El Garden State Parkway ( GSP ) es un acceso controlado autopista de peaje que se extiende la longitud de norte a sur del este de Nueva Jersey desde el extremo sur de estado, cerca del Cabo de mayo a la Nueva York línea de estado en Montvale . Su nombre se refiere al apodo de Nueva Jersey , el "Estado jardín". La avenida está designada por el Departamento de Transporte de Nueva Jersey (NJDOT) como Ruta 444 , aunque esta designación no está firmada . En su extremo norte, la carretera se convierte en Garden State Parkway Connector, un componente del sistema de autopistas del estado de Nueva York que se conecta a la línea principal de autopistas en Ramapo . La avenida es la carretera más larga del estado con aproximadamente 172 millas (277 km) y, según la Asociación Internacional de Puentes, Túneles y Autopistas de Peaje, fue la carretera de peaje más transitada de los Estados Unidos en 2006. [2] La carretera tiene un límite de velocidad publicado de 65 millas por hora (105 km / h) en la mayor parte de su longitud, y es principalmente para uso de vehículos de pasajeros; Los camiones que pesen más de 10,000 libras (4,500 kg) están prohibidos al norte de la salida 105.
Garden State Parkway | ||||
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Información de ruta | ||||
Mantenido por NJTA | ||||
Largo | 172,40 millas [1] (277,45 km) | |||
Existió | 1947-presente | |||
Historia | Terminado en 1957 | |||
Rutas turisticas | Pine Barrens Byway | |||
Restricciones | No hay camiones al norte de la salida 105 | |||
Uniones principales | ||||
Extremo sur | Ruta 109 en el municipio inferior | |||
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extremo norte | Conector de Garden State Parkway a I-87 / I-287 / New York Thruway en Chestnut Ridge, NY | |||
Localización | ||||
Condados | Cape May , Atlántico , Burlington , Océano , Monmouth , Middlesex , Union , Essex , Passaic , Bergen | |||
Sistema de carreteras | ||||
Rutas de la autopista estatal de Nueva Jersey
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La avenida se construyó entre 1946 y 1957 para conectar los suburbios del norte de Nueva Jersey con las áreas turísticas de Jersey Shore a lo largo de la costa atlántica y para aliviar el tráfico en las rutas tradicionales de norte a sur que atraviesan el centro de cada ciudad, como la Ruta 1 de los EE. UU. (EE. UU. 1), US 9 y Ruta 35 . Durante la planificación, la carretera debía ser una autopista sin peaje designada como Ruta 4 Parkway . La mayor parte de la carretera al norte del río Raritan es como cualquier otra autopista construida en la década de 1950 a través de áreas densamente pobladas. Entre el río Raritan y el municipio de Toms River , la carretera atraviesa un desarrollo suburbano más ligero, mientras que al sur del río Toms, la carretera atraviesa principalmente la naturaleza virgen en los pinos y pantanos de Nueva Jersey . La carretera ha experimentado muchas mejoras a lo largo de los años, incluida la adición y reconstrucción de intercambios , reemplazos de puentes, ensanchamiento de la carretera y eliminación de intersecciones a nivel. Anteriormente, la carretera había sido mantenida por una agencia conocida como New Jersey Highway Authority (NJHA), sin embargo, en 2003, la agencia se fusionó con New Jersey Turnpike Authority (NJTA), que ahora mantiene la avenida junto con la New Jersey Turnpike .
La avenida utiliza un sistema abierto de cobro de peajes con peajes de tarifa plana cobrados en 11 plazas de peaje a lo largo de la carretera, así como en varias entradas y salidas. Los peajes se pueden pagar en efectivo o mediante el sistema de cobro de peaje electrónico E-ZPass . A lo largo de la ruta hay 11 áreas de servicio , que brindan alimentos y combustible a los viajeros. Históricamente, la carretera tenía diez áreas de picnic a lo largo de su longitud, pero solo una permanece abierta hoy.
Descripción de ruta
Garden State Parkway comienza en la Ruta 109 en el condado de Cape May . Corre hacia el norte a lo largo de la costa de Jersey , cruza la bahía Great Egg Harbor y pasa al oeste de Atlantic City . La avenida pasa a través de Pine Barrens, escasamente poblada, hasta llegar al municipio de Toms River en el condado de Ocean . Al norte de Asbury Park , la ruta se divide en una configuración de carril expreso local , que mantiene a través de South Amboy . Aquí, la carretera cruza el río Raritan hacia Woodbridge Township , donde se encuentra con la autopista de peaje de Nueva Jersey ( Interestatal 95 o I-95). Al norte de aquí, el GSP atraviesa comunidades densamente pobladas en los condados de Middlesex y Union y se cruza con la I-78 cerca de Newark . La avenida pasa finalmente al sur y al este de Paterson y se encuentra con la I-80 en Saddle Brook . Después de atravesar la sección suburbana del norte del condado de Bergen , la carretera entra en Nueva York, donde se convierte en el Garden State Parkway Connector , continuando hacia el norte hasta la línea principal de New York State Thruway . [1] [3]
La avenida sirve como una ruta principal que conecta el norte de Jersey con todos los puntos costeros del estado y, como tal, está sujeta a congestiones frecuentes. El número de carriles en la avenida varía de cuatro en los condados de Cape May, Atlantic y Bergen, a 15 en el puente Driscoll . Gran parte de las carreras de carretera estrechamente paralela a, o concurrentemente con Estados Unidos 9 . [3] Toda la longitud de Garden State Parkway lleva la designación sin firmar de la Ruta 444, [1] y es parte del Sistema Nacional de Carreteras , [4] una red de carreteras importante para la economía, la defensa y la movilidad del país. [5]
Condados de Cape May y Atlantic
La avenida comienza en una intersección a nivel con la ruta 109 en Lower Township , condado de Cape May , donde la ruta 109 continúa hacia el sur hacia la ciudad de Cape May y hacia el oeste hacia la US 9 y el ferry de Cape May-Lewes . El GSP corre hacia el norte como una carretera de acceso controlado de cuatro carriles en la península de Cape May a través del Área de Manejo de Vida Silvestre de Cape Island, que corre al oeste de los pantanos, separando la carretera de las comunidades de Jersey Shore . Los árboles ocupan la mediana y los lados de la carretera durante las próximas millas. Después de pasar al este del Cape May National Golf Club, cruzar Jones Creek y pasar un estanque en la mediana, la carretera entra en Middle Township y tiene un intercambio con la Ruta 47 , que sirve al área turística de The Wildwoods y a la comunidad de Rio Grande. . Al norte de este punto, la avenida cruza la rama abandonada de Wildwood de las líneas de costa de Pennsylvania-Reading (PRSL), y luego, los árboles en la mediana desaparecen y la carretera tiene un intercambio parcial con la ruta 147 , que proporciona acceso a North Wildwood. , Whitesboro y Burleigh . Al cruzar hacia la sede del condado de Cape May Court House , la mediana se estrecha y la US 9 aparece a yardas de los carriles en dirección sur de la avenida al pasar al oeste del Wildwood Golf and Country Club. Luego, las dos carreteras se separan y el GSP divide en dos áreas residenciales antes de llegar a un intercambio con la Ruta 657 del condado (CR 657), que sirve al Centro Médico Regional Cape y al municipio de Stone Harbor . [1] [3] [6]
Pasado este punto, la carretera llega a un cruce de CR 609 , que proporciona acceso al parque y zoológico del condado de Cape May y a un complejo de edificios que contiene el distrito escolar técnico del condado de Cape May . Después de una rampa de entrada hacia el sur desde la US 9, la avenida sale de Cape May Court House y regresa a un entorno boscoso desolado con una amplia mediana llena de árboles. Continuando hacia el norte, la avenida tiene un intercambio con CR 601 , que sirve al municipio de Avalon y Swainton . Al norte de este punto, la carretera ingresa a Dennis Township y tiene un cruce parcial con CR 625 , que sirve a Sea Isle City antes de llegar al área de servicio Ocean View en la mediana. Al norte del área de servicio, la avenida entra en Upper Township y llega a Cape May Toll Plaza en dirección norte inmediatamente antes de encontrarse con la terminal sur de la Ruta 50 , que sirve a Seaville . Después de pasar al este de varias casas y un campo de golf, la avenida tiene el área de picnic John B. Townsend Shoemaker Holly en la mediana antes de cruzar la sucursal abandonada de PRSL Ocean City. Continuando hacia el norte, la carretera llega a un cruce de diamantes con US 9 y CR 623 , que sirve a Ocean City y Marmora . Al norte de esta salida, la US 9 comienza a correr simultáneamente con el GSP, y las dos rutas corren al este de la comunidad de Beesleys Point antes de que la mediana se estreche, y cruzan Great Egg Harbor Bay en el Great Egg Harbor Bridge . [1] [3] [6]
La carretera asciende a la ciudad de Somers Point , en el condado de Atlantic , donde la carretera en dirección sur tiene Great Egg Toll Plaza antes de que la US 9 salga de la avenida en un cruce parcial. Pasado este punto, la mediana se ensancha y la avenida pasa al oeste de Greate Bay Country Club y algunas casas antes de un intercambio parcial con Laurel Drive. Después de pasar al oeste de más residencias, la mediana se convierte brevemente en una barrera de Jersey cuando la ruta cruza Patcong Creek hacia Egg Harbor Township , donde comienzan a aparecer desarrollos en el lado oeste de la carretera. Finalmente, la avenida cruza hacia un área deshabitada nuevamente antes de dirigirse a un área comercial y ampliarse a seis carriles. Aquí, la carretera tiene un cruce con US 40 , US 322 y CR 563 , lo que marca el primero de tres intercambios con carreteras que sirven a Atlantic City , ubicadas al este. Luego, la mediana pasa a una barrera de Jersey y la avenida pasa sobre la rama abandonada de PRSL Newfield antes de un cruce parcial con CR 608 y un intercambio en forma de trébol con la autopista de acceso controlado Atlantic City Expressway (que se dirige al oeste hacia Filadelfia ), donde el norte y el sur las carreteras se partieron de nuevo. Al salir del área comercial, la carretera pasa al este del Aeropuerto Internacional de Atlantic City y cruza un canal del Embalse de Atlantic City, que tiene una cuenca a cada lado de la carretera. Continuando hacia el norte, la carretera entra en Galloway Township y pasa por encima de NJ Transit 's City Line Atlántico antes de que se trata de un intercambio parcial con 30 de los EEUU , sirviendo a la ciudad de Absecon . Al norte de esta salida, la mediana es el hogar del Área de Servicio del Atlántico, que también tiene un cuartel de la Policía Estatal de Nueva Jersey . Inmediatamente al norte de la plaza de servicio, la avenida tiene un intercambio con CR 561 , que sirve a la comunidad de Pomona . Luego, la avenida ingresa a los pinos de Nueva Jersey, escasamente poblados , pasando al este de la Universidad de Stockton y llegando a un cruce con CR 575 / CR 561 Alt. Pasado este punto, la carretera gira hacia el noreste y cruza hacia la ciudad de Port Republic mientras se dirige hacia el norte hacia el área deshabitada de Port Republic Wildlife Management. Con algún desarrollo ocasional que aparece a lo largo de los lados de la carretera, la mediana se estrecha a una barrera de Jersey cuando la US 9 se fusiona de nuevo con la avenida, junto con Pine Barrens Byway , y las tres rutas cruzan el río Mullica . [1] [3] [6]
