A PennDOT‑funded engineering study presented to the Pike County commissioners on Nov. 5 recommends dividing the remaining four‑mile Section 405 of State Route (SR) 2001 into five prioritized segments and pursuing improvements in phases to make reconstruction financially achievable.

The study, led by Brian Funkhouser, project manager for Michael Baker Associates, and coordinated by Kate McMahon of the NEPA Metropolitan Planning Organization (NEPA MPO), estimated the cost of full reconstruction under current design standards at between $55 million and $68 million depending on engineering options selected. "Our costs are putting the overall price tag for all of these improvements ranging anywhere from 55 to 68,000,000," Funkhouser said during the presentation.

Why it matters: SR 2001 contains narrow, winding sections where crash history, heavy truck use and limited shoulders create safety risks for motorists. The study says truck traffic on the corridor can be as high as about 9 percent, in part because restrictions on Route 209 divert commercial vehicles onto SR 2001.

Key findings and recommendations

- Segment approach: The corridor should be organized into distinct segments so targeted improvements can be prioritized and funded incrementally rather than seeking one large appropriation for full reconstruction.

- Priority projects: The study lists five priority projects, including replacement of the bridge over Hornbax Creek, multiple widening/reconstruction segments requiring retaining walls, intersection realignment at Silver Lake Road (alternatives include an 80‑degree realignment and a roundabout option estimated at about $6.8 million), and replacement/widening of the bridge over Digmans Creek.

- Design alternatives and tradeoffs: For several segments the study compares an 8 percent maximum vertical grade (which meets current design criteria but raises right‑of‑way and environmental impacts) and a 10 percent grade (which would require a PennDOT design exception but reduce impacts and cost). Funkhouser noted the 8 percent alternative tends to increase right‑of‑way and environmental mitigation costs, resulting in higher overall project estimates.

- Interim safety measures: Because reconstruction is expensive and will take time, the report recommends near‑term, low‑cost interventions such as advanced warning devices, enhanced pavement markings, "flashing stop‑ahead" signs, mill rubble strips, and vegetation clearing to improve sight lines at critical intersections, including the Sisters Deli four‑way stop.

- Truck routing: The study proposes truck‑route signage and routing options to intercept and redirect northbound truck traffic that currently diverts from Route 209 onto SR 2001 (for example toward Route 402), reducing the share of heavy vehicles on the narrow corridor.

Costs and funding pathway

Funkhouser and NEPA staff told commissioners that the reconstructed alternatives raise the earlier planning number (previously cited near $48 million) to $55–68 million depending on alternatives. Kate McMahon, NEPA project manager, said the NEPA MPO's average annual program (the regional Transportation Improvement Program, or TIP) covers roughly $49 million across four counties and cannot fully fund a multistage program of this size without additional sources. "We are going to need to go to PennDOT central office to see if they can provide us with some additional resources," McMahon said.

Commissioners and the presenters agreed the most feasible near‑term step is to pursue discrete bridge work or the component projects that fit existing funding categories (for example, bridge programs) while seeking political support from the township and state officials for larger phases. McMahon said district staff have identified the Hornbax Creek bridge for inclusion in the 12‑year program and that preliminary engineering funding may be available from district allocations.

County response and next steps

Commissioners asked presenters to meet with Delaware Township supervisors to review priorities and solicit local support. The commissioners directed staff to coordinate a follow‑up meeting with PennDOT District 4 and to include the Delaware Township supervisors in discussions. Presenters said they will attend the district meeting next week to begin TIP update conversations.

What was not decided

The presentation did not include any binding commitments of county funds or final selections of alternatives. Commissioners and NEPA staff said those decisions will require additional engineering, environmental review, right‑of‑way analysis and funding commitments from PennDOT central office and other partners.

Provenance: presentation begins at 00:18:51 and continues through Q&A and funding discussion (topic introduced in transcript at 00:18:51; presentation remarks by Brian Funkhouser begin at 00:21:34 and funding discussion appears through 00:36:44).