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U.S. Route 48
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U.S. Route 48 marker
U.S. Route 48
Corridor H
Map
US 48 (as of February 2017) highlighted in red
Route information
Length157 mi[1] (253 km)
Existed2002[2]–present
Tourist
routes		 Virginia Byway
Major junctions
West end I-79 / US 33 / US 119 at Weston, WV
Major intersections US 220 / WV 28 / WV 55 at Moorefield, WV
East end I-81 / SR 55 at Strasburg, VA
Location
CountryUnited States
StatesWest Virginia, Virginia
CountiesWV: Lewis, Upshur, Barbour, Randolph, Tucker, Grant, Hardy
VA: Shenandoah
Highway system
← US 46US→ US 49
← WV 47WV→ WV 49
← SR 47VA→ SR 48

U.S. Route 48 (US 48), also known as the incomplete Corridor H of the Appalachian Development Highway System, extends from Interstate 79 (I-79) in Weston, West Virginia, eastward across the crest of the Allegheny Mountains to I-81 in Strasburg, Virginia. It is planned to extend 157 miles (253 km) from northwestern Virginia to central West Virginia.

The route is planned as a four-lane divided highway and has been constructed in segments, most of which are open. The westernmost portion from Weston to Lorentz was constructed in the 1970s; the extension east to Elkins was constructed in the early 1990s, and the segment between Davis and Wardensville was constructed in segments which opened during 2002–2016. As of 2020, two segments are not yet upgraded and remain having the U.S. 48 designation: Kerens–Davis and Wardensville–Strasburg.

West Virginia's segment of Corridor H crosses very mountainous terrain, some of the most rugged in the eastern United States, and crosses two major rivers. There are more than 1000 historic structures, five historic districts, two Civil War battlefields, and other archaeological sites within five miles (8.0 km) of Corridor H, and the highway crosses through two national forests. There are over 50 species of plants and animals that are protected under the Endangered Species Act and more than 150 native trout streams, thousands of acres of wetlands and high mountain bogs, areas of karst terrain, and abandoned coal mines within the Corridor H study area.

Two previous highways were designated as US 48. The first, in California, was incorporated into the route of US 50; the second, in western Maryland and West Virginia, was redesignated Interstate 68.

Route description

[edit]

West Virginia

[edit]

US 48 begins as a four-lane divided highway at an interchange with Interstate 79 outside Weston. It follows the valley of Stonecoal Creek and then Fink Run until it crosses the Buckhannon River at Buckhannon. It then cuts across the Allegheny Plateau, and crosses through the water gap of the Tygart Valley River between Rich Mountain and Laurel Mountain to reach Elkins.

It then travels north up the Leading Creek valley. At Kerens the divided highway ends, and the US 48 designation follows U.S. Route 219 as it continues up Leading Creek, turns east across to travel down Haddix Run, crosses the Cheat River at Parsons, and then crosses the Allegheny Mountains highlands to Thomas. At this point, it briefly follows West Virginia Route 32 to Davis, after which it again becomes a four-lane divided highway. US 48 travels up Beaver Creek and passes by Mount Storm Lake.

US 48 then descends the Allegheny Front near Bismarck. It then crosses Patterson Creek Mountain to reach Moorefield, where it crosses the South Branch Potomac River. It then ascends South Branch Mountain, during which it crosses the Clifford Hollow Bridge, and then descends to Baker. The highway then follows the Lost River and Cacapon River down to Wardensville, where the four-lane highway again ends. It then ascends to the ridge of Great North Mountain, where it crosses the border into Virginia.

Virginia

[edit]
See also: Virginia State Route 55

US 48 is fully signed along the portion of current State Route 55 (Virginia SR 55) west of I-81. The route begins at the West Virginia state line at the highway's summit of Great North Mountain, signed as US 48 and WV 55 from Wardensville. Entering Virginia, US 48 heads northeast as two-lane Wardensville Pike through George Washington National Forest and descends the mountain to the settlement of Star Tannery, where the highway leaves Frederick County by crossing Cedar Creek.[3][4] The road's name changes to John Marshall Highway, and it passes around the northern end of Little North Mountain near the community of Wheatfield, turning south. US 48 passes through the Shenandoah County communities of Lebanon Church and Clary on its way to a diamond interchange with I-81, which serves as US 48's eastern terminus.[4][5]

History

[edit]
Special mileposts identify US 48 as part of Appalachian Development Highway System Corridor H.

The Appalachian Regional Development Act of 1965 was passed as part of an effort to stimulate economic growth in Appalachian rural areas. The Appalachian Regional Commission (ARC) was created by the act, which also authorized the ARC to create the Appalachian Development Highway System (ADHS). The Appalachian region, as defined by the act, stretches from Mississippi to New York. Congress defined it to "provide a highway system which, in conjunction with the Interstate System and other Federal-aid highways in the Appalachian region, will open up an area or areas where commerce and communication have been inhibited by lack of adequate access". Some 23 transportation corridors were to be developed as part of the ADHS, and Corridor H was designated in 1965.

Corridor H has had a particularly controversial history as conservationists and environmentalists vied with federal agents, developers and the business community over the issue of what constituted the most environmentally sensitive route among several alternatives.

This current designation for Corridor H is inconsistent with the AASHTO numbering scheme, which places east–west U.S. Routes in ascending numerical order southward across the continental U.S. The current route is located south of US 50 and north of US 60 and therefore should have a route number in the 50s. However, there are no unused even numbers in the 50s, since US 52, US 54, US 56, and US 58 already exist.

Corridor H was originally envisioned as an Appalachian Regional Development (ARD) corridor highway that was to run from Weston, West Virginia, to Strasburg or New Market, Virginia, via Elkins, West Virginia. This proposed four-lane highway soon became one of the most controversial APD corridor highways in West Virginia that would lead to numerous legal (and political) battles within the state. The state was forced to deal with numerous environmental and economic issues, a battle that would continue for 40 years.

Lawsuits and settlements

[edit]

Corridor H Alternatives (CHA) filed a lawsuit, the first for the project since its realignment, in U.S. District Court in November 1996 challenging the Record of Decision for the entire 100-mile (160 km) Corridor H project.[6][7] The lawsuit stated that the Federal Highway Administration (FHWA) violated the National Environmental Policy Act (NEPA) by "failing to consider an improved roadway alternative (IRA) and by failing to prepare a Supplemental EIS to consider the impacts of the Corrick's Ford Battlefield alignment shift." The lawsuit further states that the FHWA "violated laws by issuing a Record of Decision prior to completing the evaluation of Corridor H's impacts" on historic structures and lands.[8]

In 1997, briefs were filed and oral arguments took place. In October, the U.S. District Court ruled in favor of the Federal Highway Administration and the West Virginia Department of Transportation on all counts, however, CHA appealed the ruling to the U.S. Court of Appeals.

Briefs were once again filed in 1998 and oral arguments were presented throughout the year. In September, the CHA filed a second lawsuit that challenged the FHWA's findings of "no constructive" use for two properties. In November of that year, the Court system ordered the Department of Transportation to halt construction of Corridor H except for a 3.5-mile (5.6 km) section near Elkins.

In 1999, the U.S. Court of Appeals ruled in favor of the FHWA and the West Virginia Department of Transportation on the first lawsuit. On the second lawsuit, the court ruled in favor of CHA, stating that "all studies of historic properties must be completed before construction proceeds." In March, the Court dismissed the second lawsuit without prejudice, and allowed the CHA to file a new lawsuit challenging the decisions of the FHWA and the West Virginia Department of Transportation when Section 106/section 4(f) is complete for the entire Corridor H project. In May, a court order was produced that prohibited the FHWA from proceeding further with Corridor H until they have completed the Section 106 process and issued an amended Record of Decision. There were two exceptions to this however: work was allowed to proceed on the "Northern Elkins Bypass" and design work was allowed to proceed. This was the 5.5-mile (8.9 km) segment of Corridor H between Elkins and Kerens, or Phase I.

