Special routes of U.S. Route 30

Several special routes of U.S. Route 30 exist. In order from west to east they are as follows.

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U.S. Route 30
Highway system
United States Numbered Highway System List Special Divided

Existing

Saint Helens business loop

U.S. Highway 30 Business
Location	Saint Helens, Oregon
Existed	2012–present

U.S. Route 30 Business in Saint Helens, Oregon uniquely uses "Interstate Business Loop" shields.[1]

Portland bypass

U.S. Highway 30 Bypass
Location	Portland, Oregon

U.S. Route 30 Bypass is the Northeast Portland Highway No. 123. It runs along the following streets before rejoining US 30/I-84 in Fairview: N.W. Bridge Avenue, St. Johns Bridge, N. Philadelphia Avenue, N. Ivanhoe Street, N. Richmond Avenue, N. Lombard Street, N.E. Lombard Street, N.E. Portland Highway, N.E. Killingsworth Street, and N.E. Sandy Boulevard. It terminates at US 30/I-84 at the N.E. 238th Drive interchange.

Ontario business loop

U.S. Highway 30 Business
Location	Ontario, Oregon

U.S. Route 30 Business is a business route signed in the Ontario, Oregon area. This road is part of the Olds Ferry-Ontario Highway No. 455.

Green River business loop

U.S. Highway 30 Business
Location	Green River, Wyoming

U.S. Route 30 Business is a business route signed in the Green River, Wyoming area. This road is entirely overlapped with Interstate 80 Business Loop.

Rock Springs business loop

U.S. Highway 30 Business
Location	Rock Springs, Wyoming

U.S. Route 30 Business is a business route signed in the Rock Springs, Wyoming area. Like the one in Green River, the road is entirely overlapped with the Interstate 80 Business Loop.

Rawlins business loop

U.S. Highway 30 Business
Location	Rawlings, Wyoming

U.S. Route 30 Business is a business route signed in the Rawlins, Wyoming area. Like the ones in Green River and Rock Springs, the road is entirely overlapped with the Interstate 80 Business Loop.

Marshalltown business loop

U.S. Highway 30 Business
Location	Marshalltown, Iowa
Existed	1997–present

U.S. Route 30 Business is a business route that runs along Iowa Avenue in Marshalltown, Iowa. The route runs on the former alignment of US 30 through the town, a 1950s-era bypass of Marshalltown that was bypassed in 1997 by a freeway ³⁄₄ mile (1.2 km) south of the original bypass.[2][3]

Tama–Toledo business loop

U.S. Highway 30 Business
Location	Tama-Toledo, Iowa
Existed	2011–present

U.S. Route 30 Business is a business route located in Tama and Toledo. In the early 2010s, a new freeway was built for US 30 between the two towns. When the freeway opened, the business route was designated along the old route.

Cedar Rapids emergency route

U.S. Highway 30 Emergency
Location	Cedar Rapids, Iowa
Existed	1985–present

U.S. Route 30 Emergency is an emergency bypass of a segment of the US 30 freeway bypass of Cedar Rapids, Iowa. Since the Cedar Rapids bypass of US 30 was completed in 1985, on occasion, traffic has had to be rerouted off the road. The bypass's proximity to the Union Pacific Railroad mainline resulted in an elevated roadway between Edgewood Road and Sixth Street SW. When strong winds come from the south, fog produced by an Archer Daniels Midland plant adjacent to the highway billows over the road making driving dangerous. The Iowa DOT set up an emergency detour from Edgewood Road SW north to 16th Avenue SW east to 6th Street SW back to US 30. The frequency of fog-related detours has decreased in recent years due to improved technology and the plant's expansion and relocation of cooling towers away from the highway.[4]

Dalton alternate route

U.S. Route 30 Alternate
Location	Dalton, Ohio
Existed	1963–present

U.S. Route 30 Alternate is a 3-mile (4.8 km) alternate route through downtown Dalton, Ohio. It follows the original route of US 30 through town, while the mainline designation follows a 4-lane bypass.

