Interstate 77 in West Virginia: Difference between revisions - Wikipedia

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| length_mi = 187.21

| length_ref = <ref name="fhwa">{{cite web |first = Kevin |last = Adderly |url = https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm |work = Route Log and Finder List |title = Table 1: Main Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways as of December 31, 2018 |publisher = [[Federal Highway Administration]] |date = February 5, 2019 |access-date = March 1, 2019 |archive-date = July 3, 2017 |archive-url = https://web.archive.org/web/20170703213613/https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table01.cfm |url-status = live }}</ref>

| established = 1967 (turnpike established 1954)1956

| history = Completed in 19741988

| direction_a = South

| terminus_a = {{Jct|state=VA|I|77|US|52}} at [[Virginia]] state line

Line 70:

In the [[Antebellum South|antebellum]] years before West Virginia separated from Virginia, development of adequate roads was a major area of conflict between the western regions and the east. Through the [[Virginia Board of Public Works]], the Virginia state government helped finance turnpikes among its programs to encourage [[internal improvements]], with tolls collected to defray operating costs and retire debt. Principal among these was the east–west [[Staunton and Parkersburg Turnpike]], completed from [[Staunton, Virginia|Staunton]] to the [[Ohio River]] at [[Parkersburg, West Virginia|Parkersburg]] immediately prior to the [[American Civil War]] (1861–1865).<ref>{{Cite web |url = http://www.richmountain.org/history/spt.html |title = Rich Mountain Battlefield History: Staunton-Parkersburg Turnpike |website = www.richmountain.org |access-date = 2019-05-14 |archive-date = October 19, 2020 |archive-url = https://web.archive.org/web/20201019230203/http://www.richmountain.org/history/spt.html |url-status = live }}</ref> However, many of the internal transportation improvements were destroyed during that conflict, leaving bonded debt still to be paid, even as additional progress had ended. After resolution by the [[US Supreme Court]], which assigned a third of the amount due to the new state early in the 20th century, West Virginia was faced with retiring its share of Virginia's antebellum debt for the earlier turnpikes (and canals and railroads) even as the citizens needed and sought better roads.{{cn|date=November 2022}}

With the completion of the earliest portion of the [[Pennsylvania Turnpike]] inbefore 1940[[World War II]], the desire for such a superhighway in West Virginia took hold. By the mid 20th entrymidcentury, in the years before creation of the [[Interstate Highway System]] in 1956, superhighways in the form of additional [[toll road]]s, such as the [[New Jersey Turnpike]] in 1951 and the [[Ohio Turnpike]] and 1955, began stimulating economic development and enhancing transportation in the eastern US.{{cn|date=November 2022}} The challenge of terrain in West Virginia mirrored that of Pennsylvania in some ways but with several important distinctions. The most important of these was that the first portion of the Pennsylvania Turnpike had largely followed and utilized a [[South Pennsylvania Railroad|costly earlier rail project which had never been completed.]] On the West Virginia Turnpike, there would be no such advantage.<ref name=monday />

The challenge of terrain in West Virginia mirrored that of Pennsylvania in some ways but with several important distinctions. The most important of these was that the first portion of the Pennsylvania Turnpike had largely followed and utilized a [[South Pennsylvania Railroad|costly earlier rail project which had never been completed.]] On the West Virginia Turnpike, there would be no such advantage.<ref name=monday />

===Planning and construction===▼

▲===Planning and early construction===

[[File:WV Turnpike near Beckley in 1974.jpg|thumb|right|A two-lane segment of the West Virginia Turnpike north of Beckley in 1974]]

Originally serviced by railroads and then two-lane highways, by the mid-20th century, the cities of southern and central West Virginia grew to the point where the roadways between these regions were becoming woefully inadequate.<ref>{{Cite web |url = http://www.wvculture.org/hiStory/transportation/wvturnpike01.html |title = Dedication of the West Virginia Turnpike |work = Charleston Gazette

Line 81 ⟶ 83:

In November 1951, the final alignment was chosen. The route was {{convert|22|mi|km}} shorter than the original road mileage between [[Charleston, West Virginia|Charleston]] and Princeton but would save motorists over two hours of driving between those two points. Original cost projections came in at $78&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|78000000|1951}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}).<ref name="monday" /> According to the West Virginia Turnpike CAF Report:

<blockquote>The Commission issued $96&nbsp;million [equivalent to ${{formatprice|{{inflation|US-GDP|96000000|1952}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}] of {{frac|3|3|4}}% revenue bonds in April 1952, and groundbreaking took place in August of that year. Due to the occurrence of large slides midway through construction that had to be corrected at additional expense, revenue bonds for an additional $37&nbsp;million [equivalent to ${{formatprice|{{inflation|US-GDP|37000000|1952}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}] were sold at {{frac|4|1|8}}%. WhenThe groundyear was1953 brokenkicked onoff the firsta segmentperiod of theintense turnpike,earthmoving the northern terminus had once again been moved south. This time, it was placedthat at Charleston,its citingpeak costreached as the primary reason. The cost was projected to be $133&nbsp;million (equivalent to ${{formatpriceOne2a|{{inflationconvert|US-GDP1|133000000e6yd3|1952}}}} e6m3|spell=in {{inflation-year|US-GDPdisp=sqbr}}{{inflation-fn|index=US-GDP}}) and to be funded through bonds that would be repaid through a systemweek ofand tolls.totaled This cost included $5&nbsp;million (equivalent to ${{formatpriceconvert|{{inflation30000000|US-GDPyd3|5000000e6m3|1952}}disp=sqbr}}.<ref in {{inflation-year|US-GDP}}{{inflation-fn|indexname=US-GDP}})"WVTPKCAFR">CAF for a two-lane tunnel to connect [[Dawes,Report. West Virginia|Dawes]] toTurnpike. March [[Standard20, West Virginia|Standard]]2005.</ref name="monday" ></blockquote>

