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Use this relief map to navigate to tide stations, surf breaks and cities that are in the area of Cheesequake Creek, Garden State Parkway, New Jersey. As a part of the implementation of one-way tolling at the Cape May, Great Egg and Somers Point Plazas, AmerCom was responsible for survey, geotechnical design and toll plaza reconstruction. AmerCom Corporationis a multi-disciplined Civil Engineering Consulting firm dedicated to providing reliable, cost-effective and professional services to both private developers and governmental agencies. PLANNING THE PARKWAY: In 1945, the New Jersey State Legislature passed legislation enabling construction of the 164-mile-long NJ 4 Parkway. DESIGN CRITERIA: Gilmore Clarke, the landscape architect and engineer who worked with Robert Moses on the New York-area parkways, designed the Garden State Parkway. Entrance to and exit from the driving lanes were to be restricted to 64 specific locations; there were to be no cross-traffic along the entire 165-mile route a total of 371 overpasses and underpasses will allow free and uninterrupted flow, eliminating all stop signs and traffic light delays.
A broad center island (averaging 100 feet in width) to eliminate head-on collisions was to safely separate opposing streams of traffic.
Steep grades and vertical curves that contribute to both uneconomical and hazardous driving were to be completely eliminated. Ample stabilized shoulders were to allow the drivers of disabled vehicles to disengage them from the fast-moving traffic flow easily and safely. Interchanges and service area entrances and exits were to be designed in keeping with the high-speed, free-flow character of the driving lanes. Elements found in existing expressways and turnpikes that are inclined to have an effect of monotony or hypnosis on a driver have been eliminated in this parkway design. In northern New Jersey, the "metropolitan section" of the parkway serves as a functional commuter highway and does not appear different from the expressways built in the 1950's. This 1960 photo shows the Garden State Parkway at EXIT 136 (Centennial Avenue) in Cranford.
With new financing backing from the New Jersey Highway Authority, ground was broken for construction of the Garden State Parkway on July 2, 1952. THE PARKWAY GROWS OVER THE YEARS: Over the 45 years, additional bonds issued by the New Jersey Highway Authority have helped finance expansion projects on the Garden State Parkway.
In 1980, the New Jersey Highway Authority constructed the first two high-occupancy vehicle (HOV) lanes in the state along the Garden State Parkway.
In 1987, the New Jersey Highway Authority purchased the approximately 19 miles of parkway that had been constructed by the New Jersey State Highway Department (now New Jersey Department of Transportation).
This 2001 photo shows the southbound Garden State Parkway at EXIT 81 (Lakehurst Road) in Toms River. THE PARKWAY TODAY: The Turnpike Authority operates nine full service areas along the parkway at Montvale, Brookdale North, Brookdale South, Vauxhall, Cheesequake, Monmouth, Forked River, Atlantic City and Ocean View.
Trucks weighing more than 7,000 pounds are prohibited north of EXIT 105 (NJ 18-NJ 35-NJ 36) in Eatontown, although buses are permitted on the entire length of the parkway. Motorists are now are able to pass through the toll plazas at 45 MPH instead of the previous 15 MPH. This 1999 photo shows the Garden State Parkway, looking south from the EXIT 165 (Oradell Avenue) overpass in Paramus. From milepost 0 north to milepost 82, there are four 12-foot-wide lanes (two in each direction), with a wide, landscaped median. From milepost 82 north to milepost 94, there are six 11-foot-wide lanes (three in each direction), with a wide landscaped median and grass shoulders. From milepost 94 north to milepost 98, there are eight 11-foot-wide lanes (four in each direction).
From milepost 98 north to milepost 105, there are ten 11-foot-wide lanes (five in each direction). From milepost 105 north to milepost 117, there are ten lanes (five in each direction) in a 3-2-2-3 configuration. From milepost 117 north to milepost 126, there are twelve lanes (six in each direction) in a 3-3-3-3 configuration. Continuing north over the Driscoll Bridge, there are eleven 11-foot-wide lanes (five northbound, six southbound). From milepost 127 to milepost 129, the Garden State Parkway and US 9 form a dual-dual, 12-to-14 lane configuration along with the massive interchange with the New Jersey Turnpike.
