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Interstate 476

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This is an old revision of this page, as edited by Dough4872 (talk | contribs) at 01:29, 9 February 2021 (→Northeast Extension: mention lanes). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Revision as of 01:29, 9 February 2021 by Dough4872 (talk | contribs) (→Northeast Extension: mention lanes)(diff) ← Previous revision | Latest revision (diff) | Newer revision → (diff) Highway in Pennsylvania "Northeast Extension (Pennsylvania Turnpike)" redirects here. For the mainline of the turnpike, see Pennsylvania Turnpike. "Blue Route (Pennsylvania)" redirects here. For the Allegheny County road system, see Blue Belt (Pennsylvania). Not to be confused with Blue Line (Pittsburgh) or Blue Line (Philadelphia).

Interstate 476 markerInterstate 476
I-476 highlighted in red
Route information
Auxiliary route of I-76
Maintained by PennDOT and PTC
Length132.10 mi (212.59 km)
HistoryEstablished 1970
Completed on December 16, 1992
Tourist
routes		Blue Route Scenic Byway
NHSEntire route
RestrictionsNo hazardous goods allowed in the Lehigh Tunnel
Major junctions
South end I-95 in Woodlyn
Major intersections
North end I-81 / US 6 / US 11 near Clarks Summit
Location
CountryUnited States
StatePennsylvania
CountiesDelaware, Montgomery, Bucks, Lehigh, Carbon, Luzerne, Lackawanna
Highway system
← PA 475→ PA 476
← PA 8PA 9→ PA 9
← I-479I-480→ PA 480
← PA 492I-495→ PA 501

Interstate 476 (I-476) is a 132.1-mile (212.59 km) auxiliary Interstate Highway of Interstate 76 in the U.S. state of Pennsylvania designated between Interstate 95 near Chester and Interstate 81 near Scranton, serving as the primary north–south Interstate corridor through eastern Pennsylvania. It consists of both the 20-mile (32.19 km) Mid-County Expressway, locally referred to as the "Blue Route" (although no signs exist with that designation), through the suburban Philadelphia-area counties of Delaware and Montgomery, and the tolled, 110.6-mile (177.99 km) Northeast Extension of the Pennsylvania Turnpike connecting the Philadelphia metropolitan area with the Lehigh Valley, the Poconos, and the Wyoming Valley. The Blue Route passes through suburban areas, while the Northeast Extension predominantly runs through rural areas of mountains, forest and farmland, with development closer to Philadelphia and in the Lehigh Valley and the Wyoming Valley. I-476 intersects many major roads including Interstate 76 (the Schuylkill Expressway) in West Conshohocken, Interstate 276 (the Pennsylvania Turnpike) in Plymouth Meeting, U.S. Route 22 near Allentown, and Interstate 80 near Hickory Run State Park.

At its opening in 1979, I-476 was a 3-mile-long (5 km), four-lane spur expressway connecting the Schuylkill Expressway with the Ridge Pike in Plymouth Meeting. It significantly helped reduce congestion through King of Prussia and the Schuylkill Expressway as it provided a more direct link from the Main Line suburbs to the northern suburbs and New Jersey. The highway was initially planned to connect down to I-95 in Delaware County, but due to environmental and local opposition, this portion did not open until December 1991.

In 1996, the I-476 designation was affixed to the pre-existing Northeast Extension of the Pennsylvania Turnpike, replacing Pennsylvania Route 9. This was an older four-lane pre-Interstate limited access highway. Of earlier design, its cross section was very narrow, with only 10 feet (3.0 m) between opposing lanes of traffic in places. This extended I-476 north of Plymouth Meeting to Clarks Summit (near Scranton) as a part of the Pennsylvania Turnpike system. I-476 connected to the Northeast Extension at a state-of-the-art three-level interchange. This provided direct access to both I-276 east and I-476 north, now on the Northeast Extension. With the re-designation of the Northeast Extension, I-476 surpassed I-495 in Massachusetts as the longest auxiliary Interstate Highway, a record it will hold until the completion of I-369 in Texas. I-476 was widened to six lanes from the Mid-County Expressway to Lansdale between 2011 and 2017.