When ground was broken on the first segment of the turnpike in 1952, the northern terminus had once again been moved south. This time, it was placed at Charleston, citing cost as the primary reason. The cost was projected to be $133&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|133000000|1952}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) and to be funded through bonds that would be repaid through a system of tolls. This cost included $5&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|5000000|1952}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) for a two-lane tunnel to connect [[Dawes, West Virginia|Dawes]] to [[Standard, West Virginia|Standard]].<ref name="monday" />

The year 1953 kicked off a period of intense earthmoving that at its peak reached {{One2a|{{convert|1|e6yd3|e6m3|spell=in|disp=sqbr}}}} a week and totaled {{convert|30000000|yd3|e6m3|disp=sqbr}}.<ref name="WVTPKCAFR">CAF Report. West Virginia Turnpike. March 20, 2005.</ref></blockquote>

Construction took two years at the cost of five livesworkers.<ref name="monday" /> The first section of the highway, the southern {{convert|36|mi|km}} from [[Beckley, West Virginia|Beckley]] to Princeton, opened to traffic on September 2, 1954.<ref name="RDR">{{cite book |title = Release Date Report |publisher = West Virginia Department of Transportation |date = August 2003 }}</ref> In November, the remaining {{convert|52|mi|km}} between Charleston and Beckley opened. The new turnpike had several nicknames, including "{{Convert|88|mi|km|disp=sqbr}} of miracle" and "the engineering marvel that beat the mountains".<ref name="monday" /> Triangular turnpike shields, with the words "West Virginia" at the top and an interlocking "T" and "P" in the center,<ref>{{cite book |author = West Virginia Turnpike Commission |url = http://www.wvculture.org/history/transportation/wvturnpike01.jpg |title = West Virginia Turnpike Dedication Program |date = November 8, 1954 |location = Charleston |publisher = West Virginia Turnpike Commission |access-date = March 1, 2019 |archive-date = February 13, 2021 |archive-url = https://web.archive.org/web/20210213215235/http://www.wvculture.org/History/transportation/wvturnpike01.jpg |url-status = dead |via = West Virginia Department of Arts, Culture & History }}</ref> were installed along the highway. Six interchanges were constructed. Initially, the road used a ticket-based tolling system. At each interchange, bridges and underpasses for the mainline had an extra set of graded lanes, indicating that the turnpike was expected to be widened in the future. According to the West Virginia Turnpike CAF Report:

<blockquote>The $1.5&nbsp;million per mile [{{convert|1.5|e6$/mi|e6$/km|abbr=unit|disp=output number only}}/km; equivalent to ${{formatprice|{{inflation|US-GDP|1500000|1954}}}} per mile ({{convert|{{inflation|US-GDP|1.5|1954}}|e6$/mi|e6$/km|abbr=off|disp=output number only}}/km) in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}})] was only one of the staggering statistics used by journalists as far away as Michigan and New York to describe their "amazement at an engineering achievement of such heroic proportions".<ref name="WVTPKCAFR"/></blockquote>

Line 91 ⟶ 93:

Three service areas, each served by an at-grade intersection, were constructed at Morton, Bluestone, and Beckley. The service areas were originally referred to as "Glass Houses".{{cn|date=November 2022}}

For the first few years, the West Virginia Turnpike was a desolate roadway. Although the northern terminus was inat a large city, it connected to no other major highways or free-flowing roads. The highway lost some of its "marvel" when ''[[The Saturday Evening Post]]'' referred to the road as "the turnpike that goes to nowhere".<ref name="HD090387">{{cite news |last = Massey |first = Tim R. |title = 'Toughest, meanest job' ends as governor opens turnpike |work = Herald-Dispatch |date = September 3, 1987 }}{{Full citation needed|date=March 2019}}</ref> Popular T-shirts proclaimed, "I survived the West Virginia Turnpike."<ref>{{Cite web |url = https://www.myimprov.com/the-west-virginia-turnpike-moving-mountains/ |title = The West Virginia Turnpike: Moving Mountains |date = December 2, 2013 |website = MyImprov |language = en-US |access-date = March 10, 2019 |archive-date = September 27, 2020 |archive-url = https://web.archive.org/web/20200927162540/https://www.myimprov.com/the-west-virginia-turnpike-moving-mountains/ |url-status = live }}</ref>

Soon after the turnpike was completed, the [[Interstate Highway System]] began. The new turnpike, despite its lack of compliance with [[Interstate Highway standards]], cut travel time considerably through the state of West Virginia and linked the southern states to the northern states. This new link, however, was overloaded with traffic by the late 1960s. The turnpike became known as a death-trap, mainly because in-state drivers who were accustomed to lower traffic volumes could not handle the increased traffic that came with the new connection and increased auto and truck accidents resulting in fatalities. By 1975, the death toll for the 21-year-old highway was at 278, and, in 1979, 28&nbsp;fatalities occurred on the turnpike.<ref name="monday" />

