When it opened in 1940, the Pennsylvania Turnpike was called “America’s First Superhighway.” The 160-mile stretch of four-lane divided highway became a model for future limited-access toll roads.
In January, the Pennsylvania Turnpike began its transition to Open Road Tolling (ORT)—one of the most significant infrastructure changes in its history. The project, which includes the installation of 36 toll gantries and upgrades at 50 interchanges, marks the turnpike's full departure from cash tolling.
Alan R. Williamson, construction engineering manager – east, has overseen this major shift. Recently named Engineer of the Year by the Central Pennsylvania Engineers Week Council, Williamson spoke to Roads & Bridges about the ORT rollout, its challenges and what it means for drivers.
Roads & Bridges: Can you summarize the ORT conversion and its significance?
Alan R. Williamson: The ORT conversion is the final phase of a long-term plan that began in 2010. A study phase was conducted to evaluate the feasibility of whether or not the turnpike could transition completely out of cash handling services and just fully move into electronic tolling. We piloted electronic tolling at a few interchanges, starting in 2016, and gradually expanded until the entire system was cashless by 2020. It accelerated due to the pandemic.
Tolling plazas just breed accidents. They force people to make decisions, to be in a lane to either get to an exit immediately following the downstream side of the plaza, or people have accidents because they collide with each other while jockey for lane. Some people don't even pay attention, and they actually will drive through our lanes and hit our equipment.
So, we’re moving to true Open Road Tolling with overhead gantries between interchanges, allowing tolls to be collected as vehicles travel at highway speeds. This improves safety, eliminates congestion at toll plazas and streamlines the tolling experience. We’re removing more than 40 legacy toll plazas, a move that will significantly reduce accidents and improve traffic flow.
RB: What are the biggest engineering challenges in rolling out ORT?
AW: Engineering-wise, the biggest challenge is integrating new tolling technology while maintaining traffic flow. Each gantry includes cameras and sensors and mounted on a tubular structure over the roadway, with loops embedded in the pavement to detect axles and vehicle profiles. This equipment classifies and identifies the vehicle and electronically processes tolls.
Coordinating this work—especially the underground conduit and loop installations—while keeping lanes open is complex. The system must function flawlessly across up to six travel lanes, including shoulders, without disrupting traffic or compromising worker safety. It’s a major logistical task.
RB: How do you see tolling technology evolving in the next decade?
AW: ORT is a steppingstone for innovation. I’m not a toll technology expert, but I have opinions where I think the industry is going. The next evolution will likely involve connected vehicles, where cars communicate directly with infrastructure. With our new fiber-optic network, the Turnpike could one day serve as a host for connected vehicle data, providing real-time traffic, weather, or service plaza updates.
GPS-based tolling via mobile devices has also been explored, though we’ve been cautious due to privacy concerns. Long-term, the system could operate more like air traffic control—tracking vehicle movements to streamline tolling and deliver better services through connected vehicle technology.
RB: What were the environmental concerns or benefits of this project?
AW: The environmental impact was typical for highway construction—erosion control and stormwater management were key during construction. But ORT offers long-term environmental benefits. Eliminating toll plazas reduces the need for vehicles—especially trucks—to stop and restart, cutting diesel emissions.
Also, with fewer lanes needed at former toll plazas, we’ll reduce the surface area, which means less stormwater runoff. It’s a net positive for air and water quality.
RB: You were named Engineer of the Year. What does that mean to you?
AW: It’s an incredible honor. The award from the Central Pennsylvania Engineers Week Council reflects more than just this project—it recognizes a 30-year career that began in the private sector and evolved through engineering design and now construction management at the turnpike.
It also considers community involvement, which I take seriously. I serve on my township’s planning commission and support local charities like the Central Pennsylvania Food Bank. To be recognized among engineers across all disciplines is deeply humbling and validating.
RB: What will customers experience as toll booths come down?
AW: The removal of toll plazas will be a visible change for drivers. Right now, they still pass through the old structures, but once demolition is complete, access will feel more like any other interstate—smooth and uninterrupted. It will also enhance safety. Toll plazas have high accident rates due to merging and confusion. Their removal will greatly reduce that risk and improve traffic flow.
RB: Any final thoughts on the future of the Turnpike?
AW: We’re not just building tolling infrastructure—we’re setting up a digital backbone for future mobility. The fiber network and ORT gantries prepare us for whatever innovations come next. Whether it’s connected vehicles, real-time data services, or even automated tolling through vehicle sensors, we’re building for the long term. ORT is a milestone, but it’s also just the beginning. Beyond highway, tolling or fiber optic infrastructure, the turnpike is focused on sustainability measures. From building solar arrays, developing pollinator habitats, constructing a trailhead for biking/hiking and other investments we are reducing our carbon footprint. The PA Turnpike became the first state agency to achieve a perfect score from the GreenGov Council. This has now been achieved two years in a row. RB