Bedford business loop

U.S. Route 30 Business
Location	Bedford, Pennsylvania
Existed	1982–present

U.S. Route 30 Business is a 3-mile (4.8 km) business loop through the borough of Bedford, Pennsylvania. In 1970, US 30 became a freeway around the town, to avoid congestion for travellers along the Pennsylvania Turnpike or U.S. Route 220 (today also Interstate 99), a pair of area freeways from which Bedford was a major travel stop. After the creation of the bypass, the original path of US 30 along Pitt Street became a business route, travelling as a narrow two-lane stretch through the town, with a four-lane segment near some light industrial development before its eastern terminus.

Everett business loop

U.S. Route 30 Business
Location	Everett, Pennsylvania
Existed	1982–present

US 30 Bus. westbound concurrent with PA 26 northbound on Main Street in Everett

U.S. Route 30 Business is a 2-mile (3.2 km) business loop through the borough of Everett, Pennsylvania. In 1982, a freeway bypass was constructed around the town because of its low-speed limits and lack of opportunities for highway widening. As a result, the original alignment of US 30 became a business route. It is two lanes through the small, crowded town. Near the eastern edge of the routing, alternate third passing lines are provided, as the road traverses a county park and a golf course.

Chester County business loop

U.S. Route 30 Business
Location	Chester County, Pennsylvania
Length	18.79 mi[5] (30.24 km)
Existed	1963–present

U.S. Route 30 Business is a 19-mile (31 km) business route of U.S. Route 30 in Chester County, Pennsylvania. The route preserves the former alignment of US 30 between Sadsbury Township and East Whiteland Township. U.S. Route 30 follows a limited-access bypass between these two points.

U.S. Route 30 Business runs east from the west end of the US 30 bypass in Sadsbury Township on the Lincoln Highway, a short distance east of Pennsylvania Route 10. It heads east into Valley Township and into the city of Coatesville. In Coatesville, US 30 Business shares a brief concurrency with Pennsylvania Route 82. It runs through the heart of the city before crossing into Caln Township. Through Caln Township, between Coatesville and Downingtown, the route parallels Amtrak's Keystone Corridor to the north. In Thorndale, US 30 Business intersects the eastern terminus of Pennsylvania Route 340.

Westbound US 30 Business in Downingtown

US 30 Business continues into Downingtown, where it is known as Lancaster Avenue. In the center of Downingtown, the route features a brief concurrency with U.S. Route 322. The route then runs concurrent with U.S. Route 322 Truck, which provides a truck bypass of a low clearance underpass on US 322. The two routes intersect the southern termini of both Pennsylvania Route 282 and Pennsylvania Route 113 before splitting at the intersection with Quarry Road in East Caln Township, where US 322 Truck turns south. At that intersection, US 30 Business features an interchange with the US 30 bypass, with access to and from eastbound US 30 provided by Quarry Road.

The road then enters West Whiteland Township, where it resumes the name of Lincoln Highway. In Exton, it intersects Pennsylvania Route 100 near the Exton Square Mall. U.S. Route 30 Business then continues into East Whiteland Township, where it ends at an interchange with the eastern end of the US 30 bypass and the U.S. Route 202 expressway.

Major intersections
The entire route is in Chester County.

Location	mi[5]	km	Destinations	Notes
Sadsbury Township	0.00	0.00	US 30 west (Coatesville Downingtown Bypass/Lincoln Highway)	Interchange, western terminus
Coatesville	5.09	8.19	PA 82 south (Strode Avenue)	West end of PA 82 overlap
	5.50	8.85	PA 82 north (1st Avenue)	East end of PA 82 overlap
Caln Township	9.74	15.68	PA 340 west (Bondsville Road) – Wagontown	Eastern terminus of PA 340
Downingtown	11.98	19.28	US 322 west (Manor Avenue) to US 30	West end of US 322 overlap
	12.16	19.57	US 322 east (Brandywine Avenue) – West Chester	East end of US 322 overlap, west end of US 322 Truck overlap
	12.30	19.79	PA 282 west (Green Street)	Eastern terminus of PA 282
	12.68	20.41	PA 113 north (West Uwchlan Avenue) to Penna Turnpike	Southern terminus of PA 113
East Caln Township			US 322 Truck east (Quarry Road)	Eastern terminus of concurrency with US 322 Truck
	13.91	22.39	US 30 (Coatesville Downingtown Bypass/Exton Bypass) – Coatesville, Lancaster, King of Prussia	Interchange
West Whiteland Township	16.48	26.52	PA 100 (Pottstown Pike) – Pottstown, West Chester
	18.79	30.24	US 30 (Exton Bypass/Lancaster Avenue) – Downingtown US 202 – King of Prussia, West Chester	Interchange, eastern terminus
1.000 mi = 1.609 km; 1.000 km = 0.621 mi       Concurrency terminus