[[File:West Virginia Turnpike Kanawha County.jpg|thumb|right|The West Virginia Turnpike in Kanawha County near the Morton Service Area]]▼

Soon after the turnpike was completed, the [[Interstate Highway System]] began. The new turnpike, despite its lack of compliance with [[Interstate Highway standards]], would cut travel time considerably through the state of West Virginia and link the southern states to the northern states. One of these included I-77, which was to run across the pre existing roadway in order to reduce construction.<ref>https://www.gribblenation.org/2020/11/closing-gap-how-interstate-77-in-north.html</ref> The Turnpike was officially designated as part of I-77 in 1958.<ref name= “wv encyclopedia”>https://www.wvencyclopedia.org/articles/1121#:~:text=In%201958%2C%20the%20turnpike%20was,least%20four%20lanes%20of%20traffic.</ref> In 1967, a new free stretch of roadway near the Ohio river was opened, construction began on the segment between the West Virginia Turnpike’s (relocated) southern termini to the Ohio state line soon after.{{cn|date=September 2024}} In August 1969, construction began on the section between the turnpike's relocated northern termini and the Virginia state line. Like with the West Virginia Turnpike, challenges were faced during the latters construction, such as boring a vehicular tunnel, as well as avoiding caves, mud, springs and hard to break tuscarora sandstone.<ref name="free construction">{{Cite web|title=I-77 and the West Virginia Turnpike |url=https://www.andrewturnbull.net/i77.html }}{{full|date=September 2024}}</ref> The Ohio extension was completed in 1972,{{cn|date=September 2024}} and the Virginia extension was completed on December 20, 1974.<ref name="free construction"/>

Popular T-shirts proclaimed, "I survived the West Virginia Turnpike."<ref>{{Cite web |url = https://www.myimprov.com/the-west-virginia-turnpike-moving-mountains/ |title = The West Virginia Turnpike: Moving Mountains |date = December 2, 2013 |website = MyImprov |language = en-US |access-date = March 10, 2019 |archive-date = September 27, 2020 |archive-url = https://web.archive.org/web/20200927162540/https://www.myimprov.com/the-west-virginia-turnpike-moving-mountains/ |url-status = live }}</ref>

===Modernization===

▲[[File:West Virginia Turnpike Kanawha County.jpg|thumb|right|The West Virginia Turnpike in Kanawha County near the Morton Service Area]]

Originally, engineers had thought that the West Virginia Turnpike could be left as originally built once I-77 was completed. However, a law passed in 1966 made it so that all interstates, predating their designation as such or not, would have to be four lanes wide. This effectively meant that the turnpike would leave a gap in I-77, as it was a [[Super two freeway]] for all but 31 miles, where there was a four lane configuration for only six miles and a three lane configuration for 25 miles.<ref name= “wv encyclopedia”/> This gap in adequate standards resulted in a major bottleneck; congestion at the toll plazas was particularly serious. On top of this, the roadway had also lacked any measures to protect oncoming traffic from crossing directions, which resulted in many [[Head-on collision|head on collisions]], and an increased amount of fatalities,<ref name="monday" /><ref name="MaintainceModernize">{{cite press release |last = Barr |first = Greg |title = Parkways Authority Approves Significant Long-term Turnpike Construction, Maintenance and Modernization Strategy |publisher = West Virginia Parkways Authority |date = December 14, 2005 |access-date = December 20, 2005 |url = http://www.wvturnpike.com/news_release2.htm |archive-date = March 19, 2006 |archive-url = https://web.archive.org/web/20060319011729/http://www.wvturnpike.com/news_release2.htm |url-status = live }}</ref> as well as severely deteriorated pavement that had buckled from stress.<ref name= “wv encyclopedia”/> The lack of connection with the Turnpike had also caused the traffic on I-64 between Sam Black Church and Charleston to use a scenic but treacherous section of [[U.S. Route 60 in West Virginia|US&nbsp;60]] known as the [[Midland Trail (West Virginia)|Midland Trail]] through [[Rainelle, West Virginia|Rainelle]] and [[Ansted, West Virginia|Ansted]] before the road descended Gauley Mountain at [[Hawks Nest, West Virginia|Hawk's Nest]] to the [[Kanawha River]] Valley to reach Charleston. There were terrible accidents along this stretch and lengthy delays as trucks negotiated the major grades.<ref name="monday" /> Because of these issues, studies to upgrade the highway were undertaken after the 1966 legislation. In 1968, it was determined that upgrading the turnpike would be more feasible than bypassing it. This was followed by legislation in 1970 that would allow the newly rebuilt roadway to stay as the West Virginia Turnpike.<ref name= “wv encyclopedia”/> In 1974, the cost to expand the turnpike to four lanes was eastmated at $350&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|350000000|1974}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}). When the project had not started in 1975, articles in local newspapers attacked the state workers for their "laziness" in pursuing the upgrade of the highway. Turnpike officials worried, as the costs for upgrading the toll road were increasing dramatically.<ref name="MaintainceModernize"/> By 1975, the death toll for the only 21-year-old highway was at 278, and, in 1979, 28&nbsp;fatalities occurred on the turnpike.<ref name="monday" />

In the 1960s and 1970s, the growing Interstate Highway System brought in toll-free segments of newly built I-77 from [[Ohio]] to the north, and [[Virginia]] to the south ends of the turnpike. [[Interstate 64 in West Virginia|I-64]] was completed from the [[Kentucky]] border east to Charleston. Work on [[Interstate 79 in West Virginia|I-79]] extended south from [[Pennsylvania]] through [[Morgantown, West Virginia|Morgantown]] and [[Clarksburg, West Virginia|Clarksburg]] to Charleston. Another portion of I-64 was built from Virginia west into the southern portion of the state, ending abruptly at [[Sam Black Church, West Virginia|Sam Black Church]].