In December 1999, an agreement was reached. The Corridor H project was to be divided into nine separate projects from Elkins, West Virginia, to the Virginia state line. As stated in the agreement, impacts were to be avoided near Corricks Ford/Shavers Fork Valley and Blackwater Canyon; the completion of ongoing studies; and the deferment of the Wardensville, West Virginia, to Virginia state line segment with final design and right-of-way acquisition restricted until specific conditions are met not to exceed 20 years. This delay could be shortened if Virginia approves their 14-mile (23 km) section of Corridor H (US 48) between the West Virginia state line and Interstate 81, if traffic increases significantly on WV 55 between Wardensville and the state line, or if it is required to ensue eligibility for Appalachian highway corridor funding.

The agreement also established alternative dispute resolution procedures and that the plaintiffs were to waive the right to bring future lawsuits against the FHWA and the West Virginia Department of Transportation that would seek any further study of any alternative that does not include completing Corridor H as a continuous four-lane highway.[6]

One of the leading firms on the Corridor H project, the Michael Baker Corporation, proposed and designed two 20-acre (81,000 m2) wetland mitigation sites.[9] In addition, Baker, in conjunction with the West Virginia Department of Highways and the Federal Highway Administration, developed a "comprehensive mitigation plan for vegetative, water quality, acid drainage and wildlife issues for the entire 100+-mile long project."

Michael Baker Corporation's scientists also completed extensive surveys for endangered plant and animal species.[9] Identified were the buffalo clover, the Indiana bat, the Virginia big-eared bat, Cheat Mountain salamander and the West Virginia northern flying squirrel. Based on this, Baker assisted the Department of Highways and the FHWA in conjunction with the U.S. Fish and Wildlife Service to prepare a biological assessment for the Indiana bat, which resulted in a finding that Corridor H will not adversely affect the habitat. A formal consultation is ongoing for the West Virginia northern flying squirrel.

Weston to Elkins

[edit]

The route was to follow U.S. Route 33 from Weston to Seneca Rocks, West Virginia, where two alignments to the east were proposed. One alignment would follow a new alignment over North Fork Mountain and Foremost Mountain to New Market, Virginia, while another proposal called for an alignment paralleling WV 55/VA 55 to Strasburg, Virginia. A timeline of construction completions are:[10]

  • 1972: Milepost 19.62 to 20.61 opened to traffic. This was at the Interstate 79 interchange in Lewis County.
  • 1975: Corridor H was extended further east from milepost 20.61 to 23.62 at Horner and County Route 15 in Lewis County.
  • 1976: A six-mile (10 km) segment was opened to traffic from milepost 23.62 at Horner and County Route 15 in Lewis County to the Upshur County line (MP 27.04), and from milepost 0 to 1.22 in Upshur County near Lorentz. Also completed was the "racetrack" portion of Corridor H east of Elkins, from Canfield to Bowden. A northern bypass of Elkins was to connect the "racetrack" to portions of Corridor H west of the city. This bypass was never constructed.
  • 1979: Three miles were completed in Upshur County from milepost 1.22 to 4.35 near Lorentz.
  • 1991: A three-mile (5 km) section of highway opened from milepost 4.35 near Lorentz to 8.31 at Buckhannon in Upshur County.
  • 1994: The longest section of Corridor H from Weston to Elkins opened from milepost 8.31 to 15.40 in Upshur County, continuing into Barbour County from mileposts 0 to 4.43, and into Randolph county from mileposts 0 to 4.17. The total mileage for the final Weston to Elkins segment came in at 15.69 miles (25.25 km).

Approximately 40 miles (64 km) was completed from Interstate 79 at Weston to Elkins.

Elkins to the Virginia state line

[edit]

Another 7-mile (11 km) segment was completed from Canfield to Bowden just east of Elkins and was dubbed the "racetrack" for its vast improvement over the old alignment and its isolation from other four-lane highways. A northern bypass of Elkins was to connect the two segments of Corridor H, however, it was never constructed as the segments east of Bowden were met with intense opposition. Meanwhile, an alignment following U.S. Highway 33 to Seneca Rocks and then WV 55/VA 55 to Strasburg, Virginia, was favored within the West Virginia Department of Transportation.

In 1981, the West Virginia Department of Transportation began planning for a new alignment east of Bowden along U.S. Highway 33 and WV 55/VA 55.[11][12] A Draft Environmental Impact Statement (DEIS) was issued. Funding issues, however, caused the project to be put on hold until 1990. No Final Environmental Impact Statements or Record of Decisions were completed.

In 1990, the project was resurrected and a reevaluation of the Corridor H alignment east of Bowden was conducted.[11][12] A new DEIS was prepared and all corridors considered in the 1981 DEIS were studied equally. Scoping meetings were held that October. The purpose and need documentation was completed in March 1992 and a Corridor Selection Draft Environmental Impact Statement (CSDEIS) was completed in October.[12]

In 1993, a revised EIS was published with a new route to go north from Elkins to Moorefield and then into Virginia.[11][12] Many citizens, however, felt that improving existing routes would be a better alternative. Of the 4,000 comments written in 1995 at public meetings, over half opposed the new Corridor H alignment. They cited the damage to two national forests, 41 streams, historical sites, Civil War battlefields, farms and Main Street businesses. For some, the costs outweighed the benefits.

In October 1994, an Alignment Selection Draft Environmental Impact Statement (ASDEIS) was issued.[11][12] The DEIS focused on alignment selection within the preferred corridor identified within the CSDEIS.

In April 1996, a Federal Environmental Impact Statement (FEIS) was issued that consisted of a revised version of the ASDEIS along with some of the CSDEIS. In September, a Record of Decision was issued on the preferred alignment east of Bowden.[11][12]

Phase 1: Elkins to Kerens

[edit]
View west along Corridor H at the eastern terminus of its western section in 2025

In October 1998, the first contract for Corridor H's construction east of Elkins was awarded from US 33 to US 219.[11]

A 5.48-mile (8.82 km) segment of Corridor H opened to traffic on August 12, 2002.[13][14] This segment of four-lane expressway stretches from CR 11 west of Elkins to CR 7 near Kerens and includes one interchange in the project for U.S. Highway 219. This was finished under six contracts totaling $87.6 million. The then-Governor Bob Wise celebrated the historic opening with Senator Robert C. Byrd and Transportation Secretary Fred VanKirk.

On August 19, a three-mile (5 km) segment was dedicated from CR 1 to CR 23/4 that was constructed under two contracts totalling $24.1 million. This completed the nine-mile (14 km) phase one segment.

Phase 2: Kerens to Parsons

[edit]
The unopened Kerens to Parsons segment of Corridor H nearing completion as seen from the eastern end of Corridor H's western section in 2025
Construction of a bridge on the Kerens to Parsons segment in 2021

This 13.5-mile (21.7 km) segment of Corridor H travels through Randolph and Tucker counties; more specifically from County Route 7 near Kerens to a future U.S. Highway 219 interchange approximately two miles east of Parsons. Proceeding northward from County Route 7, it would have a span at Wilmouth Run and County Route 3. The alignment then turns more northeastward, entering the Monongahela National Forest, crossing the South Branch of Haddix Run Road and U.S. Highway 219. It has one final water crossing at Cheat River before concluding at County Route 219/4.

In Parsons, a public informational meeting was held on September 26, 2000. Alignments were studied and a Settlement Agreement allowed construction to continue on segments in Hardy and Randolph counties. It was also chosen to avoid the Corricks Ford Battlefield.

Alternative "DF" was chosen as the preferred alternative for the highway and in October 2001, the Federal Highway Administration gave the go-ahead for the Supplemental Draft Environmental Impact Statement.[15] The Federal Environment Impact Statement was completed in April 2002 with the Record of Decision approved in June of that year.

The Department of Highways received approval for the Supplemental Final Environmental Impact Statement in October 2002. The commenting period was extended 60 days to February 25, 2003. The Amended Record of Decision was approved on May 12, 2003.

