5
5 runs west from Edgewater, as the old (pre-George Washington Bridge) alignment of what is now US 46, junctioning that road just west of US 1/US 9. Until some time in 2000 or 2001, it used to extend a couple blocks south on River Rd (CR 505) at the east end to the old ferry docks just south of Dempsey Ave. In the original route numbering scheme, 10 was defined in 1916 to run from Paterson to the New York ferry at Edgewater. NJDOT soon took over the old Patterson & Hackensack Turnpike (Paterson was indeed spelled with two t's in the 19th century) and the Hackensack & Hoboken Turnpike (Bergen Turnpike), from the Passaic River on the east edge of Paterson to Ridgefield. From Ridgefield to Edgewater, NJDOT built and upgraded a route winding down the Palisades to the ferry. Here is the info I have on construction dates:

section	location	date	what it was previously
(10) 2	Edgewater Ave (Bergen Turnpike) to Central Blvd	3/9/1920	Broad Ave south of the split, new east of the split
(10) 1	Central Blvd to ferry docks	7/11/1918	Central Blvd for the block west of Anderson Ave, Palisade Ave along it, new elsewhere

In 1927, 10 was replaced by 5, which had mostly the same route until Hackensack. From there, the original 10 headed east on Main St to Fort Lee, but 5 followed what became US 46 down Hudson St to Bergen Tpk along a previously named trail, then north along US 1/US 9 to its current alignment. Both 10 and 5 likely ended in the same place at the Edgewater ferry. The former alignment of 10 would become S5 west of Ridgefield and part of 1 north of Ridgefield. Large portions of 5 would run concurrently with the proposed 6, with multiplexes from Paterson to the Saddle River and Little Ferry to near Grand Ave in Palisades Park. In between, 6 would bypass Hackensack to the south.
In 1929, many routes, including 5, were modified. Former 10 would no longer be state-maintained west of Ridgefield. A short section from Ridgefield to the split with Broad Ave would remain 1, and the rest of former 10 would be the full length of 5. S5 was also modified; it would serve the same purpose, but would run along Grand Ave rather than the old Bergen Turnpike. A 1931 New York Times article implies that 5 was marked west from Ridgefield at least to 2 at Teterboro, splitting from pre-1927 10 at Little Ferry and running roughly along the planned alignment of 6 [NYT 11/8/1931, p. XX6]. A 1930 article has it going along pre-1927 10 to Hackensack [NYT 12/21/1930, p.121]. 5 was probably marked to Paterson at least until 6 was finished on 12/1/1937, which agrees with the routing shown on the 1938 and 1949 Bergen County maps (the 1949 one may just be failure to edit). In the 1953 renumbering, 5 kept the same route.

ROUTE No. 5. PATERSON TO EDGEWATER, via Maywood, Hackensack, Little Ferry, Ridgefield, Fort Lee to Ferry Plaza at Edgewater. L. 1927, c. 319. ROUTES NO. 5 AND S-5. Ridgefield to Edgewater. Beginning at Ridgefield and terminating at the Ferry plaza in Edgewater with a spur connecting Route No. 5 with Route No. 1 in Ridgefield and Fairview. L. 1929, c. 126, p. 215, s. 5. 5: From junction of Route U. S. 1 (former Route 1) Ridgefield, via former Route 5 to Fort Lee Ferry. 1953 renumbering

Left: NJ 5 in 1927.