Downingtown business loop alternate truck route

U.S. Route 30 Business Alternate Truck
Location	Downingtown, Pennsylvania
Existed	2013–present

US 30 Alternate Truck Business In Downingtown

U.S. Route 30 Business Alternate Truck (US 30 Bus. Alt. Truck) is a truck route of US 30 Bus. around a weight-restricted bridge over the East Branch Brandywine Creek in Downingtown, Pennsylvania, on which trucks over 36 tons and combination loads over 40 tons are prohibited. The route follows US 322, the US 30 freeway, and PA 113. US 30 Bus. Alt. Truck runs concurrent with US 322 Alt. Truck along US 30 and PA 113.[6][7]

Former

Portland business loop

U.S. Highway 30 Business
Location	Portland, Oregon
Length	5.56 mi[8] (8.95 km)

U.S. Route 30 Business was a 5.56-mile-long (8.95 km)[8] business route for U.S. Route 30 in eastern Portland, Oregon, running along Burnside Street and Sandy Boulevard. Unlike a standard business route, neither end was at US 30 - the west end was at Oregon Route 99E (Martin Luther King Boulevard and Grand Avenue; Pacific Highway East) at the east end of the Burnside Bridge, and the east end was at U.S. Route 30 Bypass (Northeast Portland Highway) at the Interstate 205 interchange. It crossed US 30, which is concurrent with Interstate 84, at around its midpoint. The whole route was the Sandy Boulevard Highway No. 59 (see Oregon highways and routes) until July 10, 2003, when it was given to the city (along with an adjacent part of Route 99E a month later).[9] The US 30 Business designation was removed from what had become a city street on July 5, 2007.[10]

Though the west end was just south of an interchange with US 30/I-84, there are no ramps pointing in the correct direction. The reason for this strange end is that US 30 originally exited I-84 there and ran south on Route 99E, and then turned west onto the Burnside Bridge through downtown. (It continued along Burnside Street, 18th Avenue/19th Avenue, Vaughn Street, Wardway Street and St. Helens Road.) When US 30 was realigned to use Interstate 5 and Interstate 405 around the north side of downtown, US 30 Business remained the same (except for a one-block extension west from Route 99E northbound, resulting in a milepost of -0.05 for the west end at Route 99E southbound).

Major intersections
The entire route was in Portland, Multnomah County.

mi[8]	km	Destinations	Notes
−0.05	−0.080	To I-5 south / Burnside Bridge to Naito Parkway – Salem	Continuation beyond OR 99E
−0.05	−0.080	OR 99E south (Southeast Martin Luther King Jr. Boulevard)
0.00	0.00	OR 99E north (Northeast Grand Avenue) to I-5 north / I-84 east / US 30 east – Oregon City, Salem
0.36	0.58	East Burnside Street
1.89	3.04	I-84 / US 30 (Banfield Expressway) to I-5 – Portland City Center
4.52	7.27	OR 213 (Northeast 82nd Avenue)
5.51	8.87	US 30 Byp. (Columbia Boulevard, Sandy Boulevard) to I-205
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Portland alternate route

U.S. Highway 30 Alternate
Location	Portland – Troutdale
Existed	1930s–1960s

U.S. Route 30 Alternate was an alternate of U.S. Route 30. The route began at U.S. 30 at the intersection of Bunside and Sandy, and ran along Burnside Street, Gilham Avenue, Thorburn Street, Washington Street and Stark Street (alternately known as Baseline Road due to being the baseline of the Willamette Stone), before rejoining U.S. 30 at the intersection of Stark and Crown Point Highway.[11][12] It stemmed from the desire by the city of Gresham, Oregon to be connected to U.S. 30. The route existed in maps from the 1920s, 1930s and 1940s, but has long since been deleted.

Idaho-Utah-Wyoming southern route

U.S. Route 30S
Location	Burley, Idaho–Granger, Wyoming
Existed	1926–1970s

U.S. Route 30 South or US 30S was an initially a split route, and later an alternate route, of US Route 30 between Burley, Idaho and Granger, Wyoming. US 30S followed the general route of today's Interstate 84 across Idaho and western Utah, and Interstate 80 across eastern Utah and Wyoming. The route was decommissioned in the 1970s.