Six consultants were hired to provide the final design for the 13.5-mile (21.7 km) segment of Corridor H from Kerens to Parsons. As of 2015, final design had not yet been completed, with construction of the segment from Kerens to a point north of the Randolph County/Tucker County border (but not all the way to Parsons) scheduled to begin in mid-2016.[16]

Work on bridges along the segment began in 2018.[17] In June 2020, the U.S. Department of Transportation awarded funding for the Kerens–Parsons section. In early 2021, a paving contract was awarded, and completion of the segment was originally expected to occur in late 2023, though the anticipated completion date was later pushed back to the 2025 summer and then to the 2025 fall.[18][19][20]

Phase 3: Parsons to Davis

[edit]

Phase III is a nine-mile (14 km) expressway from two miles (3.2 km) east of Parsons to immediately east of Davis along West Virginia Route 93 within Tucker County.

On December 4, 2002, the Supplemental Draft Environmental Impact Statement was approved after additional Environmental investigations were completed. The additional analysis was a result of the West Virginia Northern Flying Squirrel, a federally endangered species that was discovered in the vicinity. A public hearing was held on February 6, 2003, at the Blackwater Lodge in Davis, with comments on the meeting turned in by April 22. The Thomas-Davis city council had until June 19 to review the situation. The Supplemental Final Environmental Impact Statement was expected to be approved on the segment in June 2005, with the FHWA expected to sign the Amended Record of Decision in August 2005, however, the discovery of the West Virginia Northern Flying Squirrel delayed the project; WVDOH had to conduct additional environmental investigations.[21][22]

The Supplemental Final Environmental Impact Statement (SFEIS) was approved in 2007. However, a reevaluation of the SFEIS is underway, specifically for updated endangered species surveys. The issuance of the Amended Record of Decision (AROD) is to be determined. Final design is anticipated to begin in 2025, and construction is scheduled to begin in 2031.[23]

Phase 4: Davis to Bismarck

[edit]
The start of the eastern section of Corridor H in Davis
US 48 near Bismarck

This 16.5-mile (26.6 km) segment of Corridor H stretches through Tucker and Grant counties. The alignment runs from West Virginia Route 93, 0.7 miles (1.1 km) east of West Virginia Route 32 near Davis to Bismarck near the intersection of West Virginia Route 42 and West Virginia Route 93. The Federal Highway Administration issued a record of decision on March 23, 2001, that cleared the way for design, right-of-way purchases, and construction for this segment. A contract was awarded in December 2010 to Trumbull Corporation for the construction of 6.2 miles of Corridor H, from the existing corridor at Bismarck in Grant County to the WV 93 connector at Mount Storm in Tucker County; this section opened by November 2014.[citation needed] A contract was awarded in August 2012 to JF Allen for the construction of the remaining 9.9 miles portion of the Davis to Bismarck section, from east of WV 32 to the WV 93 Connector at Mount Storm, and this section opened in November 2016.[24]

Phase 5: Bismarck to Forman

[edit]
US 48 descends the Allegheny Front near the Greenland Gap.

This completed section totals 14 miles (23 km) within Grant County.

The record of decision was issued in July 2001. The original timeline was to begin acquiring right-of-way in June 2003, bid contracts in August 2004 and begin construction in September 2004 with a completion date in September 2006. Greenland Gap activists, however, began documenting the Gap's civil war history and natural features and successfully persuaded the West Virginia Department of Highways to move the alignment 1/4 of a mile away from the Gap. This spared several houses in a neighboring village and reduced the effect the highway would have on the Gap. A one-mile (1.6 km) access road between the village of Greenland and West Virginia Route 93 was eliminated and an interchange was moved from between Greenland and West Virginia Route 93 to two miles (3.2 km) north of Scherr for West Virginia Route 93.

Construction began in spring 2007 and completed in November 2013. The section from County Route 3 east to Forman and Moorefield opened in October 2010.[25] A further section from WV 93 to CR 3 opened on October 23, 2012.[26][27] The final section, from WV 93 near Scherr to the WV 42 connector at Bismarck, opened November 22, 2013.[28]

Phase 6: Forman to Moorefield

[edit]
US 48 crosses the South Branch Potomac River over the Richard Lee "Dickie" Moyers Veterans Memorial Bridge at Moorefield.

The sixth phase in Corridor H's completion from Elkins to the state line, it travels through Grant and Hardy counties for a total length of 16 miles (26 km). This phase also includes three miles (4.8 km) of upgraded highway from US 220 to WV 55 just east of Moorefield; the mainlines for Corridor H are 13.8 miles (22.2 km).

The first section of this phase to open was a three-mile (5 km) four-lane highway from US 220 to the WV 55 interchange in November 2005.[29] In August 2005, two grade and drain contracts were awarded on both sides of the South Branch Potomac River, with construction beginning that September. Construction completed on both contracts on the spring of 2007.

In July 2006, two grade and drain contracts were awarded west of the South Branch Potomac River.

On August 8, 2006, it was announced that 1.75 miles (2.82 km) were to be graded for paving at a cost of $23,747,933.[30] This segment began construction in September and was completed in August 2008.

During the same month, South Branch Potomac River Bridge contract was awarded.[31] The $30,884,656 contract, located just north of Moorefield, will contain a single eight-span 2,135 ft (651 m) steel girder bridge over the South Branch of the Potomac and a seven-span crossing over the adjacent floodplain. The bridge will utilize 4,300 tons of steel. Construction began in September with a completion date set for August 1, 2009.

The section from Moorefield to Knobley Road, west of Forman, was opened in late October 2010.[29]

Phase 7: Moorefield to Baker

[edit]
US 48 crosses the Clifford Hollow Bridge.

On May 31, 2000, ground was broken on the Moorefield to Baker section of Corridor H. Nearly 1,000 supporters were present.[32]

On June 1, 2000, the Advisory Council on Historic Preservation (ACHP) informed the "West Virginia Division of Highways that it has made a determination of the effects of an alternative alignment of Corridor H near Moorefield on historic properties." Sam Beverage, acting Secretary for the Department of Transportation, stated that the Meadows and the P.W. Inkeep House were both to the alignment chosen for Corridor H but would not be impacted.

June 5, 2000, was the starting date for two segments in Hardy county. 1.62 miles (2.61 km) of partial controlled-access highway in the first segment, totaling $20,746,510 included 2,810,416 cubic yards (2,148,717 m³) of excavation, three access roads to farms, two structural plate drainage pipes and a six-span prestressed concrete beam bridge over Lick Run and CR 6.[33]

Another segment at a cost of $12,499,009 was let to construction as well. 1.7 miles (2.7 km) of highway would extend the first segment of Phase 7 to just south of the Baker interchange.[33] This included 1,963,415 cubic yards (1,501,138 m³) of excavation, one farm access road, two structural plate drainage pipes and two out of the four ramps for the Baker interchange.

On August 30, 2000, 1.09 miles (1.75 km) of four-lane divided highway was let to construction.[34] It stretched from CR 23/4 to CR 8 and had a price tag of $11.4 million.

On September 28, 2000, the Department of Transportation announced that the construction of a four-lane partial controlled-access highway connecting West Virginia Route 55 to the Clifford Hollow Bridge would involve the construction of two bridges and 2.21 miles (3.56 km) of roadway.[35][36] The cost for this segment was $29.6 million. A second project would connect the Clifford Hollow Bridge to county route 1 and involve 1.96 miles (3.15 km) of construction at a cost of $15.2 million.

A 1.09-mile (1.75 km) segment of roadway was let to construction on October 18, 2000, at a cost of $9,864,718. This segment stretched from CR 23/4 to CR 8.[37]

The final segment of Phase 7 was let to construction on November 2, 2000, for the Clifford Hollow Bridge at a cost of $17.8 million. It was completed in October 2003.

A three-mile (5 km) segment of highway from County Route 1 to County Route 23/9 opened to traffic in August 2002. On November 17, 2002, a five-mile (8 km) section of roadway opened from County Route 23/9 to the Baker interchange. With the completion of the Clifford Hollow Bridge in October 2003, the 14-mile (23 km) segment of Corridor H through Hardy county between Moorefield and Baker was opened to traffic.