Condados de Burlington y Ocean
Las superficies de la carretera en el municipio de Bass River , el condado de Burlington y la US 9 y Pine Barrens Byway parten en un intercambio parcial. Continuando hacia el noreste más allá de la comunidad de New Gretna , la avenida pasa sobre la US 9 sin acceso antes de cruzar el río Bass y la mediana se ensancha y contiene un patio de mantenimiento. Pasado este punto, la mediana se vuelve a estrechar temporalmente ya que los carriles en dirección norte tienen el New Gretna Toll Plaza. Cruzando hacia el norte a través del bosque estatal de Bass River , la carretera de seis carriles se vuelve desolada al entrar en el municipio de Little Egg Harbor , en el condado de Ocean . Aquí, el GSP se intercambia con CR 539 , que sirve a Tuckerton , antes de entrar en Eagleswood Township , donde cruza Westecunk Creek y pasa al oeste del aeropuerto Eagles Nest . Posteriormente, la avenida entra en Stafford Township, donde el desarrollo a lo largo de la carretera comienza a aumentar. Aquí, la carretera tiene un intercambio con la Ruta 72 , que brinda acceso a Manahawkin y Long Beach Island . Luego, la avenida forma un límite entre los vecindarios residenciales al oeste y el bosque al este antes de pasar al este de un campo de golf y entrar en el municipio de Barnegat , donde la concentración de casas se desplaza hacia el este. Después de un intercambio con CR 554 , la avenida pasa por vecindarios residenciales a ambos lados de la carretera antes de que la mediana se estreche un poco y la carretera en dirección sur tenga Barnegat Toll Plaza. Ahora en Ocean Township , la avenida se encuentra con CR 532 y cruza Oyster Creek antes de ingresar a Lacey Township , donde cruza las ramas sur, media y norte del río Forked antes de llegar a un intercambio con CR 614 , que sirve a la comunidad de Forked River . y el área de servicio de Forked River en la mediana. [1] [3] [6]
Padre norte, la carretera cruza Cedar Creek y entra en Berkeley Township , pasando al oeste de un campo de golf y Central Regional High School mientras atraviesa el Parque Estatal Double Trouble . Luego, la ruta cruza hacia el distrito de Beachwood y pasa al oeste de varias casas antes de ingresar al distrito de South Toms River , donde la mediana se estrecha y la avenida se vuelve concurrente con la US 9 una vez más en un cruce con CR 530 . Después de cruzar el río Toms y entrar al municipio del mismo nombre , la carretera pasa al oeste de la terminal de autobuses de Toms River que sirve a los autobuses de NJ Transit. Pasado este punto, la carretera cruza la rama abandonada de Conrail Barnegat y llega a una salida para CR 527 antes de pasar árboles y llegar a un intercambio de hojas de trébol con la ruta 37 , que proporciona acceso a Lakehurst , Seaside Heights y Island Beach State Park . Después de dirigirse hacia el noroeste entre árboles en el oeste y vecindarios en el este, el GSP gira hacia el noreste a medida que la mediana se ensancha y contiene un patio de mantenimiento, y la US 9 sale de la avenida en un cruce con la Ruta 166 . Más allá del intercambio, la avenida llega a Toms River Toll Plaza bidireccional y pasa por un desarrollo suburbano más ligero además de un parque, con Ocean County College al este. Al entrar en Lakewood Township , la avenida tiene un intercambio con la Ruta 70 , que sirve a Brick Township y Point Pleasant Beach hacia el este; este intercambio también sirve a CR 528 . Corriendo a lo largo de la frontera de los municipios de Lakewood y Brick, la ruta tiene un intercambio con CR 549 antes de cruzar el río South Branch Metedeconk y pasar sobre la ruta 88 sin acceso. Ahora completamente dentro de Brick Township, la ruta cruza el río North Branch Metedeconk y llega a una segunda salida para CR 549, donde un puente peatonal para Brick Park and Ride, ubicado al este, pasa sobre la avenida. Al norte de este intercambio, la carretera se ensancha a ocho carriles y pasa al oeste de una granja solar . [1] [3] [6]
Condados de Monmouth y Middlesex
Al entrar en Wall Township , condado de Monmouth , los carriles en dirección sur tienen un área de inspección de camiones y la avenida pasa al oeste de Brick Township Reservoir a través del bosque. La avenida cruza el río Manasquan y pasa por debajo de Capital to Coast Trail antes de llegar a un gran intercambio cerca del Parque Estatal Allaire . El intercambio incluye un par de caminos colectores-distribuidores y sirve al término este de la I-195 (que corre al oeste a través del centro de Jersey hacia Trenton ), la Ruta 34 (que corre hacia el sureste hacia Point Pleasant Beach) y la Ruta 138 (que corre hacia el este hacia Belmar ). Hay un parque y un paseo en el sudeste de la hoja de trébol con la Ruta 138. Pasando al oeste de Shark River Park , la mediana contiene el Área de servicio de Monmouth, que ofrece un parque y un paseo para los viajeros y acceso a la CR 18 . Luego, la avenida entra en Tinton Falls y tiene salidas para la Ruta 33 , que corre al este hacia Bradley Beach y al oeste hacia Freehold Township , y la Ruta 66 , que se dirige al este hacia Asbury Park . Poco después, la avenida pasa al oeste de un centro comercial y tiene una salida parcial para la CR 16 , donde la vía se ensancha a diez carriles. Al norte de este punto, la avenida llega a Asbury Park Toll Plaza en dirección norte. [1] [3]
Inmediatamente al norte de la barrera de peaje, la carretera se divide en una configuración de carril local expreso con dos carriles expresos y tres carriles locales en cada dirección. La avenida pasa al este de una granja solar antes de llegar a un intercambio con la autopista Ruta 18 y la Ruta 36 , que se dirigen al norte hacia New Brunswick y al este hacia Long Branch , respectivamente. El camino de conexión desde la avenida hasta el final de la Ruta 36 y CR 51 está designado por NJDOT como Ruta 444S. [7] Al norte del intercambio, el GSP pasa sobre la línea secundaria sur de Conrail Shared Assets Operations (CSAO) y divide vecindarios residenciales antes de cruzar el río Swimming hacia Middletown , donde la carretera tiene un intercambio con CR 520 , que contiene un parque y paseo y sirve a Red Bank y Lincroft . La avenida pasa luego sobre Normandy Road, que sirve como enlace por carretera y ferrocarril entre las dos secciones de la Estación de Armas Navales Earle . Continuando hacia el noroeste pasando casas y parques, la ruta tiene un intercambio con CR 52 cuando ingresa al municipio de Holmdel , donde sirve al PNC Bank Arts Center y al Monumento a los Veteranos de Vietnam de Nueva Jersey . Al ingresar a Hazlet , la avenida cruza la línea costera de Jersey del norte de NJ Transit antes de llegar al cruce de la ruta 35 y la ruta 36, que sirve a Keyport . En este punto, la vía rápida en cada dirección gana un tercer carril. Inmediatamente al norte de aquí hay una salida hacia el sur y una entrada en CR 3 , donde la avenida entra brevemente en Aberdeen Township y pasa sobre Matawan Creek antes de cruzar la línea costera del norte de Jersey por segunda vez. Al entrar en Old Bridge Township , condado de Middlesex , y llegar al cruce de CR 689 que sirve a Matawan , la carretera entra en Cheesequake State Park . [1] [3]
Después de cruzar Cheesequake Creek cerca de una marina y salir del parque, la carretera ingresa a Sayreville y tiene el Área de Servicio Cheesequake en la mediana, con acceso a los carriles expresos y locales de la carretera. Pasando al suroeste de South Amboy , la avenida tiene un intercambio parcial con la US 9 y pasa sobre la línea secundaria Amboy de CSAO . Después de una entrada en dirección norte y una salida en dirección sur en CR 670 , los carriles, ahora con una configuración 4-3-3-4, se fusionan cuando cruzan el ferrocarril abandonado del río Raritan y llegan a la plaza de peaje Raritan en dirección sur. Al norte de la barrera de peaje hay una salida para Chevalier Avenue; Todos los vehículos en dirección sur que salgan de aquí deben tener un transpondedor E-ZPass . [1] [3] [6] Paralelamente a la US 9 y la Ruta 35, la avenida se convierte en 15 carriles al cruzar el río Raritan en el puente Driscoll , el puente para vehículos de motor más ancho del mundo. [8] En el puente, los carriles en dirección norte se dividen en dos caminos; solo la carretera del este tiene acceso a la salida 127, un intercambio de la US 9 y la autopista Ruta 440 , que proporciona acceso al Outerbridge Crossing a Staten Island . Justo al norte de la salida 127 en Woodbridge Township , la avenida discurre entre los carriles en dirección norte y sur de la US 9. Después de pasar por debajo de la pista de atletismo Perth Amboy de CSAO, la US 9 se divide hacia el este y la avenida llega a un cruce con la autopista de peaje de Nueva Jersey. ( I-95 ). Corriendo hacia el noroeste a través de Woodbridge Township como una carretera de diez carriles, la carretera tiene un cruce con la US 1 y cruza por debajo de la línea secundaria Port Reading de CSAO cuando ingresa a la comunidad de Iselin , pasando al este de varias oficinas corporativas. Inmediatamente después de pasar bajo Amtrak 's corredor noreste al este de la estación de Metropark servir Amtrak y de NJ Transit Corredor de la Línea Noreste , el SPG tiene un intercambio con la ruta 27 ( Lincoln Highway ), que sirve Rahway al noreste. Al norte de este punto, la avenida se curva hacia el noreste a través de vecindarios densamente poblados, pasando por las áreas de servicio Colonia Sur y Colonia Norte. [1] [3] [6]
Condados de Union y Essex
Al cruzar a Clark , condado de Union , la carretera continúa atravesando vecindarios densos como una calzada de diez carriles con una barrera de Jersey. Después de cruzar el embalse de Middlesex y pasar un intercambio con CR 613 , los carriles en dirección sur tienen acceso a un patio de mantenimiento. Luego, la carretera pasa al oeste de un parque y Winfield Township antes de cruzar el río Rahway hacia Cranford , donde hay un cruce con CR 607 y CR 615 . Después de pasar al oeste de un parque empresarial y sobre Lehigh Line de CSAO y el inactivo Rahway Valley Railroad , la avenida cruza la línea Raritan Valley de NJ Transit y llega a un cruce con la Ruta 28 , que sirve a Roselle Park hacia el este. Al entrar en Kenilworth , la carretera pasa por muchos negocios antes de que la carretera se encuentre con la CR 509 , pase al este del campo de golf Galloping Hill y entre en Union Township , donde la avenida tiene un cruce con la CR 619 . Inmediatamente después, la carretera llega a un intercambio con la US 22 y la Ruta 82 que sirve a Hillside , donde el GSP pasa brevemente entre las calzadas de la US 22 y Union Watersphere aparece en el lado este de la avenida. Aquí, la avenida se estrecha a ocho carriles, y los carriles en dirección norte tienen acceso al área de servicio de Vaux Hall. Después del área de servicio, la carretera cruza el río Elizabeth y entra brevemente en Hillside, donde llega a Union Toll Plaza en dirección norte antes de un cruce con la I-78 . [1] [3]