These connections brought more traffic to West Virginia than the two-lane turnpike could handle adequately. Congestion at the toll plazas was a major concern, along with the increased fatality rate.<ref name="monday" /><ref name="MaintainceModernize">{{cite press release |last = Barr |first = Greg |title = Parkways Authority Approves Significant Long-term Turnpike Construction, Maintenance and Modernization Strategy |publisher = West Virginia Parkways Authority |date = December 14, 2005 |access-date = December 20, 2005 |url = http://www.wvturnpike.com/news_release2.htm |archive-date = March 19, 2006 |archive-url = https://web.archive.org/web/20060319011729/http://www.wvturnpike.com/news_release2.htm |url-status = live }}</ref>

In 1976, contracts totaling well over $200&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|200000000|1976}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) were awarded,<ref name="RDR"/> construction began that December.<ref name= “wv encyclopedia”/> The first section to be modernized was the section from milepost&nbsp;10.6 (just north of exit&nbsp;9, [[U.S. Route 460 in West Virginia|US&nbsp;460]]) in [[Mercer County, West Virginia|Mercer County]] to milepost&nbsp;35.52 (south of exit&nbsp;40, [[Interstate 64 in West Virginia|I-64]]) in [[Raleigh County, West Virginia|Raleigh County]], completed in 1979. As part of this project, exits&nbsp;14, 20 and 28 were also constructed. In 1980, a segment from milepost&nbsp;46.7 to milepost&nbsp;47.95, as well as the newly built exit&nbsp;48, with [[U.S. Route 19 in West Virginia|US&nbsp;19]],were completed just north of [[Beckley, West Virginia|Beckley]]. In 1981, [[Fayette County, West Virginia|Fayette County]] completed a brief segment from milepost&nbsp;56.15 near Long Branch to milepost&nbsp;59.63 (exit&nbsp;60, [[Mossy, West Virginia|Mossy]]) and from milepost&nbsp;62.27 near [[Kingston, West Virginia|Kingston]] to milepost&nbsp;66.51 (exit&nbsp;66, [[Mahan, West Virginia|Mahan]]). In 1982, the modernization of the turnpike from milepost&nbsp;52.2 just south of Willis Branch to milepost&nbsp;6.12 near Lively was completed, this also involved construction of a new exit&nbsp;89. A second [[Kanawha River]] Bridge near [[Malden, West Virginia|Malden]] and the Kanawha City neighborhood of Charleston was built to carry an additional two lanes of traffic between mileposts&nbsp;94.96–95.87. This four-lane upgrade was extended southward to milepost&nbsp;90 (exit&nbsp;89, [[West Virginia Route 94|WV&nbsp;94]], [[Marmet, West Virginia|Marmet]]) in 1984.{{Citation needed|date=July 2019}}▼

The gap on I-64 between Sam Black Church and Charleston forced east–west traffic to use a scenic but treacherous section of [[U.S. Route 60 in West Virginia|US&nbsp;60]] known as the [[Midland Trail (West Virginia)|Midland Trail]] through [[Rainelle, West Virginia|Rainelle]] and [[Ansted, West Virginia|Ansted]] before the road descended Gauley Mountain at [[Hawks Nest, West Virginia|Hawk's Nest]] to the [[Kanawha River]] Valley to reach Charleston. There were terrible accidents along this stretch and lengthy delays as trucks negotiated the major grades.<ref name="monday" />

====Expansion====

Studies were undertaken to upgrade the highway in the early 1970s. In 1974, the cost to expand the turnpike to four lanes was placed at $350&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|350000000|1974}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}). When the project had not started by 1975, articles in local newspapers attacked the state workers for their "laziness" in pursuing the upgrade of the highway. Turnpike officials worried, as the costs for upgrading the toll road were increasing dramatically.<ref name="MaintainceModernize"/> In 1976, contracts totaling well over $200&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|200000000|1976}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) were awarded, and construction began.<ref name="RDR"/> The first section to be modernized was the section from milepost&nbsp;10.6 (just north of exit&nbsp;9, [[U.S. Route 460 in West Virginia|US&nbsp;460]]) in [[Mercer County, West Virginia|Mercer County]] to milepost&nbsp;35.52 (south of exit&nbsp;40, [[Interstate 64 in West Virginia|I-64]]) in [[Raleigh County, West Virginia|Raleigh County]], completed in 1979. The following year, a segment from milepost&nbsp;46.7 to milepost&nbsp;47.95 (exit&nbsp;48, to [[U.S. Route 19 in West Virginia|US&nbsp;19]]) was completed just north of [[Beckley, West Virginia|Beckley]].{{Citation needed|date=July 2019}}