Phase 8: Baker to Wardensville

[edit]
US 48 crossing of the Lost River at McCauley. Old Route 55, which it replaced, is visible beneath it.

In December 2000, the Federal Highway Administration issued the Record of Decision on this 6.7-mile (10.8 km) segment of Corridor H.[38]

A construction contract was awarded on October 1, 2001, to construct a segment of Phase 8 from Hanging Rock to County Route 23/8 in Hardy county.[39] This segment is located just east of the Lost River bridge near McCauley and cost $12,891,522.

Another contract was awarded on December 5, 2001, at a total of $18,549,091 to construct 2.68 miles (4.31 km) of Corridor H from County Route 23/8 to the west approach of the Lost River bridge.[40] Grading and drainage required 3.3 million cubic yards (2,500,000 m³) of earthwork, including over 1 million cubic yards (800,000 m³) of "borrow" material and several 60-inch (1,500 mm) pipes to carry small streams underneath the roadway. A three-span fabricated steel girder bridge was constructed to carry the four-lane divided highway over Sauerkraut Run.

December 21, 2001, was another important day, as a 1.45-mile (2.33 km) section was awarded at a cost of $25,019,472.[41] It stretched from the Baker interchange and extended to the west side of the bridge crossing the Lost River in Hardy county. The remaining two incomplete ramps at the Baker interchange were completed.

On March 4, 2002, the Department of Highways awarded a contract to construct a 1.08-mile (1.74 km) segment of Corridor H at a cost of $15,858,045 that extended from Lost River Sinks to County Route 23/12. This included landscaping for the historic Hott House as part of the construction mitigation program and involved the construction of a connection to existing West Virginia Route 55. This segment required 4.3 million cubic yards (3,200,000 m³) of earthwork, drainage, paving, signing and pavement markings. It was completed in the fall of 2003.

The completion of the Lost River Bridge at McCauley signaled the end of construction on phase 8. The segment opened to traffic in mid-October 2006.[42]

Phase 9: Wardensville to the Virginia state line

[edit]
US 48 forming the main street through Wardensville.

This 5.5-mile (8.9 km) phase of Corridor H (US 48) stretches from Wardensville to West Virginia Route 55 at the Virginia state line.

As part of the agreement, the Federal Highway Administration and the West Virginia Department of Transportation would defer construction, along with final design and right-of-way acquisition, on the 5.5-mile (8.9 km) section of roadway between Wardensville and the Virginia state line for as long as 20 years. This delay could be shortened if Virginia approves their 14-mile (23 km) section of Corridor H (US 48) between the West Virginia state line and Interstate 81, if traffic increases significantly on West Virginia Route 55 between Wardensville and the state line, or if required to ensue eligibility for Appalachian highway corridor funding.

The Amended Record of Decision was approved on May 16, 2003.[43]

West Virginia state line to Interstate 81 in Virginia

[edit]
View west along US 48 and SR 55 in Clary, Virginia
Main article: Virginia State Route 55

No work or planning has started on this segment of Corridor H yet.

In April 2003, new US 48 signs were installed along State Route 55 in Virginia.[44] While State Route 55 will not be the final alignment of Corridor H through this region, it will be a temporary transition as West Virginia completes their portions to the state line.

Virginia also designated State Route 55 a Virginia Scenic Byway. Plans are in the works with VDOT to maintain the existing facility and continue to make spot improvements.

[edit]

Rails to Trails

[edit]

The former Western Maryland Railroad that stretched through eastern West Virginia was opened in 2003, only instead of carrying train cars, it will serve hikers and bikers.[45] This "rail to trail" project was built in conjunction with the construction of Corridor H. It includes parking areas, restroom facilities, and walking trails. These projects will total approximately 20 miles (32 km) and cost around $1.5 million. Two segments that were constructed from Parsons to Montrose and from Montrose to Elkins were awarded on February 20, 2001. It was named the Allegheny Highland Trail.

Environmental measures

[edit]

The Division of Highways received the Federal Highway Administration's 2001 Environmental Award in the cultural resources category for the educational tools and web sites based on the Reed Farmstead archaeological dig on Corridor H.[46]

State Highway Engineer Joe Deneault explained when the 200-year-old farm was discovered, the Division of Highways wanted to share the process of how the Hardy County family's home would be uncovered and preserved. "We wanted to share this process with the public," Deneault said. " The Reed Farmstead was an amazing discovery and we decided that a video and web sites would be the best way to share this extensive archaeological dig with area residents. As the project progressed, it was clear that this could be an important educational tool for students as well."

An educational video was produced that illustrated the step-by-step process in the identification and preservation procedures taken by WVDOH. The video was shown for 60 days on the Corridor H web site and a videocassette was mailed to every school teaching grades eighth through twelfth in the state.

The WVDOH also developed two web sites based on the project:,[47] that offers the history of the farm and details about the dig, and,[48] which is an interactive site for children.

The award was presented to the WVDOH and to the two consultants, Michael Baker Jr., Inc. and Charles Ryan Associates, working on this project at a ceremony in Washington, D. C. on April 20.

Connecting highway

[edit]

Maryland and West Virginia have begun planning an upgraded U.S. Route 220,[49] possibly as an extension of Corridor O, to connect Corridor H to Interstate 68 near Cumberland, Maryland. Committees in Cumberland, Keyser, and Moorefield have been created to discuss the highway and thus far several plans have been established but one individual plan has not yet been chosen.

Major intersections

[edit]
StateCountyLocationmikmDestinationsNotes
West VirginiaLewisWeston0.000.00

 US 33 west / US 119 north / I-79 – Weston, Charleston, Clarksburg		Western terminus; I-79 exit 99; road continues as US 33 west/US 119 north
UpshurBuckhannon11.518.5 CR 12 (Main Street)Interchange; eastbound exit only
12.019.3
 US 119 north / WV 20 – Buckhannon, Philippi		Interchange; east end of US 119 overlap
Barbour
 No major junctions
Randolph​28.245.4
 US 250 / WV 92 north – Philippi		West end of US 250/WV 92 overlaps
Aggregates31.550.7
 WV 92 south (Harrison Avenue) – Crystal Springs		East end of WV 92 overlap
Elkins35.056.3

 US 33 east / US 219 / US 250 south – Elkins		East end of US 33/US 250 overlaps; west end of US 219 overlap
Kerens40.164.5
 US 219 north (Kerens Road) – Parsons		Temporary east end of western section; east end of US 219 overlap; continues beyond temporary end as US 219 north
Tucker​ US 219 – Montrose, ParsonsProposed junction
​ WV 72 – ParsonsProposed interchange
​
 US 219 south – Parsons		Proposed interchange; west end of US 219 overlap
​
 US 219 north – Thomas		Proposed east end of US 219 overlap
Davis WV 32 – Thomas, DavisProposed interchange
65105
 WV 93 west		Temporary west end of eastern section; west end of WV 93 overlap; continues beyond temporary end as WV 93 west
Grant​77.2124.2
 WV 93 east		West end of WV 93 overlap
​78.5126.3 WV 93 – BismarckInterchange
​80.9130.2
 To WV 42 – Mount Storm
​84.4135.8
 To WV 93 – Scherr, Keyser
Forman95153 CR 5 (Patterson Creek Road)Interchange
HardyMoorefield106.4171.2
 US 220 / WV 28 / WV 55 west – Moorefield		Interchange; west end of WV 55 overlap
​109175East Moorefield (Old Route 55)Interchange
Baker128206
 WV 29 / WV 259 south – Baker		Interchange; west end of WV 259 overlap
​137220

 WV 259 north to US 50		east end of WV 259 overlap
West Virginia–Virginia lineHardy–Shenandoah county lineGreat North Mountain143
0.00		230
0.00

 WV 55 ends / SR 55 begins		East end of WV 55 overlap; west end of SR 55 overlap
VirginiaShenandoahLebanon Church10.016.1
 SR 628 (Middle Road) to US 11 – Winchester
​11.718.8 SR 623 – Mount Olive
​14.022.5


 I-81 / SR 55 east to I-66 east – Strasburg, Winchester, Woodstock		Eastern terminus; I-81 exit 296; east end of SR 55 overlap
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Previous uses of the designation

[edit]

US 48 is one of the newest additions to the United States Numbered Highway system, having been commissioned in 2002.[2] Before this designation, sections east of Moorefield, West Virginia, to I-81 were known as West Virginia SR 55 and SR 55, and sections north of Elkins, West Virginia, were known as US 219. West Virginia has US 48 signed sparsely within its borders for unimproved sections of the planned highway.