Corriendo hacia el noreste hacia Irvington , condado de Essex , la carretera pasa al oeste de un parque y al este de muchas casas antes de llegar a un par de intercambios para carreteras locales y pasar por un túnel corto debajo de un estacionamiento para la terminal de autobuses de Irvington , que sirve a los autobuses de NJ Transit. Al norte de este punto, la avenida gana caminos secundarios en cada dirección, que en su mayoría están bordeados por residencias. La carretera secundaria para los carriles en dirección norte se llama Eastern Parkway, y la carretera secundaria para los carriles en dirección sur se llama Western Parkway. Después de un intercambio con CR 510 , las carreteras secundarias terminan y la avenida entra brevemente en la ciudad de Newark, donde divide en dos el cementerio del Santo Sepulcro , cuyo extremo norte se encuentra en East Orange . Después de dejar el cementerio, la carretera recupera las carreteras secundarias que se conocen como Oraton Parkway. Después de pasar East Orange General Hospital, la avenida llega a un intercambio con la I-280 y CR 508 , que sirven al centro de Newark . En el cruce, el GSP pierde un carril en cada dirección y pasa por debajo de las líneas Morris & Essex de NJ Transit cerca de la estación East Orange . La avenida continúa discurriendo entre las carreteras secundarias que contienen muchas casas antes de pasar al oeste de varios edificios de apartamentos y hospitales y cruzar la sucursal abandonada de Orange del ferrocarril de Nueva York y Greenwood Lake . Serpenteando en Bloomfield como una carretera de seis carriles, el GSP cruza la línea Montclair-Boonton de NJ Transit y tiene un intercambio con Newark-Pompton Turnpike ( CR 506 Spur ), donde terminan las carreteras secundarias. Después de pasar por debajo de la línea Boonton de Norfolk Southern y llegar a la salida de la CR 506 , la avenida entra en un área más suburbana y la avenida en dirección sur tiene el Essex Toll Plaza. Luego, la carretera entra brevemente en Nutley antes de cruzar de nuevo a Bloomfield, donde la barrera de Jersey se convierte en una mediana cubierta de hierba y la avenida llega a un cruce de diamantes para CR 655 que sirve a Montclair y pasa las áreas de servicio de Brookdale North y Brookdale South al oeste de Upper Montclair Country. Club. [1] [3] [6]
Condados de Passaic y Bergen
La avenida luego cruza hacia el condado de Passaic y la ciudad de Clifton , donde llega a un intercambio con la Ruta 3 . En este punto, el espacio entre las carreteras en dirección norte y sur contiene el Allwood Road Park and Ride que sirve a los autobuses de NJ Transit. Después de pasar por debajo de un conjunto de líneas eléctricas y dividir en dos un área residencial, la ruta tiene un intercambio incompleto con la US 46 . Inmediatamente al norte, la avenida se encuentra con el extremo sur de la autopista Ruta 19 , que se dirige al norte hacia la ciudad de Paterson . Pasado este punto, la carretera se curva hacia el noreste y pasa sobre la línea principal de NJ Transit antes de que la mediana se convierta en una barrera de Jersey y la carretera tiene una salida hacia el norte y una entrada hacia el sur en la CR 702 , que sirve a la ciudad de Passaic . La avenida se dirige al noreste pasando por muchas casas antes de dirigirse a un distrito comercial y cruzar la línea Passaic Spur de Norfolk Southern. Después de pasar muchas más residencias cerca de la ruta, la avenida llega a un intercambio parcial con el término sur de la Ruta 20 . Inmediatamente después, la avenida cruza el río Passaic y entra en Elmwood Park , condado de Bergen , donde llega a un segundo cruce con la US 46, que sirve a Garfield . Pasando más casas, seguidas de varios negocios, la carretera pasa luego sobre la línea de subdivisión de New Jersey New York, Susquehanna y Western Railway y debajo de la línea del condado de Bergen de NJ Transit antes de llegar a un cruce con la I-80 y Bergen Toll Plaza en dirección norte en Saddle Brook . [1] [3]
Continuando hacia el noreste, la carretera pasa por Saddle River County Park y cruza Saddle River hacia Rochelle Park . Después de salir del parque, cruza un par de intercambios para la Ruta 208 y la Ruta 4 cuando ingresa a Paramus cerca del centro comercial Westfield Garden State Plaza . Al norte de la Ruta 4, la avenida pasa al este del Arcola Country Club y corre paralela a la Ruta 17 antes de intercambiarse con ella. Pasado este intercambio, la mediana se llena de hierba. Después de pasar al este de los negocios y al oeste de las casas, la avenida pasa entre el centro comercial Paramus Park y el New Bridge Medical Center antes de llegar a un cruce con CR 80 , que sirve a Oradell y tiene un parque y un paseo. Después de dividir vecindarios residenciales en dos, la avenida tiene un cruce parcial con la CR 110 antes de ingresar a Washington Township, donde los carriles hacia el sur tienen Pascack Valley Toll Plaza, la plaza de peaje más al norte de la carretera. Al norte de la plaza de peaje, la mediana se vuelve sustancialmente más ancha y los árboles comienzan a aparecer dentro de ella. El Garden State Parkway finalmente se estrecha de seis a cuatro carriles en la salida de CR 502 , sirviendo a Westwood . Atravesando los suburbios del condado de Bergen pasando por muchas casas, la avenida entra brevemente en Hillsdale antes de entrar en Woodcliff Lake , donde hay una salida hacia el norte y una entrada hacia el sur para Chestnut Ridge Road. Luego, la avenida entra en Montvale , donde llega al área de servicio de Montvale, el área de servicio más al norte de la carretera. Inmediatamente al norte hay una salida para CR 94 ; esta es la salida más al norte de Garden State Parkway, que poco después cruza a Nueva York . Desde allí, la ruta se convierte en Garden State Parkway Connector (Ruta 982L del estado de Nueva York, una ruta de referencia sin firmar ). Incluye una entrada en dirección norte y una salida en dirección sur en Red Schoolhouse Road, donde los camiones en dirección sur deben salir de la autopista. El conector se encuentra con la I-87 / I-287 ( Autopista del estado de Nueva York ) en Nanuet , que marca el extremo norte. [1] [3]
Historia
Early proposals and construction
Following World War II, traffic increased substantially on highways along the New Jersey coast. Due to the high traffic volume and presence of numerous traffic lights, it took motorists over three hours to travel between Paterson and Atlantic City. In 1946, plans were made to construct a high-speed parkway to provide a bypass of Route 4, which, prior to 1953, ran from Cape May to the George Washington Bridge by way of Paterson, largely following present-day US 1, US 9, and Route 35.[9][10] This parkway would be constructed using state funds and be known as the Route 4 Parkway. Construction began in 1947 in Union County. However, due to a lack of funds, only 11 miles (18 km) of it were completed by 1950. This segment, between exits 129 and 140, can be distinguished by the stone facing on the overpasses. The solution was for the state to establish the New Jersey Highway Authority (NJHA) in 1952 to oversee construction and operation as a self-liquidating toll road from Cape May to the New York state line.[11][12]
The landscape architect and engineer in charge of the newly named Garden State Parkway was Gilmore David Clarke of the engineering firm Parsons Brinckerhoff, who had worked with Robert Moses on the parkway systems around New York City. Clarke's design prototypes for the parkway combined the example of the Pennsylvania Turnpike, a model of efficiency with parallels in the German Autobahn routes of the 1930s, with the Merritt Parkway model that stressed a planted "green belt" for beauty. Both design models featured wide planted medians to prevent head-on collisions and mask the glare of oncoming headlights. The Garden State Parkway was designed to have a natural feel. Many trees were planted, and the only signs were those for exits—there were no distracting billboards. Most of the signs were constructed from wood, or a dark-brown metal, instead of the chrome bars used on most other highways. The guardrails were also made from wood and dark metal. Most early overpasses were stone, but were later changed to concrete, with green rails and retro etchings, popular around the 1950s and 1960s. The parkway was designed to curve gently throughout its length so that drivers would remain alert and not fall asleep at the wheel.[11][12]
The bridge carrying the parkway over the Raritan River opened on July 30, 1954,[13] and the bridge over the Passaic River opened on May 26, 1955. This extended the parkway's northern terminus to US 46 in present-day Elmwood Park.[14] On July 1 of that year, the portion of the highway from US 46 to Route 17 in Paramus opened.[15] Before the Great Egg Harbor Bridge was completed in 1956, the parkway temporarily detoured onto US 9 and over the Beesley's Point Bridge. That bridge was closed in 2004 and demolished in 2014; US 9 now detours onto the parkway instead.[16]
The final portion of the parkway to open from Paramus to the New York state line near Montvale was originally proposed as part of a northern extension of Route 101, a highway that was intended to run from Kearny to Hackensack. The extension, Route S101, would have continued northward from Hackensack to the state line via Paramus. Route 101 was never built, and only the Paramus–Montvale segment saw any later construction.[17] This segment of the parkway opened in 1957 along with the Garden State Parkway Connector of the New York State Thruway.[18]
On March 8, 1965, the northbound exit and southbound entrance at exit 30 in Somers Point was permanently closed, with traffic directed to use the intersection with US 9, which later became exit 29, 1 mile (1.6 km) to the south. The interchange at exit 30 was reconstructed with toll plazas on the southbound exit and northbound entrance.[19]
In early 1967, the parkway was expanded from four to six lanes between the Bergen Toll Plaza in Saddle Brook and the interchange with Route 4 in Paramus. The following year, the road was expanded to six lanes between Route 17 and Ridgewood Avenue/Oradell Avenue, and in 1969, the section between Route 4 and Route 17 was widened. This widening made the entire 80-mile (130 km) stretch from Ocean County to Paramus six lanes wide.[20]
The parkway was planned to be the southern terminus of the unbuilt Driscoll Expressway, a 38-mile (61 km) toll road that was planned in the early 1970s to run from Toms River to the New Jersey Turnpike in South Brunswick; this plan was abandoned in 1977.[21] The parkway was also planned to be the southern terminus for Route 55 at milepost 19. This was canceled after the conclusion that the highway ran through too many wetland areas.[22] The idea has since been revisited after frequent traffic jams on Route 47.[23][24]
20th century improvements
Exit 154
The original design of exit 154 in Clifton when the parkway opened included a single ramp from the parkway northbound to US 46 eastbound and a single ramp from US 46 westbound to the parkway southbound. The missing movements were made via Route 3 and Bloomfield Avenue.[25]