Route description

Blue Route

I-476 north of US 1 in Marple Township

The portion of Interstate 476 between Interstate 95 and Interstate 276 runs north–south through Delaware and Montgomery counties and is officially known as the Mid-County Expressway and the Veterans Memorial Highway, as well as by the nickname the "Blue Route". The road's southern terminus is at a junction with Interstate 95 near Chester, a city southwest of Philadelphia, near Philadelphia International Airport. Heading north, the road immediately narrows to a four-lane parkway north of Exit 1, MacDade Boulevard. It winds through the western Philadelphia suburbs of Wallingford and Swarthmore, where I-476 comes to an interchange with Baltimore Pike just west of Springfield. From here, the freeway continues north to Springfield, where it meets U.S. Route 1 at a three-level diamond interchange.

Past US 1, I-476 continues through wooded suburban areas and comes to an interchange with Pennsylvania Route 3 in Broomall, where it widens to six lanes. The route continues to Radnor Township, on the Main Line, reaching an interchange with U.S. Route 30. Stone monuments, including a large stone cairn atop a hill and a large crushed-stone image of a mythological griffin on a hillside, were constructed at the US 30 interchange to commemorate Radnor's history as part of the Welsh Tract. Proceeding northward, the route enters Montgomery County and comes to an interchange with Interstate 76 (Schuylkill Expressway) at West Conshohocken. After crossing the Schuylkill River on the Pearl Harbor Memorial Bridge, the freeway heads into Plymouth Township, where it has interchanges with Ridge Pike and Germantown Pike before coming to the Mid-County Interchange with the Pennsylvania Turnpike in Plymouth Meeting. The entire length of the Blue Route is designated the Blue Route Scenic Byway, a Pennsylvania Scenic Byway.

Northeast Extension

I-476 northbound approaching the PA 663 interchange near Quakertown

Beyond the Mid-County Interchange, Interstate 476 enters the Pennsylvania Turnpike system and has an interchange with Interstate 276 (which follows the mainline of the Pennsylvania Turnpike), continuing north from here as the six-lane Northeast Extension of the Pennsylvania Turnpike. The route continues through the Philadelphia suburbs and reaches an interchange with Pennsylvania Route 63 near Lansdale that serves the North Penn Valley region. Past this interchange, the route enters a more rural setting of woods and farms, narrowing to four lanes before crossing into Bucks County and coming to an interchange with Pennsylvania Route 663 near Quakertown. The Northeast Extension continues north into Lehigh County, part of the Lehigh Valley metropolitan area, past the PA 663 interchange. Here, it has a ramp to the dual-access Allentown Service Plaza in Upper Macungie Township, and just north of it, I-476 reaches an interchange with US 22 (Lehigh Valley Thruway) near Allentown, which offers an indirect connection to Pennsylvania Route 309 and Interstate 78.

North of Allentown, the route runs through more farmland before passing under the Blue Mountain in the Lehigh Tunnel and entering Carbon County in the Pocono Mountains. Here, I-476 crosses over the Lehigh River and comes to an interchange with US 209 near Lehighton. Continuing through mountainous areas, it has an E-ZPass-only exit for Pennsylvania Route 903 and cuts through Hickory Run State Park before reaching an interchange with Interstate 80 and Pennsylvania Route 940 just to the north of the state park. The route continues through mountainous terrain, heading into Luzerne County and coming to an interchange with Pennsylvania Route 115 in Bear Creek that provides access to nearby Wilkes-Barre. The route comes to a toll barrier near Pittston that marks the northern end of the toll ticket system in the Northeast Extension. A short distance later, an interchange with Pennsylvania Route 315 provides indirect access to Interstate 81 and Scranton.

Northernmost entrance to I-476 near Clarks Summit

Past this interchange, I-476 enters Lackawanna County and crosses built-up areas of the Wyoming Valley as it skirts around Scranton, with a mainline all-electronic toll plaza, where tolls can be paid with E-ZPass or toll-by-plate, and an exit to Keyser Avenue. North of Scranton in Clarks Summit, the route crosses a valley on the 1,630-foot-long (500 m), 163-foot-high (50 m) John E. Fitzgerald Memorial Bridge, comes to a hairpin curve, and ends at an interchange with connections to I-81, US 6 and US 11. US 6 joins the turnpike for less than 1⁄4 mile (0.40 km) to connect between I-81 and US 11. As this is beyond the Clarks Summit all-electronic toll plaza, no toll is collected on this short segment.

