User:Cfeddse/sandbox

===1940s-late 1950s===

On January 26, 1941, the PTC came to a tentative agreement on a new tolling system for trucks, they could discount the tolls up to twenty percent, and the fleet owners could now pay them.

70 mph speed limit on Pennsylvania Turnpike

1942

2014

A week before its opening, the turnpike announced the implementation of a 50-mile-per-hour (80 km/h) speed limit across the entire highway. This was the limit it had when it opened. However, it was poorly enforced; some drivers traveled as fast as 90 mph (140 km/h) on the road. Because of this, on April 15, 1941, Governor Arthur James signed act 10, which raised the car speed limit to 70 mph (110 km/h) and truck speed limit to 50–65 mph (80–105 km/h), and created a uniform speed limit of 35 mph (56 km/h) in the tunnels. During World War II, the turnpike adopted the national speed limit of 35 mph (56 km/h); after the war, the limit returned to 70 mph (110 km/h).

[[File:PA TPK WB from Bodine Road overpass.jpeg|thumb|right|Westbound in Charlestown Township] Before the first section opened, the PTC had considered extending the turnpike east to Philadelphia for defense purposes. In 1939, the state legislature passed a bill allowing for the Philadelphia extension, which was signed into law by Governor James in 1940 as Act 11. In March 1941, the extension was estimated to cost between $50 and $60 million (equivalent to between $799 million and $959 million in 2023) Governor James also suggested building a western extension from Irwin to the Ohio State line. . In June, Act 54 was signed into law, which allowed the Ohio Extension construction to proceed in the future. Funding for the Philadelphia extension was in place by June 1948. In July 1948, the turnpike commission offered $134 million (equivalent to $1.36 billion in 2023) in bonds to pay for the extension, which was estimated to cost $87 million. The Philadelphia extension was to run from Carlisle east to US 202 in King of Prussia. From there, the extension would connect to a state-maintained freeway that would continue to Center City Philadelphia. Groundbreaking for the Philadelphia extension took place on September 28, 1948, in York County. Governor James H. Duff and Commission Chair Thomas J. Evans attended the ceremony. In June 1949, the PTC began looking into funding for this Ohio Extension, which would run near Youngstown, Ohio, bypassing Pittsburgh to the north. That September, a $77 million (equivalent to $781 million in 2023) bond were sold to finance construction. Groundbreaking for the extension took place on October 24, 1949.\\ It was scheduled to take place at the Brush Creek viaduct in Irwin with Governor Duff in attendance. The PTC awarded 28 contracts to 17 different companies to help build the Philadelphia extension. Unlike the original section, the engineers of the Philadelphia Extension built the roadbed to contemporary standards; rather than graveless concrete like the original section, it was built with air-entrained concrete poured on top of stone, and new layer of gravel was also constructed between the dirt and roadbed. The transverse joints were placed at 46-foot (14 m) intervals, 31-foot (9.4 m) less than the 77-foot (23 m) intervals on the original section. Both of these alterations allowed for the implementation better drainage. The road itself was designed with a max grade of two percent and curves as sharp as three degrees, with the latter being much more forgiving that the 1940 sections six degree max. Because it traversed through flatter terrain, the extension required more straightforward earthwork than the original section. Construction of the extension demanded the building of a crossing over the Susquehanna River. With this, engineers designed a 4,526-foot (1,380 m) deck truss bridge to cross it. Its steel superstructure was built on top of concrete piers. Steel for the structure was supplied by and transported to the work site by the Bethlehem Steel Corporation. Despite owning a factory in Steelton, only the handrails were actually taken from that factory. This structure costed a total of $5,000,000 (${{Formatprice|50234182 ) to construct. In order to save money, it was built to lower standards than the rest of the extension, only having a four-foot-raised (1.2 m) median and no shoulders. The extension would return all of the old overpass designs; though the steel deck bridge was introduced. The Gettysburg Pike Interchange was opened on February 1, 1950. The remainder of the extension’s completion was delayed by poor weather and the cement workers going on strike; it was initially planned to be completed by October 1, 1950 the 10th anniversary of the first section. On October 23, 1950, the Philadelphia extension was previewed in a ceremony led by Governor Duff. On November 13, 1950, in preparation of the extensions opening, a new Carlisle Interchange was opened to replace the Middlesex Interchange, at which point the original Carlisle Interchange and Toll Plaza were closed. However, drivers were barred from passing east of the new interchange. The Philadelphia Extension was opened to traffic on November 20, 1950. Governor and Chair Evans cut the ribbon at the Valley Forge Toll Plaza to the west of King of Prussia. With completion of the extension, 100-mile (160 km) were added to the Turnpike System. Like the Philadelphia extension, the Western Extension required the building of long bridges, with these being the Beaver River Bridge and Allegheny River Bridge. The roadway was built to the similar design standards as the Philadelphia Extension, though with a less forgiving maximum curve of four degrees and grade of six percent. None of the overpasses from the previous two sections were retained, with thesteel girder bridges and through plate girder bridges replacing them, the only exception to this was the concrete arch bridge, though it was now built as the exclusive underpass. Like with the Middlesex Interchange, the Irwin Interchange was rebuilt into a permanent design with the extension, though unlike it, the extension bypassed the plaza to the east, only requiring the construction of connecting ramps. The section from the newly rebuilt Irwin Interchange to the Pittsburgh Interchange was opened on August 7, 1951. Ohio Governor Frank Lausche led a dedication ceremony on November 26, 1951. On December 26, 1951, the extension opened between the Pittsburgh Interchange and Gateway Toll Plaza, which became the new western end of the ticket system. Past the Gateway Toll Plaza, ramps carried traffic through a cornfield where it connected to local roads, this would only be the case until the connecting Ohio Turnpike opened. On March 1, 1952, the Beaver Valley Interchange was opened to traffic. In September 1953, the speed limit between the Ohio state line and Breezewood Interchange was lowered to 60 mph (97 km/h) to reduce the number of accidents. This returned to 70 mph (110 km/h) when the measure proved ineffective. The ramps were removed when the Ohio Turnpike was opened on December 1, 1954. officially completing the Ohio Extension.