In December 1957, D. Louis Tonti, the Executive Director of the New Jersey Highway Authority, announced plans to construct the missing ramps at exit 154. The announcement, held at the Cliftonia Restaurant on Lexington Avenue in Clifton, was attended by numerous local politicians, including several city councilmen and city manager William Holster. The ramp from US 46 eastbound to the parkway northbound would be 2,400 feet (730 m) long, starting just west of Broad Street and crossing over the Delaware, Lackawanna and Western Railroad's Boonton Branch tracks to reach the parkway northbound with a viaduct. The ramp from the southbound parkway to US 46 westbound would be of the same length, this time crossing over the Paterson Spur (future Route 19) of the parkway and Broad and Grove Streets in Clifton. The new ramps, costing $1.7 million (1957 USD), would increase capacity for 8,100 new cars northbound and relieve traffic on city streets in Clifton. Tonti noted that this was the choice over building new ramps at exit 153, as they felt the US 46 interchange needed improvement at a 2.5x rate. However, a toll was not immediately on the table. If a toll was to be added, it would be 10 cents.[26]
In February 1958, Tonti announced the acceptance of bids on the new project were to start in April.[27] In March, the Highway Authority announced that the bids would come in on April 17 for the now $1.95 million project. The proposed start date of construction would be May 1 with completion in December.[28] On May 1, the Highway Authority announced the project bid went to Thomas Nichol Company, Inc. of Farmingdale for a total of $1,112,465, lower than the engineers' estimation of $1,275,000 for the project and the $1.95 million announced. The new ramps, which would create 40 new full-time jobs, now included toll booths. Construction began immediately,[29] and by May 28, the first signs of improvement came to reality. However, the total cost of the project became $2.25 million as the steelwork was added to the cost.[25]
In June 1958, the Highway Authority filed a lawsuit to help condemn property of the Port Murray Dairy Company and Bee Gee Realty Company for the construction of the interchange. The Highway Authority recommended $6,200 for the property seized from the dairy company and $1,500 for the realtor.[30] In July, they approved a contract of $38,451 for the installation of tolling facilities at exit 154 to the Electronic Signal Company, Inc. of Jamaica, Queens.[31] By August 1958, the piers for the new viaduct from US 46 eastbound to the parkway northbound were finishing up.[32] In September, the completed piers had roadway construction on top of them.[33]
On December 25, 1958, the Highway Authority announced that the new ramps would open the next day. The ramps, expanded from 2,400 feet to 2,800–3,200 feet (850–980 m), were now projected to serve 3 million people per year. The new tolls opened the next month without a formal ceremony.[34] The dedication occurred on January 15, 1959, when the Highway Authority and several city officials attended a ceremony and a luncheon.[35] During 1959, traffic counts noted 1.5 million cars used the new ramps at exit 154.[36]
Exit 114
In March 1961, the Highway Authority announced that plans were being made to construct a new interchange in the Holmdel–Middletown area. This new interchange would help relieve local congestion with the opening of more industrial parks in the area. Plans came down to either Red Hill Road or Nutswamp Road for the location of the new interchange.[37] At the same time, Holmdel wanted a new interchange for the expected influx of traffic with the opening of the Bell Laboratories complex. By June, the Highway Authority made it known that their preference was to build a new interchange at Red Hill Road.[38]
At the same time, exit 116 for Telegraph Hill Park was being used as an unofficial entrance and exit for Holmdel. The township claimed the Highway Authority, who wanted Red Hill Road improved to facilitate construction of the new interchange, threatened to close it in May 1961. However, the Highway Authority denied this claim from Holmdel, and stated it was too early to know how much the Bell Laboratories facility would add to traffic.[39] Holmdel stated the cheapest method for dealing with traffic to get to Bell Labs was to keep exit 116 open for the traffic to use.[40]
With a large cost to improve local roads for the Bell Labs project, the township requested that the county take over maintenance of Red Hill Road, which was due to cost $127,240 (1961 USD). Holmdel did not want to stick the entire $830,000 bill for improving all Bell roads on Holmdel taxpayers via a bond and had to be convinced by the Highway Authority that the feds would not pony up money for the improvement with the construction of a new interchange. The proposed interchange was to be tolled and locals wanted the Highway Authority to give free passes to Holmdel taxpayers. This was determined to be unlikely as it would ruin the benefits of the interchange and set a bad precedent.[40] In June, the county agreed to take over maintenance of Red Hill Road, along with several other roads in the area.[41]
In November 1961, the Highway Authority and Holmdel agreed to a new interchange at Red Hill Road. The township decided that it was necessary with the opening of Bell Labs and its traffic. Workers for Bell would get off at the interchange and use Crawfords Corners Road via Red Hill Road to access the facility. The exit would come with 10 cent tolls that would bring revenues of nearly $88,477 over a 30-year stretch. Bell Labs would provide $15,440 by 1963. The new exit would also result in an average of 2,247 cars using the new interchange. As part of the plan, the ramp at exit 116 would be closed to non-emergency automobile traffic. Tolls at exit 105 would jump to 25 cents and exit 109 would become 15 cents.[42]
On December 14, 1961, the Highway Authority made an appropriation of $50,000 for the engineering work for the new interchange.[43] The same day, Holmdel Township accused the Highway Authority of reneging on a promise to keep open Telegraph Hill Road to automobile traffic. However, the Highway Authority and Holmdel announced in November that Telegraph Hill Road's access would close with the new interchange opening. The Highway Authority stated there was no written agreement about the decision to keep Telegraph Hill Park open to residents via this access road in 1952 when they acquired the land. However, there were no complaints from locals and the original agreement was no longer binding in any way.[44]
Red Bank officially protested the new interchange in January 1962. With the toll at exit 109 going from 10 cents to 15 cents to help facilitate construction, the township felt it was necessary to make sure there were no further increases at all by stopping the current one. At the same time, Tonti announced that exit 109 would see needed improvements, including improved lighting for the new interchange.[45] In February 1962, the protest became official until the clear cost of the interchange was made to the public. Red Bank requested the proposed $478,000 interchange be delayed.[46] The Highway Authority announced they were considering Red Bank's request but due to a lack of support from Bell Labs, among others.[47] Middletown and Holmdel's mayors both voiced their support for the project in the face of Red Bank's complaints. However, Tonti would only make the final decision for the construction of an interchange based on what the chairwoman of the Highway Authority, a resident of Red Bank, said. The reports on the interchange would be finished on March 8.[48] Tonti announced a meeting with Red Bank to get his point across on March 7 to see if they would drop their objections.[49]
The meeting with Red Bank was not fruitful. Tonti announced a year's delay in the construction of the new interchange. An attorney representing Monmouth County requested a 90-day delay as they prepare estimates for the county to review the costs of the interchange. Tonti declined this because the 90-day delay would put construction into the winter. The county also requested the funds for the $478,000 project be set aside and not be used for any other project. Tonti also declined that as two other projects (construction of a new interchange with the Bergen–Passaic Expressway (I-80) and a widening project) also were in need of funds. In return, the Highway Authority would look into building an entire interchange at Telegraph Hill Road, which was used by on average 898 cars a day. Tonti also declined the proposal by Middletown to build an interchange at Dwight Road instead because it would cost more due to construction of new overpasses.[50]
In April 1962, the county stepped in and wanted to know the status of the new interchange. Joseph Irwin, the chairman of the Monmouth County Board of Freeholders, offered to urge a quick decision and speedy construction of a new interchange if they got the Highway Authority's support. Tonti stated that the funds were available for the project until the next meeting on April 12, a hard deadline for Monmouth County.[51] Tonti agreed to look at their recommendations, which included a connector to Dwight Road, at the April 12 meeting.[52] The recommendation proved fruitless, as the interchange was shelved for 1962.[53]
On May 3, 1962, the Highway Authority decided to go through with the plan to close the Telegraph Hill Road service road. Their decision, which would affect traffic for those going to Bell Labs and everyone else who used the service road, would happen once the alternate arrangements are made.[54]
Objection was almost immediate. Holmdel Township, already without the interchange they wanted, opposed the closure near immediately. Bell Labs, who supported a new interchange at Red Hill Road, also requested they keep the Telegraph Hill Road ramps, which were untolled, open.[55] On May 16, thirteen days after the announcement, the Freeholders and the Monmouth County Municipal Association joined the opposition of the closure of the road. The closure, now slated for 7 am on May 30, also had a growing opposition base in Holmdel.[56] However, the Highway Authority stood firm in their plan to close the ramp on May 30, 1962.[57]
The county started talking with Governor Richard J. Hughes and the Highway Authority to see if they could change their minds. Holmdel got signatures from 750 local residents to oppose the closure of the road and requesting a new meeting to discuss it.[58] Despite the protests, the Highway Authority went through with the closing on May 30 with barricades put up and those who passed through them would be considered toll evaders.[59]
However, on June 13, the Red Hill Road interchange proposal came out of the dead. A meeting between the Highway Authority Board, Middletown, Holmdel and Monmouth County representatives noted the halted interchange proposal would be reconsidered at a meeting on June 21. However, this time, the proposal would be delayed again if there was no way to agree to a deal. If a deal was agreed to on June 21, they were hoping work could start immediately and be finished by the end of 1962. Red Bank, the primary opposition, did not attend this meeting. Meanwhile, the lawyers at the Highway Authority noted that their lawyers were looking into re-opening the Telegraph Hill Road access road closed May 30.[60]
