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Turnpike

A turnpike is a toll road designed to generate revenue for its construction, maintenance, and operation through fees collected from users, typically via a barrier or gate—historically a pivoting pole or "pike"—that is raised or turned after payment.^[1] The system originated in England during the early 17th century, when the first Turnpike Act of 1663 authorized local trusts to levy tolls on specific routes to fund road improvements amid growing traffic from stagecoaches and trade.^[2] At their peak in the early 19th century, over 1,000 turnpike trusts managed approximately 22,000 miles (35,000 km) of roads across Britain, improving surfaces with gravel and broken stone for better durability and speed, though they often faced resistance from locals over toll burdens.^[2] In the United States, turnpikes emerged in the late 18th century as a response to poor colonial roads, with the Philadelphia and Lancaster Turnpike—chartered in 1792 and completed in 1794—serving as the nation's first, spanning 62 miles (100 km) of gravel-surfaced roadway that revolutionized overland travel by reducing journey times significantly.^[3] This model spurred a boom, with over 400 turnpike companies chartered by 1810, primarily in the Northeast and Midwest, financed through private stock subscriptions and tolls that funded innovations like covered bridges and milestones.^[4] However, many early American turnpikes struggled with low traffic volumes and competition from canals and railroads, leading to widespread bankruptcies by the mid-19th century and a shift toward publicly funded highways.^[5] Today, the term "turnpike" endures in the names of several major interstate toll roads, such as the Pennsylvania Turnpike (opened 1940 as the first limited-access highway in the U.S.) and the Ohio Turnpike, which are managed by state authorities and use electronic tolling to support high-speed, multi-lane infrastructure without the rudimentary gates of their predecessors.^[6] These modern iterations reflect an evolution from profit-driven trusts to public utilities, emphasizing efficient freight and passenger transport while generating substantial annual revenue for infrastructure upkeep.^[7]

Turnpike Roads

Etymology and Definition

The term "turnpike" originates from the Middle English words "turnen," meaning to rotate or pivot, and "pike," referring to a sharp-pointed shaft or spiked barrier resembling a spear. This combination first appeared in the early 15th century to describe a defensive or access-control device—a wooden frame armed with spikes that could be turned aside to allow passage. By the 17th century, the term had evolved to encompass the toll roads themselves, where such pivoting barriers were used to enforce payment before travelers could proceed.^[1]^[8] A turnpike is fundamentally a tolled road, often constructed or upgraded with gravel or improved surfaces to facilitate faster and more reliable travel compared to unimproved parish roads. Users were required to pay a fee, typically collected at gates or barriers along the route, to fund the road's building, upkeep, and enhancements; these operations were generally managed by private trusts or companies rather than public authorities responsible for free highways. The system contrasted sharply with traditional local roads, which relied on statutory labor from residents and offered no passage fees.^[9]^[4] Operationally, turnpikes featured manual toll collection points, such as small booths or houses adjacent to the gates, where collectors enforced varying rates based on vehicle type, distance traveled, or load carried. The iconic "turnpike" barrier—a horizontal beam or pike on a swivel post, sometimes fitted with iron spikes to deter evasion—would block the road until the toll was paid, at which point it was physically rotated to open the way. Revenues from these tolls directly supported road maintenance, widening, drainage, and surfacing, enabling turnpikes to serve as vital arteries for commerce and travel.^[2]^[10] In distinction from contemporary toll roads, historical turnpikes depended entirely on these tangible, labor-intensive gates and human oversight for toll enforcement, without the automated transponders or barrier-free electronic billing prevalent today. This manual approach underscored the localized and trust-based governance of early modern infrastructure. The turnpike model, pioneered in Britain, later influenced road development in the United States during the late 18th century.^[9]^[4]