From milepost 130 north to milepost 140, there are ten 12-foot-wide lanes (five in each direction), starting out with a landscaped median but going to a Jersey wall near milepost 132. From milepost 140 north to milepost 145, there are eight 12-foot-wide lanes (four in each direction), in some places using the shoulders as travel lanes.
From milepost 145 north to milepost 152, there are six 11-foot-wide lanes (three in each direction). From milepost 152 north to milepost 163, there are eight to ten 12-foot-wide lanes (four to five lanes in each direction). From milepost 165 north to the New York State Thruway, there are four 12-foot-wide lanes (two in each direction), returning to the wide, landscaped median of the parkway's southern stretches. US 9 SOUTHBOUND: Once you get off the parkway onto the US 9 section, there is no way to get back on the Parkway before US 9 southbound rejoins US 9 northbound (to go over the Edison Bridge). This 2006 photo shows the southbound, quad-carriageway Garden State Parkway at EXIT 117 (NJ 35-NJ 36) in Keyport. IMPROVEMENTS PLANNED FOR THE PARKWAY: During the early-to-mid 2000's, the New Jersey Highway Authority (and later the New Jersey Turnpike Authority) announced more than $800 million worth of improvements to the Garden State Parkway. In Cape May County, new overpasses will be constructed to replace the three existing at-grade intersections. A new interchange for EXIT 42 (Atlantic CR 561) is proposed just north of the Absecon service area. In May 2005, Acting Governor Richard Codey announced that a 17-mile stretch of the parkway - from EXIT 63 (NJ 72) in Manahwakin north to EXIT 80 (Ocean CR 530) in South Toms River - would be widened from four lanes (two in each direction) to six lanes (three in each direction).
Along a 26-mile stretch of the parkway from EXIT 67 (Ocean CR 554) in Barnegat Township north to EXIT 89 (Ocean CR 528) in Lakewood, the New Jersey Turnpike Authority is adding new interchanges and upgrading existing ones. At EXIT 98 (NJ 138 and I-195) in Wall Township, the New Jersey Turnpike Authority is replacing the bridges carrying NJ 138 over the Garden State Parkway. At milepost 127, construction began in mid-2002 on a new parallel span for the Driscoll Bridge over the Raritan River. New ramps will be built at EXIT 131A (Amtrak-NJ Transit Metropark railroad station) in Iselin at an expected cost of $4 million. The New Jersey Turnpike Authority and the NJDOT plan to rebuild EXIT 142 (I-78) in Union Township. At EXIT 145 (I-280) in East Orange, the ramps between the parkway and I-280 were extended and widened from one lane to two lanes, and new EZ-Pass lanes were built at the interchange toll plaza.


This 2001 photo shows the southbound Garden State Parkway at EXIT 130 (US 1) in Woodbridge. This 1998 photo shows the Scotland Hill Road overpass spanning the Garden State Parkway Extension in Spring Valley, Rockland County.
EXTENDING NORTH TO THE PALISADES: The Garden State Parkway Extension was to have been part of a "recreation corridor" stretching from the Hudson Valley south to Cape May, New Jersey.
I would eliminate tolls south of EXIT 38 (Atlantic City Expressway) and north of EXIT 163 (NJ 17), meaning that I would get rid of three out of the 11 mainline toll plazas.