Tolls

The Mid-County mainline toll plaza, which marks the southern terminus of the Northeast Extension

The Northeast Extension of the Pennsylvania Turnpike uses all-electronic tolling, with tolls payable by toll-by-plate (which uses automatic license plate recognition to take a photo of the vehicle's license plate and mail a bill to the vehicle owner) or E-ZPass. Tolls along the section between the Mid-County and Wyoming Valley toll plazas, along with the mainline Pennsylvania Turnpike, are based on distance traveled. Mainline toll plazas are also located at Keyser Avenue and Clarks Summit, charging a flat rate using toll-by-plate or E-ZPass. There are no tolls on exit ramps between Wyoming Valley and Clarks Summit. As of 2021, it costs a passenger vehicle $22.50 to travel the length of the Northeast Extension between Mid-County and Wyoming Valley using toll-by-plate and $10.90 using E-ZPass. The Keyser Avenue and Clarks Summit toll plazas cost $2.60 using toll-by-plate and $1.20 using E-ZPass for passenger vehicles.

Until March 2020, the road used the ticket system method of tolling between the Mid-County and Wyoming Valley toll plazas along with the mainline Pennsylvania Turnpike. With the ticket system, a motorist received a ticket upon entering the turnpike at an interchange and paid the fare and surrendered the ticket upon exiting. If a motorist lost the ticket, the turnpike charged the highest fare to the exit where the motorist left. Cash, credit cards, and E-ZPass were accepted at traditional toll plazas.

The tickets along the Northeast Extension of the Pennsylvania Turnpike were originally handed out by person. In 1987, machines started to replace humans in distributing tickets. In 1990, an electronic toll collection system was proposed for the Pennsylvania Turnpike, where a motorist would create an account and use an electronic device that 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. The planned installation date was later pushed back to 2000. On December 2, 2000, E-ZPass debuted along the Northeast Extension of the Pennsylvania Turnpike between Mid-County and Lehigh Valley. On December 15, 2001, E-ZPass was extended to include the entire length of the Northeast Extension of the Pennsylvania Turnpike. Commercial vehicles were allowed to start using E-ZPass on December 14, 2002.

On November 24, 2004, the day before Thanksgiving, 2,000 Teamsters Union employees went on strike, after contract negotiations failed. This was the first strike in the history of the roadway. As this is usually one of the busiest traffic days in the United States, to avoid traffic jams, tolls were waived for the rest of the day. Starting on November 25, turnpike management personnel collected flat-rate passenger tolls of $2 and commercial tolls of $15 from cash customers on the ticketed system, while E-ZPass customers were charged the lesser of the actual toll or the same flat rates. The strike ended after seven days when both sides reached an agreement on November 30, 2004. Normal toll collection resumed December 1, 2004. The strike occurred one day after the beginning of E-ZPass tolls at Clarks Summit and Keyser Avenue.

The Turnpike Commission announced plans to consider eliminating manned toll booths in favor of all-electronic tolls. With this, tolls will be paid using either E-ZPass or credit cards. Drivers unable to pay by either of these methods will be billed in the mail using license plate recognition; an additional surcharge will be applied. In addition to E-ZPass, the turnpike commission offered other automated options to pay for tolls such as using a prepaid account that utilizes license plate recognition. McCormick Taylor and Wilbur Smith Associates have been 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 going forward with an all-electronic tolling plan. Such a plan will take at least five years to implement to allow time for equipment to be installed and the reconfiguration of ramps. It will save the turnpike commission $65 million a year on labor costs by eliminating toll collectors. The plans call for a 76% surcharge for motorists who do not have E-ZPass that are billed by mail. This surcharge could raise the toll for someone without E-ZPass to $53.10 to travel the entire turnpike. In October 2016, the turnpike began accepting credit cards as payment at all cash toll booths. On April 29, 2018, the turnpike commission implemented all-electronic tolling at the Keyser Avenue and Clarks Summit toll plazas. All-electronic tolling was originally scheduled to be implemented on the entire length of the Northeast Extension in the later part of 2021. However, in March 2020 all-electronic tolling was implemented along the entire length of the Northeast Extension as a result of the COVID-19 pandemic. The all-electronic tolling was intended to be temporary, but in June 2020 the move to all-electronic tolling became permanent, with toll collectors laid off. The all-electronic tolling system on the turnpike will initially use toll booths at exits until mainline toll gantries between interchanges are constructed. Mainline toll gantries are planned to begin operation by 2022.

