PA Turnpike original (and temporary) termini

[briantroutman]

I've been curious about the temporary termini (at various points in history) of the Pennsylvania Turnpike, so I did some research on historic aerials and topo maps to see what evidence I could find.

The 1940 western terminus at Irwin looks pretty straightforward, even though I haven't been able to find an aerial photo or topo map from 1940-1950 to confirm my guesses. Comparing this 1957 aerial with the PTC's 1940 interchange diagram (on Jeff Kitsko's PA Turnpike history page), it appears the then-current toll plaza (today's toll plaza is in almost the same location) sits on the original 1940 mainline–and that the mainline was shifted to the east when the Western Extension was built. The 1957 aerial photo below appears to show traces of the original mainline cutting diagonally through the trumpet that was added and connecting directly with the toll plaza alignment.



The 1940 eastern terminus has been harder to pinpoint. The PTCs original "Middlesex" interchange diagram shows an overpass connecting exiting traffic to US 11 northbound, a fairly sharp exit ramp connecting to US 11 southbound, and gentle on-ramp from southbound US 11 onto the turnpike. Yet by 1957, with the Philadelphia Extension in place, there appear to be no visible traces of the previous interchange. Also, notice the diagonal road that runs from the then-current Carlisle trumpet to southeastward to US 11. Was this a local road cut off by the turnpike's construction in 1940? A police access road abandoned when the new Carlisle off ramps were constructed? Due to enlargement of the Carlisle trumpet, this road no longer exists at all.

I'm assuming that, unlike Irwin, the current turnpike alignment is the original 1940 alignment and that the current Carlisle toll plaza sits on an alignment that was created specifically for the new interchange.



I've read newspaper articles from about 1951-'53 that describe the Western Extension as "ending dead in a corn field" near Petersburg, Ohio. Some further elaborate that a temporary asphalt access road was built to connect to a "township road" (assumably Garfield Road) which in turn connected to "Route 90", which I assume is present day OH 617 or 170. None of the aerial photos or topographic maps I have found show the road in this period or give any hint of the temporary end.

The only temporary terminus that I've been able to trace thoroughly is Valley Forge. As shown on this 1952 topographic map, the turnpike originally transitioned seamlessly into the Schuylkill Expressway with no real interchange to speak of. By contrasting with the mid '50s aerial photo overlaid, you can easily see that the mainline of the Philadelphia Extension followed what today is the alignment of the turnpike's eastbound off-ramp to the Schuylkill Expressway. The topo map shows that there was originally an off-ramp for PA 23 right at the "bend", although this ramp was closed and relocated 3/4 mile to the southeast when the interchange was reconfigured.



In the 1951-1956 configuration (before the Delaware River Extension), there was no toll plaza at Valley Forge. Rather about four miles to the west, the PTC had constructed a barrier toll plaza across the mainline, This "toll station" is indicated on a 1952 topo map, and a late '50s aerial photo (from after the plaza was removed) still shows the widened pavement and cemented-in median (instead of grass) from where it previously stood. This area is still identifiable today–near the Mill Road overpass and at gated police access ramp to Yellow Springs Road.



Anyone have any aerial photos, topographic maps, or other info that fills in the gaps that I am missing?

Since even the earliest PTC publications make mention of extensions to Philadelphia and Ohio, I'm surprised and confused that they didn't design the termini specifically for extension–with partial trumpets already in place and carriageways ready to be extended without disruption of existing traffic. Particularly in the case of Valley Forge–the Delaware Extension was already on the drawing board and just months away from being approved when the Philadelphia Extension opened.

[NE2]

That west end is somewhat similar to the original New Jersey Turnpike north end at US 46, where the old trumpet is still partly in use and the old toll plaza pavement is off to the east.

As for Pennsylvania: http://www.pennpilot.psu.edu/ has nothing from the right time period at any location. What can be seen is that the mystery road at Carlisle did not exist in 1937.