The June 21 meeting proved fruitful, as an announcement was made that plans for a Red Hill Road interchange would go ahead. The plan would be to start construction by August 1. Tonti announced they would rush the bids for the project while Middletown would spend $50,000 to help construct a connection road to Dwight Road as Middletown requested. However, the decision was made to not reopen Telegraph Hill's service road and invest money into permanent moving gates.[61] The proposed bids would be accepted on July 12 for the now $667,000 project from six different contractors who were willing to send bids.[62] The six bids received ranged from $443,423–$506,243. The two lowest bids ($443,423 and $444,444) were held over for study.[63] A week later, the bid was given to L. Zimmerman and Sons of Hillside and their bid $443,423 to construct the new interchange. The project had to be finished by the end of 1962 and they had $648,000 set aside for the work.[64]
Construction equipment arrived by July 31 to begin work.[65] In late August, the Highway Authority approved a contract with Taller and Cooper of Brooklyn, New York to install the tolling facilities for the new interchange.[66] Tonti announced on September 19 that Telegraph Hill Road would reopen on a temporary basis on October 1 after approval from their attorneys. Reopening the interchange would cost $20,000 to improve signage and lighting.[67] The exit opened at 12:01 am on October 1 on the basis that it would stay open until the Red Hill Road interchange was finished.[68] By October 19, the Telegraph Hill access road was being used by an average of 1,025 cars a day.[69] In November, they announced the hope to have the interchange finished by December 15 and it was designated as exit 114.[70]
The Highway Authority announced on December 13 that exit 114 would open at 3 pm on December 20. The Telegraph Hill access road would close that day.[71] The interchange opened on time and Telegraph Hill's access road closed at the same time.[72]
Exits 165–166
In May 1966, the borough of Paramus and the New Jersey Highway Authority agreed to a complete replacement of exit 165 (Ridgewood Avenue) to improve safety and capacity. This would be in conjunction with the expansion of the parkway to six lanes from the Bergen Toll Plaza in Saddle Brook to exit 165 from 1966 to 1969. The project, costing $3.7 million (1966 USD), would expand the two-ramp interchange to eight ramps, creating a collector-distributor road to serve both ramps. A pair of 10 cent tolls would be instituted as well as drivers were using the ramp to bypass Route 17 from its interchange with the parkway to Ridgewood Avenue. Exit 166 at Linwood Avenue would also be discontinued as part of the new project.[20]
Construction on the new interchange began almost immediately, with the new southbound ramps opening on November 30, 1966.[73] A month later, on December 29, the dual ramps on the northbound direction opened. On January 6, 1967, the ramps at exit 166 were closed to traffic.[74] The tolls went into effect on February 13, a few days after a grand opening of the interchange.[75] This was despite announcing that the tolls would go into effect on February 15.[76]
On May 24, it leaked out that the New Jersey Highway Authority would go back on this closure, and re-open the ramps at exit 166.[77] Paramus officials immediately protested re-opening exit 166 due to the fact that the ramp brought cars into blind curves if they turned left. The borough threatened to put up their own barriers at exit 166 if the re-opening went through at noon on May 26 as planned. 40 minutes prior to scheduled opening, the procedure was called off and a meeting between Paramus and Authority Director D. Louis Tonti scheduled for May 29.[78]
With the aborted re-opening, a war of words broke out in the press between Tonti and the pair of Paramus Mayor Charles E. Reid and Police Chief Carl Jockish. Reid and Jockish believed that the agreement in May 1966 was a permanent one, with exit 166 being closed for good. Tonti responded that it was only temporary in their agreement. Tonti noted that this was temporary so engineers could test the traffic patterns at the new interchange 165. Reid stated that he had documents proving this agreement was a permanent one while Tonti noted that on May 17, he received the results of the traffic study stating that there would be no issues with the re-opening of the ramp. Despite this, Tonti noted that they were willing to move the barriers to prevent left turns to avoid the blind curves. However, Paramus rejected that decision before the slated opening. Tonti noted that state police troopers would be assigned to ensure the ramp stayed closed in case of any confusion.[79]
On May 30, the Highway Authority announced that they would postpone the opening pending a safety study in helping to avoid a trip to the courts and preventing Paramus from putting up their own barriers.[80] However, by June, a new party involved themselves in the exit 166 fight. Washington Township requested that the ramp be re-opened so emergency vehicles could access the parkway. Mayor Richard Fallon, aware of Paramus' issues, was open to the concept of a moving gate for use by emergency vehicles only and not all automobile traffic. Residents of Washington Township and nearby Westwood were also complaining as the closure of the ramps made their commutes longer, a concern Paramus denied as a legitimate issue. Tonti told The Bergen Record that there would be a decision soon.[81] However, by July 1967, the fire chief of Washington Township had yet to deal with the inconvenience of a closed exit 166.[82]
Tionti and Reid met on July 5, 1967 to discuss the exit 166 debacle, with Tionti requesting additional traffic data for the study. However, Tionti and Reid both wanted different things. Reid wanted to know how much the traffic changed after the construction of the Fashion Center on East Ridgewood Avenue. Tionti wanted additional data on the accidents and movement in the area between exits 165 and 166. Local police in Paramus compiled the previous five years worth of accident and traffic data for Tionti, who demanded the extra reports within two weeks of the meeting.[83]
Tionti announced on September 12, 1967, that exit 166 would open once again after considering all the studies done on the interchange. Despite continued threats from Reid to close the interchange by force, Tionti noted that he would contact the mayor once a date was settled. Washington Township supported the decision, which would help at least 200 people from Washington Township to Park Ridge. The studies also suggested they should eliminate several left turns to help reduce the safety risk of exit 166, including trimming back trees to help visibility.[84]
By September 15, Reid made good on his plan to oppose the re-opening, slated for September 22. Reid announced that any plans to re-open the ramps would be met with their own barricades or a court injunction. The Highway Authority expected a result similar to the dispute in May, when they sent their machinery out ready to go to remove the barricades while Paramus sent their own to build their own. Reid noted that he wanted to get the matter in front of a judge, whether it be through an injunction or a lawsuit.[85]
However, on September 21, a judge found in favor of the New Jersey Highway Authority and ordered the barricades removed from exit 166. Despite the local protests by Paramus, who wanted a permanent closure, the judge ruled that the borough could not re-barricade the ramp from traffic. Paramus, despite the injunction, planned to continue the fight for the interchange being closed, planning a full hearing application. Cops would be assigned to make things easier for traffic as the barricades came down on September 22.[86]
The fight continued into November 1967, when Paramus demanded the Highway Authority expand the collector-distributor road to two lanes for the benefit of a new industrial park in the area. Tionti refused to meet with the borough due to the pending lawsuit on exit 166, with a hearing scheduled in December.[87]
21st century
On September 25, 2002, construction began on a new span of the Driscoll Bridge just west of the original spans, consisting of seven lanes and emergency shoulders. On May 3, 2006, all traffic was shifted onto the new span, and the original two were closed for rehabilitation.[88] On May 20, 2009, all northbound traffic was shifted back onto the original spans, and the new one was made exclusively for southbound traffic.[89]
On July 9, 2003, Governor Jim McGreevey's plan to merge the operating organizations of the Garden State Parkway and the New Jersey Turnpike into one agency, the New Jersey Turnpike Authority (NJTA), was completed.[90]
In May 2005, Governor Richard Codey announced plans for a widening of the parkway between exit 63 in Stafford Township and exit 80 in the borough of South Toms River from two to three lanes in both directions. However, the NJTA later made plans to widen the parkway from exit 80 all the way south to exit 30 in the city of Somers Point. The project was divided into three phases. The first phase from exits 80 to 63 was complete in May 2011.[91] The second phase from exits 63 to 48 was complete in November 2014.[92] The third phase from exits 48 to 30 was completed in 2018, and included construction of new bridges across the Mullica River from the city of Port Republic to Bass River Township.[93]
In 2008, a $150 million project began to add new ramps at the interchange with I-78, supplying the missing movements between the two highways. Previously, the parkway northbound did not have an exit to I-78 westbound, and the parkway southbound did not have an exit to I-78 eastbound. The lack of connections was due to the cancellation of the extension of I-278 (which would have connected northbound parkway traffic with I-78 westbound) and Route 75 (which would have connected southbound parkway traffic with I-78 eastbound via I-280).[94] In April 2008, the New Jersey Department of Transportation (NJDOT) awarded the project contract to the engineering firm Gannett Fleming for the design, and to Union Paving & Construction Company for building the ramps.[95] The ramp connecting the parkway northbound with I-78 westbound opened on September 16, 2009 with a ribbon cutting ceremony led by Governor Jon Corzine,[96] and the ramp connecting the parkway southbound with I-78 eastbound opened on December 10, 2010.[95]
In 2011, talks began on whether to allow commercial traffic including trucks on the Garden State Parkway north of exit 105, which would have required the removal of the old stone arch overpasses in Middlesex and Union counties.[97]
As originally built, in Cape May County, the parkway had three traffic lights (at exits 9, 10, and 11), but these were eliminated in 2014–2015, with construction of three overpasses in Cape May Court House and Stone Harbor.[98] Construction began in early 2013, years after the scheduled start date due to a wetland mitigation plan that had not been approved by the federal government. The project cost $125 million, and was complete by September 2015.[99]
The southbound bridge over the Great Egg Harbor Bay was replaced with a wider span parallel to the older span as part of a $79.3 million project. Construction began in 2013 and continued into 2019.[100] The new southbound bridge temporarily carried both northbound and southbound traffic so the northbound bridge could receive new decking and strengthening. The project also included the addition of a mixed-use walkway along the new southbound span that will allow pedestrian and bicycle connections between Upper Township and Somers Point. However, NJDOT and the city of Somers Point blocked the path from opening until it could be linked with an existing path leading to Ocean City.[101] In March 2020, NJDOT announced that the path was set to open on May 6,[102] but it did not open until July 8.[103]