Services

Emergency assistance and information

The Northeast Extension has a callbox every mile for its entire length. In September 2017, the turnpike commission began removing the callboxes due to increased mobile phone usage making the callboxes obsolete. Motorists may also dial *11 on their mobile phones. First responder services are available to all turnpike customers via the State Farm Safety Patrol program. The safety patrol program, which is free, looks for disabled motorists, debris, and accidents along the roadway and provides assistance. The patrol service is available 24 hours every day of the year. Each patrol vehicle covers a 20-to-25-mile (32 to 40 km) stretch of the turnpike. Towing services are available from authorized service garages located near the highway. Pennsylvania State Police Troop T patrols the Pennsylvania Turnpike Northeast Extension. It has headquarters in Highspire (along the mainline turnpike) and a substation at Pocono.

The Pennsylvania Turnpike Commission broadcasts current roadway, traffic, and weather conditions via highway advisory radio transmitters at each exit. Broadcasts are available on 1640 kHz AM and can be received approximately two miles away from each exit. Motorists can also receive alerts and information via the internet, mobile phone, a hotline, and message boards at service plazas through the Turnpike Roadway Information Program (TRIP).

Service plazas

Allentown service plaza

The Northeast Extension of the Pennsylvania Turnpike has two service plazas at Allentown and Hickory Run. The service plazas offer various fast food restaurants, a Sunoco gas station, and a 7-Eleven convenience store. Other amenities are available such as an ATM, free cell phone charging, picnic areas, restrooms, tourist information, Travel Board information centers, and Wi-Fi. The Allentown plaza contains a seasonal farmers market. The Allentown plaza offers E85 while both plazas offer conventional gasoline and diesel fuel. The Sunoco and 7-Eleven locations are operated by Energy Transfer Partners (who bought Pennsylvania-based Sunoco in 2012) while the remaining restaurants and general upkeep of the service plazas are operated by HMSHost.

In 2006, HMSHost was awarded a contract to reconstruct the service plazas along the turnpike. The reconstruction of the service plazas, which is to cost $150 million, will include a food court layout and modernized restrooms. Sunoco will continue to operate the gas stations at the renovated service plazas. The Allentown service plaza was rebuilt between September 2007 and May 2008 while the Hickory Run service plaza was rebuilt between January 2009 and November 2010.

History

Blue Route history

Interstate 495 markerInterstate 495
LocationWoodlyn-Plymouth Meeting
Existed1956–1958
Interstate 480 markerInterstate 480
LocationWoodlyn-Plymouth Meeting
Existed1958–1964
A 1960 map of central Delaware County, oriented with east on top, outlining the proposed corridors of the Mid-County Expressway.

Originally planned as far back as 1929, the Mid-County Expressway was later proposed by the Pennsylvania Turnpike Commission as the "Chester Extension" of the Pennsylvania Turnpike in 1954. After the advent of the Interstate Highway System, the project was transferred to the Pennsylvania Department of Highways to be built as part of the system, designating it first as Interstate 495, and later as Interstate 480, as I-76 was designated as I-80S at the time. The present-day I-476 designation was assigned on February 6, 1964, when I-80S was renumbered as I-76.

The road received its nickname from a 1958 location report indicating various proposed geographic configurations of an expressway through Delaware County with lines of various colors on a map. The "blue route" through the Crum Creek valley won out over other contenders, which included a more easterly "red route" and "yellow route" and a more westerly "green route".

A stretch of the Blue Route near Haverford State Hospital in the early 1970s. It would not be completed until the early 1990s.