Route 90 went from North Kingsville south through Youngstown to the Pennsylvania line at PA 351, and was renumbered as extensions of 170 and 617 the early 1960s. http://data.cei.psu.edu/pennpilot/era1960/lawrence_1958/lawrence_1958_photos_jpg_800/lawrence_060358_apg_2v_103.zip shows a connection to Burkey Road that still exists for toll worker access, and Burkey definitely had some improvements between 1939 and 1958 (as did Dickson to SR 170 for Columbiana traffic).

The 1941 Cumberland County map here shows the configurations at Carlisle: http://www.dot.state.pa.us/internet/bureaus/pdplanres.nsf/infoBPRHistoricCountyMaps and the 1941 Westmoreland County (sheet 2 inset 84) shows Irwin.

But the answer for Carlisle lies in the bridges:
http://uglybridges.com/1462803 (mainline, 1939 - no, I don't know if the entire width was all built then)
http://uglybridges.com/1462804 (ramp, 1950)

[briantroutman]

But the answer for Carlisle lies in the bridges...

Thanks for picking up the mantle. Looks like the bridge data is correct.

I found 1940-era postcard on eBay showing the eastern terminus as it was before the Philadelphia Extension.



Compare that to these two:

Current mainline


Current Carlisle off-ramp


If you don't get distracted by the overgrowth or the existence of the new Carlisle on-ramp in the second photo, you can clearly see that the original east-to-north "Middlesex" ramp was on the current mainline overpass. If there's any doubt, compare the detail of the current mainline overpass (below) with the postcard–and with the current Carlisle off-ramp. In particular, look at the abutment wing walls and railing. It's obviously on the mainline.



Given the construction methods of these original 1940 overpasses (single span for both carriageways, single-piece poured concrete bridge abutments), I'm willing to go out on a limb and say that the original overpass was the full width that carries all four lanes today.

[Mr_Northside]

I've always assumed, perhaps incorrectly, that the current Irwin Interchange bridge over US-30 is still from the original terminus.  I've always based that on the fact that it's design seems consistent with other original PTC overpass bridges (though it's been rehabbed & painted recently).

Like I said, always just an assumption.

[BrianP]

I agree that the current mainline bridge was used as part of the former Carlisle terminus.  But from looking at the bridge from GSV it looks like that bridge may have been built as a two lane bridge and then expanded to four lanes.  The parapets don't match is the main reason I'd say that.   

[briantroutman]

It looks like the temporary end may have been in Pennsylvania after all. This 1951 map with the "proposed Western Extension" specifically identifies a temporary exit just west of the Gateway toll plaza onto what appears to be the current Burkey Road–confirming that earlier suggestion.

But from looking at the bridge from GSV it looks like that bridge may have been built as a two lane bridge and then expanded to four lanes.  The parapets don't match is the main reason I'd say that.   

I suspect that difference is due to reconstruction from damage and wear over time–not because of widening. Even so, if the overpass on US 11 had been widened, it would have been widened around 1950, and the aesthetic style of the Philadelphia Extension's overpasses and other fixtures was more or less the same as the original 1940 section.

[ysuindy]

Regarding the end of the Western Extension:

Ohio 90 was renumbered when I-90 opened in Ohio.

When I lived in the area and got my license in the 70's I recall using Burkey Road to enter the turnpike Eastbound.  You would drive down Burkey Road and ease on to the Turnpike just West of the toll plaza.  Before the center median wall was built it was possible to pay your toll Westbound and cut across the Eastbound lanes to Burkey Road.  You needed light traffic to be able to do it, but living up in Poland, Ohio just off 170 it would cut 10-15 minutes off the trip versus going all the way to Route 7.

There are a couple of buildings along 170 heading North to Poland that were gas stations during this period that re converted to other uses, including one that is now a house.

My Dad would occasionally remark that at one time Petersburg, Ohio had a chance to have the original Exit 16 be at 170 and turned it down leading to it being in North Lima at route 7. No idea if this is true.  It would have been interesting if it did as my mom's grandparents lived just north of the turnpike on 170.

