New Jersey Roads - NJ State Highways - 445-895

NJ State Highways: 445-895

445   445S   446   446X   I-495   495   US 611   I-676   I-680   I-695   700   700N   700P   807   821   I-895


445 is the secret number for the Palisades Interstate Parkway, which runs along the west shore of the Hudson River. Exit numbers continue into New York; this is the only New York-style parkway in New Jersey. Once the Palisades Parkway was built, the northbound side of
US 9W, which had run right to the side of the cliffs known as the Palisades, was cut off and turned into a rest area. It is now a recreational trail.

ROUTE NO. . Beginning at a point in the boundary line between the States of New Jersey and New York in the borough of Alpine, connecting with the proposed Palisades Interstate parkway to be built by the State of New York, and extending in a general southerly direction east of State Highway Route No. 1 to the vicinity of the George Washington bridge. L.1947, c. 74, p. 442, s. 1.

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History (Steve Anderson)

ends at George Washington Br (I-95/US 1/US 9/US 46)
Fort LeePalisades Interstate Pkwy
Englewood CliffsPalisades Interstate Pkwy
TenaflyPalisades Interstate Pkwy
AlpinePalisades Interstate Pkwy
enters New York (reference rte 987C)


445S is the secret number for the Fort Lee spur of the Palisades Interstate Pkwy that connects to
US 9W. Palisades Parkway traffic coming from or going to any point in New Jersey uses it, as the mainline connects directly to the George Washington Bridge. It is shown as freeway connecting to I-95 on many maps; this would be nice, but unfortunately is not the case, and probably never will be.

ROUTE NO. . A spur extending in a general westerly direction from the main parkway to Linwood avenue, in the borough of Fort Lee on said State Highway Route No. 1. L.1947, c. 74, p. 442, s. 1.

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ends at Lemoine Ave/Route 9W (US 9W/67)
Fort LeePalisades Interstate Pkwy Spur
ends at Palisades Interstate Pkwy (445)


446 is the secret number for the Atlantic City Expwy. It was born in 1962 with the New Jersey Expressway Authority to connect Philadelphia and Camden to the New Jersey shore. Most of it is up to Interstate standards, but will never become part of
I-76; the part east of the Garden State Parkway (444) has a miles-long parking lot in the middle for casino-bound traffic.

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History (Steve Anderson)

ends at Black Horse Pike/North-South Fwy (42/168)
WashingtonAtlantic City Expwy
GloucesterAtlantic City Expwy
WashingtonAtlantic City Expwy
GloucesterAtlantic City Expwy
WinslowAtlantic City Expwy
HammontonAtlantic City Expwy
HamiltonAtlantic City Expwy
Egg HarborAtlantic City Expwy
PleasantvilleAtlantic City Expwy
Atlantic CityAtlantic City Expwy
ends at Fairmount Ave/Baltic Ave


446X is the new Brigantine Connector, opened to help develop northern Atlantic City and Brigantine. The full-freeway route ties into
87 north of 187 and the Borgata casino. It is unique among all routes in that its exits are lettered from A to H.

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History (Steve Anderson)

ends at Atlantic City Expwy (446)
Atlantic CityAtlantic City-Brigantine Connector
ends at Brigantine Blvd (87)


I-495 was the number for
495 from 12/1959 until 9/1979; the Interstate designation was removed because the route across Manhattan was not finished. The part in New York City is technically NY 495, but brand new signage and reference markers still sign it as I-495.


495 connects the New Jersey Turnpike (
I-95) to the Lincoln Tunnel. It was an extension of 3 until 12/1959, when it became I-495 until 9/1979 (see above). Its history can be found in the 3 entry.

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History (Steve Anderson)
History (Lincoln Tunnel) (Steve Anderson)

ends at New Jersey Tpk (I-95)
SecaucusRoute 495
North BergenRoute 495
Union CityRoute 495
WeehawkenRoute 495, Lincoln Tunnel
enters New York (NY 495)

US 611

US 611 entered New Jersey between 12/16/1953 and 4/1965. It crossed the Portland-Columbia Bridge (now
94) and went northwest on what is now I-80 through the Delaware Water Gap and back into Pennsylvania. US 611 lives on in PA as PA 611, and leaves a shield on the ramp that carries 94 southbound onto the bridge.

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I-676 is a freeway through Camden. The original number for this freeway was
I-80S, which was later renumbered I-76 in 12/1964. At that same time, what is currently I-76 west of the I-676 split was then numbered I-676. Because Pennsylvania was having trouble completing the Vine Street Expressway, in 1/1973 it decided to swap I-676 and I-76 to their present configuration. New Jersey ended I-676 in the middle of the Ben Franklin Bridge, anticipating Pennsylvania's expressway completion. However, PA was unable to connect the finished roadway to the bridge, leaving ramps to and from surface streets in order to complete the connection. Moreover, because of this, Pennsylvania's I-676 ends at I-95, leaving New Jersey's hanging.