In 1955, the PTC began a new tolling system where trucks would be charged based on their weight. This was a result of complaints that even if a trucker's load was heavier than others, they were still charged the same toll.

With opening of the Philadelphia Extension, the need for a 33-mile (53 km) stretch to the New Jersey State line became apparent. extension of the turnpike eastward to the New Jersey State line was announced. Construction of the Delaware River Extension was approved by Governor John S. Fine in May of that year. In March 1952, it was announced that the new crossing would be near Edgely, and that it would also connect with the New Jersey Turnpike. In September 1952, the turnpike commission announced $65 million (equivalent to $599 million in 2023) bonds would be issued to finance the project. Work on the Delaware River extension began on November 20, 1952; Governor Fine dug the first shovel into the earth at the groundbreaking ceremony. The Delaware River Extension included a bridge over the Schuylkill River that was built to the identical standards as the Susquehanna River crossing. In 1953, an extension of the Pennsylvania Turnpike from the mainline near Plymouth Meeting north through Northeastern Pennsylvania to the New York state line near Binghamton, New York, was proposed. In April 1954, $233 million (equivalent to $2.1 billion in 2023) bonds were issued to finance the building of the Delaware River Bridge and the Delaware River Toll Barrier, as well as the Northeast Extension. Groundbreaking for the Delaware River Bridge took place on June 26, 1954, in Florence, New Jersey. As a result of the extension, the Valley Forge Toll Plaza was demolished, and the connection with the Schuylkill Expressway was rebuilt into the Valley Forge Interchange, this opened alongside the section of new construction between there and the Willow Grove Interchange on August 23, 1954. This was followed by the segment from the Willow Grove Interchange to the Fort Washington Interchange on September 20, and the to the Philadelphia Interchange opened on October 27. The section from the Fort Washington Interchange to the Delaware Valley Interchange was opened on November 17. The Northeast Extension opened between Plymouth Meeting and the Lehigh Valley interchange near Allentown on November 23, 1955. The highway was extended north to a temporary interchange at Emerald on December 28 of that year. It was built with a four-foot (1.2 m) median in order to save money. Due to the mountainous terrain it passed through, a large amount of earthwork was necessary to build the road along with the construction of large bridges. Among the bridges built was the 1,630-foot-long (500 m) Clarks Summit Bridge (since renamed for John J. Fitzgerald, Turnpike engineer and superintendent) over US 6/US 11, which at the time was the tallest bridge on the Pennsylvania Turnpike system at 135 feet (41 m). The Northeast Extension also included the two-lane Lehigh Tunnel under Blue Mountain. The tunnel was originally going to be named for commission chair Evans but was changed when he was convicted of conspiracy to defraud the commission of $19 million (equivalent to $133 million in 2023). The Delaware River extension was completed when Delaware River Bridge and Delaware River Toll Plaza opened on May 23, 1956. The new plaza marked the eastern end of the ticket system. A motorist could now drive from New York City to Indiana entirely on limited-access toll roads. The speed limit on the turnpike was also reduced to 65 mph (105 km/h) for cars, buses, and motorcycles, with other vehicles limited to 50 mph (80 km/h). By 1957, it was possible to drive from New York City to Chicago without encountering any traffic signal. The rest of the Northeast Extension was opened between Emerald and Wyoming Valley on April 1, 1957. The entire length of the Northeast Extension was finished on November 7, 1957, with the completion of the northernmost part between Wyoming Valley and Scranton. The part of the Northeast Extension between Scranton and the New York state line was not built as part of the Pennsylvania Turnpike system but rather the Interstate Highway System as I-81. At the northern terminus, the Northeast Extension narrowed to two lanes along the northbound off ramp at Scranton to come to its northern terminus. A pair of trumpet interchanges were built to connect the Northeast Extension and I-81. As originally envisioned, the extension was supposed to extend north with a short spur of the mainline heading north. However, this was never built.

Late 1950s-1990s

Early improvements

In August 1957, the road was added to the Interstate Highway System upon the recommendations of various state highway departments to let the Bureau of Public Roads include existing toll roads into the new system. I-80 was planned to run along the turnpike from the Ohio state line to Harrisburg while I-80S would continue eastward toward Philadelphia. I-70 was also planned to follow the turnpike between Pittsburgh and Breezewood. At a meeting of the Route Numbering Subcommittee on the US Numbered System on June 26, 1958, it was decided to move the I-80 designation to an alignment further north while the highway between the Ohio state line and the Philadelphia area would become I-80S. I-70 was still designated on the turnpike between Pittsburgh and Breezewood. Between King of Prussia and Bristol, the turnpike was designated I-280. With the creation of the Interstate Highway System, restaurants and gas stations were prohibited along Interstate Highways. However, when it joined the system, the turnpike was grandfathered, allowing it to continue operating its service plazas.

In July 1959, a minimum speed of 35 mph (56 km/h) was established.