Somewhere is have copies of newspaper clippings of the turnpike ending there and the construction of the Ohio turnpike.  If I ever get around to cleaning up the boxes in my basement, I might be able to find them.

[roadman65]

Good detective work on everybody's part here!  We did not have GSV or other aerial documentation, but we came up with great speculation. 

I am inclined to agree with NE 2, let the bridges do the talking as I have found that out in NJ where I lived originally.  The Garden State Parkway has two interchanges where the bridges tell the story of the original alignment of the roadway.

The bridges carrying the GSP over NJ 34, if you look closely the NB Parkway and SB Exit 98 c/d roadway are built identical while the SB Parkway is more modern.  That tells the story that the SB lanes of the GSP were realigned in the median and once used the c/d roadway as its original alignment.  Of course, I remember as a kid, the NJ 34 southbound exit from the GSP SB was a left hand exit and furthermore the NB GSP bridge over the c/d road after it turns to ramp is older in design than the SB lanes bridge just a few feet away as well.  That SB underpass is the same age and design as the SB bridge over NJ 34.  It also tells the story of how the transfer between the old left lane exit to the new Exit 98 c/d roadway took place as well.

Good work as I (and I am sure many of us here) have wondered about the original PA TPK terminuses as well.   

[Stephane Dumas]

By checking the map and the former aerial photo of the former toll plaza at the Philly extension. I think it was a missed opportunity. They could had extended the turnpike as a coin-drop system down to the Delaware bridge. Some interchanges could had free access while others could had a coin-drop toll plaza.

[roadman65]

By checking the map and the former aerial photo of the former toll plaza at the Philly extension. I think it was a missed opportunity. They could had extended the turnpike as a coin-drop system down to the Delaware bridge. Some interchanges could had free access while others could had a coin-drop toll plaza.

They're probably regretting that one as we speak.

[amroad17]

I thought the original eastern (Carlisle) terminus was at PA 34 when first completed in 1940.  The extension to Middlesex was built a few years later, but before the Philadelphia extension.  I looked at Historic Aerials and saw what looked like an abandoned trumpet interchange at that location (as well as noticing this while driving that way in my truck driving days).

[briantroutman]

I thought the original eastern (Carlisle) terminus was at PA 34 when first completed in 1940.  The extension to Middlesex was built a few years later, but before the Philadelphia extension...

Everything I've read indicates that the eastern terminus was at Middlesex from the beginning. From 1940 until roughly 1950, there had been a "Carlisle"  Interchange at PA 34–the ramps are where Cave Hill Road is today. Once the Philadelphia Extension opened, the interchange at PA 34 was closed, and the reconstructed Middlesex Interchange was renamed Carlisle.

This Interchange is located north and adjacent to the historic town of Carlisle which in reality is the gateway to the west for traffic from all points east, as shown above.  The 4-lane ticket office is located directly across the Turnpike proper, as is the ticket office at Irwin.  Traffic desiring to proceed westward from this Interchange will follow the directional arrows as noted.  (MILE 157)

The present eastern terminus of the Pennsylvania Turnpike is located at Middlesex, just two miles beyond the Carlisle Interchange, making a direct connection with U. S. Route No. 11 for points north and east, as shown.  No ticket booth was provided for this Interchange due to its close proximity to Carlisle.  When the Turnpike is extended to Philadelphia this Interchange may be eliminated.  The foresight and discretion show by the Commission in its planning will prove economical.  (MILE 160)

[amroad17]

Thanks for the info.  I guess I thought that the Turnpike ended there--it was the "toll" part that did.  I like the mention of how the Middlesex interchange "may be eliminated".   Could you imagine that today?

[Stratuscaster]

I've used that roundabout there off PA-34 when attending shows at the Carlisle Fairgrounds dozens of times - always struck me that there was something more to it - and there was!