Photos
End photos

ends at Broad Ave (US 1/US 9)
Ridgefield Park	Route 5
Palisades Park	Route 5
Fort Lee	Columbia Ave, Route 5, Glen Rd, Central Blvd, Palisade Ave, Route 5
Edgewater	Route 5
ends at River Rd (CR 505)

5N
In the original system, 5 went from Delaware (on the Delaware River south of the Water Gap) east to Denville, south to Morristown, and east to Newark. Most of this was numbered as a new route in the 1927 renumbering (6 west of Denville, 32 from Morristown north to Morris Plains, and 24 from Morristown to Newark), but the part from Morris Plains to Denville was bypassed by 32 in favor of a more easterly alignment (which was never taken over by the state but is now US 202).
The whole section of 5 that became 5N was taken over by the state on 5/1/1919 as section 1A. In 1927, when the routes were renumbered, and a new 5 was formed, the section of former 5 that was unused was renumbered to 5N, the N standing for north (which some of the later pre-1927 routes used as a suffix). When the bypass of Denville center on 6 was built, the north end of 5N was NOT truncated south a block to the ramps to the new alignment of 6 (now US 46), but remained at the original highway (Bloomfield Avenue). In the 1953 renumbering, 5N was renumbered to 53.

ROUTE No 5--NORTH (1917). MORRIS PLAINS TO DENVILLE. L. 1927, c. 319.

S5
S5, a spur connecting 5 to the newer 6, was taken over by the state in 1931, running the short distance from the split with 1 at Ridgefield north to the overcrossing of 6. See 5 for a bit more history of S5. S5 was renumbered in the GR to 93, still running only north to US 46. In 1954, Grand Ave from US 46 north to 4 was taken over from Bergen County, after having been built by the State Highway Department in 1931, and 93 was extended north to its current end at 4.

ROUTE No. S-5. CONNECTING ROUTE NO. 5 WITH ROUTE NO. 1 in Ridgefield and Fairview overpassing Northern Railroad at Ridgefield. L. 1927, c. 319.
ROUTES NO. 5 AND S-5. Ridgefield to Edgewater. Beginning at Ridgefield and terminating at the Ferry plaza in Edgewater with a spur connecting Route No. 5 with Route No. 1 in Ridgefield and Fairview. L. 1929, c. 126, p. 215, s. 5.

6
6 ran east-west across the northern part of the state, replacing parts of original routes 5, 12, and 10. 5/12 originally went through Dover and Rockaway along Blackwell St and current 513 to E Main St. The Rockaway bypass was already under construction in the 1920s, so 6 may have already been on the modern route in 1927. However, the bridge across 15 into Dover was not built until 1929, completing the modern route of US 46. One of the two modern carriageways through Fairfield was constructed in 1927, taking 12 off of Fairfield Rd, Little Falls Rd, and Union Blvd just before it became 6. In 1936, US 46 was assigned to what was completed of 6, including a single carriageway through Fairfield, with the rest being rerouted in the early 1940s as 6 was completed. In the GR, 6 was removed and US 46 remained. The US 46 entry has historical info. Below is a table of when each section was built:

section	location	date	what it was previously
(5) 11	Delaware River to Manunka Chunk Rd	1/15/1920? 10/22/1919?
(5) 17	Manunka Chunk Rd to 31	1/15/1920
(5) 18	31 to Hope Rd	1/15/1920
(5) 8	Hope Rd to Hackettstown	1/15/1920
(5) 9	in Hackettstown	1/15/1920
(5) 2	Hackettstown to Landing Rd	1/15/1920
Most information east of Landing Rd is not in the SLDs, so I only have some sections:
(12) 8	including Pine Brook	1/15/1920
	62 to Piaget Ave?
	Piaget Ave? to 21
	20 to 17	12/1/1937
	Bergen Tpk, Little Ferry to Broad Ave, Palisades Park		new
1/2	Broad Ave to Palisades Blvd, Palisades Park	1931	new
3	Palisades Blvd, Palisades Park to Fort Lee Rd, Fort Lee	1931	new
6	Fort Lee Rd to George Washington Bridge Approach, Fort Lee	1933	new
	George Washington Bridge (also 4)	10/25/1931	new