As one of the most controversial Interstate Highways in Pennsylvania, construction of I-476 began in 1967, but was not completed until 1991 between MacDade Boulevard (Exit 1) and Interstate 76 (Exit 16), and until 1992 between Germantown Pike east/Chemical Road (Exit 19) and Interstate 276/Pennsylvania Turnpike (Exit 20), due to litigation between the Pennsylvania Department of Transportation and several communities in the road's path over environmental concerns. However, the section of Interstate 476 (south end of I-476) between I-95 and MacDade Blvd. (Exit 1) was opened in 1987, but signage labeled it as a route "To MacDade Blvd" until 1991 when I-476/The Blue Route was opened between Exits 1 and 16, and connected with the short existing section of roadway dating back to 1979 from Exit 16-Exit 19.

An agreement in 1985 led to many environmental compromises in the road's design, including a downsized four-lane design south of Pennsylvania Route 3 (although a part of the span between exits 9 and 5 has a third lane on the southbound side), ramp meters, and federal scenic route status, prohibiting the erection of advertisement billboards along the entire freeway portion. The Radnor Gateway Enhancement Strategy was implemented to install largescale sculpture elements by artist William P. Reimann, most notably the stone griffin and cairn at Exit 13. While the redesigned highway was largely well-received, the constriction to four lanes has led to bottleneck conditions in the area, and many communities that originally opposed the road have now called for its widening. The Philadelphia Inquirer dubbed I-476 "the most costly, most bitterly opposed highway in Pennsylvania history" due to the decades of opposition it garnered.

In the 2000s, the road underwent a complete rehabilitation project, including paving, bridge repair, and ramp maintenance of the entire length of the freeway between Interstate 95 and the Pennsylvania Turnpike. The section between I-95 and I-76 was completed in 2007 and the section between I-76 and I-276 was completed in the end of 2011.

Northeast Extension history

Pennsylvania Route 9 markerPennsylvania Route 9
LocationPlymouth Meeting – Clarks Summit
Length111.04 mi (178.70 km)
Existed1974–1996

In 1953, an extension of the Pennsylvania Turnpike from the mainline near Plymouth Meeting north through Northeastern Pennsylvania to the New York border near Binghamton was proposed. Groundbreaking for the Northeastern Extension occurred on March 25, 1954 in White Haven, with Governor John S. Fine and commission chairman Thomas J. Evans present. The Northeast Extension was planned to run from the mainline Pennsylvania Turnpike in Plymouth Meeting north to a temporary terminus at Scranton. In April 1954, $233 million in bonds were issued to build the Northeastern Extension along with the Delaware River Bridge on the mainline Pennsylvania Turnpike. The Northeast Extension was built with a 4-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 was the tallest bridge on the Pennsylvania Turnpike system at 135 feet (41 m). The Northeast Extension also included the two-lane Lehigh Tunnel through Blue Mountain. The tunnel was originally going to be named for commission chairman Evans, but was changed when he was convicted of conspiracy to defraud the commission of $19 million (equal to $173,616,766 today).

The roadway opened between Plymouth Meeting and the Lehigh Valley interchange near Allentown on November 23, 1955. The highway was extended north to Emerald on December 28, 1955. 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 border would not be 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, with an abandoned short spur of the mainline heading north. A pair of trumpet interchanges were built to connect the Northeast Extension and I-81. In 1974, the roadway was designated PA 9.

Lehigh Tunnel heading southbound

When it first opened, traffic on the Northeast Extension of the Pennsylvania Turnpike was light. By the 1970s, traffic along the roadway would increase with the completion of the connecting I-80 and the rising popularity of the Poconos 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. The turnpike commission decided it would build a second tunnel as the cost was lower than building a bypass. In 1988, a $37 million 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 Tunnelling method, which reduced the cost of the tunnel by $5 to $6 million. It was the first tunnel in the United States 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. 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.

On February 1, 1995, the Keyser Avenue interchange near Scranton was slated to open at a cost of $22.4 million. Construction of this interchange also involved constructing a new mainline flat-rate toll barrier near the new interchange.

On November 1, 1996, the Northeast Extension was added to the Interstate Highway System as an extension of I-476, replacing the PA 9 designation along the road. The addition of the second tube at the Lehigh Tunnel along with new guardrails and line striping was necessary for the toll 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.