By the 1950s, the original section's concrete driving surface had deteriorated significantly due to inadequate transverse-joint spacing and the lack of gravel between it and the earth. In the summer of 1954, a project began to add a 3-inch (7.6 cm) layer of asphalt over the concrete. During one roadbed’s resurfacing, traffic was restricted to two lanes across the other. The first stretch to be rehabilitated was the 21 miles (34 km) stretch east of the Laurel Hill Tunnel. The rest of the roadway was completed by September 8, 1962.

Interstate 280
Location	Upper Merion Township–Bristol Township
Length	32.65 mi (52.55 km)
Existed	1958–February 1964

In April 1963, the state of Pennsylvania proposed renumbering I-80S to I-76 and I-280 to I-276 because the spurs of I-80S did not connect to I-80 in northern Pennsylvania. The renumbering itself was approved on February 26, 1964. With this, the turnpike would carry I-80S between the Ohio state line and Pittsburgh, I-76 between Pittsburgh and King of Prussia, I-70 between New Stanton and Breezewood, and I-276 between King of Prussia and Bristol.

The original New Stanton Interchange, as seen in this 1940s photograph.

By the 1960s, the The New Stanton Interchange, which served US 119 and required left turns across traffic grade level ramps into the toll plaza and off of an access road to US 119, had become a chronic bottleneck. In addition, a section of I-70 was to be built, and in order to allow for such, a new connection to it was required. Because of this, in October 1963, work began on a project to replace the New Stanton Interchange. The new interchange would be a standard trumpet interchange, thereby eliminating confusion that the old exit caused. This interchange, which had cost $1.6 million (equivalent to $12 million in 2023) was opened to traffic on November 12, 1964. The completion of this project marked the first permanent interchange that was entirely replaced, as well as the first interchange that didn’t connect to an expressway to be replaced in order to do so. The former westbound ramps were replaced by the new interchange, though the eastbound ramps were rather left abandoned.

In September 1965, the minimum speed limit was raised to 40 mph (64 km/h).

By the 1950s, the original road's narrow grass median had become obsolete. Because of this, in 1953, a 10 member committee set up by the PTC determined the best way to solve this was by constructing a median barrier across the entire highway. Work on the project began in August 1960. By December 1965, the 100 miles (160 km) of median barrier had been built at a cost of $5 million (equivalent to $36.9 million in 2023).

Eastbound past the Harrisburg East interchange with I-283/PA 283

On February 13, 1968, work began on constructing new ramps at the Harrisburg East Interchange to connect to I-283. The new ramps would replace a heavily congested one onto Eisenhower Boulevard. The project was completed in 1969, alongside an expansion of the Gateway Toll Plaza from eight collection lanes to eleven, as well as expansion of the Pittsburgh Interchange to ten lanes alongside connections to I-376. All of these projects costed a combined 3.2 million (equivalent to $20.4 million in 2023) to undertake.

In 1957, the PTC began installation of steel barriers near curves, high-accident areas, and in parts of the median in order to increase safety. By 1970, the entire roadway had barriers.

As originally built, the turnpike traveled through seven tunnels along its length, with all of them merging the 4 45-foot-long (14 m) lanes with a grass median on the rest of the road into two 11.5-foot-long (3.5 m) lanes with no divider. However, rapidly increasing traffic levels rendered this substandard design obsolete.

1971-1990s

In 1968, the PTC proposed a conversion of the section from the Morgantown Interchange to the Delaware River Toll Plaza from a ticket system to a coin drop system. This was canceled in 1971 due to a decline of toll revenue.

Interstate 80S
Location	North Beaver Township–Upper Merion Township
Existed	1958–October 1972

In 1971, the state of Ohio made plans to eliminate I-80S, replacing it with a realigned I-76. The state of Pennsylvania disagreed with the change and recommended that I-80S become I-376 instead. The Pennsylvania government later changed its mind and supported Ohio's plan to renumber I-80S as I-76. In December of that year, the change was approved by the American Association of State Highway Officials. As a result, I-76 would follow the turnpike between the Ohio state line and King of Prussia. This change took effect on October 2, 1972.

In 1969, the PTC announced plans for a major reconstruction of the entire turnpike. Most sections would’ve been four lanes or eight lanes wide; though in the Philadelphia area it would've instead been 10. Cars and trucks would have been carried on separate roadways. They had also proposed a new interchange with I-79 in Carpenter town. The roadway would’ve also have had a 80-mile-per-hour (130 km/h) speed limit and holographic road signs. This widening would have kept much of the routing intact, but significant reconstruction was proposed between the Allegheny Mountain and Blue Mountain tunnels. Because of the $1.1-billion (equivalent to $5.76 billion in 2023) cost and the 1973 oil crisis, this plan was not implemented.

Pennsylvania Route 9
Location	Plymouth Meeting–Clarks Summit
Length	111.04 mi (178.70 km)
Existed	1974–1996

In 1974, the Northeast Extension was designated as PA 9.

In 1970, a replacement of the Reading Interchange was proposed. This was deemed necessary because, with the planned bypass of the surface alignment of US 222 with a new four-lane expressway, the old interchange would be rendered obsolete. The new trumpet overpass would be located to the west of the original. Construction on the new Reading Interchange began concurrent with the expressway itself in 1972. The interchange opened to traffic on April 10, 1974. It construction costed $2.7 million, equivalent to $13 million in 2023. It is notable in the fact that trucks were weighed near instantaneously, the first interchange on the turnpike to do so.

With the passage of the National Maximum Speed Law in August 1974, the speed limit on the turnpike was reduced to 55 mph (89 km/h).