Below is a table of bridges along 6:

milepost	structure #	crossing	date
32.25	1408153	Landing Rd	1934
37.91-37.97	1409155	Blackwell St/Rockaway River/RR	1929
38.12-38.17	1409156	RR/15	1929
43.03	1410150	53	1941
43.40	1410151	Den Brook	1941
50.37	1410157	Rockaway River	1940
51.43	1410158	Passaic River branch	1940
51.54	1430150	159	1940
51.85	1410159	Passaic River	1940
53.10	0722150	Little Falls Rd	1952
53.40	0722151	Horseneck Rd	1952
53.92	0722152	Hollywood Ave	1952
54.48	0722155	Fairfield Ave ramp	1951
54.99	0722156	Two Bridges Rd	1950
55.45 EB	0722157	Passaic River	1927
55.45 WB	0722152	Passaic River	1951
55.61	1604411	West Belt	1967
55.98	1604158	23 south	1967
56.17	1606174	RR	1967
56.34 WB	1606175	23 south ramp	1967
56.37 EB	1606176	23 north	1967
56.37 WB	1606177	23 north	1967
57.02	1606156	Riverview Dr	1948
57.58	1606157	Union Blvd/62	1948
57.90	1606158	Riverview Dr/Passaic River	1939
58.04	1606159	McBride Ave	1939
58.29	1606160	Peckmans Brook	1939
58.73	1606163	Browertown Rd	1939
59.06	1606165	Lower Notch Rd	1939
59.34	1606167	Rifle Camp Rd	1939
60.06	1606172	Valley Rd	1939
60.24	1607151	3	1939
60.91	1607152	Van Houten Ave	1939
61.09	1607153	Grove St	1939
61.30	1607154	Broad St/19	1939
61.60	1607156	RR	1939
61.69	1607157	RR	1939
61.75	1607158	Paulison Ave	1939
62.36	1607160	Piaget Ave	1940
62.53	1607161	Main Ave	1939
62.70	1607162	RR	1939
63.00	1607163	Lakeview Ave	1939
63.27	1607164	Randolph Ave	1939
63.85 EB	1607166	20	1936
63.85 WB	1607167	20	1936
63.95	1607168	Passaic River	1937
64.07	0220150	507	1939
65.26	0220153	Midland Ave	1936
65.40	0220154	RR	1936
66.03	0220155	Outwater Ln	1936
66.51	0220157	Saddle River	1936
66.56	0220158	Main St	1936
67.62	0220161	Valley Blvd	1936
67.91	0221150	Terrace Ave	1936
68.01	0221151	17 south	1936
68.11	0221152	17 north	1936
68.21-68.27	0221153	RR/Green St	1934
70.20-70.42	0221155	Hackensack River/RR/West Shore Ave	1934
70.68	0221156	Teaneck Rd	1934
71.31	0222150	Overpeck Creek	1928
71.53	0222151	RR	1930
71.65	0222152	93/501	1930
71.84	0222153	Broad Ave	1929
71.98	0222154	Roff Ave	1931

ROUTE No. 6. HUDSON RIVER BRIDGE PLAZA TO DELAWARE, via Bridge Plaza, Palisades Park, Ridgefield Park, Little Ferry, Hasbrouck Heights, Paterson, Caldwell, Dover, Netcong, Hackettstown, Buttzville and Delaware. L. 1927, c. 319.
ROUTE NO. 6. Hudson river bridge plaza to Delaware. Beginning at the Hudson river bridge plaza by way of Palisades Park, Ridgefield Park, Little Ferry, Hasbrouck Heights, Paterson, Caldwell, Dover, Netcong, Hackettstown, Buttzville and Delaware. L. 1929, c. 126, p. 215, s. 6.

6A
6A connected 6 in Dover to S31 (US 206) northeast of Newton. It became 15 in the GR.

ROUTE NO. 6A. Beginning at a point on Route No. 6 in Dover, Morris county, thence passing through the vicinity of Berkshire Valley, Hurdtown, Woodport and Sparta, connecting with Route No. S31 at Ross' Corner at Lafayette. L.1938, c. 47, p. 125, s. 1.

6M
In 1941, a new bypass section of 6 (US 46) was built west of the Caldwells and Fairfield. The old route became 6-M, and later 159 in the GR.