▲In 1976, contracts totaling well over $200&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|200000000|1976}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) were awarded,<ref name="RDR"/> construction began that December.<ref name= “wv encyclopedia”/> The first section to be modernized was the section from milepost&nbsp;10.6 (just north of exit&nbsp;9, [[U.S. Route 460 in West Virginia|US&nbsp;460]]) in [[Mercer County, West Virginia|Mercer County]] to milepost&nbsp;35.52 (south of exit&nbsp;40, [[Interstate 64 in West Virginia|I-64]]) in [[Raleigh County, West Virginia|Raleigh County]], completed in 1979. As part of this project, exits&nbsp;14, 20 and 28 were also constructed. In 1980, a segment from milepost&nbsp;46.7 to milepost&nbsp;47.95, as well as the newly built exit&nbsp;48, with [[U.S. Route 19 in West Virginia|US&nbsp;19]],were completed just north of [[Beckley, West Virginia|Beckley]]. In 1981, [[Fayette County, West Virginia|Fayette County]] completed a brief segment from milepost&nbsp;56.15 near Long Branch to milepost&nbsp;59.63 (exit&nbsp;60, [[Mossy, West Virginia|Mossy]]) and from milepost&nbsp;62.27 near [[Kingston, West Virginia|Kingston]] to milepost&nbsp;66.51 (exit&nbsp;66, [[Mahan, West Virginia|Mahan]]). In 1982, the modernization of the turnpike from milepost&nbsp;52.2 just south of Willis Branch to milepost&nbsp;6.12 near Lively was completed, this also involved construction of a new exit&nbsp;89. A second [[Kanawha River]] Bridge near [[Malden, West Virginia|Malden]] and the Kanawha City neighborhood of Charleston was built to carry an additional two lanes of traffic between mileposts&nbsp;94.96–95.87. This four-lane upgrade was extended southward to milepost&nbsp;90 (exit&nbsp;89, [[West Virginia Route 94|WV&nbsp;94]], [[Marmet, West Virginia|Marmet]]) in 1984.{{Citation needed|date=July 2019}}

[[File:KANAWHA CITY INTERCHANGE OF THE WEST VIRGINIA TURNPIKE - NARA - 551205.tif|thumb|Aerial view of exit&nbsp;95 in 1973, when the interchange contained a toll plaza]]

A segment between Fayette and [[Kanawha County, West Virginia|Kanawha]] counties was wideineddualized from milepost&nbsp;66.51 (exit&nbsp;66, Mahan) to milepost&nbsp;74.96 (exit&nbsp;74, [[Standard, West Virginia|Standard]]) in 1983, this involved construction of the new exit&nbsp;63 and exit&nbsp;74. Traffic just to the west of the latterthis interchange used the two-lane [[Bender Bridge]] and [[Memorial Tunnel]]. In 1984, the turnpike was wideneddualized from milepost&nbsp;90 (exit&nbsp;89, WV&nbsp;94, Marmet) to milepost&nbsp;82.55; this included construction of a new Toll Plaza C near [[Sharon, West Virginia|Sharon]]. In 1985, work continued on a segment south of Mossy from milepost&nbsp;59.63 (exit&nbsp;60, Mossy) to milepost&nbsp;62.27 near Kingston. Also, a segment from the southern terminus of the turnpike at milepost&nbsp;8.97 (exit&nbsp;9, US 460) to milepost&nbsp;10.6 in Mercer County was reconstructed. In the same year, the Raleigh County segment from milepost&nbsp;40.73 (exit&nbsp;40, I-64) to milepost&nbsp;43.83 (exit&nbsp;44, [[West Virginia Route 3|WV&nbsp;3]]) was dualized, and the segment from milepost&nbsp;47.95 (exit&nbsp;48, to US&nbsp;19) to milepost&nbsp;52.2 (Toll Plaza B at [[Pax, West Virginia|Pax]]) was completed. In 1986, the segment from milepost&nbsp;35.52 to milepost&nbsp;40.73 (exit&nbsp;40, I-64) was dualized. In 1987, work was finished on the dualization from milepost&nbsp;43.83 (exit&nbsp;44, WV&nbsp;3) to milepost&nbsp;46.6. ByThe thislast time,segment the upgrade of {{convert|87|mi|km}} of the {{convert|88|mi|km}} of the turnpike were essentiallywas completed.<ref name="RDR"/> The only remaining segment,when the [[Memorial Tunnel]], onceand hailedBender asBridge "state-of-the-art"were andbypassed thewith "mosta majesticmassive featureroad of the highway",cut.<ref name="monday" /> was becoming a bottleneck in the otherwise four-lane highway. By 1986, the Turnpike Commission was spending over $500,000 per year (equivalent to ${{formatprice|{{inflation|US-GDP|500000|1986}}}}cite perweb year|first in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) toCarol maintain|last the= lightsMelling and|date the= automaticOctober exhaust14, equipment2013 in the tunnel.<ref|url name="monday" https:/>/www.wvencyclopedia.org/articles/1121 Several|title options= wereWest considered,Virginia includingTurnpike dualization|website of= thee-WV: tunnels,The additionWest ofVirginia twoEncyclopedia lanes|publisher through= aWest largeVirginia roadHumanities cutCouncil in|access-date the= mountain,2019-07-06 leaving|archive-date the= otherJuly two lanes in the tunnel6, and2019 replacement|archive-url of= the entire tunnel with an open cut to the northhttps://web.archive.org/web/20190706021835/https://www.wvencyclopedia.org/articles/1121 Citing|url-status the= highlive maintenance costs of a tunnel, the replacement option was ultimately chosen.}}</ref name="WVTPKCAFR"/>