I-476 northbound at the E-ZPass-only exit for PA 903 in Carbon County

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. The southern section finished up in October 2014, while work on the northern section started in May 2014. By this point the project scope was expanded to include the Lansdale interchange itself, the roadway to a point one mile 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 on-ramp opened a week later. 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.

Once widening was completed 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-to-Quakertown segment is being rebuilt in two sections, with a southern half started in late 2017, with widening to six lanes and 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.

The Turnpike Commission has stated its intention of continuing the widening effort past Quakertown all the way north to the Lehigh Valley interchange, milepost 56, although it will take until the late 2020s to get it done.

In 1990, plans were made to build an interchange at PA 903 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 cancelled by the turnpike commission in 1995. In 2006, plans for an interchange at PA 903 were resurrected, with the proposed interchange to be all-electronic, in that it will only accept E-ZPass. Construction on the $23 million interchange began in the middle of 2008. The interchange opened to traffic on June 30, 2015.

On April 28, 2016, plans were announced for a "Scranton Beltway" to use I-476 as a bypass for I-81 around the heavily congested segment through Scranton and its suburbs. The turnpike between the two I-81 interchanges carries an average of 10,000 vehicles per day vs. 70,000 on the parallel segment of I-81. This project will build two high-speed connections between I-476 and I-81: one south of Scranton in Dupont and one north of Scranton in South Abington Township. Tolls on the connections will be paid with E-ZPass or toll-by-plate. Construction on this project, which is expected to cost $160 million, could begin as soon as 2021.

Howard M. Sexton, a 70-year-old truck driver from New Jersey, was killed in the southbound Lehigh Tunnel on February 21, 2018, when an electrical conduit broke free from the tunnel's ceiling and fell through the windshield of his truck, striking him in the head. In a preliminary report issued on May 1, 2018, the National Transportation Safety Board revealed that a 10-foot-long section of conduit fell into the path of Sexton's truck after the steel support system for the conduits, which were suspended from the apex of the tunnel arch directly over the travel lanes, failed. The tunnel had last been inspected in 2016, at which time an inspector found evidence of corrosion on several of the steel support straps.

Exit list

The old exit numbers (31 and upward) on the turnpike Northeast Extension were a continuation of old exit numbers 1 through 30 on the east–west turnpike. On the east–west turnpike, the interchange with I-476 was old exit 25A because it was between old exits 25 and 26 on the east–west turnpike.

CountyLocationmikmOld exit
New exit
NameDestinationsNotes
DelawareRidley Township0.000.00–– I-95 – Philadelphia, ChesterExit 7 on I-95; to Philadelphia International Airport
0.480.7711MacDade BoulevardAccess to Ridley, Chester, and Widener University
Nether Providence Township3.395.4623Media, SwarthmoreAccess via Baltimore Pike
Marple Township5.078.1635 US 1 – Lima, Springfield
8.7714.1149 PA 3 – Broomall, Upper DarbyAccess to Havertown and Newtown Square
Radnor Township13.2421.31513 US 30 – Villanova, St. DavidsAccess to Philadelphia Main Line
MontgomeryWest Conshohocken15.8425.49616 I-76 (Schuylkill Expressway) / PA 23 – Philadelphia, Valley Forge, ConshohockenSigned as exits 16A (east) and 16B (west) northbound; exit 331 on I-76
Plymouth Township18.8130.277A18AConshohockenNorthbound exit and southbound entrance; access via Ridge Pike
7B18BNorristownAccess via Chemical Road northbound and Ridge Pike southbound; signed as exit 18 southbound
19.6931.69819Plymouth MeetingNorthbound exit and southbound entrance; access via Chemical Road
19.9732.14920



To I-276 Toll / Penna Turnpike westModule:Jct warning: "road" parameter is deprecated		Southbound exit is via I-276 / Penna Turnpike; via Germantown Pike west
Mid-County Toll Plaza (Blue Route transitions to Pennsylvania Turnpike Northeast Extension)
20.3332.72––Mid-County I-276 / Penna Turnpike – Harrisburg, New JerseyNorthbound exit to I-276 west is via exit 20; no interchange name signage northbound
Towamencin Township30.7849.54–31ALansdale PA 63 – Harleysville, KulpsvilleE-ZPass-only interchange; northbound exit and southbound entrance
30.7849.543131BLansdale PA 63 – Harleysville, Kulpsville, LansdaleSigned as exit 31 southbound; Harleysville and Kulpsville signed northbound; Lansdale signed southbound
BucksMilford Township44.3971.443244Quakertown PA 663 – Pottstown, Quakertown
LehighUpper Macungie Township56.3790.72Allentown Service Plaza
South Whitehall Township57.7192.883356Lehigh Valley