S6
S6 replaced the eastern end of pre-1927 12 starting along Union Blvd in Totowa and became 62 in the GR. Go to that page for info. According to the New York Times, S6 was at one time signed to the junction with Bloomfield Ave (9) at Pine Brook, where it became 6 [NYT 6/5/1932, p.XX5], but that doesn't seem realistic. That would suggest that when 6 was moved onto the modern alignment, S6 could have been left on the original 12 along Fairfield Rd to Little Falls Rd for a handful of years. 12 extended into downtown Paterson and S6 may have originally ended there as well, but was later truncated to the city line.

ROUTE NO. S-6. Beginning in the city of Paterson, extending in a southwesterly direction by way of Totowa, Little Falls Station on D. L. and W. railroad, and connecting with Route No. 6 in the vicinity of Caldwell township. L. 1929, c. 126, p. 215, s. 6.

7
7 runs northwest from Jersey City to the Newark area, and then north along the west side of the Hudson River toward Passaic. There is a gap at the Passaic River, where the part of 7 signed east-west (Hudson County) ends at the county line, while the part signed north-south (Essex County) runs on Washington Avenue west of the river. Simply closing the gap wouldn't solve the problem, as the second section begins at the Newark border, south of where the first section would join in. In the 1929 definition below, 7 was intended to run along the west bank of the Passaic River, cross on Rutherford Avenue (S3), and continue north on River Road to meet the proposed 3 alignment in Wallington. The western part of this matches 1939 19, which later became 21, so this may have been a proposed routing. Contemporary maps continue to show 7 heading west on Belleville Pike, north on its current alignment, and into Passaic, perhaps a temporary routing (using 11N) until the new one could be built. Interestingly, the 1938 and 1949 Bergen County maps show 7 on Rutherford Ave west of 2 (later incorporated into S3), but this may be a mapping error as 7 probably never continued east of River Rd. Once 19 was designated, it appears 7 officially absorbed 11N, thus creating the current discontinuity between western and eastern segments.
7 is signed on 3 even though it ends south of 3 at the Essex-Passaic County border; 7 extended north to Passaic at one time. 7 is signed east-west east of the Passaic River (section 1), north-south north of the river (section 2, but it is signed connecting the sections), and apparently east-west north of where it turns from Washington Ave onto Kingsland Ave (though the signs here tend to lack directional banners).

ROUTE No. 7. PATERSON TO JERSEY CITY, via Clifton, Passaic, Nutley, Belleville, Kearny and Jersey City. L. 1927, c. 319.
ROUTE NO. 7. Beginning on Route No. 25 in Jersey City, running northwesterly through Kearny, North Arlington, crossing the Passaic river in the vicinity of Belleville and connecting with Route No. 9 and continuing northerly along the west bank of the Passaic river in Nutley, intersecting Route S-3 in the vicinity of Clifton, still in a northerly direction on the east side of the Passaic river through Rutherford and East Rutherford, intersecting Route No. 3 in Wallington. L. 1929, c. 126, p. 215, s. 7.
ROUTE NO. 7, Extension. Extending Route No. 7 from the intersection of said route with Route No. 3 in Wallington but direct to the intersection of Route No. 6 in East Paterson. L.1949, c. 175, p. 565, s. 1.
7: From junction of Route U. S. 1 Truck (former Routes 1 and 25) at Wallis Avenue, Jersey City, via former Route 7 (Newark Turnpike and Belleville Turnpike) to Belleville, and via Washington Avenue to Nutley. 1953 renumbering.