On July 22, 2014, the New Jersey Turnpike Authority filed a federal lawsuit against Jersey Boardwalk Pizza, a pizza chain in Florida, for using a logo too similar to the signs for the Garden State Parkway.[104] Federal Judge William Martini dismissed the suit on March 26, 2015.[105]
In June 2018, an improvement project began at the interchange with I-280 and CR 508 (Central Avenue). The project involves widening the entrance ramp to the parkway southbound from one to two lanes and adding a second deceleration lane on the parkway northbound. To accommodate the wider roadway, the overpass carrying Central Avenue over the parkway is being rebuilt.[93] Five nearby bridges are also being rehabilitated as part of the project. The project is expected to cost $63 million and be completed in August 2022.[106][107]
The New Jersey Turnpike Authority has plans to close exit 30 in Somers Point, which connects to Laurel Drive, a residential street that leads to US 9 and becomes Route 52, an access road to Ocean City. With the closure of exit 30, exit 29 will be converted to a full interchange to redirect traffic heading to Ocean City from points north along US 9 and CR 559 to reach Route 52. The planned closure of exit 30 is being made in order to reduce summertime traffic congestion along the parkway from vehicles exiting at the interchange along with reducing summertime traffic levels along Laurel Drive. The proposed closure of exit 30 and conversion of exit 29 to a full interchange has received opposition from officials in Somers Point and Ocean City along with residents along CR 559 fearing increased traffic congestion.[108]
Normativas
The speed limit on the parkway is 65 mph (105 km/h) for most of its length. However, it is posted at 55 mph (90 km/h) on a 5-mile (8.0 km) section near Toms River and on a 40-mile (64 km) section between Sayreville and Paramus.[109] The NJTA may temporarily reduce the speed limit when special hazards exist.[110]
Commercial trucks with a registered weight of over 10,000 pounds (4,500 kg) are not allowed to use the parkway north of exit 105, just past the Asbury Park Toll Plaza. South of this point, trucks are permitted, but must pay additional tolls. Buses are allowed for the entire length of the parkway.[111] In April 2011, New Jersey Transportation Commissioner James Simpson announced the NJTA was looking into the possibility of allowing trucks on the northern portion of the Garden State Parkway.[112] However, the idea was quickly abandoned after the agency found the road had engineering concerns that would make the consideration of allowing trucks on this segment impossible.[113]
On February 1, 1961, the NJHA outlawed motorcycles, scooters, and bicycles from the entire length of the parkway. The ban was enacted after a year involving 20 motorcycle accidents and two fatalities. Motorcyclists who used the highway faced a fine of $200 or a 30-day jail sentence.[114] However, the motorcycle ban was lifted on November 1, 1975, after pressure from entrepreneur Malcolm Forbes and other motorcyclists.[115][116]
Peajes
The Garden State Parkway uses an open system of tolling where tolls are collected at somewhat regular intervals along its length and at certain entrances and exits. This contrasts with the New Jersey Turnpike, which uses a closed system where a motorist receives a ticket with the toll rates at the highway's entrance, and turns in the ticket along with the toll upon exiting at toll gates.[117]
As of September 13, 2020, the standard car toll is $0.95 on the main road at two-way toll plazas and $1.90 at one-way toll plazas. Some entrances and exits require a toll of either $0.65, $0.95, $1.25, or $1.90. It costs $10.45 to travel the entire length of the parkway in a car.[118]
There are three different lane types at the toll plazas. However, not all plazas have every type of lane at all times.[119]
The first type is full-service lanes. These lanes are staffed and toll collectors can provide change and receipts to drivers.[120]
The second type is exact-change lanes. In these lanes, motorists deposit coins in a toll basket and each coin is mechanically counted. Payment of tolls is enforced by photo, a system that went into effect on October 17, 2011.[121] The Union Toll Plaza was the first to use an automated toll-collection machine; a plaque commemorating this event includes the first quarter collected at its toll booths.[122] Historically, these lanes also accepted tokens,[123] and were common on main roadway toll plazas. However, between September and October 2018, exact-change lanes were discontinued on mainline toll plazas; they continue to be used for exit and entrance ramp toll plazas.[124]
The third type of lane is for the E-ZPass electronic toll collection system. Dedicated lanes only accept vehicles with E-ZPass tags. The speed limit in these lanes is 15 mph (24 km/h), or 55–65 mph (89–105 km/h) in Express E-ZPass lanes.[125] Full-service lanes also accept E-ZPass tags.[126]
Tokens, available for purchase at full-service toll plaza lanes, were introduced in 1981 at a price of $10 for a roll of 40 tokens; as the toll was 25 cents at the time, most drivers continued to use quarters. However, when the toll was increased to 35 cents in 1989, rolls were priced at 30 tokens for $10; between the slight discount and the convenience of using a single coin, tokens gained in popularity.[123] There were also larger bus tokens, primarily for use by Atlantic City-bound buses.[127] As E-ZPass became more widespread, tokens were phased out. Token sales were discontinued on January 1, 2002,[123] and they were no longer accepted effective January 1, 2009.[128]
E-ZPass was first installed at the Pascack Valley Toll Plaza in December 1999, and the system was completed in August 2000.[129] Beginning on November 19, 2001, E-ZPass customers were charged the approximate token rate of 33 cents during peak hours, or 30 cents during off-peak hours instead of 35 cents, the cash toll rate at the time. Due to tremendous cost overruns in implementing the E-ZPass system on New Jersey's toll highways, the discount was eliminated the next year.[130] NJHA E-ZPass customers were charged a $1-per-month account fee,[130] causing many customers to turn in their NJHA E-ZPass transponders in favor of a transponder from an out-of-state authority which did not charge a monthly fee. E-ZPass discounts continue to be available for off-peak travel, senior citizens, drivers of green vehicles, and trailers.[117]
To reduce congestion, 10 of the 11 toll plazas on the roadway were converted into one-way plazas between September 2004 and February 2010, dubbed "one-way tolling".[131] Under this program, the toll is doubled in one direction, and the other direction is toll-free. The Cape May (in Upper Township), Great Egg (in Somers Point), New Gretna (in Bass River Township), Barnegat (in Barnegat Township), Asbury Park (in Tinton Falls), Raritan (in Sayreville), Union (in Hillside), Essex (in Bloomfield), Bergen (in Saddle Brook), and Pascack Valley (in Washington Township) toll plazas had been converted to one-way toll plazas. The Toms River Toll Plaza (in Toms River) is the only location on the parkway mainline where a toll is collected in both directions.[118]
Literature from the time of construction indicates that the parkway would become toll-free once bonds used for its construction were paid off. However, additional construction projects, plus the expectation that the parkway will pay for its own maintenance and policing (and the massive E-ZPass project) make it unlikely it will become toll-free in the foreseeable future.[128]
Áreas de picnic
One of the objectives of the parkway was to become a state park its entire length, and its users would enjoy park-like aesthetics with minimal intrusion of urban scenery. Along the ride, users were permitted to stop and picnic along the roadway to further enjoy the relaxation qualities the parkway had to offer. All picnic areas had tall trees that provided shade and visual isolation from the roadway. Grills, benches, running water and restrooms were provided. Over time as the parkway transformed into a road of commerce, the picnic areas were closed for a variety of reasons. Their ramp terminals became insufficient to accommodate the high-speed mainline traffic and in addition to the decreasing number of users, the picnic areas were becoming more effective as maintenance yards and were converted as such or closed altogether.[132]
The one remaining picnic area, John B. Townsend Shoemaker Holly, is closed from dusk to dawn. Posted signs within the picnic area prohibit fires and camping.[132]
There were ten operational picnic areas:
Name | Location | Milepost[1] | Direction | Opened | Closed | Notes |
---|---|---|---|---|---|---|
John B. Townsend Shoemaker Holly | Upper Township | 22.7 miles (36.5 km) | Both | October 20, 1965[133] | – | John B. Townsend was a physician from Ocean City who became the New Jersey Highway Authority's second Vice Chairman in 1955. The word Shoemaker comes from the last name of the landowner in the way of the parkway's alignment during its initial construction. The term Holly comes from the holly tree that was on Shoemaker's property. The tree is presumed to be 300 years old and one of, if not, the oldest holly tree in the United States. The bathrooms at Shoemaker Holly were demolished in August 2014.[134] |
Stafford Forge | Stafford Township | 61.6 miles (99.1 km) | Both | May 27, 1955[14] | 1990s[132][135] | |
Oyster Creek | Lacey Township | 71.3 miles (114.7 km) | Both | May 27, 1955[14] | 1980s[132][136] | The murder of Maria Marshall orchestrated by her husband Robert O. Marshall occurred in the Oyster Creek picnic area on the night of September 7, 1984.[137] The story was made into a novel and television movie on NBC. |
Double Trouble | Double Trouble | 79.0 miles (127.1 km) | Southbound | June 1955[138] | February 23, 1961[139] | The NJHA chose to abandon the picnic area due to the outbreak of mosquitoes from a nearby cranberry bog.[139] |
Polhemus Creek | Brick Township | 82.0 miles (132.0 km) | Northbound | June 4, 1955[138] | 1980s–1990s[132] | |
Herbertsville | Wall Township | 94.65 miles (152.32 km) | Southbound | May 27, 1955[14] | 1980s[132] | Converted to a maintenance yard of the same name and heavy vehicle weigh station. |
Telegraph Hill | Holmdel Township | 115.85 miles (186.44 km) | Both | April 24, 1957[140] | 2010s[132] | The picnic area was off exit 116, next to the PNC Bank Arts Center. |
Glenside | Woodbridge Township | 130.2 miles (209.5 km) | Southbound | October 23, 1987[136] | Closed due to illegal use for sex and drugs[136] | |
Madison Hill | Woodbridge Township | 134.9 miles (217.1 km) | Northbound | November 1, 1950[12] | 1980s–1990s[132] | Madison Hill was an overlook constructed for the Route 4 Parkway rather than the whole Garden State Parkway.[12] |
Tall Oaks | Cranford | 137.0 miles (220.5 km) | Southbound | July 1988[141] | Closed due to illegal use for sex and drugs;[141] converted to maintenance yard[132] |
Servicios
Service areas
All service areas are located in the center median, unless otherwise noted.