In the initial proposals for the US Highway System, all of US Route 30 was to follow the Lincoln Highway, with the western terminus at Salt Lake City, Utah. The Lincoln Highway Association was upset as refinements to the initial proposal modified the route of US 30 to break from the Lincoln Highway in Wyoming and proceed to the Pacific Northwest, as they were assured that the Lincoln Highway would have a single numerical designation. Utah was upset at these modifications, as they would completely remove the US 30 routing in that state. Wyoming, Nevada, Idaho and Utah all made conflicting proposals for the route. As a compromise, a split route was approved.[13] In the approved U.S. Highway System numbering plan in 1926, US Route 30 split between Idaho and Wyoming. US 30N, the northern route, passed directly from Wyoming to Idaho, while a southern route entered Utah.[14] Eventually the northern route became mainline US Route 30, leaving US 30S as an alternate route.

In the state of Utah's route logs, US Route 30S is acknowledged as late as 1970 in numerous highway transfer resolutions as segments of interstates 80 and 80N were completed. However, all references to US 30S are gone from the state's highway resolutions by the time the state requested a designation change of I-80N to its modern designation of I-84 in 1977.[15]

In all three states, the freeway replacements used shorter, straighter alignments compared to the former US 30S; some small towns were bypassed when the two lane roads were replaced with freeways. A significant case is at the Idaho state line, where I-84 runs several miles to the east of the former US 30S. Portions of the former alignment of US 30S in this area are now designated Idaho State Highway 81, Utah State Route 42 and Utah State Route 30. Another significant deviation is at the eastern terminus of US 30S, where Intestate 80 was routed several miles south of Granger, bypassing the town.

Nebraska–Iowa alternate route

U.S. Highway 30 Alternate
Location	Near Clarks, Nebraska–Missouri Valley, Iowa
Existed	1930s–1960s

U.S. Highway 30 Alternate was an alternate route of US 30 that ran between Council Bluffs and Missouri Valley, Iowa. The route was created on the former US 30 alignment by the mid-1930s when US 30 was routed west of Missouri Valley on old Iowa Highway 130.[16] By the end of the 1960s, US 30 Alternate became Iowa Highway 183.[17]

Central Iowa alternate route

U.S. Highway 30 Alternate
Location	Ogden–Marshalltown, Iowa
Existed	1973–1981

U.S. Highway 30 Alternate (US 30 Alternate) was a former mainline routing of US 30 through central Iowa that was bypassed by a four-lane highway in 1973. The alternate route began in Ogden, where the bypass began, and passed through Boone, Ames, Nevada, Colo, and State Center. The route ended between State Center and Marshalltown. It was in service for eight years before it became Iowa 930, which was an unsigned highway.

Clinton alternate route

U.S. Highway 30 Alternate
Location	Clinton, Iowa
Existed	1957[18]–1967[19]

U.S. Route 30 Alternate was an alternate route of US 30 that ran through Clinton, Iowa. In 1957, US 30 was rerouted over the Gateway Bridge across the Mississippi River, and Iowa Highway 136 was designated to cross the Lyons-Fulton Bridge.[20] However, by 1957, the old alignment through Clinton and across the Lyons-Fulton Bridge was numbered U.S. Route 30 Alternate.[21] By 1967, US 30 Alternate was reverted to Iowa Highway 136.[22][23]

Chicago alternate route

U.S. Route 30 Alternate
Location	Sterling-Lynwood, Illinois
Existed	1942–1971[24]

U.S. Route 30 Alternate was an alternate route of US 30 after U.S. Route 330 was decommissioned in 1942. It ran from Sterling through Chicago to Lynwood near the Illinois-Indiana state line. By the early 1970s, the alternate route was removed and partly replaced by Illinois Route 38.

Aurora business route

U.S. Route 30 Business
Location	Aurora, Illinois
Existed	1959–1970[24]

U.S. Route 30 City (later named U.S. Route 30 Business) was a business route for US 30. By 1959, US 30 was rerouted south of Sugar Grove after the southern bypass was completed. The old route that ran through Aurora was designated as a business route. It followed Galena Boulevard and Hill Avenue. In 1970, the business route was decommissioned entirely.