With the opening of nearby I-79 in 1976, the Perry Highway Interchange was expanded to serve increased traffic levels.

In 1978, the PTC began major improvements to the original 1940 roadway. Of these, new truck climbing lanes would be added, the first would be built at the east portal of the Allegheny Mountain Tunnel, the second in Jacobs Creek west of Donegal, and the third in Indian Creek, west of the Laurel Hill Bypass. On top of this, they would also improve the Irwin Interchange, New Stanton Interchange, Donegal Interchange, Somerset Interchange, and Carlisle Interchange, with them expanded and renovated. The longest of the new truck lanes was the Allegheny Mountain lane, which required construction of 2.2 miles (3.5 km) worth of new eastbound roadbed, so the existing roadbed, previously shared by both directions, could be converted into the new westbound roadbed. Work was completed on December 2, 1981. The entire project cost $70 million.

On September 10, 1983, the Blue Mountain Interchange's old toll plaza, the last one which dated back to 1940, was closed when the plaza was expanded from a two lane plaza. The old hexagon shaped booth was donated to the Smithsonian Institution.

In 1982, the PTC began a study on potentially modernizing the ticket system. New 2x5 inch tickets would replace the old 3x7 inch tickets. The new tickets would also have a magnetic strip that contained the toll fare and other information. Ticket dispensing would also be automated with the introduction of dispensers. Once it was determined to be beneficial, the new system was activated on July 22, 1987.

Eastbound Philadelphia approaching the Willow Grove Interchange with PA 611

By 1980, the section of road near Philadelphia had become a congested bottleneck, having not received any major improvements since its opening three decades earlier. In 1983, funding was approved to widen the stretch of turnpike between the Valley Forge Interchange and Philadelphia Interchange to six lanes. This planned project was put on hold because of disagreements between Governor Dick Thornburgh and the turnpike commission members,as well as differences between the commissioners themselves. The Pennsylvania Legislature approved the project in 1985; under this plan, the road would be widened between the Norristown Interchage and Philadelphia Interchange. Construction on the project began on March 10, 1986. Improvements to the Fort Washington, Willow Grove, and Philadelphia Interchanges were completed that year. The widening itself was completed on November 23, 1987. To celebrate this, a ribbon-cutting was held at the Philadelphia Interchange. The widening project cost $120 million (equivalent to $629 million in 2023).

In 1988, tandem toll booths (two toll booths in one lane) were added to the Valley Forge Interchange; this was followed by their addition at the Willow Grove Interchange in 1989.

1990s-present

The PTC celebrated the highway's 50th anniversary in October 1990. Over $300,000 (equivalent to $618,462 in 2023) was spent to promote the turnpike through various means including a videotape, souvenirs, and a private party attended by politicians and companies that work with the turnpike.

The New Castle Interchange was opened alongside the Beaver Valley Expressway on November 8, 1991.

In December 1998, call boxes were installed between New Stanton and New Baltimore. On July 4, 1990, the PTC introduced the *11 emergency cellular phone number. This allowed for cellular phones to have access to the same service the call boxes provide.Additionally, the call boxes themselves were added between New Baltimore and the western portal of the Kittatinny Mountain Tunnel. By November 22, 1991, the entire turnpike had callboxes installed, a call box was then located every mile (1.6 km) for its entire length.

In 1989, construction began on a eastbound truck lane near east of the Beaver River Bridge near the Ohio state line. This was completed in 1992.

Plans to build a interchange near Harrisburg to serve the New Cumberland Defense Depot were announced in June 1985. In September 1992, the PTC scrapped the project because it would instead build a connector road to the depot between PA 114 and Old York Road that would parallel the turnpike.

[[File:2022-08-06 19 05 26 View south along Interstate 476 (Pennsylvania Turnpike Northeast Extension) at the north portal of the Lehigh Tunnel in East Penn Township, Carbon County, Pennsylvania.jpg|thumb|Lehigh Tunnel southbound]]

I-476 northbound at the exit for PA 903 in Penn Forest Township

When it first opened, traffic on the Northeast Extension was light. By the 1970s, traffic along the roadway increased with the completion of the connecting I-80 and the rising popularity of the Pocono Mountains as a vacation destination. As a result, the two-lane Lehigh Tunnel faced serious congestion. Plans were made to either bypass the tunnel or add a second tube, similar to what occurred to the mainline. The turnpike commission decided it would build a second tunnel as the cost was lower than building a bypass. In 1988, a $37-million (equivalent to $82.3 million in 2023) contract was awarded to build the second tube. Groundbreaking for the tunnel took place on February 14, 1989, with Governor Robert P. Casey in attendance. Excavation of the new tunnel began in July of that year. Construction of the second tube utilized the New Austrian tunneling method, which reduced the cost of the tunnel by $5 million to $6 million (equivalent to $11.1 million to $13.3 million in 2023). It was the first tunnel in the US to use this construction method. The second tube at Lehigh Tunnel opened on November 22, 1991, with Governor Casey in attendance leading a line of antique cars. Construction of the tunnel cost $45 million (equivalent to $89.8 million in 2023). The new tube is used for southbound traffic while the original tube carries northbound traffic. The newer tunnel is wider, higher, and brighter than the original.