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History (Steve Anderson)
History (Ben Franklin Bridge) (Steve Anderson)

ends at Walt Whitman Br/I-76 Connector (I-76/76C)
CamdenNorth-South Fwy, Ben Franklin Br
enters Pennsylvania (US 30)


I-680 was the original number for what became
I-676 (now I-76 from the Walt Whitman Bridge to I-676) in 12/1964.


I-695 was a proposed connection between the unbuilt Somerset Freeway (
I-95) west of New Brunswick and I-287. It was born in 1968, becoming the western leg of a wye. It died along with the Somerset Freeway in 1985.

History (Steve Anderson)


700 is the secret number for the New Jersey Turnpike south of the Pennsylvania Extension. The Turnpike had originally been planned as two untolled freeways,
100 and 300. When New Jersey ran out of money to build them, it formed the Turnpike Authority to create a long toll road. They obliged, and by 1952, the entire Turnpike was open as secret route 700. There were two spurs, the Pennsylvania Extension (700P) and the Newark Bay Extension (700N). Another proposed spur, originally S100, never materialized.
In 1958, the Interstate system was finalized, and New Jersey's plan brought I-95 onto the Turnpike at Exit 10, along current I-287. Thus 700 was truncated to that exit, and I-95 took over from there northward. In 1964, after a plan to extend the Turnpike all the way into New York failed, I-95 was at least extended to the Bergen-Passaic Expressway (I-80), taking George Washington Bridge traffic off of four-lane US 46. Between 1955 and 1990, the Turnpike was widened from four to between six and twelve lanes, from Exit 4 (6) through Exit 8A (4 local, 6 express), through Exit 9 (6/6), up to Exit 14.
The Somerset Freeway died in 1985. I-95 was gradually extended south after that, ultimately arriving at 700P, and taking that over to the Pennsylvania line. That is when 700 reached its current length.

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History (Steve Anderson)

ends at I-295 and Shell Rd/N Broadway (I-295/US 40 and US 130/49)
PennsvilleNew Jersey Tpk
Carneys PointNew Jersey Tpk
OldmansNew Jersey Tpk
PittsgroveNew Jersey Tpk
WoolwichNew Jersey Tpk
East GreenwichNew Jersey Tpk
West DeptfordNew Jersey Tpk
Woodbury HeightsNew Jersey Tpk
DeptfordNew Jersey Tpk
RunnemedeNew Jersey Tpk
BellmawrNew Jersey Tpk
RunnemedeNew Jersey Tpk
BellmawrNew Jersey Tpk
BarringtonNew Jersey Tpk
LawnsideNew Jersey Tpk
TavistockNew Jersey Tpk
LawnsideNew Jersey Tpk
Cherry HillNew Jersey Tpk
Mount LaurelNew Jersey Tpk
WestamptonNew Jersey Tpk
BurlingtonNew Jersey Tpk
SpringfieldNew Jersey Tpk
MansfieldNew Jersey Tpk
ends at New Jersey Tpk Pennsylvania Extension (I-95)


700N was the secret number for the New Jersey Turnpike Newark Bay Extension, which became part of
I-78 once the Interstate system was created. However, 78 was not signed on the Extension until the link through Newark was completed in 1977, so it's possible 700N stuck around until then.

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700P was the secret number for the New Jersey Turnpike Pennsylvania Extension, which eventually became
I-95. See the 700 entry above for history.

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807 was a proposal by NJDOT to extend north from
I-95 (Somerset Freeway) where it would have met I-287 in South Plainfield. 807 would have headed northwest until finding the Passaic River, then generally north along the river toward 23. An alternate alignment would have taken it west toward Bound Brook and 18's northern terminus instead, linking with I-695. The ultimate tie-in point was, at least in 1969, pegged at the western beginning of 14, which would have made a full freeway bypass of the tolled NJ Turnpike in combination with a completed I-95. The Herald-News shows 807 as a proposed I-695 in a 1968 application from NJDOT to FHWA, which may have followed the alternate alignment and could potentially have been built alongside the eastern 807 branch as well. It appears to have dropped off the state's High-Priority List by 1972 per the Courier-News.


821 was proposed by NJHA to siphon truck traffic off of
444 south of where it was then banned (now Exit 98). It would have paralleled US 9 from the 444 junction north of Toms River (Exit 83) to 440 in Edison. The concept, known as the Garden State Thruway, would have been a toll road, initially estimated at $34 million to construct in 1965 and later increased to $124 million by 1968. One of the issues that killed it was NJHA's inclusion of language to toll existing free sections of 444, but a 1969 feasibility report held negative prospects for the road. It spiritually lived on for some years as the Alfred E. Driscoll Expressway, which also never saw the light of day.


I-895 was a proposed freeway that would have replaced the Burlington-Bristol Bridge (

History (Steve Anderson)

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