====Bypassing Memorial Tunnel====

[[File:West Virginia Turnpike Raleigh County.jpg|right|thumb|The West Virginia Turnpike in Raleigh County; the next interchange leads to the Beckley Service Area and the Tamarack.]]▼

By 1987, the upgrade of {{convert|87|mi|km}} of the {{convert|88|mi|km}} of the turnpike were essentially completed.<ref name="RDR"/> The only remaining segment, the [[Memorial Tunnel]], once hailed as "state-of-the-art" and the "most majestic feature of the highway",<ref name="monday" /> was becoming a bottleneck in the otherwise four-lane highway. By 1986, the Turnpike Commission was spending over $500,000 per year (equivalent to ${{formatprice|{{inflation|US-GDP|500000|1986}}}} per year in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) to maintain the lights and the automatic exhaust equipment in the tunnel.<ref name="monday" />

"The biggest relief will be from our utility crews, who had to maintain the electrical systems and so forth in the tunnel", Turnpike Commission Chair George McIntryre said. "It will make all of our jobs easier as far as traffic is concerned on the turnpike."{{cn|date=May 2022}}<!--direct quotations require a citation.--> The {{convert|1.72|mi|km|adj=on}} bypass would bypass both the tunnel and the [[Bender Bridge]] which crossed Paint Creek just to the east of the tunnel portal. On July 6, 1987, the Memorial Tunnel officially closed, and two lanes of the open cut just to the north of it were opened. The other two lanes of the open cut were completed in late August.<ref name="MemorialTunnelCloses">{{cite news |title = Turnpike's Memorial Tunnel closes |work = Herald-Dispatch |date = July 6, 1987 }}{{Full citation needed|date= March 2019}}</ref> State Trooper W. D. Thomson became the last motorist to drive through the tunnel. It was not meant to be that way. Originally, Tommy Graley of Standard and his two daughters were picked to be in the last vehicle to pass through the tunnel, but his pickup truck was followed by a car carrying Turnpike officials and the state trooper.<ref name="MemorialTunnelCloses"/> The new Memorial Tunnel bypass cost $35&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|35000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) and required years of work. {{convert|10|e6yd3|e6m3|spell=In}} of earth were removed and used as fill with drainage tiles for Paint Creek. Some {{convert|300,000|ST|t LT}} of coal were extracted. The Bender Bridge was demolished. The Memorial Tunnel was used for storage until the mid-1990s, when it became a testing center for tunnel-fire suppression for Boston's [[Big Dig]] project.{{cn|date=May 2022}} The tunnel is still being used today by the [[National Response Center]] for military and other testing uses. The bypass was not the first of its kind on a toll road, as the [[Pennsylvania Turnpike]] bypassed the [[Laurel Hill Tunnel]] in 1964 in similar fashion, and later [[Abandoned Pennsylvania Turnpike|bypassed two more tunnels with a single stretch of highway]] in 1968.{{cn|date=May 2022}} The final cost for the entire modernization of the West Virginia Turnpike was $683&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|683000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}), more than $300&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|300000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) over original estimates.<ref name="HD090387"/> It was also one of the few Interstates that received 90-percent federal funding and permission to charge a toll, due to extremely high construction costs. A total of 18&nbsp;interchanges now exist on the West Virginia Turnpike, up from the original six. A rest area is now provided at milepost&nbsp;69 for southbound motorists, and a scenic overlook of the [[Bluestone River]] also serves southbound motorists.{{cn|date=May 2022}} The turnpike displays many cuts through mountains as well as lanes that are separated from each other by substantial difference in elevation. With the work, all of I-77 in West VIrigina was at least our lanes wide .<ref>{{cite web |first = Carol |last = Melling |date = October 14, 2013 |url = https://www.wvencyclopedia.org/articles/1121 |title = West Virginia Turnpike |website = e-WV: The West Virginia Encyclopedia |publisher = West Virginia Humanities Council |access-date = 2019-07-06 |archive-date = July 6, 2019 |archive-url = https://web.archive.org/web/20190706021835/https://www.wvencyclopedia.org/articles/1121 |url-status = live }}</ref> The final of the construction, the I-64 interchange was put into service by 1988.{{cn|date=May 2022}}

Several options were considered, including dualization of the tunnels, addition of two lanes through a large road cut in the mountain, leaving the other two lanes in the tunnel, and replacement of the entire tunnel with an open cut to the north. Citing the high maintenance costs of a tunnel, the replacement option was ultimately chosen.<ref name="WVTPKCAFR"/>

===Later history===▼

On June 1, 1989, the [[West Virginia Legislature]] created the [[West Virginia Parkways, Economic Development and Tourism Authority]] to replace the Turnpike Commission.{{cn|date=May 2022}} The year also saw the removal of toll plazas from all the interchanges but exit&nbsp;48,<ref>{{cite web|title = West Virginia Turnpike History|url=https://transportation.wv.gov/Turnpike/about/turnpike_history/Pages/default.aspx|access-date=September 15, 2024|language=en}}</ref> effectively transitioning the turnpike from a ticketed toll system to the less traditional fixed toll system. {{cn|date=September 2024}}

In 1991, the Morton and Bluestone Glass Houses were replaced with larger, more modern travel centers. Morton and Bluestone service plazas were available to northbound travelers only, while the Beckley service plaza was accessible only to southbound motorists.<ref name="WVTPKCAFR"/> [[HMSHost]] operates the various restaurants at the plazas, while [[ExxonMobil]] (through its [[Exxon]] brand) operates the [[gas station]] at each plaza.{{cn|date=May 2022}}▼

