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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Highway Investigation Report: Multivehicle Crash Near Mt. Pleasant, Township, Pennsylvania, January 5, 2020</title>
      <link>https://trid.trb.org/View/1926671</link>
      <description><![CDATA[About 3:30 a.m. on January 5, 2020, on the westbound Pennsylvania Turnpike near Mt. Pleasant Township, Pennsylvania, a motorcoach carrying 59 passengers ran off the right side of the road, hit the adjacent embankment, and overturned, blocking all westbound lanes. The motorcoach was rounding a curve at night and in light snow. Within seconds, two trucks towing semitrailers that were following the motorcoach hit it. A westbound car and a third truck drove off the road to avoid the wreckage. The motorcoach driver, two passengers, and both occupants of the second truck died in the crash; 49 of the motorcoach passengers and the codriver of the first truck were injured. The driver of the first truck, the occupants of the third truck, and the occupants of the car were uninjured. The National Transportation Safety Board (NTSB) determined that the probable cause of the crash near Mt. Pleasant Township, Pennsylvania, was the motorcoach driver’s loss of control due to the motorcoach’s unsafe speed on the wet curve and the driver’s likely excessive steering inputs, which caused the motorcoach to run off the road, strike an embankment, and subsequently roll over across the roadway, which led to two commercial trucks colliding with the motorcoach. Contributing to the severity of the crash was the high initial and impact speed of the second truck.​]]></description>
      <pubDate>Mon, 21 Mar 2022 10:03:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1926671</guid>
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      <title>Highway Accident Brief: Failure of Overhead Electrical Conduit Support System in Lehigh Tunnel
and Subsequent Truck-Tractor Crash, I-476, East Penn Township, Pennsylvania, February 21, 2018</title>
      <link>https://trid.trb.org/View/1732690</link>
      <description><![CDATA[On Wednesday, February 21, 2018, about 6:02 p.m., a 70-year-old male was driving a 2017 International truck-tractor in combination with a 2017 Strick semitrailer, operated by Raymour & Flanigan Furniture, Inc., south on Interstate 476 (Pennsylvania Turnpike) in the right lane inside tunnel no. 2 of the Lehigh Tunnel in East Penn Township, Carbon County, Pennsylvania (figure 1). After traveling about 1,000 feet through the 4,379-foot-long tunnel, the truck-tractor struck a 10-foot-long section of electrical conduit whose support system had failed earlier and was hanging by electrical wires at a reduced height of about 8 feet 10 inches above the right lane.1 The conduit impacted the vehicle’s windshield and struck the truck driver. The combination vehicle continued through the tunnel and, after exiting, moved left and crossed onto the median, where it struck the median W-beam guardrail. The impact redirected the vehicle to the right, across the southbound lanes, and onto the right shoulder of the highway, where the truck-tractor collided with the shoulder W-beam guardrail. The combination vehicle came to rest along the right shoulder, about 5,240 feet after striking the electrical conduit. The truck driver died in the crash. No other injuries or damaged vehicles were reported. ​The National Transportation Safety Board determines that the probable cause of the East Penn Township, Pennsylvania, crash was the failure of the electrical conduit support system in Lehigh Tunnel no. 2 due to long-term corrosion, which resulted in displacement of the electrical conduit into the travel path of the truck-tractor. Contributing to the crash was the Federal Highway Administration’s insufficient guidance regarding tunnel maintenance and inspection, which did not sufficiently prioritize the repair of significant corrosion in nonstructural tunnel elements located above the roadway, and which led to the Pennsylvania Turnpike Commission’s delay in repairing previously documented deficiencies in the support system.]]></description>
      <pubDate>Thu, 10 Sep 2020 12:05:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1732690</guid>
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      <title>Pa. Turnpike tolls to rise for 10th consecutive year</title>
      <link>https://trid.trb.org/View/1651904</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 16 Sep 2019 16:42:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1651904</guid>
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      <title>Transitioning Roadways to Accommodate Connected and Automated Vehicles: A Pennsylvania Case Study</title>
      <link>https://trid.trb.org/View/1592811</link>
      <description><![CDATA[This research is intended to provide a technical analysis of the potential impacts of automated vehicles (AVs) on current light-duty vehicle miles traveled (VMT) and parking decisions, the economic desirability of widespread deployment of partially automated technologies, and methods for existing roadways to transition to connected and automated vehicle (CAV) transportation, so that policymakers can make more informed decisions during the transition to CAVs. This work looks at AVs from a point in time where vehicles are equipped with driver assistance systems (Level 1) to a point in time where AVs are driverless (Level 5) and can self-park. This research examines the likely implications of AVs through a four-part assessment: (Project 1) Potential Economic and Safety Impacts of Driver Assistance Systems presents a benefit cost analysis of partially automated crash avoidance technologies; (Project 2) Transitioning to Connected and Automated Vehicle Transportation uses the Pennsylvania Turnpike as a case study examining the effects of reserved lanes for commercial truck platooning; (Project 3) An Agent-Based Driverless Vehicle Parking Decision Model uses Seattle parking lot information to investigate the potential travel, economic, and energy implications of changes in parking decisions due to vehicle automation; and (Project 4) Potential Travel Demand Impacts from New Demand from New Users looks at potential increases in travel from non-drivers, seniors, and people with travel-restrictive medical conditions.]]></description>
      <pubDate>Tue, 09 Apr 2019 15:19:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1592811</guid>
    </item>
    <item>
      <title>Automobility and site ontological analysis</title>
      <link>https://trid.trb.org/View/1562401</link>
      <description><![CDATA[Many scholars of mobility employ the concepts of assemblage, practice and intensive force. This paper argues that site ontological analysis is a productive way to understand the ways these phenomenon work together. The importance of practice organization to such a differential ontology is emphasized. A case study of an automobile journey on the Pennsylvania Turnpike illustrates how a momentary stranding in the driving event modified the site’s practices, temporalities, subjectivities and intensivities.]]></description>