Photos
End photos
Wittpenn Bridge History (Steve Anderson) - The Wittpenn Bridge carries NJ 7 across waterways in the Meadowlands.

ends at US 1-9 Truck
Jersey City	Newark Tpk
Kearny	Newark Tpk, Belleville Tpk
[Kearny](N. Arlington)	Belleville Tpk
Belleville	Rutgers St.
ends at Route 21 (21)
ends at Newark/Belleville Line (Second River)
Belleville	Washington Ave
Nutley	Washington Ave
Clifton	Washington Ave, Kingsland Rd
Nutley	Kingsland St, Cathedral Ave
ends at Essex/Passaic county line

8
8 ran from south of Columbia northeast to Newton, ending at 6 in Delaware at the Delaware Bridge. This became part of 94 in the GR to match NY 94. US 46 followed the southern part of 8 until 1941, when it was moved to cross into Pennsylvania on 6 instead. Just after the GR, US 46 was moved back onto its old alignment to end at US 611 at the new Columbia bridge, and what is now 94 was truncated to US 611 as well (the modern I-80 interchange). When US 611 was moved back into PA, 94 was extended back to cross at just about the same point as original 8 (the original bridge is now replaced by a pedestrian-only span).

ROUTE NO. 8. DELAWARE TO NEWTON. Beginning at a point in Route No. 6 in or near the town of Delaware and running thence in a northerly direction passing through the vicinity of Columbia and Hainesburg through Blairstown and ending in Newton at Route No. 31. L. 1927, c. 319.

Photos
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8N
8N was given to part of what was 8 before the FR, from Sussex to the NY state line. In March 1942 (NY Times, 3/20/42), 8N was renumbered 84 to match NY 84. This is now 284 to match NY 284, which was renumbered around 1966 to avoid confusion with I-84, which 284 intersects.