Historical Development

Turnpikes emerged in 16th- and 17th-century Europe as a response to deteriorating road conditions caused by increasing traffic and inadequate maintenance under traditional parish systems.^[2] In England, the first Turnpike Act was passed in 1663, authorizing toll collection on a section of the Great North Road between Wadesmill in Hertfordshire and Stilton in Huntingdonshire to fund repairs.^[2] This marked the beginning of a statutory framework where private trusts were empowered to improve and maintain roads through user fees, addressing the limitations of the Elizabethan Statute of Labourers that relied on unpaid local work.^[11] The British turnpike model also influenced road development in other parts of the British Empire, such as Ireland and early American colonies. The system expanded rapidly in the 18th and early 19th centuries, with over 1,000 turnpike trusts established in Britain by the early 1800s, managing approximately 20,000 miles of roads.^[12] These trusts were funded through shareholder investments in the form of mortgage debt and toll revenues, enabling significant improvements that facilitated trade and mobility during the Industrial Revolution.^[11] The growth was driven by rising population and agricultural transformations, such as the Enclosure Acts, which consolidated landholdings and boosted the volume of goods transported to markets, necessitating better infrastructure.^[13] This British model influenced colonial territories, including America, where turnpike companies adopted similar toll-based systems to connect growing settlements and support economic expansion.^[4] Economically, turnpikes generated revenue through differentiated toll rates based on vehicle type and load, with heavier wagons charged more than lighter carts or coaches to reflect usage impact.^[14] For instance, a four-horse coach might pay up to 1 shilling and 6 pence per gate, while wagons faced higher proportional fees. However, this system provoked resistance from users, including riots by farmers and laborers who viewed tolls as burdensome taxes on essential travel, as seen in the Rebecca Riots of 1839–1843 in Wales.^[15] By the mid-19th century, turnpikes began to decline as railroads offered faster and cheaper long-distance transport, undermining toll road viability.^[16] Many trusts accumulated debts and failed financially, leading to their replacement by government-maintained highways under the Local Government Act of 1888.^[12] The last turnpike trust in the United Kingdom closed in 1895 at Llanfairpwll on Anglesey.^[16]

Turnpikes in the United Kingdom

Turnpike trusts were local organizations established by individual Acts of Parliament to finance the construction, improvement, and maintenance of roads through the collection of tolls from users. These trusts emerged as a response to the deteriorating condition of parish-maintained highways, which were overburdened by increasing traffic from trade and travel during the 18th century. The first such trust was created in 1663 for a section of the Great North Road between Wadesmill in Hertfordshire and Stilton in Huntingdonshire, marking the beginning of a system that would expand significantly over the following decades.^[2] By the early 19th century, the network had grown substantially, with approximately 1,000 trusts operating by 1840 and managing around 20,000 miles of road at their peak in 1832. This expansion was facilitated by key legislation, including the General Turnpike Act of 1766, which streamlined the process for establishing new trusts and mandated the erection of milestones on all turnpike roads to aid navigation and enforcement. An early prominent example was the Bath Turnpike Trust, authorized in 1706 to improve roads leading to the growing spa town, reflecting the system's role in supporting urban and leisure travel. Trusts typically operated under 21-year charters that could be renewed, funding improvements through toll revenues while borrowing against future income secured by mortgages.^[17]^[18]^[19] Notable turnpike roads exemplified the engineering advancements of the era. The Holyhead Road, a vital link from London to Ireland via Wales, was comprehensively improved under engineer Thomas Telford starting in 1815, with construction spanning over a decade and incorporating straighter alignments, reduced gradients, and the iconic Menai Suspension Bridge completed in 1826. Toll collection occurred at gates equipped with turnpikes—movable barriers—staffed from adjacent toll houses, which were typically small, single-story structures designed for visibility, often featuring multiple windows facing the road and sometimes built in distinctive polygonal shapes to monitor approaching traffic. These architectural features, such as the hexagonal or octagonal designs, allowed toll keepers to oversee multiple directions efficiently while providing modest living quarters.^[20] Turnpikes played a crucial role in the coaching era, enabling faster and more reliable overland travel that revolutionized mail services and passenger transport. The introduction of mail coaches by the Post Office in 1784 relied heavily on improved turnpike surfaces, allowing speeds of up to 10 miles per hour and expanding services to major cities like Bristol, Liverpool, and Edinburgh by the 1790s. However, the system also sparked social tensions, particularly over toll rates that burdened rural farmers. In Wales, this culminated in the Rebecca Riots of 1839–1843, where protesters, disguised as women led by a figure named Rebecca, destroyed over 80 toll gates in Carmarthenshire and surrounding counties to protest excessive charges and overlapping jurisdictions among trusts. These disturbances highlighted the inequities of the toll system and prompted parliamentary inquiries into reform.^[21]^[15]^[22] The decline of turnpike trusts accelerated in the mid-19th century due to competition from railways, which reduced road traffic and toll revenues, leaving many trusts in debt. The Highway Act of 1835 consolidated existing highway laws and shifted some responsibilities toward district-based maintenance, though it did not immediately dismantle the trusts. Further erosion came with the Local Government Act of 1888, which transferred control of main roads to newly formed county councils, effectively nationalizing the network. The last remaining trust, on the Anglesey section of the Shrewsbury to Holyhead Road, expired in 1895, marking the end of the turnpike era in Britain.^[23]^[24]^[16]