Westbound approaching the Mid-County Interchange with I-476 in Plymouth Meeting

In March 1989, a contract was awarded to build the Mid-County Interchange, which would connect to the north end of the Mid-County Expressway. It would replace the Northeast Extension Interchange, as the new interchange would contain connections the trumpet interchage had previously served. The Norristown Interchange would also be improved as part of the project. In June 1989, a losing bidder decided to challenge the PTC, saying it violated female and minority contracting rules regarding the percentage of these employees that were used for the project. Under this rule, bidders were supposed to have at least 12 percent of contracts to minority-owned companies and at least four percent to female-owned companies. The losing bidder had 12.4 percent of the contracts to minority companies and 4.2 percent to female-owned companies while the winning bidder had 6.1 percent and 3.7 percent, respectively. The turnpike commission decided to rebid the contract but was sued by the original contractor. This dispute delayed the construction of the interchange. The contract was rebid in November 1989 after the Supreme Court of Pennsylvania permitted it, and construction began shortly after. A new 17 lane Mid County Toll Plaza was also built on the Northeast Extension as part of the project. The first phase, which built the ramps onto I-476, was completed on November 9, 1992. At this point, demolition of the old Northeast Extension Interchange to allowing for completion began. These new ramps opened on December 15, 1992. This was marked by an official ribbon-cutting cermony. It is notable for being the first interchage on the turnpike to be built with flyover ramps.

In September 1990, construction of an interchange with PA 743 between Elizabethtown and Hershey was proposed. However, a study completed in April 1993 determined that it would not improve traffic flow on local roads.

On March 19, 1991, work began on a project to build the Wyoming Toll Barrier on the Northeast Extension. Work would also involve demolition of the old Scranton Interchange, which was located . This was completed in 1992.

In February 1992, work began on the Keyser Avenue Interchange on the northeast Extension. On February 1, 1995, this interchange was opened at a cost of $22.4 million (equivalent to $40.9 million in 2023). Construction of this interchange also involved constructing a new mainline flat-rate toll barrier near the new interchange.

On Juuly 13, 1995, the speed limit was raised to 65 mph (105 km/h). The only exception was in urban areas with a population greater than 50,000; they retained the old 55-mile-per-hour (89 km/h) speed limit.

Original Morgantown interchange in November 2023, after its replacement in 1990

In September 1984, the PTC announced plans to replace the Morgantown Interchange. The new interchange would provide direct access to I-176. Groundbreaking for the interchange was held on February 28, 1989. The $17 million interchange, whitch was bulit 1.5 miles (2.4 km) northeast of the original, though unlike it, would not contan compete acsess to PA 10 . The new interchage was opened just a year later in September 1990. In 1994, construction began on the \ second phase to prvide a direct connection with I-176. On September 27, 1996, the second phase, and by extension the project, were completed. The overhead lights at the new exit were considered a nuisance by residents who lived near it.

On November 1, 1996, the Northeast Extension was added to the Interstate Highway System as a northern extension of I-476, replacing the PA 9 designation along the road. The addition of new guardrails and line striping was necessary for the road to become an Interstate. It was hoped that the Interstate designation would bring economic development and tourism to the areas served by the roadway. This extension resulted in I-476 surpassing the 120-mile (190 km) I-495 in Massachusetts as the longest auxiliary Interstate Highway, though it could be contested for this title in the future by I-369 in Texas.

In Fall 1998, the PTC completed implementation of the “Advanced Traveler Information System” (ATIS). It involved the addition of variable message signs, a traffic flow system, a truck rollover system, a camera system, and an overheight vehicle detection system.

In early 1999, the PTC began printing coupons on the back of toll receipts, primarily for use by business owners.

In June 1998, work began to rebuild the five-mile (8.0 km) stretch of the original 1940 section east of the Donegal Interchange between milepost 94 and 99. This project involved the replacement of the overpasses, widening of the median, and expansion of the shoulder. Work was completed on October 23, 2000, at the cost of $24 Million.

In May 1998, the PTC began a project to replace the Delaware River Bridge’s deck. As part of this, shoulders and a median barrier were added, though two vehicular lanes were removed. The Delaware River Toll Plaza was also expanded as part of the project. It was completed in August 2000. In Winter 2000, a rehabilitation of the Tuscarora Mountain Tunnel was completed. Work involved replacement of the fluorescent lighting, repairing of the titles, installation of netting to protect against debris, as well replacement of the pipes in order to correct a design flaw.

In October 2000, the PTC announced plans to convert the exit numbers from sequential exit numbering to distance-based exit numbering. The old exit numbers would only be phased out after being left in. The new exit numbers were posted in May 2001. It was completed by the end of the year.

In Fall 1999, a reconstruction project began on the section between mileposts 187 and 197. Work was completed in the Summer of 2001 at the cost of $50 Million.

Plans were made in 1989, to build the Cranberry Interchange, as well as linking the Breezewood Interchange to I-70 and Carlse Interchange to I-81. While the latter two would be canceled, the Cranberry Interchange would be approved in 1993. The new interchange, would serve both I-79 and US 19 with direct connections. It would replace the Perry Highway Interchange, of which it would be largely built on the existing right of way of. A contract was awarded to build this interchange in November 1995. In 1997, transportation officials agreed upon a design for the interchange. The project also included moving the western end of the ticket system to a new toll plaza in Warrendale. The interchange project was delayed by a dispute with Marshall and Pine townships in Allegheny County, who wanted to prevent construction of the toll plaza as they thought it would cause noise, air, and light pollution. Marshall Township eventually agreed to allow the toll plaza be built. Reconstruction of the Gateway Toll Plaza from a ticket facility into a coin drop facility began in October 2001. The plaza itself would also be rebuilt, with the new lanes with better heating and cooling. Groundbreaking for the Cranberry Interchange and Warrendale Toll Plaza took place on February 22, 2002. The westbound Butler service plaza was closed in March because of this. On June 1, 2003, construction on the Warrendale plaza and reconstruction of Gateway Toll Plaza were completed, at which point the New Castle, Beaver Valley, and Perry Highway Interchanges had their toll plazas eliminated. The Cranbury Interchange opened on November 12, 2003. On June 22, 2004, the Express E-ZPass lanes were completed at the Warrendale toll plaza, which allowed motorists to travel through the toll plaza at highway speeds. The entire project cost $44 million (equivalent to $69.9 million in 2023).