Name | Location | Milepost[1] | Direction | Opened | Closed | Facilities | Notes |
---|---|---|---|---|---|---|---|
Ocean View | Dennis Township | 18.3 miles (29.5 km) | Both | July 8, 1955[142] | Restrooms, fuel, vending machines, tourist information | Formerly known as Seaville. | |
Atlantic Plaza | Galloway Township | 41.4 miles (66.6 km) | Both | July 1955[142] | Food, restrooms, fuel and information | Formerly known as Absecon and then Atlantic City. | |
New Gretna | Bass River | 53 miles (85 km) | Both | mid-1954[142] | July 1, 1955[142] | Food, restrooms, fuel | Temporary service area built for services until the permanent service areas were completed. Now site of a maintenance facility. |
Forked River | Lacey Township | 76.0 miles (122.3 km) | Both | May 19–26, 1955[14][143] | Food, restrooms, fuel | The snack bar at Forked River opened the weekend of May 19–20, 1955, but full facilities did not open until May 26.[143] | |
Monmouth | Wall Township | 100.4 miles (161.6 km) | Both | July 1, 1955[15] | Food, restrooms, fuel | Northernmost service area that can be accessed by trucks over 10,000 pounds. Food and fuel services were not available between September 2018 and May 2019 due to reconstruction.[144] | |
Eatontown | Tinton Falls | 107 miles (172 km) | Both | mid-1954[142] | July 1, 1955[142] | Food, restrooms, fuel | Temporary service area built for services until the permanent service areas were completed. |
Cheesequake | Sayreville | 124.0 miles (199.6 km) | Both | May 12, 1955[145] | Food, restrooms, fuel | ||
Colonia South | Woodbridge | 132.79 miles (213.70 km) | Southbound | Fuel, convenience stores and restrooms | |||
Colonia North | 133.45 miles (214.77 km) | Northbound | Fuel, convenience stores and restrooms | ||||
Vaux Hall | Union | 142.0 miles (228.5 km) | Northbound | May 26, 1955[14][143] | Food, restrooms and fuel | ||
Brookdale South | Bloomfield | 153.3 miles (246.7 km) | Southbound | August 10, 1956[146] | Food, restrooms and fuel | ||
Brookdale North | 153 miles (246 km) | Northbound | December 10, 1956[147] | Fuel and convenience store | Doubles as barracks for New Jersey State Police. | ||
Montvale | Montvale | 171 miles (275 km) | Both | September 18, 1958[148] | Food, restrooms, fuel and information | Travel center burned down in 1991; reopened on May 1, 1993.[149] |
In the 1950s, four petroleum companies were hired to provide gasoline and vehicular necessities—Esso, Texaco, Atlantic and Cities Service. The Cities Service company was the petroleum provider at Monmouth, Forked River, Atlantic City (Absecon at the time) and Ocean View (Seaville at the time) and offered a service where female employees were hired for those service area showrooms, wore uniforms and were known as the Park-ettes. Their duties included providing directions and other information to motorists as well as rendering odd bits of service such as sewing a missing button on a patron's coat.[150]
Emergency assistance
On the Garden State Parkway, the emergency assistance number is #GSP, which is #477 in number form. The New Jersey State Police is the primary police agency that handles calls for service on the parkway. Other emergency services such as fire and first aid are usually handled by the jurisdictions in which that section of the parkway passes.[119]
Lista de salida
Many entrances and exits have tolls. In general, exits have tolls when they precede a barrier toll, and exits are free when they follow a barrier toll. Conversely, entrances that precede a barrier toll are free, and tolls are paid at entrances just beyond a barrier toll. There are no tolls between exits 129 and 141, as this was the original road segment that predates the New Jersey Highway Authority.[3][11]
Historically, the exit numbers on the northbound and southbound roadways were not symmetrical. The New Jersey Highway Authority considered each as a separate road and as a result, many exits had non-matching numbers.[151]
County | Location | mi[1] | km | Old exit | New exit | Destinations | Notes[152] |
---|---|---|---|---|---|---|---|
Cape May | Lower Township | 0.00 | 0.00 | – | Route 109 south – Cape May | At-grade intersection | |
0 | Route 109 north to US 9 – North Cape May | To Cape May–Lewes Ferry | |||||
Middle Township | 3.90 | 6.28 | 4 | Route 47 – Wildwood, Wildwood Crest, Rio Grande | Tolled northbound exit and southbound entrance; signed as exit 4A (south) and 4B (north) southbound; serves The Wildwoods | ||
6.54 | 10.53 | 6 | Route 147 – North Wildwood, Whitesboro | Southbound exit and northbound entrance | |||
8.40 | 13.52 | 9 | Shell Bay Avenue to US 9 | At-grade intersection until 2014 | |||
9.90 | 15.93 | 10 | Cape May Court House, Stone Harbor | Access via CR 657; at-grade intersection until 2014 | |||
11.04 | 17.77 | 11 | Crest Haven Road (CR 609) to US 9 | At-grade intersection until 2015; serves Cape May County Park & Zoo | |||
11.80 | 18.99 | – | US 9 | Southbound entrance only | |||
13.60 | 21.89 | 13 | To US 9 – Swainton, Avalon | Access via CR 601 | |||
Dennis Township | 17.50 | 28.16 | 17 | Sea Isle City, Dennis Township | Access via CR 625, southbound exit and northbound entrance | ||
Upper Township | 19.38 | 31.19 | Cape May Toll Plaza (northbound) | ||||
20.25 | 32.59 | 20 | US 9 / Route 50 north – Upper Township | Northbound exit and southbound entrance; southern terminus of Route 50 | |||
25.34 | 40.78 | 25 | US 9 south – Ocean City | Access via CR 623, southern terminus of US 9 concurrency; serves Corson's Inlet State Park | |||
Great Egg Harbor Bay | 27.77 | 44.69 | Great Egg Harbor Bridge | ||||
Atlantic | Somers Point | 28.78 | 46.32 | Great Egg Toll Plaza (southbound) | |||
28.90 | 46.51 | 29 | US 9 north – Somers Point, Ocean City | Northern terminus of US 9 concurrency; northbound exit and southbound entrance | |||
30.00 | 48.28 | 30 | Somers Point, Ocean City | Access via West Laurel Drive; southbound exit (tolled) and northbound entrance[19] | |||
Egg Harbor Township | 35.82 | 57.65 | 36 | US 40 / US 322 – Northfield, Pleasantville | Access via CR 563 and CR 651; northbound exit and southbound entrance | ||
36.08 | 58.07 | CR 563 – Northfield, Margate City | Southbound exit and northbound entrance | ||||
36.28 | 58.39 | – | US 40 / US 322 west | Northbound entrance only | |||
36.59 | 58.89 | 37 | To US 40 / US 322 – Pleasantville | Access via CR 608, southbound exit and northbound entrance; to CR 563 north | |||
37.23 | 59.92 | 38 | A.C. Expressway – Atlantic City, Camden | Signed as exits 38A (east) and 38B (west); former eastern terminus of Atlantic City Expressway; Exit 7 (Atlantic City Expressway)[153] | |||
Galloway Township | 40.04 | 64.44 | 40 | US 30 east – Absecon, Atlantic City | Southbound exit and northbound entrance | ||
41.70 | 67.11 | 41 | CR 561 – Galloway, Pomona | Opened March 13, 2015;[154] serves Stockton University | |||
43.98 | 70.78 | 44 | CR 575 / CR 561 Alt. – Pomona, Port Republic, Smithville | Northbound exit and southbound entrance opened August 2015; serves Stockton University | |||
Port Republic | 48.29 | 77.72 | 48 | US 9 south – Port Republic, Smithville | Southern terminus of US 9 concurrency; southbound exit and northbound entrance | ||
Burlington | Bass River Township | 50.67 | 81.55 | 50 | US 9 north – New Gretna, Tuckerton | Northern terminus of US 9 concurrency; northbound exit and southbound entrance | |
52.70 | 84.81 | 52 | New Gretna | Access via CR 654; southbound exit and northbound entrance | |||
53.54 | 86.16 | New Gretna Toll Plaza (northbound) | |||||
Ocean | Little Egg Harbor Township | 58.69 | 94.45 | 58 | CR 539 – Little Egg Harbor, Tuckerton, Whiting | ||
Stafford Township | 64.11 | 103.18 | 63 | Route 72 – Long Beach Island, Pemberton | Signed as exits 63A (east) and 63B (west) northbound | ||
Barnegat Township | 67.81 | 109.13 | 67 | CR 554 – Barnegat, Pemberton | Signed as exits 67A (east) and 67B (west) southbound; full interchange opened October 19, 2010[155] | ||
68.61 | 110.42 | Barnegat Toll Plaza (southbound) | |||||
Ocean Township | 70.45 | 113.38 | 69 | CR 532 – Waretown | Tolled southbound exit and northbound entrance | ||
Lacey Township | 75.34 | 121.25 | 74 | Forked River | Access via CR 614, tolled southbound exit and northbound entrance | ||
Berkeley Township | 77.40 | 124.56 | 77 | Berkeley | Access via CR 618 / CR 619, tolled southbound exit and northbound entrance | ||
South Toms River | 80.85 | 130.12 | 80 | US 9 / CR 619 south / CR 530 – Beachwood, South Toms River | Southern terminus of US 9 concurrency; southbound exit and northbound entrance | ||
Toms River | 81.85 | 131.72 | 81 | CR 527 (Lakehurst Road) – Toms River | |||
82.35 | 132.53 | 82 | Route 37 – Seaside Heights, Lakehurst | Signed as exits 82 (east) and 82A (west); serves Island Beach State Park | |||
84.10 | 135.35 | 83 | US 9 north / CR 571 / Route 166 south – Lakewood | Northern terminus of US 9 concurrency; no southbound exit | |||
84.72 | 136.34 | Toms River Toll Plaza | |||||
Lakewood Township | 89.36 | 143.81 | 88 | 89A[156] | Route 70 – Lakehurst, Brick, Point Pleasant | Tolled interchange; signed as exits 89A (east) and 89B (west) southbound | |
90.18 | 145.13 | 89B[156] | CR 528 – Lakewood | Tolled interchange; signed as exit 89C southbound | |||
Brick Township | 91.10 | 146.61 | 90 | CR 549 south – Brick | Northbound exit and southbound entrance | ||
92.62 | 149.06 | 91 | CR 549 – Lakewood, Brick, Herbertsville, Point Pleasant | Signed as exits 91B (south) and 91A (north) southbound; tolled southbound exit and northbound entrance | |||
Monmouth | Wall Township | 98.23 | 158.09 | 96 97-97A | 98 | Route 138 east / I-195 west / Route 34 – Belmar, Trenton | Tolled southbound exit and northbound entrance; former exits closed 1973–74; exit 36 (Route 138)[157][158] |
Tinton Falls | 101.24 | 162.93 | 100 | 100A | Route 33 east – Ocean Grove, Bradley Beach | Bradley Beach not signed southbound | |
101.49 | 163.33 | 100A | 100B | Route 66 east – Asbury Park | Northbound exit and southbound entrance; former left exit[159] | ||
101.74– 163.73 | 163.73– 263.50 | 100B | 100C | Route 33 west – Freehold | Signed as exit 100B southbound | ||
103.15 | 166.00 | 102 | Neptune, Asbury Park | Access via CR 16; southbound exit and northbound entrance | |||
103.96 | 167.31 | Asbury Park Toll Plaza (northbound) | |||||
104.20 | 167.69 | South end of the local-express lanes split | |||||
106.12– 106.39 | 170.78– 171.22 | 105 | Route 36 north / Route 18 north – New Brunswick, Eatontown, Long Branch, Tinton Falls | Tolled northbound entrance; southbound exit and northbound entrance from express and local lanes; access from the Garden State Parkway southbound to Route 18 via CR 38; no commercial vehicles north of this exit; Exit 15 (Route 18); New Brunswick signed northbound only; Tinton Falls signed southbound only | |||