Turnpikes in the United States

The development of turnpikes in the United States began in the late colonial and early national periods, drawing inspiration from the British model of privately operated toll roads but adapted to the challenges of a growing frontier economy. The first turnpike in the country was the Philadelphia and Lancaster Turnpike, chartered by the Pennsylvania legislature in 1792 and completed in 1794, spanning 62 miles as the nation's inaugural long-distance paved toll road with a broken-stone and gravel surface.^[4] This project marked a shift toward private enterprise in infrastructure, where companies were granted state charters to build and maintain roads in exchange for toll-collection rights, addressing the poor condition of colonial paths that hindered trade and westward migration.^[5] The Philadelphia and Lancaster Turnpike featured an early improved gravel surface, with macadamization techniques influencing later US roads starting in 1823.^[25] The 19th century witnessed a rapid expansion of turnpikes, fueled by economic growth and the need for reliable overland transport before widespread rail networks. By the mid-1840s, approximately 15,000 miles of turnpikes had been constructed across the nation, financed primarily through private stock subscriptions that raised over $24 million in the New England and Mid-Atlantic regions alone by 1830, with costs averaging $1,500 to $2,000 per mile.^[4] Key examples include the federally supported National Road, authorized in 1806 and beginning construction in 1811 from Cumberland, Maryland, to Wheeling, Virginia (now West Virginia), which cost about $13,455 per mile and symbolized national investment in internal improvements.^[4] Turnpike development was heavily concentrated in the Northeast and Mid-Atlantic states, where population density and commerce demanded better roads, while the South and West saw limited adoption due to reliance on navigable rivers and later railroads. New York led with 457 turnpike companies chartered by 1845, including the Northern Middletown Turnpike established in 1808 to connect rural areas to markets.^[4] Pennsylvania followed with 342 companies, underscoring the region's role in pioneering the turnpike era.^[4] Operations of these turnpikes were managed by private corporations, such as the Philadelphia and Lancaster Turnpike Road Company, which collected tolls at gates spaced every 5 to 10 miles to cover maintenance and generate modest returns. Tolls varied by vehicle and load but typically charged about 1 cent per mile for a horse or mule, with exemptions for local residents, military personnel, and certain goods to encourage everyday use.^[4]^[26] Despite these efforts, many turnpikes struggled with profitability, as investors often prioritized community benefits over dividends.^[4] The turnpike system began to decline after the 1830s with the rise of canals and railroads, which offered faster and cheaper long-distance transport, rendering many toll roads obsolete. By the 1850s, numerous turnpikes had their charters revoked or were converted to free public highways, leading to deterioration as maintenance funding evaporated.^[4]