The parkway, which was to connect northern New Jersey with resort areas on the Atlantic coast, was proposed in response to growing congestion on major north-south routes such as US 1, US 9 and NJ 35. The NJ 4 Parkway was to have been financed out of annual appropriations for highway building.With only 18 miles of parkway completed by 1950, financing the remainder of the parkway had become difficult, but officials soon came up with another plan modeled on the successful New Jersey Turnpike. The foliage of center island plantings was to form a protective screen to shield drivers from the glare of oncoming headlights. The areas immediately beyond the shoulders were to have shallow drainage basins, thereby eliminating dangerous, ditch-like cuts frequently found on other highways. Acceleration and deceleration areas were to be provided at these points sufficient in extent to permit vehicles to enter and leave the parkway safely and without confusion. Note how the stone-arch overpass design borrows from the New York parkways designed by Robert Moses. In central New Jersey, the original four-lane parkway has been widened to as much as 14 lanes. Two years later, after acknowledging that the lanes did not reduce congestion, but rather caused confusion that created a safety hazard, Governor Thomas Kean and transportation commissioner John Sheridan scrapped the HOV lanes. These three toll-free sections are located in Cape May County (between EXIT 6 and EXIT 12), Ocean County (between EXIT 80 and EXIT 83) and Middlesex and Union counties (between EXIT 129 and EXIT 140). Motorcycles have been permitted on the parkway only since the mid-1970's.The speed limit on the Garden State Parkway is 65 MPH from milepost 27 north to milepost 80 and from milepost 163 north to the New Jersey-New York border.
The toll is 50 cents at the two remaining two-way toll plazas and $1.00 at the one-way plazas.GOING PRIVATE? Traffic volumes range from 20,000 vehicles per day (AADT) in Cape May County, to 50,000 vehicles per day through Atlantic and Ocean counties.
This section formerly had two 12-foot-wide lanes in each direction; the shoulders were converted into additional travel lanes.
This section formerly had three 12-foot-wide lanes in each direction; the shoulders were converted into additional travel lanes. This section formerly had four 12-foot-wide lanes in each direction; the shoulders were converted into additional travel lanes.
One of the southbound lanes is an acceleration lane for traffic coming from NJ 440 and I-287. Traffic volumes range from 75,000 vehicles per day at milepost 165, to 40,000 vehicles per day at the New Jersey-New York border. There is an exit for the parkway after the re-merge on the bridge approach, but it is marked the way all other parkway entrances are marked. There is also no way to get onto this road from the parkway: one can only enter the parkway from the ramp, or enter the New Jersey Turnpike, or continue on US 9, or connect to NJ 440 or Middlesex CR 501. This project, which will be overseen by the NJDOT and funded by Federal legislation (ISTEA), is expected to cost $65 million. New ramps for missing movements will supplement the existing ramps at EXIT 67 (Ocean CR 554), EXIT 69 (Ocean CR 532) in Waretown-Ocean Township and EXIT 83 (US 9). The new bridge, which was built just west of the existing span, carries seven southbound lanes and flanking shoulders. The $11 million project was completed in 2007, three years earlier than originally forecast.
Operated by the New York State Thruway Authority, the "extension" has a southbound exit and a northbound entrance at Schoolhouse Road in Chestnut Ridge, and ends with a "trumpet" interchange at the Thruway in Spring Valley. In 1946, Robert Moses pitched such a corridor by recommending that an extension of the Garden State Parkway be constructed north to the Palisades Interstate Parkway.
Any surpluses that the road generates (especially all the shore traffic that out-of-state motorists, who would normally not contribute to the state's road-building) should go into the NJDOT budget for other needed roadwork in the state. Geotechnical work included implementation of a subsurface exploration program and foundation recommendations for proposed gantries and sign structures. On April 14, 1952, the State Legislature enacted legislation to create the New Jersey Highway Authority, which was to construct, operate and maintain a self-sufficient toll parkway from Paramus to Cape May. Acceleration and deceleration lanes are provided for entrances, exits, and service facilities in order to smooth traffic flow.