Illinois toll route

Main article: Interstate 88 (Illinois)

U.S. Route 30 Toll
Location	Ford Heights-Aurora, Illinois
Existed	1958–1960s

U.S. Route 30 Toll was a toll route of US 30. In 1958, Toll US 30 was formed after the East-West Tollway and the Tri-State Tollway were finished. The toll route followed the original route of the East-West Tollway, a southern portion of the Tri-State Tollway, and present-day Illinois Route 394 before reaching US 30 in Fort Heights. By the mid 1960s, Toll US 30 was decommissioned and was partly replaced with Illinois Route 190.[25]

US 30S in Ohio

U.S. Route 30S
Location	Delphos-Mansfield, Ohio
Existed	1920s–1973

Between Van Wert and Mansfield, Ohio, US 30 split into a more direct route as US 30 N and a less direct route, US-30S. U.S. Route 30S, a divided U.S. route of US 30 until November 1973 when what was US 30N became the mainline of US 30.[26][27] US 30S was numbered in the 1920s to avoid conflict from local business owners worried about the diversion of traffic from their shops along the southern route.[28]

The whole of old US 30S in Ohio is now Ohio State Route 309.

Allegheny County truck route

U.S. Route 30 Truck
Location	Allegheny County, Pennsylvania
Existed	2013–early 2017

U.S. Route 30 Truck was a truck route around a weight-restricted bridge over the South Fork Montour Run in North Fayette Township near Pittsburgh, Pennsylvania, on which trucks over 29 tons and combination loads over 40 tons are prohibited. The route followed Clinton Road and Interstate 376.[6][29]

Philadelphia bypass

U.S. Route 30 Bypass
Location	Bryn Mawr-Philadelphia, Pennsylvania

U.S. Route 30 Bypass (US 30 Byp.) was a bypass route of a section of US 30 between Bryn Mawr and Philadelphia in Pennsylvania. It was also known as U.S. Route 30 Alternate (US 30 Alt.) in Philadelphia. The route began at US 30 in Bryn Mawr and headed southeast on County Line Road, forming the border between Delaware County to the southwest and Montgomery County to the northeast. US 30 Byp. fully entered Delaware County and continued through suburban areas as Haverford Road. The road curved into Montgomery County, where it passed through Penn Wynne, before it crossed into Philadelphia at the US 1/US 13 Byp. (City Avenue) intersection, where it became Haverford Avenue. The bypass route continued east along Haverford Avenue and Lansdowne Avenue, reaching its eastern terminus at another intersection with US 30.[30] PA 201 was originally designated along Haverford Road and Haverford Avenue by 1928, running between US 30 (Lancaster Pike) in Bryn Mawr and US 30 (Lancaster Avenue) in Philadelphia.[31][32] US 30 Byp. was cosigned with PA 201 by 1940, continuing east from PA 201's eastern terminus along Lancaster Avenue, then becoming concurrent with US 1/US 13 on Powelton Avenue, 31st/32nd Streets, and Spring Garden Street before rejoining US 30 across the Schuylkill River at Eakins Oval.[33] By 1950, PA 201 was decommissioned.[34] In the 1950s, the eastern terminus of US 30 Byp. was rerouted along Lansdowne Avenue to end at US 30.[30] US 30 Byp. was decommissioned in the 1960s.[35]

Major intersections

County	Location	mi	km	Destinations	Notes
Delaware–Montgomery county line	Radnor Township–Lower Merion Township line			US 30 (Lancaster Avenue)	Western terminus
Montgomery–Philadelphia county line	Lower Merion Township–Philadelphia line			US 1 / US 13 Byp. (City Avenue)
Philadelphia	Philadelphia			US 30 (Lancaster Avenue)	Eastern terminus
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References