On July 12, 2001, ground was broken on a rebuild to the roadway between mileposts 109 and 122. Work involved replacing the roadbed and seventeen overpasses (including the Somerset Interchange) to accommodate the expanded shoulders and median. On March 21, 2002, a $66 million project to rebuild the roadway from mileposts 85 to 94 broke ground. This project would reconstruct the Donegal Interchange, rehabilitating seven other overpasses. And adding eastbound truck lanes between mileposts 88 to 94 and westbound equivalent between mileposts 93.1 and 92.2. They also bypassed old roadway in some sections, replacing the poorly designed six degree bends with straightaways. While work on the milepost 109-122 project was scheduled to be completed in Spring 2005 and the milepost 85-94 work planned to be completed in November 2005, a fare increase allowed for the both projects to be completed in November 2004.

The westbound Virginia Drive slip ramp in Fort Washington, Pennsylvania

An electronic toll collection system was first proposed in 1990 where a motorist would create an account and use an electronic device which would be read from an electronic tollbooth; the motorist would be billed later. The multi-state electronic tolling system, which was to be called E-ZPass, was planned to be implemented by 1998 In 1996, the PTC considered adding slip ramps in the Philadelphia area in which electronic toll collection technology would be used. Other slip ramps were planned in the Philadelphia area at PA 29 near the Great Valley Corporate Center and at PA 252 in Valley Forge in the 1990s. Residents opposed the PA 29 (exit 320) ramp, fearing it would spoil the rural area. In 1999, the PTC canceled plans to build a slip ramp at PA 252 and instead focused on building one at PA 29.The planned installation date was later pushed back to 2000. Construction began on the westbound E-ZPass-only slip ramp at Virginia Drive (exit 340) in Fort Washington in early 2000; it opened on December 2, 2000, having cost $5.1 million, equivalent to $8.58 million in 2023. That same day, E-ZPass debuted on the mianline between Harrisburg West and the Delaware River Bridge, as well as on the Northeast Extension between exit 20 and exit 56. By December 15, E-ZPass could be used on the entire length of the mainline Pennsylvania Turnpike. The introduction of E-ZPass saw the retrofitting of feedback signals onto the toll plazas. On December 14, 2002, the system was introduced to commercial vehicles. E-ZPass was finally added to the Keyster Avenue and Clarks Summit Toll Plazas on the Northeastern Extension on November 23, 2004.

In April 2005, the PTC approved raising the speed limit to 65 mph (105 km/h) for the entire length of the turnpike, excluding tunnels, mainline toll plazas, and the winding portion near the Allegheny Mountain Tunnel.

In July 2004, construction began on a widening of the section between mileposts 38 and 40 to six lanes. Work was completed in Winter 2005.

Eastbound at the Valley Forge interchange, where I-76 splits from the turnpike and I-276 begins

In September 2000, the PTC announced plans to replace the deck truss bridge over the Susquehanna River with a pair of segmental concrete bridges. In 2004, work began on building the new, six-lane bridge which cost $150 million (equivalent to $232 million in 2023). In March 2005, as part of the project, work began on realignment of a 1.5 mile section of roadway near the bridge. In November, work began on a replacement of the Harrisburg East Interchange, its toll was replaced by a new nine lane one and its overpass on the mainline rebuilt. On May 16, 2007, a ribbon-cutting took place to mark the completion of the westbound direction of the bridge, which opened to traffic the following day. The eastbound direction of the bridge opened in June, officially upgrading the crossing to six lanes. Demolition of the old bridge began on August 22, and was completed by September 5.

In December 2005, the PTC began a project to rebuild the Gettysburg Pike Interchange. It involved expanding the toll plaza and utility building and constructing bridges within the interchange and on the Turnpike. The work was completed in October 2007, at the cost of $29 million.

Westbound past the Virginia Drive Interchange in Fort Washington

In November 2006, Governor Ed Rendell and former Pennsylvania House Speaker John Perzel proposed leasing the turnpike longterm to a private group to raise money to improve other infrastructure in the state. Such a lease was speculated to raise up to $30 billion (equivalent to $43.6 billion in 2023) for the state. In October 2007, 34 companies submitted 14 proposals to lease the turnpike. On May 19, 2008, a record $12.8-billion (equivalent to $18.1 billion in 2023) proposal by Abertis, a Spain-based firm, and Citigroup in New York City to lease the turnpike was submitted. The consortium withdrew the offer on September 30, 2008, as they reasoned the proposal would not be approved in the state legislature.

Westbound in Upper Allen Township

A study began in 1999 to widen the road to six lanes between the Valley Forge Interchange and Norristown Interchange. Related construction had already begun in 1998 to construct a second Schuylkill River Bridge. The work involved building a new bridge adjacent to the existing bridge; the new bridge was wide enough to accommodate the widening. This part work was completed a month early in May 2000, and allowed for the expansion to be carried out. In 2003, the Fort Washington Interchange was rebuilt to allow for the widening. In March 2000, expansion began at the Valley Forge Toll Plaza, with work on widening the stretch of road itself beginning in October 2004. The Norristown was rebuilt and expanded toll plaza as part of the project. Work on the widening west of the Schuylkill River Bridge was completed on December 22, 2006, while the section east of it was completed in November 21, 2008. The project cost $330 million (equivalent to $459 million in 2023).