North of Paramus, the dual roadways follow the rolling terrain, and the parkway is separated from the communities by a wooded buffer. By late October, the parkway had been completed all the way south to Cape May.On July 1, 1955, Governor Robert B. Like the New Jersey Turnpike, the Garden State Parkway makes use of the dual-dual arrangement in the 12-lane and 14-lane sections.
The NJDOT sold the sections for one dollar on the premise that tolls would never be charged on them. In addition, there are more than 3,600 parking spaces at 17 commuter park-and-ride locations. Elsewhere, the maximum posted speed limit is 55 MPH (with the exception of the Driscoll Bridge, where the posted speed limit is 45 MPH).
Talk of privatizing the Garden State Parkway began in 2005 when Acting Governor Richard Codey proposed either selling or leasing rights to operate the state's three toll roads to private investors in order to fill in the state's $4 billion budget deficit.
Sometime in the mid-1990's, the express (inner) lanes were converted from two in each direction to three by eliminating the shoulders and narrowing the lanes to a width of 11 feet. Longer-range plans call for additional widening of the parkway south to EXIT 30 (NJ 52) in Somers Point.
New full-diamond interchanges will be constructed for EXIT 77 (Pinewald-Keswick Road) in Berkeley Township and EXIT 89 (Ocean CR 528) in Lakewood. Construction of the new $175 million bridge was completed in April 2006, six months ahead of schedule. The New York State section of the Garden State Parkway, which is open only to passenger cars, has no toll.The Rockland County portion was part of a 12-mile northern extension of the Garden State Parkway through northern Bergen County. This proposal remained on planning maps for many years.In the late 1960's, the Tri-State Transportation Commission recommended the construction of an extension from the New York State Thruway (EXIT 14A) in Spring Valley north to the Palisades Interstate Parkway (near EXIT 11) in New Square. Recommendations provided on this site are strictly those of the author and contributors, not of any government or corporate entity.


Structural design services were completed for the reconstruction of three existing toll plazas required due to the roadway realignment and widening at the toll plazas.
Orrie de Nooyer was appointed as the first executive director of the New Jersey Highway Authority.
The unobstructed, sloping, stabilized shoulders allow drivers of disabled cars to pull off the roadway. Meyner became the first person to cross the Paramus toll plaza, effectively opening the 165 miles of the parkway from Cape May to Paramus. In 1999, officials closed the southbound bridge over Great Egg Harbor after engineers found cracks. The Turnpike Authority also operates the PNC Bank-Garden State Arts Center, a 5,100-seat amphitheater located at EXIT 116 in Holmdel.
In 2006, State Senator Raymond Lesniak (D-Union County) introduced legislation sell a 49 percent stake of the New Jersey Turnpike Authority to investors. Additional work is planned to create grade-separated interchanges at EXIT 8 (NJ 147 and Cape May CR 618) and EXIT 11 (Cape May CR 609). No definitive plans have been made for project, which is estimated to cost an additional $115 million. Work began shortly thereafter on a $75 million project to rebuild the existing Driscoll Bridge.
I would alternate the eight plazas so they'd be south-north-south-north-south-north-south-north. The 1952 legislation also called for the appointment of eight non-salaried commissioners to oversee the project.
From Paramus south to Cranford, the dual roadways are mostly located in a cut, with intersecting roadways and pedestrian walkways carried over the parkway cut. The cracks appeared on the original bridge dating from the mid-1950's, which originally carried one lane of traffic in each direction until it was joined by a new two-lane bridge in 1972.
Unlike the turnpike, which charges tolls only at interchanges, the parkway has eleven barrier tolls at the following locations: Cape May, Great Egg, New Gretna, Barnegat, Toms River, Asbury Park, Raritan, Union, Essex, Bergen and Hillsdale.
Lesniak estimated the $6 billion in proceeds would be used to prop up the state's underfunded pension system.