US 22 to I-78 / PA 309 – Allentown, Harrisburg
Blue Mountain71.68115.36Lehigh Tunnel
CarbonFranklin Township75.73121.883474Mahoning Valley US 209 – Stroudsburg, LehightonAccess to The Poconos
Penn Forest Township86.62139.40Hickory Run Service Plaza
87.39140.64–87 PA 903 – Jim Thorpe, Lake HarmonyE-ZPass-only interchange
Kidder Township94.82152.603595Pocono I-80 / PA 940 – Hazleton, Mount PoconoExit 277 on I-80
LuzerneBear Creek Township105.85170.3536105Wilkes-Barre PA 115 – Wilkes-Barre, Bear Creek
Pittston Township113.42182.53Wyoming Valley Toll Plaza (north end of ticket system)
115.17185.3537115Wyoming Valley
PA 315 to I-81 – Pittston, Scranton
LackawannaTaylor121.61195.71Keyser Avenue Mainline Toll Plaza (E-ZPass or toll-by-plate)
122.36196.9238122Keyser AvenueOld Forge, TaylorAccess via Keyser Avenue
Clarks Summit131.20211.15Clarks Summit Mainline Toll Plaza (E-ZPass or toll-by-plate)
131.37211.4239131Clarks Summit

I-81 / US 11 / US 6 to I-84 / I-380 – Scranton, Clarks Summit, Binghamton, Wilkes-Barre		Exit 194 on I-81
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

References

  1. "Resurfacing" (PDF). I-476 Improvement Project. Pennsylvania Department of Transportation. Archived from the original (PDF) on June 15, 2007. Retrieved March 7, 2007.
  2. ^ Jeremy Rogoff; Mari A. Schaefer (June 10, 2007). "No remedy soon for a clogged Blue Route". The Philadelphia Inquirer. p. 2.
  3. "Pennsylvania Turnpike Toll/Mileage Calculator". Pennsylvania Turnpike Commission. Retrieved March 7, 2007.
  4. ^ "overview of Interstate 476" (Map). Google Maps. Retrieved June 1, 2009.
  5. Radnor Township website Archived August 20, 2007, at the Wayback Machine, Gateway Enhancement Strategy
  6. ^ Official Tourism and Transportation (PDF) (Map). Pennsylvania Department of Transportation. 2015. Retrieved February 2, 2016.
  7. "Blue Route". VisitPA.com. Retrieved March 27, 2012.
  8. "Toll Schedule – Cash Rates" (PDF). Pennsylvania Turnpike Commission. January 4, 2009. Archived from the original (PDF) on March 27, 2009. Retrieved June 1, 2009.
  9. ^ Coyle, Ellen (February 17, 2010). "The Bridge that John Built". Abington Suburban. Retrieved July 21, 2017.
  10. 2021 Toll Schedule (PDF). Pennsylvania Turnpike Commission. 2021. Retrieved January 3, 2021.
  11. ^ 2019 Toll Schedule (PDF). Pennsylvania Turnpike Commission. 2019. Retrieved January 7, 2019.
  12. "Traffic Rules and Regulations". Pennsylvania Turnpike Commission. Retrieved August 3, 2015.
  13. Blankenship, Karl (July 22, 1987). "That's the ticket: Machines replacing man on turnpike". The Patriot-News. Harrisburg, PA. p. B1.
  14. "Drive Now, Pay The Toll Later Pike Travelers Favor The Electronic System". Philadelphia Daily News. July 12, 1990. p. 28.
  15. "Electronic tolls coming to Pa. Turnpike by 1998". Lancaster New Era. Associated Press. March 22, 1994. p. A03.
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Auxiliary routes of Interstate 76
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Auxiliary routes of Interstate 80
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Auxiliary routes of Interstate 95
I=95 shield
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Pennsylvania Turnpike Commission
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