The stairs to St. John's Church in New Baltimore in 2010

In 1996, plans were made to reconstruct the western part of the turnpike from the Ohio state line to milepost 10. Work on this project began in September 2005. The first phase, which involved rebuilding the overpasses at mileposts 4 and 9, was completed in November 2006. The second phase, which began in early 2006, involved rebuilding the roadway between milepost 0 and the Gateway Toll Plaza, which would also have its westbound lanes demolished and and eastbound lanes refurbished and express E-ZPass lanes built. This phase of work was completed in July 2007, with the epress Express E-ZPass lanes at the Gateway Toll Plaza opening. Rebuilding of the section between the Gateway plaza and milepost 10 began in January 2007 and was completed on May 21, 2009. The entire project had cost $132 Million.

In November 2005, the PTC announced plans to replace the deck truss bridge over the Allegheny River with new segmental concrete bridges built to idetcal design standadrds as the Susquehanna replacement. Work on the span began in May 2007, As with the Susquehanna River Work, the turnpike was partially replaced to meet with the new bridges. The Allegheny Valley Interchange, like the Harrisburg East Interchange, was rebuilt, its ramps demolished and new ones built. A dedication ceremony was held for the new bridge on October 23, 2009, with the eastbound bridge, temporarily carrying both directions of traffic, opened the following day. At this point, the old bridge closed. Demolition of the old bridge began after, a controlled implosion to take down part of it occurd on July 13, 2010, a second implosion occurred on July 30 to try to bring down another other half, though this failed, with workers having to torch the structure down instead. Work on the $193.6 million (equivalent to $26.7 million in 2023) project was finally completed when the westbound bridge was opened on November 15.

Construction of exit 352, a slip ramp with PA 132, began in November 2009. The ramp was opened to traffic on November 22, 2010. The eastbound exit and entrance, which cost $7.4 million (equivalent to $10.1 million in 2023), was built to provide improved access to Parx Casino and Racing.

In January 2006, a project began to widen the section between mileposts 67 and 75; it replaced several overpasses and entirely bypassed a portion of the turnpike with new earthwork. As part of the project, in January 2007, the Hempfield service plaza was permanently closed. Work was completed in November 2011.

On December 22, 2008, work began on a replacement of the Pocono Creek BRidge on the Northeast Extension. Two new bridges were built to replace the old ones, and unlike them, had shoulders. The $101.6 million project was completed on November 4, 2011, with a ribbon cutting ceremony at the northbound span.

On September 26, 2012, the PTC began the pilot program to replace the replacement Automatic Ticket Issuing Machines (ATIM) at the Willow Run Interchange and Lebanon-Lanchester Interchange. The new tickets were 1.75 inches longer, printed on thermal paper, and lacked magnetic strips the old tickets had. In addition, the tickets were not preprinted, meaning that more ink was saved in comparison to the old system. After this test was completed, starting on October 1, the new machines were installed at the low volume interchanges, and by December 6, the high volume interchanges had also transitioned to the new system. This was done because the old 1987 ATIM’s had became obsolete, and if left in use past 2012, they would have became impossible to maintain.

In 2002, the PTC approved funding for a slip ramp with PA 29. It was put on hold in 2009 because of engineering and design problems in widening the adjacent portion of the turnpike. It was announced that the turnpike commission would approve construction of the slip ramp at PA 29 in August 2010, and construction began in March 2011. The interchange, which has access to and from both directions of the turnpike, opened on December 11, 2012; Governor Tom Corbett cut the ribbon. They also rebuilt the short section on roadway between the new interchange and milepost 319.

On June 22, 2012, the PTC began a $4.5 Million project to reconstruct the Somerset Interchange, eliminating the intersection with five separate roads. The entire project was competed in Summer 2013.

On June 17, 2014, the turnpike was officially dedicated as a Blue Star Memorial Highway, in honor of veterans who work at the PTC.

On July 22, 2014, the speed limit increased to 70 mph (110 km/h) between the Blue Mountain Interchange and Morgantown Interchange.

In 1990, plans were made to build an interchange at PA 903 on the Northeast Extension in Carbon County. A bill authorizing construction of this interchange was signed into law by Governor Casey in July of that year. Plans for this interchange were canceled by the turnpike commission in 1995. In 2006, the plans were resurrected, with the proposed interchange now being all-electronic, in that it would only accept E-ZPass. Construction on the $23-million (equivalent to $32 million in 2023) interchange began in the middle of 2008. The interchange opened to traffic on June 30, 2015. This year also marked the competition of a $39 Million widening to six lanes between mileposts 99 and 102.

On April 22, 2014, a groundbreaking ceremony was held to widen the road between mileposts 250 and 252 to six lanes. Work on this $47.65 million project was completed in 2016.

On March 15, 2016, the PTC approved raising the speed limit on the remainder of the turnpike to 70 mph (110 km/h), excluding sections that are posted with a 55-mile-per-hour (89 km/h) speed limit. On May 3, 2016, the speed limit increased to 70 mph (110 km/h) on the 65-mile-per-hour (105 km/h) sections of the toll road. The speed limit remains 55 mph (89 km/h) at construction zones, the tunnels, mainline toll plazas, the winding portion near the Allegheny Mountain Tunnel, and the section between Bensalem and the Delaware River Bridge.