While the NJDOT regards these as two separate roads and not as a multiplex, this "interchange" is some two miles long and encompasses EXIT 127 and EXIT 129, providing access to the New Jersey Turnpike (I-95), I-287 and the NJ 440 Freeway. Design work and land acquisition began in late 2000, but construction will not begin until at least 2010. After months of delay caused by labor disputes and material shortages, the 12-mile-long extension through Bergen and Rockland counties opened on August 25, 1957. The earth moving undertaken during construction of the roadway provided an opportunity to plan for safety features.
On August 25, 1957, a 12-mile-long, $21.3 million extension of the parkway between these two points opened to traffic, ending the bottleneck along NJ 17.
The older bridge had less concrete and fewer expansion joints than the new northbound bridge, and this may have contributed to fatigue on the older bridge.
Some analysts believe a full privatization of the Turnpike Authority would raise as much as $30 billion for the state. Because the new and rebuilt spans had lower clearances over the Raritan River than the existing spans, the project  had to await approval from the Army Corps of Engineers. If there is a mistake in the listing, please let me know as I do not wish to mislead anyone.
Following the success established by the New Jersey Turnpike Authority, the New Jersey Highway Authority adopted the power to issue bonds to finance construction of the Garden State Parkway.
From EXIT 38 to EXIT 129, the express roadways would have interchanges only at the major locations, with crossovers every 10 to 20 miles.
The payment of interest and principal on the bonds would be covered by tolls, concessions and other income.
The emergency construction work was completed within weeks.In July 2003, the New Jersey Turnpike Authority assumed control of the Garden State Parkway from the New Jersey Highway Authority. Swift construction of the parkway would enable the Highway Authority to cover interest expenses, which began accruing the moment that the $305 million in construction bonds were issued in 1952. Paralleling US 9, the parkway first follows the Raritan Bay shoreline, then the Atlantic Ocean shoreline, as it makes its way south toward Cape May. The Turnpike Authority maintains all 172.5 miles of the parkway, including the original 32 miles of parkway constructed by the state. Along some stretches, the parkway passes through unspoiled pine barrens with forested medians as wide as 600 feet.
State Assemblyman Alex DeCroce (R-Morris County) proposes cutting the number of mainline toll plazas from eleven to six, and charging $1.00 at each plaza. All items are shipped by way of USPS Priority Mail at a flat rate of $6.00 per sale unless otherwise specified and will be mailed within 1-2 business days upon receiving payment.
Where the opposing lanes converge to as little as 30 feet, landscaped berms block the view of opposing traffic, eliminating the blinding effects of opposing headlights.The curvature and grade of the roadway vary in response to local conditions.
Throughout the length of the Parkway, steep grades and vertical curves have been eliminated; most grades have a maximum of three percent.
Although it received strong support from state leaders, the plan to eliminate tolls eventually was criticized by bondholders, who considered the move as politically motivated and financially irresponsible, as well as by members of the toll collectors' union, who feared losing their jobs.In January 2004, the New Jersey Turnpike Authority opened new high-speed EZ-Pass lanes at the Pascack Valley toll plaza as part of a $40 million project to install new EZ-Pass lanes on the parkway. We ship worldwide(however if you are not a resident of the United States, please e-mail beforehand to find out what your S & H charges are). During the following two and one-half years, the authority upgraded all of its toll plazas, completing the project in mid-2006. InsuranceAll items are shipped uninsured unless otherwise specified in the item description. The right-of-way for the parkway ranged from 150 feet to 1,200 feet.The most common bridge type over the length of the Garden State Parkway is the steel-span bridge, of which there are approximately 320.
The streamlined design of these bridges is closer to the simpler, utilitarian designs that would become common in postwar expressways. Less common are the approximately 100 concrete girder-and-beam and 25 concrete elliptical arch bridges, all of which were constructed in the 1940's by the New Jersey State Highway Department for the NJ 4 Parkway.Buildings for service areas, police barracks and toll plaza administration facilities were a one-story domestic design that was compatible with the "New Jersey Colonial" design.



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