Modern Usage and Legacy

The concept of turnpikes experienced a significant revival in the 20th century, particularly in the United States, where they evolved into modern limited-access toll highways. The Pennsylvania Turnpike, opened in 1940, is widely recognized as the first such superhighway in the U.S., ingeniously repurposing seven abandoned rail tunnels from the 19th-century Allegheny Portage Railroad to facilitate high-speed travel across the state. This innovative project, spanning 160 miles initially, set a precedent for efficient, controlled-access roadways that prioritized safety and speed. Following this model, the New Jersey Turnpike opened in 1951 as a 117-mile corridor connecting major urban centers, while the Ohio Turnpike debuted in 1955, covering 238 miles and boosting regional commerce. Contemporary turnpikes continue to operate as vital arteries for transportation, incorporating advanced technologies to streamline operations. Florida's Turnpike, established in 1957, now extends approximately 286 miles from Miami to Wildwood, serving as the backbone of the state's interstate travel and handling over 100 million vehicles annually. Similarly, the Indiana Toll Road, operational since 1956 and spanning 157 miles, facilitates cross-state freight and tourism under a public-private partnership lease since 2006. A key modernization has been the adoption of electronic tolling systems, with E-ZPass—first implemented in the New York-New Jersey region in 1991 and expanding nationwide through the 1990s—enabling cashless transactions via transponders and reducing congestion at toll plazas. The legacy of historical turnpikes extends beyond infrastructure, profoundly shaping modern highway policy and economics. Early turnpike designs influenced the U.S. Interstate Highway System, launched in 1956, by demonstrating the viability of divided, high-capacity roads that minimized intersections and enhanced long-distance mobility. Their toll-based funding model has inspired public-private partnerships (PPPs), where private entities finance construction and maintenance in exchange for revenue rights, as seen in leases like Indiana's, which generated billions for state infrastructure reinvestment. Efforts to preserve historic routes, such as Pennsylvania's Old York Road—America's oldest operating turnpike since 1803—underscore cultural recognition, with sections maintained as scenic byways or museums to highlight engineering heritage. Globally, while the term "turnpike" remains predominantly associated with U.S. and UK roadways, analogous toll systems proliferate elsewhere, reflecting shared principles of user-funded infrastructure. In Europe, France's autoroutes, beginning with early sections in the 1940s such as the A13 in 1946, form an extensive network exceeding 7,000 miles, managed by private concessions similar to turnpikes. Asian countries like Japan and India operate vast expressway toll networks, though branded as "highways" or "national roads," supporting economic growth without the specific nomenclature. Modern turnpikes face ongoing challenges, including toll evasion—estimated at 10-20% in some cashless systems—and escalating maintenance costs for aging pavements and bridges, often exceeding $1 billion annually per major route. As of 2025, sustainability initiatives are addressing these issues, with implementations like the Pennsylvania Turnpike's solar microgrid at its Western Regional Office and plans for 15 solar generation facilities along the roadway to support greener operations including electric vehicle charging stations.^[27]

Places Named Turnpike

Communities and Settlements

Turnpike-named communities in the United States are generally small, unincorporated areas that emerged along historic toll roads in the 19th century, serving as essential stops for travelers, traders, and livestock drovers. These settlements often developed at key intersections or along routes that facilitated commerce and migration, with economies rooted in agriculture, hospitality, and local services. Over time, many have remained rural, with modern demographics reflecting low population densities and a focus on farming or residential living, though some have evolved with nearby infrastructure growth.^[5]^[4]