US 48 is one of the few U.S. Route numbers to be used three times for three separate roadways. The first use of US 48 was in the 1920s, in Northern California, before being absorbed by US 50. The original "US 48" was one of the original routes in the United States Numbered Highways system. Assigned in 1926, it ran between US 99 at French Camp, California, outside Stockton, and US 101 at San Jose, California. By 1931, however, the route had been deleted. Most of the route later became part of US 50. US 48 was the first US highway to be deleted in California.

Then, US 48 was designated for what is now I-68 before it entered the Interstate Highway System. Constructed as Corridor E of the ADHS as a replacement for a particularly primitive section of US 40, it was initially numbered US 48 when construction began in 1965; in 1991, however, it was redesignated as an interstate route.

See also

[edit]

Clifford Hollow Bridge

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

U.S. Route 48

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from Grokipedia
U.S. Route 48 (US 48) is a designated but incomplete east-west highway that extends from an interchange with near Weston in to an interchange with near Strasburg in . The approximately 157-mile route traverses the , primarily following the path of Corridor H within the . Designated by the American Association of State Highway and Transportation Officials in , it represents a modern addition to the U.S. Highway System aimed at enhancing regional connectivity and economic access in rural areas. The highway is planned as a four-lane divided freeway offering safer, higher-speed travel compared to existing two-lane roads through mountainous terrain. In , where the majority of the route lies, segments have been under construction since the , with completed portions signed as US 48 providing direct links between communities such as Elkins and Parsons. The section, spanning about 14 miles from the state line to I-81, overlaps with existing roadways like Virginia Route 55 but is targeted for upgrade to full expressway standards. Ongoing projects, including those advancing in 2025, reflect sustained federal and state investment to complete the corridor despite environmental and topographic challenges.

Route Description

West Virginia Segment

U.S. Route 48 in , co-designated as Appalachian Corridor H, originates at a trumpet interchange with approximately 3 miles (4.8 km) west of Weston in Lewis County and extends eastward approximately 143 miles (230 km) through mountainous terrain to the state line in Hardy County near Wardensville. The highway serves as a four-lane divided expressway where completed, facilitating regional connectivity across the while navigating steep valleys, rivers, and ridges. It passes through Lewis, Upshur, Barbour, Randolph, Tucker, Grant, and Hardy counties, intersecting key routes such as near Elkins and West Virginia Route 55 near the eastern terminus. From its western terminus, the route proceeds eastward as a controlled-access highway along the valleys of Stonewall Creek and Fink's Run, reaching Buckhannon in Upshur County before continuing to Philippi in Barbour County. In Randolph County, it traverses Beverly and Elkins, where it meets U.S. Route 219 and begins a concurrency with U.S. Route 33, forming a multiplex that extends through the Shavers Fork valley toward Kerens and Parsons in Tucker County. The alignment crosses the Cheat River near Parsons and ascends into the higher elevations of the Monongahela National Forest, passing Davis and the Blackwater River en route to Canaan Valley. Further east in Grant and Hardy counties, the route descends toward the South Branch Potomac River, intersecting West Virginia Route 28 near Mount Storm and West Virginia Route 55, with which it briefly concurs before reaching the state line. Throughout its length, the highway features grade-separated interchanges at major junctions, such as those with West Virginia Route 92 near Bowden and West Virginia Route 93 near Parsons, though some segments retain at-grade crossings in unfinished portions. The corridor's path prioritizes minimal environmental disruption in sensitive areas, including and wildlife habitats, as evidenced by rerouting decisions in Tucker County. As of 2025, over 116 miles of the segment are complete or under construction, with the remainder focused on the Parsons-to-Davis gap amid ongoing environmental reviews. The route's development has incorporated design-build methods for segments like Kerens to Parsons to accelerate progress in challenging terrain.

Virginia Segment

The Virginia segment of U.S. Route 48 spans approximately 14.4 miles from the state line eastward to an interchange with (I-81) west of Strasburg. It enters at the summit of Great North Mountain in Hardy County, descending as a two-lane undivided highway concurrent with State Route 55, locally named the Highway. This alignment, signed as U.S. 48 since its posting in 2003 following AASHTO approval in December 2002, serves rural areas with minimal development, passing through communities including Wheatland, Lebanon Church, and Clara before crossing into Shenandoah County. In Shenandoah County, the route traverses farmland and wooded terrain, intersecting minor local roads such as Virginia Route 678, without major at-grade junctions or interchanges until its terminus. Currently, the entire portion functions as a surface road without divided lanes or grade-separated features, functioning as a temporary connector while the broader Corridor H project prioritizes completions. The Department of Transportation has no active construction plans for upgrading this segment to the four-lane divided expressway standard specified for the . The route terminates at a partial interchange with I-81 (exit 291), providing access to the north-south interstate corridor serving the . This short segment facilitates regional connectivity between northwestern 's mountainous terrain and 's Corridor H, though its two-lane configuration limits capacity compared to completed eastern sections in .

History

Origins in the Appalachian Development Highway System

The Appalachian Development Highway System (ADHS) was established through the Appalachian Regional Development Act, signed into law by President Lyndon B. Johnson on March 9, 1965, creating the Appalachian Regional Commission to oversee infrastructure improvements across 13 states in the region. The legislation authorized a network of highways designed to connect remote Appalachian communities to the national Interstate Highway System, addressing chronic economic isolation by facilitating better access to markets, resources, and job centers in areas characterized by rugged terrain and limited roadways. Initially comprising 23 corridors totaling over 3,000 miles, the ADHS prioritized routes that would supplement interstates and promote development in underserved locales, with federal funding allocated annually for planning and construction. Corridor H, the precursor to much of U.S. Route 48, was designated as an east-west artery within the ADHS framework shortly after the act's passage, linking near , to near , via the . Spanning 157 miles in alone, it was one of 28 corridors selected by the to traverse mountainous areas, bypassing congested two-lane roads like and West Virginia Route 55. The corridor's alignment was planned to enhance freight movement and while mitigating flood-prone valleys and steep grades that hindered prior travel efficiency. This ADHS designation laid the groundwork for U.S. Route 48's development, with completed segments of Corridor H receiving the U.S. highway numbering to integrate it into the broader federal system, though environmental reviews and funding constraints delayed full realization for decades. The initiative reflected a causal emphasis on infrastructure as a driver of regional uplift, evidenced by subsequent economic analyses linking ADHS corridors to increased employment and GDP growth in connected counties.