US 9
US 9 runs from Cape May (on the ferry to Lewes) to New York City (on the George Washington Bridge). Before the GR, it was 4 from Cape May to South Amboy, 35 from South Amboy to the merge with US 1, 25 from there to Jersey City, 1 to I-95, and 4/6 to the NY state line. Those pages contain histories of those sections of US 9. The whole route north of Woodbridge is multiplexed with US 1, and is usually referred to as "1&9". There are many US 1-9 and 1&9 shields; NJDOT seems to vacillate between using each style. See the US 1 entry for history and links for the combined section.
Originally US 9 ended at US 30 in Absecon, though it may have multiplexed into Atlantic City on county-maintained roads. It went north on what's now 157 into current US 9. Before 1927, US 9 followed 4, which stayed 4 as far as Lakewood, but became 35 east of there, turning north at Point Pleasant. At Brielle, the not-yet-built alignment of 35 continued to the northwest, and US 9 turned north with 4N, which was also part of pre-1927 4. US 9 and old 4 rejoined 35 at Eatontown, where 4N ended, and then continued north with 35 through Keyport to its end in downtown South Amboy. From there to Rahway, US 9 and pre-1927 4 followed 4.
Deviations from the current alignment, besides those above, occurred at 166 and 167. Short deviations from the route above were at Kings Hwy/Old Country Rd in Middletown and Atlantic St-Main St-Front St-Amboy Rd thru downtown Keyport. The final deviation is South Amboy to Woodbridge, where US 9 used Main St and current 35, until swapping in the GR.
The last section of 4 between Lakewood and South Amboy, via Matawan, opened in 1929, and US 9 was rerouted from its alignment along the shore (US 9 may have moved to 35 between Belmar and Eatontown in 1928). When 4 was realigned between Freehold and Cheesequake in 1942, US 9 followed.
Until about 1930, US 9 was split into US 9E and US 9W north of Edgewater. This splitting point moved a couple times after US 9E became US 9. More information is in the US 9E and US 9W entries.
Also until about 1930 (probably a bit after the above split), US 9/9E crossed into NJ on the Edgewater ferry. It went west on 5 to what's now US 1/US 9, and south to join US 1 in Jersey City (which came from the Holland Tunnel and is now 139).
A 1931 map shows US 9 heading north from Fort Lee on current US 9W, originally 18N. The exact alignment stayed on Broad Ave until Palisades Blvd, where it turned east and then north somehow into the current alignment (which is now also US 1 and US 46). It then headed down the George Washington Bridge approach to Central Rd, where it headed north into 6th St, then west on Bayview Ave and north on current US 9W. NJ signage for US 9 (or 9E) and US 9W thus disagreed with New York's signage for the same, which is to say along the current routes (except US 9 would not have originally been signed in New York City). Another northern route involves US 9 forking onto Grand Ave. in Ridgefield; this was unassigned in the 1927 system but became S5 in the 1929 revisions. However, S5 ended at 6, and, north of there, US 9 left the state route system. From Englewood, where Grand Ave crosses 4, north to the state line, US 9 followed what was planned in 1927 as 1 (1 was moved east in 1929), and the county-maintained road via Tenafly, Cresskill, and Demarest to the state line at Rockleigh. Between 1931 and 1934, New Jersey renumbered US 9 north of Jersey City to US 9W to match New York.
From the New York side, US 9 did not go over the GWB when it opened on 10/25/1931. Instead, it went through Manhattan and Staten Island to the Outerbridge Crossing, and along S4 (now 440) to rejoin 4 (now 35). Some time before 1934, US 9 was rerouted through NYC to join with US 1, and stayed with US 1 through the Holland Tunnel until Woodbridge. Later changes were all made concurrently with US 1, so post-1934 history north of Woodbridge is on in the US 1 entry.
In the mid-1930s US 9 was extended south to Cape May; this was along current US 9 and 109. The 157 section was dropped from US 9 at this time, becoming S4. In 1971, US 9 was rerouted onto the Cape May-Lewes (DE) ferry, though the road had been open since 1964; it has always been under the jurisdiction of the Delaware River & Bay Authority. In 1974, the old route into Cape May became 109. Some time before 1934, US 9 was rerouted onto a shorter alignment between Lakewood and South Amboy; this alignment is now US 9, except for between Freehold and Cheesequake, where it is 79 and 34. The old alignment of US 9 became 35. In 1942, the new route between Freehold and Cheesequake was built. The old road became 4A.
The Victory Bridge over the Raritan River (now 35) opened on 6/24/1926. The previous bridge connected Scott St in South Amboy to Sheridan St in Perth Amboy. US 9, if it was signed at all, entered South Amboy from the south on Pine St (which is now a split from 35). It turned right at Bordentown Ave and left on Stevens St. From there it either went along Stevens St to Scott St, or bypassed the area on Main St to Scott St (more likely). In Perth Amboy, US 9 used Sheridan St to the end at Market St, then east to Prospect St, north to New Brunswick Ave, west to Amboy Ave, and north into current 35 in Woodbridge. When the new bridge was built, US 9 was rerouted to use Main St into current 35 over the new bridge and into Perth Amboy.
In 1937-40, the new alignment was built from South Amboy to Woodbridge. This was numbered as an extension of 35; 4 stayed on the old alignment, which is now 35 (US 9 and 35 switched in the GR). In 1953, the Toms River bypass opened, with old US 9 becoming 166 and, at one point, Alt. US 9. This later became part of the Garden State Pkwy (444), but US 9 stayed on it. On 8/28/1954, the Mullica River bridge was bypassed by the Garden State Pkwy (444). US 9 was rerouted on it, the old bridge was closed, and the old route, now two dead ends, was renumbered as 167.

U. S. 9: From Cape May, via former Route 4 to South Amboy, via former Route 35 over Edison Bridge to Woodbridge, to junction with Route U. S. 1 (former Route 25), then coincident with Route U. S. 1 (former Route 25), to George Washington Bridge. 1953 renumbering