Geographic and Infrastructure Features

The Turnpike Esker is a prominent glacial ridge located in Digby County, Nova Scotia, Canada, within the Tobeatic Wilderness Area along the West River.^[28] This sinuous landform, composed of sand and gravel deposited by meltwater streams beneath the Laurentide Ice Sheet during the last Ice Age (approximately 12,000–20,000 years ago), served historically as a key portage trail for Indigenous Mi'kmaq peoples and later explorers, facilitating travel between river systems.^[29] Today, it supports recreational activities such as hiking and backcountry canoeing, forming part of a cross-province route connecting the Sissiboo and Mersey River watersheds.^[28] Another notable infrastructure feature is Turnpike Stadium, a former baseball park in Arlington, Texas, operational from 1965 to 1993 before its demolition in 1994.^[30] Originally constructed as a 10,500-seat minor league venue for the Double-A Texas Spurs in the Texas League, it hosted professional baseball games until the facility was expanded and repurposed in 1972 for Major League Baseball's Texas Rangers.^[31] The site's name derived from its proximity to regional toll roads, reflecting early transportation influences, though the structure itself was a modern built environment rather than a road.^[32] Turnpike Lane in the London Borough of Haringey, England, exemplifies preserved infrastructure from the era of turnpike trusts. This east-west street, part of the A504 route, originated as the western section of Tottenham Lane, near which the Stamford Hill and Green Lanes Turnpike Trust erected a tollgate in 1765 (following a 1713 Act authorizing road improvements) to fund maintenance; the system operated until 1872. The name endures in the local area, including the nearby Piccadilly line Underground station opened in 1932, serving as a reminder of Britain's historical toll road network.) These geographic and infrastructure features bearing the "Turnpike" name often retain historical significance by marking ancient or early modern travel corridors, such as glacial eskers repurposed for trails or streets aligned with former toll routes.^[28] Many support contemporary environmental conservation and recreation, like the esker's role in wilderness protection and hiking, while defunct structures like the stadium highlight evolving land use in urban settings.^[30]

Other Uses

Mechanical Devices

A turnpike, in its mechanical sense, refers to a barrier or gate designed to control access by allowing passage only upon activation, such as payment or authorization. This device functions as a synonym for a turnstile, featuring rotating arms or bars that pivot to permit one-way entry for individuals while restricting unauthorized movement. Historically, the turnpike emerged in the 15th century as a spiked wooden barrier placed across paths to impede traffic, particularly to defend against sudden attacks by horsemen.^[33] These early mechanisms consisted of horizontal timbers with protruding spikes, mounted to turn aside for permitted passage, evolving from defensive tools to access controls.^[33] By the 16th century, the turnpike had developed into a more structured turnstile, attested as a horizontal cross of timber revolving on a vertical pin, which blocked horse traffic while allowing pedestrians.^[34] The design emphasized simplicity and security, with crossed bars pointed at the ends to physically obstruct while enabling rotation upon toll payment by a gatekeeper.^[35] This mechanical pivot mechanism laid the foundation for later innovations in controlled entry systems. Turnstiles, the modern equivalents of historical turnpikes, are prevalent in high-traffic venues like subways and stadiums, where mechanical arms rotate to allow single-person passage after token insertion or push. The New York City Subway introduced coin-operated turnstiles in 1921, marking a shift to automated fare collection and replacing earlier paper ticket systems for efficiency.^[36] These devices, often produced by companies like the American Turnstile Company, feature three-armed rotating barriers that enforce one-way flow.^[37] Contemporary variants incorporate electronic integration, such as card readers and sensors, while retaining core mechanical pivots; safety features include emergency release levers that unlock arms during crises for rapid evacuation.^[38] Distinct from its association with roadways, the mechanical turnpike specifically denotes the gate apparatus itself, emphasizing its role as a physical regulator of movement rather than the path it guards. This etymological link traces back to toll barriers on early roads, where the device's turning action facilitated controlled access.^[1]