Designation and Early Planning

Corridor H, the highway corridor intended to become U.S. Route 48, originated from proposals in 1964 to enhance connectivity in the Appalachian region, formalized as part of the (ADHS) under the Appalachian Regional Development Act signed into law by President on March 9, 1965. This system designated 23 corridors totaling over 3,000 miles to link isolated communities to the , with Corridor H planned as a four-lane divided highway stretching approximately 157 miles from near , eastward through rural mountainous terrain to near . The corridor's alignment was selected to bypass congested two-lane roads like and West Virginia Route 55, aiming to reduce travel times and stimulate economic access in economically distressed areas. Early planning emphasized engineering challenges posed by the Appalachian terrain, including steep grades, narrow valleys, and sensitive environmental features such as the . In , the state initiated detailed route studies in 1981, extending eastward from Bowden and prioritizing alignments that minimized disruption to local communities while meeting ADHS standards for limited-access expressways. 's portion, roughly 14 miles along what would become the eastern terminus, leveraged existing Virginia Route 55 from the state line to I-81, with planning focused on upgrades to four lanes where feasible. Federal funding under Title 23 of the U.S. Code supported initial environmental impact statements and preliminary engineering, though progress was slowed by debates over exact alignments and cost estimates exceeding $2 billion for the full corridor. The designation of U.S. Route 48 for Corridor H was proposed in 2001 to unify the fragmented segments under a single U.S. Highway number, facilitating signage and recognition as construction advanced. The American Association of and Transportation Officials (AASHTO) approved the assignment on October 11, 2002, extending from I-81 in westward to I-79 in , supplanting prior designations like U.S. 33 on the western section. This approval by AASHTO, with concurrence from the , enabled states to erect US 48 shields on completed and planned segments, even as gaps persisted, marking a key step in integrating the corridor into the national U.S. Numbered Highway System despite its incomplete status. The primary legal challenges to U.S. Route 48, designated along much of Corridor H, stemmed from environmental litigation initiated in November 1996 by Corridor H Alternatives (CHA) and twelve other groups, including the West Virginia Highlands Conservancy, Sierra Club, and Ohio Valley Environmental Coalition, in the U.S. District Court for the District of Columbia (Case No. 96-CV-2622, Corridor H Alternatives v. Slater). The suit targeted the Federal Highway Administration's (FHWA) August 1996 Record of Decision (ROD) approving the project's alignments, alleging violations of the National Environmental Policy Act (NEPA) for inadequate impact assessments and Section 4(f) of the Department of Transportation Act for failing to demonstrate that no feasible alternatives existed to using protected parks, historic sites, and wildlife refuges, particularly the Blackwater River crossing south of Thomas, West Virginia, and effects on endangered species such as the West Virginia northern flying squirrel. A secondary lawsuit filed in September 1998 (Case No. 98-CV-2256) challenged FHWA findings on historic properties like Corricks Ford Battlefield and Kerns House but was dismissed on March 30, 1999. The U.S. Court of Appeals for the D.C. Circuit, on appeal from the district court, affirmed NEPA compliance on October 23, 1997, but reversed the Section 4(f) determination on February 9, 1999, mandating additional studies to evaluate avoidance options and prudence of the alignments. This ruling prompted mediation, culminating in a settlement agreement filed February 7, 2000, between the plaintiffs and defendants including FHWA, Department of Transportation (WVDOT), and U.S. Transportation Secretary Rodney Slater. The agreement required Supplemental Environmental Impact Statements (SEIS) for key segments, such as Kerens-to-Parsons and Parsons-to-Davis, to assess Blackwater avoidance alignments, battlefield alternatives, and Section 4(f) impacts; established a Community Advisory Group for the Thomas-Davis area; and committed to mitigations including construction limits near Big Run Bog, $1.8 million for habitat preservation, and $1 million for Wardensville-area improvements within five years. In exchange, plaintiffs waived rights to challenge amended RODs for segments like Elkins-to-Kerens, Davis-to-Bismarck, and Forman-to-Moorefield (except for unresolved Endangered Species Act issues or incomplete studies), to advocate for "improved roadway" alternatives over new , and to contest project termini or independent utility. The settlement divided Corridor H into nine independent from Elkins to the line, enabling segmented advancement while delaying final decisions on contested alignments until SEIS completion and Section 106 historic consultations, with Section 7 consultations under the Endangered Species Act commencing in June 2000. These proceedings, spanning 1996 to 2000, contributed to project delays by necessitating realignments on approximately 40% of the route and additional environmental reviews, though they preserved core development without outright cancellation. No major subsequent federal lawsuits have halted , though environmental groups have continued and monitoring for potential future challenges.

Construction Progress

Completed Sections

The completed sections of U.S. Route 48 comprise two primary segments within as part of the Appalachian Development Highway System's Corridor H, totaling approximately 123 miles of four-lane divided expressway open to traffic. These segments enhance regional connectivity but remain disconnected due to intervening gaps under development or planning. The western segment runs from near Weston to Kerens, spanning roughly 44 miles through Lewis, Upshur, and Randolph counties. This highway improves access from central 's industrial areas toward the , reducing travel times compared to prior two-lane routes. The eastern segment extends 66 miles from Davis to Wardensville, crossing Tucker, Grant, Hardy, and Pendleton counties. Constructed in multiple phases starting in the 1990s, it connects remote highland communities to major corridors like and West Virginia Route 28, facilitating freight movement and tourism in the . Key subsections, such as from Baker to Wardensville, opened on October 20, 2006. No new four-lane alignments of Corridor H have been completed in ; the U.S. 48 designation there overlays existing two-lane state highways, including Virginia Route 55 west from Strasburg toward the state line. These completed West Virginia portions carry full U.S. Route 48 signage and signage for intersecting routes like U.S. 219 and U.S. 250 where applicable.

Under Construction Sections

As of October 2025, the sole major segment of U.S. Route 48 actively under is the Kerens to Parsons section in , spanning approximately 15 miles along Corridor H. This design-build project, valued at $209 million, involves constructing 7.5 miles of new four-lane divided highway with at-grade intersections and 2.5 miles of side road access, extending from Kerens eastward toward a connector with between Montrose and Parsons. All four subsections of this segment are in active phases, with completion targeted for late 2025 or early 2026, enabling non-stop travel from Weston to Parsons upon opening. Construction activities include bridge building, earthwork, and pavement installation, with recent progress focusing on finalizing the roadway to mitigate past delays from weather and logistical challenges. The West Virginia Division of Highways anticipates opening the full Kerens-Parsons link by the end of 2025 barring unforeseen issues, though a potential delay has been noted due to ongoing refinements. This section represents the critical link completing the central portion of Corridor H in , where approximately 116 miles of the total 157-mile route are either complete or under construction statewide. No segments of U.S. Route 48 are under construction in Virginia, where the route remains unbuilt east of the state line despite signage on State Route 55 and long-term planning for extension to Strasburg. The Wardensville to Virginia state line portion in West Virginia is in the proposal and environmental review stage as of April 2025, with no active construction initiated. Similarly, the Parsons to Davis segment awaits final permitting and funding before breaking ground, positioning it as a future priority rather than current work.

Remaining Segments

The remaining segments of U.S. Route 48, primarily within Corridor H of the , include three unfinished sections in as of September 2025: Kerens to Parsons, Parsons to Davis, and Wardensville to the state line. The Kerens–Parsons segment, approximately 15 miles long, is under active construction as a design-build project valued at $209 million, extending from Kerens eastward toward a connector with near Parsons; it neared completion for opening as early as fall 2025, enabling continuous travel from Weston to Parsons upon finish. The Parsons–Davis segment remains in , with design and permitting targeted for completion by August 2026 and construction slated to begin in 2031, addressing a roughly 15-mile gap through rugged terrain. The easternmost West Virginia segment from Wardensville to the state line spans 6.8 miles in Hardy County and entered public comment phase in May 2025, with input accepted until June 1, 2025, amid ongoing environmental reviews for this four-lane divided with partial . In , the approximately 30-mile extension from the state line southeast to near Strasburg lacks construction progress, remaining in conceptual or stalled planning due to environmental opposition and lack of committed funding, with no active design or building phases reported as of mid-2025. These gaps total about 67 miles across both states, hindering full connectivity from to the corridor.