      <pubDate>Thu, 20 Dec 2018 15:33:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1562401</guid>
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    <item>
      <title>Investigating the Effects of Reserved Lanes for Commercial Truck Platooning on Congestion: Pennsylvania Turnpike Case Study</title>
      <link>https://trid.trb.org/View/1495684</link>
      <description><![CDATA[Connected and automated vehicles (CAVs) have the potential to provide a safer and more efficient transportation system. This paper outlines a method to determine feasible platoon demonstration sites and investigates the impacts of a dedicated truck platoon lane on peak hour traffic flow on the Pennsylvania Turnpike. In addition, the authors discuss possible demonstration designs and highlight those times and days of week where a dedicated platoon lane could have the greatest impacts on congestion. The Pennsylvania Turnpike contains 12 sections where there are at 3 lanes in at least one direction for greater than 2 miles, that could be used as platoon demonstration sites. Our results suggest that the five and six lane segments in Western and Central Pennsylvania could be viable options because these areas have relatively low peak hour traffic and a high proportion of vehicles traveling  on  these  road  segments  are  commercial  trucks.  As  a  result,  high  level  of  service  is maintained  even  at  low  platoon  penetration  rates.  The  5  and  6  lane  road  segments  located  in Eastern Pennsylvania, near Philadelphia, contain road segments that have relatively high peak hour traffic  flows  and  the  majority  of  vehicles  traveling  on  this  sections  of  road  are  passenger  cars. Therefore, dedicating a lane to truck platooning on these sections would have severe impacts on congestion during peak hour travel times. The authors use the Pennsylvania Turnpike as a case study for this analysis but the results and recommendations found within this paper could be applied to other existing roadways as well.]]></description>
      <pubDate>Tue, 20 Feb 2018 09:27:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495684</guid>
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      <title>Pa. Turnpike Commission seeks toll cheats</title>
      <link>https://trid.trb.org/View/1436476</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 01 Dec 2016 14:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436476</guid>
    </item>
    <item>
      <title>Pennsylvania to set 70 MPH speed limit for most of Turnpike beginning in May</title>
      <link>https://trid.trb.org/View/1405703</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 02 May 2016 15:09:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405703</guid>
    </item>
    <item>
      <title>The Pennsylvania Turnpike Turns 75</title>
      <link>https://trid.trb.org/View/1395737</link>
      <description><![CDATA[On the seventy-fifth anniversary of the opening of the Pennsylvania Turnpike, this article looks at how it began. The Pennsylvania Turnpike led the way for toll highways. Before it opened, it was believed that toll roads could not generate enough revenue. However, it was financially successful and provided a design model for the interstate system. After the success of the turnpike, superhighways began to be developed around the nation.]]></description>
      <pubDate>Wed, 27 Jan 2016 17:12:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395737</guid>
    </item>
    <item>
      <title>Pennsylvania Turnpike, the 1st superhighway, still an engineering marvel at 75 years old</title>
      <link>https://trid.trb.org/View/1387482</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Jan 2016 15:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1387482</guid>
    </item>
    <item>
      <title>Infrastructure development for alternative fuel vehicles on a highway road system</title>
      <link>https://trid.trb.org/View/1350666</link>
      <description><![CDATA[A new mathematical model for positioning alternative fuel (AF) refueling stations on directed-transportation networks with the objective of maximizing the coverage of path flow volume is proposed. This model is especially designed for developing an AF infrastructure on toll roads and other highways, where vehicles do not need to exit the road network for refueling, some candidate station locations are not located at interchanges, and some stations may only service vehicles on one driving direction. The proposed model is applied to the Pennsylvania Turnpike System using the 2011 truck traffic data and considering different vehicle driving ranges.]]></description>
      <pubDate>Mon, 27 Apr 2015 09:49:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1350666</guid>
    </item>
    <item>
      <title>Pennsylvania raises Turnpike tolls 5%</title>
      <link>https://trid.trb.org/View/1319235</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 07 Aug 2014 12:14:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1319235</guid>
    </item>
    <item>
      <title>Twin triumphs</title>
      <link>https://trid.trb.org/View/1280261</link>
      <description><![CDATA[By redesigning two twin bridges and applying value engineering to a retaining wall, engineers and contractors saved the Pennsylvania Turnpike Commission millions of dollars as it seeks to replace and repair its aging infrastructure. The new northbound and southbound bridges over the Pohopoco Creek span 1,020 ft and have maximum deck heights of 120 ft. The work at the site included wetlands mitigation. The construction team elected to use prestressed-concrete beams in lieu of the steel plate girders specified in the original design. The new bridges were constructed to the west of the existing crossings, a strategy that kept traffic moving. Removing the existing Pohopoco Creek bridge was a complex feat, as each of its two main spans was a Warren truss that was 40 ft high and spanned nearly 250 ft over the waterway below. While the south span was removed mechanically, the north span was imploded using linear charges.]]></description>
      <pubDate>Mon, 23 Dec 2013 11:06:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280261</guid>
    </item>
    <item>
      <title>Pennsylvania Turnpike deeper in debt due to legislation : FHWA denied the request to toll Interstate I-80 to help with payment to PennDOT</title>
      <link>https://trid.trb.org/View/1237327</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 11 Jan 2013 12:24:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1237327</guid>
    </item>
    <item>
      <title>Debt burden is crippling Pa. Turnpike, may require bailout, chief auditor says</title>
      <link>https://trid.trb.org/View/1224867</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 04 Dec 2012 11:39:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1224867</guid>
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