Entertainment and Media

The Turnpike was a classic antique car ride at Kennywood Park in Pittsburgh, Pennsylvania, operating from 1966 to 2009, where guests rode in themed vehicles along a guided track simulating a scenic road trip through countryside landscapes.^[39]^[40] Originally powered by gasoline engines, the attraction later switched to electric motors for safety and maintenance, offering a nostalgic experience of early automobile travel that drew families for over four decades before its closure and replacement by the Sky Rocket roller coaster.^[41]^[42] In music, the Turnpike Troubadours are an American red dirt country band formed in 2005 in Tahlequah, Oklahoma, known for their storytelling lyrics evoking rural life and open-road journeys.^[43]^[44] Their breakthrough album, Diamonds & Gasoline (2009), features tracks like the title song that reference wandering highways and personal reflection, capturing the band's thematic ties to travel and Americana.^[45] The group, led by frontman Evan Felker, has released several acclaimed records blending country, folk, and rock influences, solidifying their status in the red dirt music scene.^[46] References to turnpikes appear in 19th-century literature, often depicting toll gates as sites of social interaction or economic tension, as seen in Regency-era works like Georgette Heyer's The Toll-Gate (1954), set in 1817, where a deserted tollhouse becomes central to a mystery involving highwaymen and class dynamics.^[47]^[14] In films, turnpikes symbolize perilous or transformative journeys in road trip narratives, such as the 2009 adaptation of Cormac McCarthy's The Road, which filmed scenes on the abandoned sections of the Pennsylvania Turnpike to evoke a post-apocalyptic wasteland.^[48]^[49] Culturally, turnpikes embody both the freedom of mobility and the burdens of infrastructure in Americana, representing early 19th-century progress through improved roads that connected rural communities while imposing tolls that sparked debates over access and equity.^[4] In modern interpretations, highways like the New Jersey Turnpike serve as microcosms of diverse American life, highlighting themes of transience, commerce, and regional identity in literature and media.^[50]

Technology and Software

Turnpike refers to a suite of Internet connectivity software developed by the British Internet service provider Demon Internet in the early 1990s, primarily for Microsoft Windows operating systems.^[51] It integrated essential tools for dial-up users during the pre-broadband era, including an email client supporting POP3 and SMTP protocols, a Usenet newsreader for accessing newsgroups, and a basic web browser based on early versions of Microsoft Internet Explorer.^[52] The software was distributed free of charge to Demon Internet subscribers, who numbered over 180,000 by 1998, and could be purchased separately for use with other ISPs, making it a key enabler of early consumer Internet access in the UK.^[51] Developed amid the dial-up boom of the mid-1990s, Turnpike addressed the limitations of fragmented Internet tools by providing a unified interface that automated modem connections, handled dynamic IP addressing, and optimized for low-bandwidth environments.^[53] Its design influenced subsequent ISP-provided software bundles, emphasizing ease of use for non-technical users transitioning from bulletin board systems to the World Wide Web.^[54] Demon Internet was acquired by ScottishPower in 1998 and later by Vodafone in 2012 as part of its acquisition of Cable & Wireless Worldwide; support for Turnpike was phased out in the early 2000s, with the final version (6.07) released around that time, though Demon services continued until their closure in 2019.^[55]^[56] Beyond this application, "turnpike" appears in minor conceptual analogies within computer networking and algorithms, such as the "turnpike effect," which describes how an efficient communication network attracts excessive traffic, leading to congestion beyond its designed capacity.^[57] This phenomenon, observed in overprovisioned lines, underscores the need for scalable design in network engineering but is not a standardized term or protocol.^[58] In algorithmic contexts, turnpike analogies draw from optimization theory, evoking efficient "highways" for problem-solving paths, as seen in the turnpike problem for reconstructing point sets from pairwise distances, though these remain niche and non-standard in practical computing.^[59] As of 2025, Turnpike software holds no active development or commercial use, serving primarily as an archived artifact in historical computing studies, with its codebase and documentation preserved in online repositories for research into early Internet infrastructure.^[51]