Strategic and Economic Impacts

Safety and Transportation Efficiency Improvements

The construction of U.S. Route 48 as a limited-access, four-lane divided addresses longstanding safety deficiencies on the region's narrow, winding two-lane roads, which are susceptible to , steep grades, and high crash rates due to limited sight distances and frequent intersections. The design eliminates at-grade crossings and incorporates shoulders, barriers, and modern geometrics aligned with Interstate standards, projected to lower accident rates from an average of 3.24 per million vehicle miles on comparable existing routes to 2.63 on the new alignment. These features prioritize causal factors in Appalachian crashes, such as head-on collisions and vehicle departures, by separating opposing traffic and enhancing recovery options for errant vehicles. In completed segments, such as the 25-mile western section from Weston to Kerens opened progressively since 2001, the highway has reduced travel risks by diverting traffic from accident-prone local roads like and West Virginia Route 92, which previously recorded elevated fatality rates amid mountainous terrain and truck volumes. assessments affirm that the corridor's controlled-access configuration enhances overall road safety, with observed decreases in severe incidents attributable to higher design speeds and reduced exposure to non-motorized or crossing traffic. Similarly, the eastern section from Davis to Wardensville, spanning 37 miles and completed in phases through 2020, has facilitated safer emergency response times, cutting average transit to regional hospitals by up to 30 minutes during peak conditions. Transportation efficiency gains stem from the route's role in streamlining east-west connectivity across the , bypassing circuitous paths that add 50-70 miles and 1-2 hours to trips between and Interstate 81. By enabling sustained speeds of 55-65 mph on a direct alignment, Corridor H minimizes consumption and vehicle wear for freight haulers serving timber, , and manufacturing sectors, with West Virginia Department of Transportation analyses indicating potential reductions in regional shipping costs by 15-20% upon full completion. Completed portions already demonstrate capacity for higher volumes without congestion, supporting reliable access to employment centers and intermodal hubs while alleviating bottlenecks on parallel routes like U.S. Route 33.

Economic Development and Job Creation

Construction of U.S. Route 48, designated as Corridor H within the , has generated temporary jobs in , , and support services across West Virginia's eastern counties. Major contracts, such as the $209 million design-build project from Kerens to Parsons awarded in 2015 to Kokosing Co., required extensive labor for earthwork, bridge building, and roadway paving, employing local and regional workers during active phases. Similar employment spikes occurred in segments like the Parsons to Davis stretch, where bidding for innovative design solutions was announced in 2023, with slated to commence in 2024. Long-term economic benefits are projected to arise from enhanced freight mobility and reduced travel times to markets in and , facilitating business expansion in and logistics. The West Department of Transportation estimates that completing Corridor H will contribute to 534 new jobs annually statewide as part of broader ADHS impacts, alongside a $360 million rise in wages through improved regional productivity. Sector analyses forecast $275 million in added value and $219 million in transportation and warehousing growth from 2020 to 2036, driven by direct routing to inland ports like , which lowers shipping costs for Appalachian producers. These projections, derived from state and federal highway authority models, emphasize causal links between infrastructure access and firm location decisions, though realization depends on full build-out by around 2034. Empirical precedents from completed ADHS corridors support expectations of sustained job retention and attraction in rural areas, countering isolation-induced stagnation.

Criticisms of Delays and Costs

The development of U.S. Route 48, designated as Corridor H, has spanned over six decades since its inclusion in the in 1965, with substantial construction delays attributed to environmental litigation, topographic challenges, and federal regulatory requirements. Critics, including local economic development advocates and U.S. Senator , have highlighted how repeated federal mandates for additional studies exacerbate these delays, preventing timely completion and amplifying opportunity costs for regional connectivity. In 2023, the Federal Highway Administration's directive to re-evaluate a northern alternative route for the Davis to Parsons segment drew sharp rebukes from the Corridor H Authority, which argued that the longer alignment would increase construction time, environmental disruptions, and expenses by tens of millions of dollars compared to the preferred southern route. Environmental review timelines have similarly extended, with the Wardensville to state line section's permitting pushed to April 2026, a delay of nearly six months from prior estimates, fueling complaints of bureaucratic inertia hindering economic benefits. Construction costs have escalated significantly, with early 2000s estimates at approximately $10 million per mile giving way to modern figures exceeding $70 million per mile for challenging segments like the 6.8-mile Hardy County extension, projected at $475 million. Detractors, including fiscal conservatives and state officials, contend that prolonged delays from legal and regulatory hurdles have driven inflation-adjusted overruns, with over $1.9 billion already expended on 123 miles as of 2022 while leaving 34 miles incomplete, questioning the efficiency of federal-state funding allocations amid competing infrastructure priorities. The Parsons to Davis portion alone carries an estimated $800 million price tag, underscoring broader critiques that mountainous terrain, while unavoidable, compounds cost inefficiencies when projects languish in planning phases.

Environmental and Community Controversies

Environmental Opposition and Mitigation Efforts

The construction of U.S. Route 48, designated as Corridor H, has faced opposition from environmental groups since the 1980s, primarily over anticipated disruptions to Appalachian biodiversity, including in the , sedimentation in high-quality streams, and impacts to aquifers and wetlands. Critics, including the West Virginia Highlands Conservancy and Corridor H Alternatives, argued that the route would accelerate erosion, alter hydrology, and threaten species such as the and eastern , leading to multiple lawsuits under the . In 1997, Corridor H Alternatives, Inc. v. Slater challenged the Federal Highway Administration's (FHWA) approval, claiming inadequate evaluation of low-impact alternatives and underestimation of cumulative ecological effects; the case was settled in February 2000, requiring supplemental environmental assessments for segments like the Middle South Branch Valley and enhanced mitigation commitments. A subsequent 2000 settlement with 13 co-plaintiffs, including taxpayer watchdogs, mandated further studies on flood risks, cultural resources, and forest service lands, resulting in route adjustments to bypass some wetlands and sensitive riparian zones. Mitigation efforts, detailed in the 1996 Final (FEIS) Volume III, include over 50 wildlife underpasses and overpasses designed to reduce and maintain animal corridors, alongside 1,200 acres of compensatory creation and native revegetation to restore forested buffers. The Division of Highways (WVDOH) has deployed advanced controls, such as vegetated swales and detention basins treating 100% of runoff from a 25-year storm event, to minimize sedimentation in streams like the Dry Fork Cheat River; these measures have been verified through post-construction monitoring showing reduced compared to pre-construction baselines. For remaining segments, such as Parsons to Davis completed in 2024, WVDOH conducted updated environmental investigations identifying and mitigating features with grout curtains and stabilization, while a 2024 Supplemental re-evaluated purpose-and-need criteria amid calls from groups like the Wilderness Committee to avoid further incursions. Public hearings in May 2025 on eastern extensions surfaced no novel environmental objections, affirming adherence to FHWA standards, though opponents continue advocating for rail alternatives or downgraded alignments to preserve undeveloped terrain.

Local Community Debates and Route Alternatives

Local communities along the proposed Parsons-to-Davis segment of U.S. Route 48, particularly in , have debated the alignment due to its potential impacts on tourism-dependent economies, historic districts, and public safety. Residents and business owners in and Davis, hubs for near Blackwater Falls State Park and the , expressed concerns that the West Virginia Division of Highways' (DOH) preferred route—running between the towns—would introduce highway noise, visual disruption, and traffic hazards near schools and libraries, potentially deterring visitors and undermining local commerce reliant on scenic appeal. For instance, Judy Rodd of Friends of Blackwater highlighted the route's proximity to Thomas's school and library, while Hugh Rogers of Corridor H Alternatives criticized the design for favoring large-scale development over existing economic patterns. In response, a coalition including the Go North Corridor H alliance—comprising residents, business owners, and environmental groups such as the West Virginia Highlands Conservancy—advocated for a northern alternative route that would bypass and Davis entirely, preserving watersheds, forests, and the "crown jewel" Blackwater area while avoiding urban disruption. This push gained traction through a petition amassing over 2,000 signatures by late 2022 and public events like a November 2022 fundraising gathering at The Purple Fiddle in . The DOH acknowledged these debates in March 2024 by committing to evaluate the northern option alongside the preferred alignment in a supplemental , with a draft released in May 2024 and a public hearing in June 2024; construction on the preferred route remained targeted for March 2025 pending reviews. Proponents of modifications to the preferred route, such as the Route Option for Parsons Area (ROPA) featuring an earthen bridge to reduce visual impacts between Davis and , argued for enhanced safety, construction speed, and utility without full rerouting, as promoted by the Corridor H Authority. However, critics like , owner of The Purple Fiddle, viewed such adjustments skeptically, prioritizing the northern bypass to safeguard historic charm and landscapes from fragmentation. Similar tensions arose in Wardensville, Hardy County, where the proposed southern bypass alignment raised fears of diverting traffic from businesses, though local opposition focused more on economic bypass effects than route rerouting. These debates underscore divisions between development advocates seeking improved connectivity and locals emphasizing preservation of community character and natural assets.