Middletown Township | 110.14 | 177.25 | 109 | CR 520 – Red Bank, Lincroft | Tolled southbound exit and northbound entrance | ||
Middletown–Holmdel township line | 113.88 | 183.27 | 114 | Holmdel, Middletown | Access via CR 52;[160] tolled southbound exit and northbound entrance | ||
Holmdel Township | 115.85 | 186.44 | 116 | PNC Bank Arts Center | To New Jersey Vietnam Veterans' Memorial | ||
117.00 | 188.29 | Crossover ramps between the express and the local lanes | |||||
Hazlet | 118.50 | 190.71 | 117 | Route 35 / Route 36 south – Hazlet, Keyport | Tolled southbound exit and northbound entrance; southbound exit and northbound entrance from express lanes | ||
Aberdeen Township | 118.79 | 191.17 | 117A[161] | 118 | Aberdeen | Access via CR 3; tolled interchange; southbound exit and entrance | |
Middlesex | Old Bridge Township | 121.13 | 194.94 | 120 | Laurence Harbor, Matawan | Access via CR 626; to Cheesequake State Park | |
Sayreville | 124.64 | 200.59 | 123 | US 9 south – Sayreville, Old Bridge | Southbound exit and northbound entrance | ||
124.99 | 201.15 | 124 | Main Street (CR 670) | Southbound exit and northbound entrance; opened October 25, 1982[162] | |||
125.28 | 201.62 | North end of the local-express lanes split | |||||
125.68 | 202.26 | Raritan Toll Plaza (southbound) | |||||
126.36 | 203.36 | 125 | US 9 south / Route 35 – Sayreville, South Amboy (northbound) Chevalier Avenue (southbound) | Northbound entrance opened February 2020; southbound exit opened July 9, 2017, for E-ZPass users only[163] | |||
Raritan River | 127.33 | 204.92 | Driscoll Bridge | ||||
Woodbridge Township | 128.22 | 206.35 | 127A[164] | 127 | US 9 north / Route 440 to I-287 – Woodbridge, Staten Island | Signed as exit 129 southbound; southbound exit via New Brunswick Avenue | |
129.50 | 208.41 | 128 | 129 | I-95 / N.J. Turnpike – New York City, Trenton, Philadelphia | Exit 11 (I-95 /NJ Turnpike); opened September 18, 1969;[165] Trenton signed northbound; Philadelphia signed southbound | ||
129.50 | 208.41 | US 9 / Route 440 to I-287 – Woodbridge, Perth Amboy | Southbound exit only; northbound access is via exit 127 | ||||
130.63 | 210.23 | 130 | US 1 – Trenton, Newark | Southbound exit and northbound entrance; signed as exits 130B (south) and 130A (north) | |||
131.33 | 211.36 | 131 | Wood Avenue South (CR 649) | Signed as exit 131A northbound | |||
131.83 | 212.16 | 131B | Metropark | Access via CR 657; northbound exit and southbound entrance | |||
131.97 | 212.39 | 131[154] | 132 | Route 27 – Iselin, Metuchen | |||
Union | Clark | 136.22 | 219.22 | 135 | Clark, Westfield | Access via CR 613 | |
Cranford | 137.59 | 221.43 | 136 | Linden, Roselle | Access via CR 607 / CR 615 | ||
138.74 | 223.28 | 137 | Route 28 – Roselle Park, Elizabeth, Cranford | ||||
Kenilworth | 140.34 | 225.86 | 138 | CR 509 – Kenilworth | |||
Union Township | 141.10 | 227.08 | 139A | Roselle Park | Access via CR 619; northbound exit and entrance[166] | ||
141.26 | 227.34 | 140 | 139B | Route 82 west – Union | Signed as exit 140A southbound | ||
141.70 | 228.04 | 140A | 140 | US 22 / Route 82 east – Elizabeth, Somerville, Hillside | Signed as exit 140B southbound | ||
142.10 | 228.69 | 141 | Vauxhall Road (CR 630) | Southbound exit and northbound entrance | |||
Hillside | 142.66 | 229.59 | Union Toll Plaza (northbound) | ||||
142.80 | 229.81 | 142 | 142A | I-78 east to N.J. Turnpike – Newark Airport, Newark | Tolled northbound entrance; southbound exit ramp to I-78 east opened December 10, 2010; Exit 52 (I-78); to the Holland Tunnel[95] | ||
142.90 | 229.98 | 142 | 142B | I-78 west – Springfield | Tolled northbound entrance; northbound exit ramp to I-78 west opened September 16, 2009; Exit 52 (I-78)[96] | ||
143.00 | 230.14 | 142–142A[151] | 142C | Maplewood | Access via North Union Avenue; northbound exit and southbound entrance | ||
Essex | Irvington | 144.0 | 231.7 | 142A[151] | 143 | To Route 124 – Irvington (northbound) Maplewood, Hillside (southbound) | Access via CR 602 and CR 603; signed as exits 143A (Hillside), 143B (Maplewood) and 143C (To Route 124 - Irvington) southbound |
145.98 | 234.93 | 144 | CR 510 (South Orange Avenue) | Tolled northbound exit and southbound entrance | |||
East Orange | 146.93– 147.15 | 236.46– 236.81 | 145–145A | 145 | I-280 / CR 508 – Newark, The Oranges | Tolled southbound entrance; Exit 12 (I-280)[167] | |
146 | Springdale Avenue – East Orange, Newark Area[168] | Former northbound exit and southbound entrance; closed January 12, 1966[169] | |||||
148.44 | 238.89 | 147 | East Orange | Access via Springdale Avenue; southbound exit and northbound entrance | |||
Bloomfield | 149.2 | 240.1 | 148 | CR 506 Spur / CR 509 – Bloomfield, Glen Ridge | Tolled northbound exit and southbound entrance | ||
150.22 | 241.76 | 148A[170] | 149 | CR 506 – Glen Ridge, Belleville | Southbound exit and northbound entrance | ||
150.66 | 242.46 | Essex Toll Plaza (southbound) | |||||
151.1 | 243.2 | 149A[170] | 150 | Hoover Avenue (CR 651) | Northbound exit and southbound entrance | ||
152.45 | 245.34 | 151 | Montclair, Nutley | Access via CR 655; tolled southbound exit and northbound entrance | |||
Passaic | Clifton | 154.06– 154.45 | 247.94– 248.56 | 153 | Route 3 to US 46 west – Secaucus, Wayne | Tolled southbound exit and northbound entrance; signed as exits 153A (east) and 153B (west to US 46 west) northbound; no southbound access to Route 3 west or northbound access from Route 3 east; to Meadowlands Sports Complex and the Lincoln Tunnel | |
155.91 | 250.91 | 154 | US 46 east – Clifton (northbound) US 46 west – Clifton (southbound) | Tolled southbound exit and northbound entrance[171] | |||
156.4 | 251.7 | 155P | 155A | Route 19 to I-80 west – Paterson | Northbound exit and southbound entrance | ||
156.68 | 252.15 | 155 | 155B | Passaic | Access via CR 702; northbound exit and southbound entrance | ||
158.19 | 254.58 | 156 | Route 20 north – Elmwood Park | Access via US 46; northbound exit and southbound entrance | |||
Bergen | Elmwood Park | 158.87 | 255.68 | 157 | US 46 east – Garfield (northbound) US 46 west to Route 20 – Garfield (southbound) | Same directional movements only | |
Saddle Brook | 160– 160.35 | 260– 258.06 | 158 | 159 | I-80 – Saddle Brook, Paterson, George Washington Bridge | Tolled northbound exit; no direct northbound access to I-80 westbound; Exit 62 (I-80)[172] | |
160.46 | 258.24 | Bergen Toll Plaza (northbound) | |||||
Paramus | 161.53 | 259.96 | 160 | To Route 208 – Fair Lawn, Hackensack | Access via CR 62; northbound exit and southbound entrance | ||
161.88 | 260.52 | 161 | Route 4 east – Paramus | Northbound exit and southbound entrance | |||
163.06 | 262.42 | 163 | Route 17 south to Route 4 – Paramus, George Washington Bridge | Southbound exit and northbound entrance; to Meadowlands Sports Complex | |||
163.29 | 262.79 | Route 17 north – Mahwah | Northbound exit and southbound entrance | ||||
164.94 | 265.45 | 165 | Ridgewood, Oradell | Access via CR 80; tolled northbound exit and southbound entrance;[18] signed as exits 165A (Oradell) and 165B (Ridgewood) | |||
165.93 | 267.04 | 166 | Washington, Westwood | Access via CR 110; southbound exit and northbound entrance[18] | |||
Washington Township | 166.25 | 267.55 | Pascack Valley Toll Plaza (southbound) | ||||
167.46 | 269.50 | 168 | CR 502 – Washington, Westwood | Northbound exit and southbound entrance[18] | |||
Woodcliff Lake | 170.15 | 273.83 | 171 | Woodcliff Lake, Saddle River | Access via CR S73, northbound exit and southbound entrance[173] | ||
Montvale | 171.52 | 276.03 | 172 | Montvale, Park Ridge | Access via CR 94; northbound exit and southbound entrance[18] | ||
172.40 | 277.45 | – | To I-87 / I-287 / New York Thruway | Continuation into New York; access via Garden State Parkway Connector | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
Ver también
- U.S. Roads portal
- New Jersey portal
Referencias
- ^ a b c d e f g h i j k l m n o p q r s "Garden State Parkway straight line diagram" (PDF). New Jersey Department of Transportation. Retrieved March 17, 2020.
- ^ Cauchon, Dennis (February 5, 2008). "Drivers to see major toll hikes". USA Today. Retrieved May 31, 2010.
- ^ a b c d e f g h i j k l m n o p Google (April 22, 2018). "Overview map of the Garden State Parkway (NJ 444)" (Map). Google Maps. Google. Retrieved April 22, 2018.
- ^ "National Highway System: New Jersey" (PDF). Retrieved August 29, 2019.
- ^ Natzke, Stefan; Neathery, Mike; Adderly, Kevin (June 20, 2012). "What is the National Highway System?". National Highway System. Federal Highway Administration. Archived from the original on September 21, 2012. Retrieved July 1, 2012.
- ^ a b c d e f g h "2019 New Jersey Turnpike Authority Bridge Inspection Program" (PDF). NJTA. August 2, 2018. Retrieved October 12, 2019.
- ^ Monmouth County National Highway System Routes - MAP - 21 (PDF) (Map). New Jersey Department of Transportation. 2019. Retrieved January 18, 2020.
- ^ Minimizing congestion and supporting riverfront development, Mott MacDonald. Accessed December 24, 2019. "With 15 travel lanes, the Driscoll Bridge, which carries the Garden State Parkway over the Raritan River, is the world’s widest highway bridge. It is also one of the busiest, crossed by about 400,000 drivers each day."
- ^ State of New Jersey, Laws of 1946, Chapter 117.
- ^ 1927 New Jersey Road Map (Map). State of New Jersey. Archived from the original on March 13, 2016. Retrieved October 8, 2008.
- ^ a b c "GSP History". www.njta.com. Retrieved September 12, 2019.
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The New Jersey Highway Authority today opened a new link in the Garden State Parkway -- the high-level bridge over the Raritan River for northbound traffic.
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|journal=
(help) - ^ a b "E-ZPass: A plan that works for NJ" (PDF). July 11, 2002. pp. 9–10. Retrieved June 22, 2009.
- ^ NJ Turnpike and Garden State Parkway Project. Retrieved May 11, 2011.
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- ^ a b c Coleman, Steven (October 24, 1987). "Rest Stop's Closing Blamed on Drugs, Sex". The Courier-News. p. 15. Retrieved October 13, 2017 – via Newspapers.com.
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- ^ "Travel Center Opens on Parkway". Archived from the original on November 2, 2012.
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enlaces externos
Route map:
- New Jersey Turnpike Authority & Garden State Parkway Official Website
- History of the Garden State Parkway
- "NJ Route 444" (PDF). (2.82 MB) Straight Line Diagram
- Photos of the Garden State Parkway
- New Jersey Expressways and Tollways
- Garden State Parkway (NJ 444) (Greater New York Roads)