Photos
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History (Atlantic County) (Steve Anderson)
History (Monmouth County) (Steve Anderson)

enters Delaware (US 9)
Lower Twp	ferry, Lincoln Blvd, Sandman Blvd, Route 9
Middle Twp	S Shore Rd, S Main St, N Main St, Route 9
Dennis	Route 9, Shore Rd
Upper Twp	Route 9, Shore Rd, Route 9, Somers Point Br
Egg Harbor	Somers Point Br
Somers Point	Somers Point Br, New Rd
Linwood	Route 9
Northfield	New Rd
Pleasantville	Route 9, N New Rd
Absecon	S New Rd, N New Rd, E Wyoming Ave, N Shore Rd
Galloway	S New York Rd, N New York Rd
Port Republic	New York Rd, Route 9, Garden State Pkwy
Bass River	Garden State Pkwy, Route 9
Little Egg Harbor	Route 9
Tuckerton	W Main St, E Main St
Little Egg Harbor	Route 9
Eagleswood	Main St
Stafford	S Main St, N Main St
Barnegat	S Main St, N Main St
Ocean	Route 9
Lacey	S Main St, N Main St
Berkeley	Route 9, Atlantic City Blvd
Beachwood	Atlantic City Blvd, Parkway Access
South Toms River	Parkway Access, Garden State Pkwy
Berkeley	Garden State Pkwy
Dover	Garden State Pkwy, Lakewood Rd
Lakewood	River Ave, Madison Ave
Howell	Route 9
Freehold Twp	Route 9
Freehold Borough	Route 9
Freehold Twp	Route 9
Manalapan	Route 9
Marlboro	Route 9
Old Bridge	Route 9
Sayreville	Route 9
South Amboy	Upper Main St, Route 9
Sayreville	Route 9
Woodbridge	Route 9, Route 1
Rahway	Route 1
Linden	Edgar St, Carlton St
Elizabeth	Carlton St, Route 1, Spring St
Newark	McCarter Hwy, Pulaski Skyway
Kearny	Pulaski Skyway
Jersey City	Pulaski Skyway, Tonnelle Ave
North Bergen	Tonnelle Ave
Fairview	Broad Ave
Ridgefield	Broad Ave
Palisades Park	Broad Ave, Route 46, Bergen Blvd
Fort Lee	Bergen Blvd, Route 46, George Washington Bridge
enters New York (US 1/US 9/I-95)

Alt. US 9
166 was cosigned with Alt. US 9 for a while (at least through 1960) after US 9 was moved to the Garden State Pkwy (444).

Business US 9
See Bus. US 1 (part 2, or what became 139). Bus. US 9 was removed from this route before Bus. US 1 was, because New York took NY 9A out of the Holland Tunnel before it took NY 1A away.

US 9E
Until around 1930, US 9 was US 9E from the split with US 9W. This route always crossed into NYC at the Edgewater Ferry; the whole route was what's now 5 east of 67 (which was US 9W).

End photos

US 9 Truck
See US 1 Truck.

U. S. 9 Truck: Same as Route U. S. 1 Truck. 1953 renumbering

US 9W
US 9W goes north from Fort Lee along the west side of the Hudson River. It is paralleled by the Palisades Interstate Pkwy (445), which bans trucks. Until recently, US 9W was a heavy interstate truck route, but a recent law restricts through trucks to the national network of truck routes, so US 9W now serves mostly local traffic.

Originally, US 9W followed what is now 93 north from US 1/US 9 and then up CR 501, perhaps waiting for 1 to be built by the state. US 9W was then rerouted to begin at what's now the 5/67 intersection, going north on 67 and current US 9W. Around 1930, US 9W was extended south on what had been US 9 to Perth Amboy. US 9 was rerouted through Staten Island via the Outerbridge Crossing, and US 9W ended at what's now the 35/184 intersection.

Some time before 1934, US 9W was truncated once more to the Tonnele Circle, where US 1/US 9 came from the Holland Tunnel on current 139. In the mid-1930s, US 9W was truncated to Fort Lee, at its current end, when US 9 was routed onto the George Washington Bridge. In 1932, the route on Fletcher Ave in Fort Lee was built; before that US 9W used 67 north of the GWB approach. A 1934 map shows this road as still being proposed; this is likely an error.