References

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Originating early 15c. from "turn" + "pike" (shaft), turnpike means a spiked barrier, later a toll gate, and eventually a toll road.
[2]
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The trusts were not-for-profit and maximum tolls were set. The 'turnpike' was the gate which blocked the road until the toll was paid. The first such Act, of ...
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The “Turnpike esker,” a prominent glacial feature, winds its way through the area. This elevated ridge has long served as a corridor for backcountry travel ...
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The ballpark, though, built a few years after the vote passed, began as a 10,500-seat minor-league park called Turnpike Stadium. It hosted the Dallas-Fort Worth ...
[33]
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Arlington Stadium. Years: 1972-1993. Capacity: 43,521. Location: Arlington, TX. Originally was a minor league ballpark named Turnpike Stadium. The name was ...
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Turnpike
### Summary of Turnpike as a Barrier and Its Evolution
[35]
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[40]
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[41]
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[42]
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[43]
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[44]
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Mar 16, 2023 · Turnpike Troubadours are a product of their Oklahoma origins. Like the state that's too singular to be labeled as Southern or Midwestern or ...
[45]
Who Are the Turnpike Troubadours? A Timeline of the Band's Rise ...
Dec 10, 2021 · The Turnpike Troubadours have been a leading roots act for upwards ... Though he was the least publicly visible Troubadour during the band's ...
[46]
Turnpike Troubadours Share Their Story of How Band Came Together
Aug 11, 2023 · The Turnpike Troubadours stopped by The Bobby Bones Show for the first time to talk about their new album, how they came together as a band.
[47]
Turnpike Troubadours - MOKB Presents
The Turnpike Troubadours were formed by lead singer and guitarist Evan Felker and bassist R.C. Edwards. By 2007, they were gigging regularly, and they recorded ...
[48]
Turnpikes and toll roads - Jane Austen's World
Mar 27, 2012 · Detail of the turnpike. The toll keeper is collecting money from a man on horseback. Notice the small toll house, and the rural scene beyond.
[49]
Where Was The Road Filmed? Complete Movie Locations Guide
Discover where The Road was filmed across Pennsylvania's abandoned turnpike, Mount St. Helens, post-Katrina New Orleans, and Oregon's waterfalls.
[50]
Abandoned PA Turnpike - "The Road" Movie Location
Several miles of roadway, abandoned as part of the Pennsylvania Turnpike in the 1960s, feature two long scary tunnels open to public hikers and bikers.
[51]
Looking for America on the New Jersey Turnpike, Second Edition
... Turnpike may lack the romantic allure of highways like Route 66, but it might just be a more accurate symbol of American life, representing the nation at ...
[52]
Turnpike 5.01U email software - Wine Application Database
Demon no longer supports or distributes Turnpike. ... The software was issued free to Demon Internet users or could be purchased for use with other ISPs.
[53]
Demon Internet Turnpike
Welcome to Microsoft Internet Explorer. And to the Demon Internet Suite, brought to you by Demon Internet and Turnpike. The Internet Suite CD includes ...
[54]
Import Turnpike Emails into Thunderbird – for free - Roger Pearse
Feb 12, 2024 · When I first came onto the web in 1997, I used Demon Internet, and their “Turnpike” software on Windows. All my emails until about 2012 were ...
[55]
freebies @ DEMON - Internet Archive
Jun 25, 2021 · Turnpike v4.02 for Windows 95, 98 or NT4Microsoft Internet Explorer ... freebies @ DEMON. by: Demon Internet. Publication date: 2000-04-06.
[56]
Migrate from Turnpike to Outlook Using Detailed Stepwise Guide
Initially developed by British developers, later acquired by Demon Internet for their subscribers. Turnpike uses MBOX format to store its email messages.<|control11|><|separator|>
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Turnpike Six v6.07 entire.exe download - Jaytag Computer
Oct 3, 2012 · Since Demon internet discontinued support for Turnpike, it has been impossible to source a copy of the software - especially since the Demon FTP ...
[58]
What Is a Turnpike Effect? - Computer Hope
Jun 12, 2024 · The turnpike effect is a lockout event that occurs in a communications line when network traffic increases beyond its capacity.
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What is the turnpike effect and why is it important in network design ...
Rating 5.0 (13) May 18, 2017 · The turnpike effect results when the network is used to a greater extent than was anticipated because it is available, is very efficient, and ...
[60]
Turnpike problem - Algorithm Wiki - MIT
Oct 10, 2022 · Problem Description. The turnpike problem, also known as the partial digest problem, is: Given a multiset of (:) positive numbers AX, ...<|control11|><|separator|>