"The biggest relief will be from our utility crews, who had to maintain the electrical systems and so forth in the tunnel", Turnpike Commission Chair George McIntryre said. "It will make all of our jobs easier as far as traffic is concerned on the turnpike."{{cn|date=May 2022}}<!--direct quotations require a citation.-->

In 1993, the Beckley Glass House was replaced by a modern travel plaza.<ref name="WVTPKCAFR"/>

The {{convert|1.72|mi|km|adj=on}} bypass would bypass both the tunnel and the [[Bender Bridge]] which crossed Paint Creek just to the east of the tunnel portal. On July 6, 1987, the Memorial Tunnel officially closed, and two lanes of the open cut just to the north of it were opened. The other two lanes of the open cut were completed in late August.<ref name="MemorialTunnelCloses">{{cite news |title = Turnpike's Memorial Tunnel closes |work = Herald-Dispatch |date = July 6, 1987 }}{{Full citation needed|date= March 2019}}</ref>

In May 1996, exit&nbsp;45 was opened to serve the Beckley travel plaza, Dry Hill Road, and the newly constructed [[Tamarack Marketplace]] arts and crafts outlet.<ref name="Tamarack">{{cite web |title = The Best of West Virginia |publisher = Tamarack |date = March 24, 2004 |url = http://www.tamarackwv.com |access-date = May 1, 2022 |archive-date = April 22, 2022 |archive-url = https://web.archive.org/web/20220422163727/https://www.tamarackwv.com/ |url-status = live }}</ref> Because this interchange was a full one, it made the Beckley plaza accessible to northbound travelers for the first time.▼

State Trooper W. D. Thomson became the last motorist to drive through the tunnel. It was not meant to be that way. Originally, Tommy Graley of Standard and his two daughters were picked to be in the last vehicle to pass through the tunnel, but his pickup truck was followed by a car carrying Turnpike officials and the state trooper.<ref name="MemorialTunnelCloses"/>

From late 1999 to early 2000, all electronic tolling was introduced across the Turnpike.<ref name="all electronic tolling">{{Cite book|title = 2014 annual reprot|url=https://transportation.wv.gov/Turnpike/about/investorrelations/Documents/Consulting%20Engineers%20Annual%20Report/WEST%20VIRGINIA%20PARKWAYS%20AUTHORITY%202014%20Annual%20Report.pdf|access-date=September 15, 2024}}</ref>

The new Memorial Tunnel bypass cost $35&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|35000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) and required years of work. {{convert|10|e6yd3|e6m3|spell=In}} of earth were removed and used as fill with drainage tiles for Paint Creek. Some {{convert|300,000|ST|t LT}} of coal were extracted. The Bender Bridge was demolished. The former Memorial Tunnel was used for storage until the mid-1990s, when it became a testing center for tunnel-fire suppression for Boston's [[Big Dig]] project.{{cn|date=May 2022}}

In 2004, a concession stand and new restroom facilities were constructed at the rest area at milepost&nbsp;69, serving southbound travelers.<ref>{{Cite web |title = West Virginia Turnpike Travel Plazas Survey |url = http://wvtravelplazas.com/ |access-date = 2021-07-05 |website = WVTravelPlazas.com |archive-date = July 9, 2021 |archive-url = https://web.archive.org/web/20210709183416/http://wvtravelplazas.com/ |url-status = live }}</ref>▼

The tunnel is still being used today by the [[National Response Center]] for military and other testing uses. The bypass was not the first of its kind on a toll road, as the [[Pennsylvania Turnpike]] bypassed the [[Laurel Hill Tunnel]] in 1964 in similar fashion, and later [[Abandoned Pennsylvania Turnpike|bypassed two more tunnels with a single stretch of highway]] in 1968.{{cn|date=May 2022}}

From 2008 to 2012, [[E-ZPass]] was introduced across the turnpike, replacing the existing all electronic system in the process.<ref name="all electronic tolling"/>

▲===Later history===

▲[[File:West Virginia Turnpike Raleigh County.jpg|right|thumb|The West Virginia Turnpike in Raleigh County; the next interchange leads to the Beckley Service Area and the Tamarack.]]

The final cost for the entire modernization of the West Virginia Turnpike was $683&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|683000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}), more than $300&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|300000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|index=US-GDP}}) over original estimates.<ref name="HD090387"/> It was also one of the few Interstates that received 90-percent federal funding and permission to charge a toll, due to extremely high construction costs. A total of 18&nbsp;interchanges now exist on the West Virginia Turnpike, up from the original six. A rest area is now provided at milepost&nbsp;69 for southbound motorists, and a scenic overlook of the [[Bluestone River]] also serves southbound motorists.{{cn|date=May 2022}}

The turnpike displays many cuts through mountains as well as lanes that are separated from each other by substantial difference in elevation. With the completion of I-77, I-79, and finally I-64 by 1988, the turnpike has again become stressed, especially during peak holiday seasons.{{cn|date=May 2022}}

