbound on- and off-ramps, updated to meet current standards. It would also create two new “movements” that do not currently exist: Drivers headed west would exit onto a bridge that crosses over U.S. 30, and then tie back in with State Route 113; another ramp would run drivers eastbound. This model has the fewest predicted crashes, and wiggle room for cars to weave, but would potentially have a higher environmental impact.

“What that does is creates a full interchange — all movements at 113, but in this alternative, we retain the Norwood Road ramps as well,” Masi said.

Other alternatives would remove the existing ramps at Norwood Road for the public, and traffic using those ramps would redistribute through the region, Masi said.

Removing the ramps on Norwood Road would also go against the wishes of the public, emergency services, and the municipalities. PennDot was looking to mitigate those effects, Masi said.

In another alternative, Norwood House Road would be relocated north of an existing apartment complex, into the side of a hill.

The last alternative would tweak the configuration of Norwood House Road to use it as a direct connection between Norwood Road and State Route 113.

While PennDot awaits public review and input on Norwood Road, its selected alternatives would affect several other interchanges.

Near Caln, at Reeceville Road, PennDot would replace the current structure and add traffic lights for westbound and eastbound drivers on Reeceville Road.

Fisherville Road would be relocated north, to sit between the CVS and Wawa, but a remnant of the road would connect to the existing properties.

On State Route 340 between Caln and Downingtown, PennDot would scale up the current interchange for longer ramps, and add a single-lane roundabout to eliminate the traffic signal at the U.S. 30 westbound intersection.

West Bondsville Road would be moved north to maintain access to residences.

Continuing east, State Route 322 around Downingtown would create a new traffic flow with traffic lights at either end of the interchange, to prevent left-turning cars from crossing paths with approaching vehicles. The change would affect drivers stopping for coffee or gas at the Royal Farms or heading to PennDot’s park-and-ride, however. It would become a right-turn-in and right-turn-out only traffic flow.

Lloyd Avenue would also be relocated.

Electronic comments are being taken through Feb. 6. Paper comment forms are available at Tuesday’s open house.

Property impacts are not yet known, officials said. If a property is needed for the project, PennDot will reach out.

Once PennDot closes out its conceptual design, it will start preliminary engineering and environmental evaluation. The public will be able to weigh in again between that period and the final design period, before the plans go out for construction bids.

This suburban content is produced with support from the Leslie Miller and Richard Worley Foundation and The Lenfest Institute for Journalism. Editorial content is created independently of the project donors. Gifts to support The Inquirer’s high-impact journalism can be made at inquirer.com/donate. A list of Lenfest Institute donors can be found at lenfestinstitute.org/supporters.