1. "Google Street View". Google. Retrieved May 11, 2018.
2. 2008 Volume of Traffic on the Primary Road System of Iowa (PDF) (Report). Iowa Department of Transportation. January 1, 2008. Retrieved March 1, 2010.
3. Iowa State Highway Map (PDF) (Map). Iowa Department of Transportation. 1997. Retrieved April 24, 2010.
4. Hogan, Dick (December 31, 2001). "Highway 30 Sign Still Not Repaired". The Gazette. Cedar Rapids – Iowa City. p. 5.
5. DeLorme Street Atlas 2007, Toggle Measure Tool. Retrieved on 2007-07-02.
6. "Risk-Based Bridge Postings - State and Local Bridges" (PDF). Pennsylvania Department of Transportation. October 8, 2013. Retrieved December 18, 2014.
7. Google (February 10, 2016). "overview of U.S. Route 30 Business Alternate Truck" (Map). Google Maps. Google. Retrieved February 10, 2016.
8. "Digital Video Log". Oregon Department of Transportation. August 6, 2002. Retrieved December 21, 2014.
9. Oregon Department of Transportation, Jurisdictional Transfer Amendments to the Oregon Highway Plan (PDF)
10. Oregon Department of Transportation, Descriptions of US and OR Routes, July 2007, accessed May 2008
11. "ORoads: US Route 30 Alternate (Portland)". Retrieved 2011-09-25.
12. "SYSTEM auto parks and garages of Oregon INC". Retrieved 2011-09-25.
13. Richard F. Weingroff, From Names to Numbers: The Origins of the U.S. Numbered Highway System
14. United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials (Map). 1:7,000,000. Cartography by U.S. Geological Survey. Bureau of Public Roads. November 11, 1926. OCLC 32889555. Retrieved December 27, 2013.
15. "Route 3, Route 2". Highway Resolutions. Utah Department of Transportation. November 2007. Retrieved April 12, 2017.
16. Iowa State University (2005). "Iowa Geographic Map Server". Retrieved April 10, 2010.
17. Iowa State Highway Map (PDF) (Map). Iowa State Highway Commission. 1973. Retrieved April 10, 2010.
18. Illinois Division of Highways; H.M. Gousha (1957). Illinois Official Highway Map (Map). [1:805,000]. Springfield: Illinois Division of Highways – via Illinois Digital Archives.
19. Illinois Division of Highways; Rand McNally (1967). Illinois Official Highway Map (Map). [1:772,500]. Springfield: Illinois Division of Highways – via Illinois Digital Archives.
20. Iowa State Highway Map (PDF) (Map). Iowa State Highway Commission. 1956. Retrieved April 10, 2010.
21. Iowa State Highway Map (PDF) (Map). Iowa State Highway Commission. 1957. Retrieved April 10, 2010.
22. Illinois Division of Highways; Rand McNally (1967). Illinois Official Highway Map (Map). [1:772,500]. Springfield: Illinois Division of Highways – via Illinois Digital Archives.
23. Iowa State Highway Map (PDF) (Map). Iowa State Highway Commission. 1968.
24. "Routes in Illinois (21-40)".
25. Illinois Division of Highways; Rand McNally (1964). Illinois Official Highway Map (Map). [1:757,500]. Springfield: Illinois Division of Highways – via Illinois Digital Archives.
26. "Renaming Of Rt. 30s Draws No Opposition". The Lima News. October 12, 1973. p. 13. Retrieved August 20, 2014.
27. Butko, Brian (2013) [2005]. Greetings from the Lincoln Highway. Stackpole Books. p. 84. Retrieved August 20, 2014.
28. Associated Press (September 20, 1973). "Eye U.S. 30 Location". The Times Bulletin. p. 1. Retrieved August 20, 2014.
29. Google (August 14, 2015). "overview of U.S. Route 30 Truck in Allegheny County" (Map). Google Maps. Google. Retrieved August 14, 2015.
30. Official Map of Pennsylvania (back) (PDF) (Map). Pennsylvania Department of Highways. 1960. Retrieved January 16, 2014.
31. Pennsylvania Highway Map (Philadelphia Metro) (Map). Gulf Oil. 1928. Retrieved November 8, 2007.
32. Tourist Map of Pennsylvania (back) (PDF) (Map). Pennsylvania Department of Highways. 1930. Retrieved January 16, 2014.
33. Official Road Map of Pennsylvania (back) (PDF) (Map). Pennsylvania Department of Highways. 1940. Retrieved January 1, 2014.
34. Official Road Map of Pennsylvania (back) (PDF) (Map). Pennsylvania Department of Highways. 1950. Retrieved January 16, 2014.
35. Official Map of Pennsylvania (back) (PDF) (Map). Pennsylvania Department of Highways. 1970. Retrieved January 16, 2014.