The milepost&nbsp;69 rest area and snack bar was reconstructed into a larger facility in 2017.<ref name="2017 rebuild">{{Cite web |title = West Virginia Turnpike Travel Plazas Survey |url = http://wvtravelplazas.com/ |access-date = 2021-07-05 |website = WVTravelPlazas.com |archive-date = July 9, 2021 |archive-url = https://web.archive.org/web/20210709183416/http://wvtravelplazas.com/ |url-status = live }}</ref>

On June 1, 1989, the [[West Virginia Legislature]] created the [[West Virginia Parkways, Economic Development and Tourism Authority]] to replace the Turnpike Commission.{{cn|date=May 2022}}

As early as 2006, the Turnpike had considered widening the section near Beckly from four to six lanes. However, they cacelled this plan, as they had thought it would be too expensive. Despite this, in November 2018, the West Virginia Turnpike Authority awarded Saint Albans contractor Triton Construction and the project began immediately. Work on the project between exits&nbsp;40 and 48 from four to six lanes also required reconstructing eight bridges to be wider, replacing lighting, and extending the deceleration lanes of exits&nbsp;45 and 48. Work was completed in November 2021, at the cost of $106,000,000.<ref>{{cite web|title = Turnpike widening project in Beckley opens in time for Thanksgiving holiday travel|date=November 22, 2021 |url=https://wvmetronews.com/2021/11/22/turnpike-widening-project-in-beckley-open-to-motorists/|access-date=September 15, 2024|language=en}}</ref>

▲In 1991, the Morton and Bluestone Glass Houses were replaced with larger, more modern travel centers. In 1993, the Beckley Glass House was also replaced. Morton and Bluestone service plazas were available to northbound travelers only, while the Beckley service plaza was accessible only to southbound motorists.<ref name="WVTPKCAFR"/> [[HMSHost]] operates the various restaurants at the plazas, while [[ExxonMobil]] (through its [[Exxon]] brand) operates the [[gas station]] at each plaza.{{cn|date=May 2022}}

In 2021, the Parkways Authority sought public input for modernization of the travel plazas, representing the first significant work on the travel plazas since some of them were rebuilt in the 1990s.<ref name="2017 rebuild"/> At the result of this, in 2022, the Beckley and Bluestone Service Plazas were closed to undergo a 122 million dollar recinstruction to bring them up to the milepost&nbsp;69 plazas standards. On December 15, 2023, the new Beckley and Bluestone service plazas were opened.<ref>{{cite news |title=West Virginia Turnpike Projects Near Completion: New Plazas and Payment Options Coming Soon |url=https://www.wvnews.com/news/wvnews/west-virginia-turnpike-projects-near-completion-new-plazas-and-payment-options-coming-soon/article_0e73a414-64a7-11ef-84df-1f4e1de8c269.html |access-date=September 15, 2024 |work=WV News |date=August 27, 2024 |language=en}}</ref>

▲In May 1996, exit&nbsp;45 was openedrenovated to serve the Beckley travel plaza, Dry Hill Road, and the newly constructed [[Tamarack Marketplace]] arts and crafts outlet.<ref name="Tamarack">{{cite web |title = The Best of West Virginia |publisher = Tamarack |date = March 24, 2004 |url = http://www.tamarackwv.com |access-date = May 1, 2022 |archive-date = April 22, 2022 |archive-url = https://web.archive.org/web/20220422163727/https://www.tamarackwv.com/ |url-status = live }}</ref> Because this interchange was a full one, itThis made the Beckley plaza and Tamarack Marketplace accessible to northbound travelers for the first time.

In 2023, the eastbound lanes of the West Virginia Turnpike between milepost 121.5 and milepost 48 was rebuilt, with the old roadway and steel mesh removed and new steel mesh added and old concrete re-poured for use on the new roadway. On March 22, 2024, the same began on the westbound lanes.<ref>{{cite web|title=Contractors beginning road reconstruction project on West Virginia Turnpike|url=https://transportation.wv.gov/communications/PressRelease/Pages/Contractors_beginning_road_reconstruction_project_on_West_Virginia_Turnpike.aspx |work=WV DOT|date=March 22, 2024|access-date = 2024-09-15|language=en}}</ref>

▲In 2004, a concession stand and new restroom facilities were constructed at the rest area at milepost&nbsp;69, serving southbound travelers. The milepost&nbsp;69 rest area and snack bar was razed and replaced with a larger facility in 2017. In 2021, the Parkways Authority sought public input for modernization of the travel plazas, representing the first significant work on the travel plazas since they were built in the early 1990s.<ref>{{Cite web |title = West Virginia Turnpike Travel Plazas Survey |url = http://wvtravelplazas.com/ |access-date = 2021-07-05 |website = WVTravelPlazas.com |archive-date = July 9, 2021 |archive-url = https://web.archive.org/web/20210709183416/http://wvtravelplazas.com/ |url-status = live }}</ref>

WVDOT plans to rebuild the 7.3-mile free section of roadway between Tuppers Creek Road and the Jackson County Line. West Virginia Paving, the sole bidder for the project, offered $51,252,637.96 on June 11, 2024. A contract for the project was awarded on June 27.<ref>{{cite web|title=WVDOT awards contract for I-77 reconstruction|url=https://transportation.wv.gov/communications/PressRelease/Pages/WVDOH_awards_contract_for_I_77_reconstruction.aspx|access-date=September 15, 2024|language=en}}</ref> They are also plan to rebuild the interchange with I-81 and the West Virginia Turnpike, which is expected to start in October 2024.<ref>https://www.publicinput.com/h7335</ref>

====Bond troubles====