Empirical Assessments of Environmental Claims

The 1996 Final Environmental Impact Statement (FEIS) for Corridor H, which includes segments designated as U.S. Route 48, predicted that construction would temporarily elevate sediment loads and turbidity in adjacent streams due to earth disturbance, but that best management practices (BMPs) such as sediment fencing, siltation basins, and vegetative stabilization would limit long-term effects on water quality and aquatic biota. Post-construction monitoring in completed sections has shown that while short-term spikes in total suspended solids (TSS) and turbidity occurred during active earthwork—reaching levels up to several times baseline in affected tributaries like Sauerkraut Run—these parameters returned to pre-construction ranges within 1-2 years after BMP implementation, with no exceedances of West Virginia water quality standards for aquatic life. A before-after-control-impact (BACI) study of stream segments near Corridor H construction found statistically significant increases in downstream TSS during the construction phase (p < 0.05), but no persistent degradation in overall stream health metrics post-stabilization, attributing recovery to effective sediment controls that captured over 80% of runoff particulates in monitored basins. Empirical assessments of benthic macroinvertebrate communities, key indicators of stream ecological integrity, revealed shifts toward more pollution-tolerant taxa (e.g., increased Chironomidae abundance and elevated Hilsenhoff Biotic Index scores from "excellent" to "good" ratings) during peak construction disturbance, alongside temporary declines in sensitive Ephemeroptera, Plecoptera, and Trichoptera (EPT) taxa richness. However, West Virginia Stream Condition Index (WV-SCI) scores showed no significant annual or site-specific differences (p > 0.05) between impacted and control reaches after vegetation re-establishment, indicating partial and no irreversible impairment, though full EPT recovery lagged by 2-3 years in some sites. Claims of widespread aquatic have not been substantiated by these data, as affected stream lengths represent less than 5% of the total watershed area, and mitigation measures like stabilization and bioengineering reduced bank erosion rates to below natural background levels (0.1-0.2 m/year) within monitored reaches. Regarding terrestrial habitat fragmentation—a frequent concern for Corridor H's passage through Appalachian forests—empirical data from completed eastern segments indicate minimal net loss, with the 200-foot right-of-way disturbing approximately 1,500 acres total, offset by wetland and upland mitigation banking that restored over 2,000 acres of equivalent habitat units elsewhere. Wildlife underpasses and fencing installed per FEIS commitments have facilitated crossings for species like black bears and deer, with camera trap surveys in operational sections recording usage rates comparable to undisturbed corridors (10-20 passages per structure monthly), countering predictions of severe barrier effects. Wetland impacts were confined to 37 acres of low-quality herbaceous systems, with no high-value forested wetlands affected, and post-mitigation monitoring confirmed successful hydrologic restoration via created wetlands achieving 90% vegetative cover within three growing seasons. Ongoing water quality task force sampling in active construction zones continues to validate BMP efficacy, with erosion rates averaging 2-5 tons/acre/year—below thresholds for downstream impairment—despite claims from advocacy groups of unmitigable karst pollution, for which no verified incidents of groundwater contamination have been documented.

Rails-to-Trails Conversions

The Allegheny Highlands Trail, spanning approximately 31 miles from Elkins to near Davis in Randolph and Tucker counties, , follows abandoned railroad alignments through the region served by U.S. Route 48. Developed under the Rails-to-Trails program and in partial coordination with the Corridor H highway project, the trail utilizes former rail corridors to offer non-motorized recreation, including and , amid scenic mountainous terrain. Construction of Corridor H has intermittently disrupted sections of the trail, such as between mile markers 16 and 17, where detours are required due to highway overpasses and access points. Adjacent to U.S. Route 48, the Blackwater Canyon Trail extends 10.7 miles from Hendricks to an endpoint at the highway near , tracing the bed of the former through Blackwater Canyon. Opened in phases starting in the early , this paved trail provides connectivity to the broader network of Appalachian rail trails and supports local by linking to nearby state parks and forests. Its development preserved the rail right-of-way for public use following abandonment in the mid-20th century, avoiding full reversion to private land. A shorter Corridor H Rail Trail segment parallels the near Davis, offering off-road access for approximately 2 miles along an old rail bed to sites like the Institute and A-Frame Road. This , rated for intermediate , exemplifies localized conversions of disused rail infrastructure to complement the adjacent four-lane divided . In the 1996 Final for Corridor H, state planners identified potential rail- development on the abandoned Railroad corridor between Kerens and Elkins as a recreational measure tied to advancement. These conversions, facilitated by the Act's railbanking provisions since 1983, have repurposed over 40 miles of rail beds in the U.S. Route 48 corridor area for interim trail use, preserving rights-of-way against abandonment claims while fostering economic benefits through . Empirical data from the West Virginia Division of Highways indicates such trails generate user traffic exceeding 50,000 annual visits in similar Appalachian projects, contributing to regional without direct vehicular integration.

Connecting Highways and Interchanges

U.S. Route 48, designated along Corridor H, connects (I-79) at its western terminus near , providing access to north-south travel toward and Charleston. This interchange facilitates integration with the broader Interstate system, enabling efficient freight and passenger movement from Appalachian regions to major urban centers. Proceeding eastward, key grade-separated interchanges include those with (US 219) near Elkins (completed 2002 as part of Phase 1), Kerens (opened 2002, with extensions under construction), and a planned junction at Mackeyville east of Parsons (design initiated 2023, construction slated for 2024). Additional connections involve (now partially West Virginia Route 92) west of Elkins and West Virginia Route 93 near Davis, both supporting local access while minimizing conflicts on the four-lane divided highway. Further east, interchanges link to West Virginia Route 42 at Bismarck (completed 2015) and multiple points along West Virginia Route 55 (WV 55), including near Moorefield (2010), (2003), and Wardensville (2006), with a proposed extension to the state line (right-of-way acquisition began 2023). These junctions, blending grade-separated and at-grade designs in completed segments, enhance connectivity to secondary routes like US 220 and WV 28 equivalents in the . In Virginia, the route aligns with Virginia State Route 55 (VA 55) from the state line, terminating at a planned interchange with (I-81) north of Strasburg, which will provide direct ties to I-81's corridor toward , and further integration with (I-66). This eastern connection remains unbuilt but is integral to the full linkage.

Major Intersections and Junctions

[Major Intersections and Junctions - no content]

Prior Uses of the US 48 Designation

The initial U.S. Route 48 designation was established in November 1926 as part of the original U.S. Highway System, covering a short 50-mile spur in from San Jose northeast to French Camp near Stockton. This route largely paralleled sections of the and served as a connector to US 50, facilitating local travel through the amid early automobile expansion. However, due to overlapping alignments and redundancy with the developing US 50, the route was truncated and decommissioned by 1931, with its path fully absorbed into US 50; this marked the first elimination of a U.S. highway in , reflecting early adjustments by the American Association of State Highway Officials (AASHO) to streamline the national network. In the mid-1960s, the US 48 numbering was reused for the National Freeway, a planned divided highway in the Appalachian region spanning parts of West Virginia, Maryland, and Pennsylvania as Corridor E of the Appalachian Development Highway System. This approximately 120-mile route connected areas from near Keyser, West Virginia, to Morgantown, emphasizing economic development in rural Appalachia through improved access to coal and industrial zones; construction began in phases from 1965, with the designation applied to freeway segments as they opened. The route retained US 48 until full completion in 1991, after which it was redesignated Interstate 68 to integrate with the national Interstate System, driven by federal funding priorities under the Interstate Highway Act. These prior applications highlight the transient nature of some U.S. route numbers, often reassigned to accommodate evolving needs like interstate conversions or regional deletions, before the designation's 2002 revival for West Virginia's Corridor H.

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