In April 2015, a pilot program started at the Willow Hill Interchange to upgrade automated payment machines to accept credit/debit cards. In October 2016, this was expanded to the entire roadway.

On March 17, 2017, the PTC announced that they would be removing the feedback signals as part of upgrading the toll equipment; this was done because they did not conform to federal guidelines.

I-476 North in Whitpain Township

In 2007, the turnpike commission announced plans to widen the Northeast Extension to six lanes between Mid-County and Lansdale. The project divided this stretch of highway into two sections. Work on the southern section began in January 2008 with the replacement of two bridges over the Northeast Extension to accommodate the widened highway. Construction on the actual widening phase commenced in January 2011. Completion was originally planned in 2013; however, construction fell a year behind schedule. Construction on widening the northern section started in May 2014, while work on widening the southern section finished up in October of that year. By this point, the project scope was expanded to include the Lansdale interchange itself, the roadway to a point one mile (1.6 km) north of the interchange, and two new E-ZPass-only ramps at the Lansdale interchange to relieve congestion at the toll plaza. This new northbound exit ramp opened December 4, 2016, and the companion southbound onramp opened a week later. Construction along the northern section was originally planned to finish by the end of 2016 but was delayed until mid-2017. Construction was substantially completed, with all six lanes open, by August 31, 2017.

In September 2017, the PTC announced they would be removing callboxes, this was due to mobile phones rendering them obsolete.

In 2017, a $145 Million widening was completed to the section between mileposts 220 and 227. The following year, a $83 Million widening was completed between mileposts 202 and 204, and in 2019, a $90 million widening was completed between mileposts 90 and 94.

The split where the Pennsylvania Turnpike westbound exits I-95 southbound in Bristol Township

In September 2019, the turnpike launched a smartphone app for paying tolls.

In August 2013, a project to widen the roadway between mileposts 40 and 48 to six lanes. Work entitled reconstructing overpasses and underpasses, wetland mitigation, and demolition of the underpass carrying McClelland Road under the turnpike. The $200 Million project was completed on October 17, 2019.

In 2022, the section between mileposts 28 and 31 was widened to six lanes at the cost of $76 Million.

Construction to widen the roadway between mileposts 102 and 109 to six lanes began in January 2021, and would also involve replacing some of the roadway. It was substantially completed on August 21, 2024.

On September 30, 2024, the PTC introduced the ability to pay tolls through use of Apple pay or Google Pay.

Once widening was completed on the Northeast Extention from Mid-County to Lansdale, a similar project began on the next segment of highway, from Lansdale to Quakertown. As done on the first project, the Lansdale–Quakertown segment was rebuilt in two sections, with a southern half started in late 2017, widening the road to six lanes with full shoulders. Advance work began in early 2013 with replacement of several bridges in this area north of Lansdale, with work on the actual widening beginning in late 2017. Widening of this section was completed in late 2020. In April 2022, construction began on widening the northern section of the roadway between Lansdale and Quakertown, with completion expected in early 2025.

In 2010, McCormick Taylor and Wilbur Smith Associates were hired to conduct a feasibility study on converting the road to all-electronic tolls. On March 6, 2012, the turnpike commission announced that it was implementing this plan. The turnpike commission projected that it would save $65 million annually on labor costs by eliminating toll collectors. On January 3, 2016, work was completed on a reconstruction of the Delaware River Bridge Toll Plaza into a westbound only cashless gantry, while the eastern terminus of the ticket system was moved from the Delaware River Bridge to the newly built Neshaminy Falls Toll Plaza. On April 29, 2018, the turnpike commission implemented all-electronic tolling at the Keyser Avenue and Clarks Summit toll plazas on the Northeast Extension. On October 27, 2019, all-electronic tolling was implemented at the Gateway Toll Plaza, with all traffic then rerouted to using its express lanes. All-electronic tolling was originally scheduled to be implemented on the entire length of the Pennsylvania Turnpike in the later part of 2021. In March 2020, the turnpike made the switch early as a result of the COVID-19 pandemic. The all-electronic tolling system on the turnpike will initially use toll booths at exits until mainline toll gantries between interchanges are constructed,at whitch point the plazas will be demolished. Construction on the Northeast Extentions gantires began in 2023. The mainlines toll gantries are planned to be in operation by 2025 east of the Reading interchange and by the later part of 2026 along the western portion of the turnpike.

In late 2021, construction began to replace the Hawk Falls Bridge on the Northeast Extension over Mud Run in Carbon County. The replacement is a 720 feet (220 m) long steel bridge that will include shoulders. Construction of the replacement bridge is expected to be completed in the middle part of 2026.

A widening project between the PA 29 and Valley Forge Interchanges is currently underway and being split into two phases, one running between the PA 252 overpass and the Valley Forge Interchange and the other between the PA 29 interchange and the PA 252 overpass. On September 27, 2021, construction on widening the section between the PA 252 overpass and the Valley Forge Interchange began, with completion expected in May 2025. In Spring 2023, construction began on widening the turnpike from the Downingtown Interchange east to the Valley Hill Road overpass, with completion planned for 2027.

In September 2013, the PTC began a project to replace the Beaver Valley Bridge with new segmental concrete spans with the same design as the Subsquena and Allegheny replacements. The first phase was completed in November 2017, when replacement of all of the overpasses in the affected area was completed. In December 2022, the PTC began the second phase, which would construct the six lane replacement as well as reconstruction of the Beaver Valley Interchange. Work is expected to be completed in September 2027, at the total cost of $292 million.