U. S. 9W: From junction of former Routes 1, 4 and 6 west of George Washington Bridge Plaza, via former Route 1 to New York State line, near Sparkill. 1953 renumbering

Photos
End photos

ends at I-95/Route 46/Route 4 (I-95/US 1/US 9/US 46/4)
Fort Lee	Fletcher Ave, US 9W, Lemoine Ave
Englewood Cliffs	Sylvan Ave
Tenafly	Palisades Blvd
Alpine	Palisades Blvd
enters New York

9
9 ran from 159 (old 6) southeast on Bloomfield Ave and Belleville Ave to 7. A 1932 New York Times article implies that 9 extended east on what was later 7 to Jersey City [NYT 6/5/1932, p. XX5]. A post-1951 map shows 9 west along 6M to the realigned 6 while a 1947 map shows 9 on 6M north instead, which implies a possibility that 6M was not a signed designation and 9 was unofficially signed along it for continuity. All of 9 is now CR 506.

ROUTE NO. 9. BELLEVILLE TO PINE BROOK BRIDGE by way of Belleville, Bloomfield, Montclair, Verona and Caldwell to Pine Brook bridge. L. 1927, c. 319.

10
10 connects the Netcong area to near Newark. At one time it went east on Park Ave into Newark, and then current 508 and 7 to end at US 1/US 9 at Tonnele Circle. There were plans for a tunnel through First Mountain and a routing around downtown Newark and Kearny to 7 in the 1920s-1930s, which may be why state maintenance ends at Prospect Ave. I-280 may have evolved from this concept. It was also planned to go to the Lincoln Tunnel at one time (including 1939). In 1952, a spur was added to the proposed route, down Orange Road through Montclair into Orange; four-lane divided Thomas Blvd may have been part of this route. The 1952 amendment, though, does not give an accurate route for 10, almost conforming to Eagle Rock Ave (Essex CR 611) instead.

ROUTE No. 10. JERSEY CITY TO DOVER, via Kearny, Harrison, Newark, westerly through Essex County into Morris County thence via Hanover, Whippany and Littleton to Route No. 6 at or near Dover. L. 1927, c. 319.
ROUTE NO. 10. Jersey City to Dover by way of Jersey City, Kearny, Newark, and thence in a generally westerly direction through Essex County into Morris County, and thence by way of Hanover, Whippany and Littleton in a generally westerly direction to connect with Route No. 6 at or near Dover. L. 1929, c. 126, p. 215, s. 8.
ROUTE NO. 10. Jersey City to Ledgewood by way of Jersey City and Kearny, crossing the Passaic river at Kearny, thence by way of Newark, Belleville, Bloomfield, Glen Ridge, Montclair, West Orange and a line roughly conforming to and in the general direction of the present boundary between the Borough of Roseland and the Township of Livingston, into Morris county, and thence by way of Hanover, Whippany and Littleton in a generally westerly direction to connect with Route No. 6 at or near Ledgewood with a spur commencing in the vicinity of Orange Road in Montclair, and thence generally in a southerly direction through the City of Orange and the City of East Orange in the vicinity of the boundary line between said cities connecting with the route established by section three of this act in the vicinity of Oakwood Avenue in the City of Orange. Amended by L.1952, c. 289, p. 976, s. 1, eff. May 23, 1952.
10: From junction of Route U. S. 46 (former Route 6) at Ledgewood, via former Route 10 to Prospect Avenue, West Orange. 1953 renumbering

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ends at Route 46 (US 46)
Roxbury	Route 10
Randolph	Route 10
Denville	Route 10
Parsippany-Troy Hills	Route 10
Hanover	Route 10
East Hanover	Route 10
Livingston	W Mount Pleasant Ave, E Mount Pleasant Ave
West Orange	Mount Pleasant Ave
ends at Prospect Ave (CR 577/677)

10N
10N is a remnant of pre-1927 10. 5 was meant to take over all of 10 from Paterson eastward, but in 1929 was truncated to Ridgefield. The remainder of the route (from Paterson to the Hackensack line) apparently remained as 10N into the 1930s, likely 1937 when 6 was completed east of Paterson and US 46 was fully moved onto it, at which point 5 died a quiet death on Market St.

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