91
91 runs southwest from New Brunswick. It was 26A pre-GR, and signs (but not maintenance) may once have continued to 27, though whether they did so after the GR is unknown.

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ends at Route 1 (US 1)
North Brunswick	Jersey Ave
New Brunswick	Jersey Ave
ends at Van Dyke Ave

92
92 is a proposed freeway extending 32 west to US 1, though the western end has been alternately proposed as far away as US 206 and as close as US 130. Right now, 92 is on the back burner, as the New Jersey Turnpike Authority, who would build 92 as a toll road connecting to the New Jersey Turnpike (I-95), has prioritized widening the Turnpike between Exits 6 and 8A above building a new traffic shunting road. The original plan for 92 would have gone from 33 near Hightstown to US 206 north of Princeton, as a sort of replacement for the barely-built 64. Part of this was built as 133.

History (Steve Anderson)

93
93 runs north-south near Fort Lee. It was S5 south of US 46 pre-GR; the section to the north was commissioned in 1954. Most of the highway is multiplexed with CR 501, which continues northward as Grand Ave.

End photos

ends at Broad Ave (US 1/US 9)
Ridgefield	Grand Ave
Palisades Park	Grand Ave
Leonia	Grand Ave
Englewood	Grand Ave
ends at Van Nostrand Ave and becomes CR 501

94
94, numbered to match NY 94, runs from Columbia northeast to New York State. Pre-GR it was 8 south of Newton and 31 north of North Church. The section in between wasn't adopted until 5/3/1963, as a bypass was originally proposed, and this was a gap for 31 as well as 94. The 94 corridor was proposed for a freeway at one point, but nothing came of it.

Photos
End photos
History (Steve Anderson)

enters Pennsylvania (1039)
Knowlton	Portland-Columbia Br, Route 46, Route 94
Blairstown	Route 94
Frelinghuysen	Route 94
Fredon	Route 94
Newton	High St, [Park Pl, Main St, Spring St](High St), Water St
Hampton	Route 206, Morris Farm-Lafayette Rd
Lafayette	Morris Farm-Lafayette Rd, Route 15, Lafayette-Franklin Rd
Sparta	North Church Rd
Hardyston	Route 94
Hamburg	Ames Blvd, Vernon Ave
Hardyston	Route 94
Vernon	McAfee-Vernon Rd, Vernon-Warwick Rd
enters New York (94)

I-95
I-95 runs north-south through the state. The original plan was to bring it through Trenton on the Trenton Freeway (US 1) and join it into the Turnpike near Exit 8A. Later on, probably due 8to the substandardness of the Trenton Freeway, I-95 was changed to bypass Trenton to the north. It was planned to leave this northern bypass between current Exits 4 and 5, on the proposed Somerset Freeway. It would have cut north to I-287 at current Exit 4 and then north on the Turnpike from Exit 10; the last few exit numbers on I-287 reflected I-95's proposed mileage until the Somerset Freeway died. For more than 30 years after the Somerset Freeway was killed, I-95 was split up in two sections. The first (called I-95_2 and then 95M by NJDOT) was part of the northern Trenton bypass from the original plan, extended east over what had been I-295 to US 1. I-295 was then extended back over its original routing, and further along I-95 to the PA border, once the direct connection between I-95 and I-276 in Pennsylvania was opened in 2018, eliminating the "95M" route altogether.
Once the Somerset Freeway died, due to community opposition, I-95 was extended down the Turnpike to Exit 8A, in a brief attempt to secure an alternate alignment to the Somerset Freeway that would avoid Somerset County communities, but that died as well in 1985. Finally, I-95 was extended to Exit 6 and along the Pennsylvania Extension (which had been 700P) to end at the PA border, becoming I-276 in PA. This was the second section of I-95 and is now the only section, from that spot on the PA border north to the end of the Turnpike and then across the George Washington Bridge. Until the 1970's, I-95 ended at Exit 68 (the numbers north of the Turnpike reflect the mileage of I-95 had the Somerset Freeway been built), and traffic had to use US 46 to the bridge instead. After being extended north to I-80, I-95 was proposed to have a further northern extension, which was originally planned as S101 and much of which has become the Garden State Parkway (444). South of Exit 6, the Turnpike is still secret route 700.
The NJ Turnpike, in addition to having car and all-vehicle lanes between Exits 8 and 14, also has Easterly and Westerly Alignments between Exits 14 and the northern end of the Turnpike. The Easterly Alignment was built first and so is officially I-95, but is only signed to the Lincoln Tunnel (495) due to the amount of traffic going that way. The Westerly Alignment is officially 95W, but signage on the mainline normally takes through I-95 traffic on the Westerly Alignment. I say "normally" because all signs dealing with split lanes on the Turnpike, whether Inner/Outer Roadways or Easterly/Westerly Alignments, are changeable message signs (CMS's). If there's a problem on either alignment, signs can direct through traffic to the other one, and in the event of a Meadowlands event, the Easterly Alignment frequently does become the through route.

Photos
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History (Trenton section) (Steve Anderson)
History (PA Extension) (Steve Anderson)
History (NJ Turnpike) (Steve Anderson)
History (George Washington Bridge) (Steve Anderson)

The log below only covers what is considered I-95 by New Jersey. The former Trenton section is covered in 95M, and the Westerly Alignment is covered in 95W.

enters Pennsylvania (I-276)
Burlington	New Jersey Turnpike Pennsylvania Extension
Florence	New Jersey Turnpike Pennsylvania Extension
Mansfield	New Jersey Turnpike Pennsylvania Extension, New Jersey Turnpike
Bordentown	New Jersey Turnpike
Chesterfield	New Jersey Turnpike
Hamilton	New Jersey Turnpike
Washington	New Jersey Turnpike
East Windsor	New Jersey Turnpike
Cranbury	New Jersey Turnpike
Monroe	New Jersey Turnpike
South Brunswick	New Jersey Turnpike
East Brunswick	New Jersey Turnpike
Milltown	New Jersey Turnpike
East Brunswick	New Jersey Turnpike
New Brunswick	New Jersey Turnpike
Edison	New Jersey Turnpike
Woodbridge	New Jersey Turnpike
Carteret	New Jersey Turnpike
Linden	New Jersey Turnpike
Elizabeth	New Jersey Turnpike
Newark	New Jersey Turnpike
Kearny	New Jersey Turnpike
Secaucus	New Jersey Turnpike
North Bergen	New Jersey Turnpike
Ridgefield	New Jersey Turnpike
Ridgefield Park	New Jersey Turnpike, I-95
Teaneck	I-95
Leonia	I-95
Englewood	I-95
Leonia	I-95
Fort Lee	I-95, George Washington Bridge
enters New York (US 1/US 9/I-95)

95M
95M was the designation given to the short segment of I-95 north of Trenton that was left when the Somerset Freeway was cancelled. Once the I-95/I-276 interchange was completed in Pennsylvania in 2018, all of 95M (which has previously been I-95_2) became part of I-295. Of course, it had already once been I-295 east of the cancelled Somerset Freeway. See the I-95 entry above for the full history.

Photos
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History (Steve Anderson)

95W
95W is the internal designation for the Westerly Alignment of the New Jersey Turnpike. It is signed for through traffic under normal circumstances, though, making it the de facto I-95. More information can be found above in the I-95 entry.

Photos
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History (NJ Turnpike) (Steve Anderson)

ends at New Jersey Turnpike (I-95)
Newark	New Jersey Turnpike West Leg
Kearny	New Jersey Turnpike West Leg
Lyndhurst	New Jersey Turnpike West Leg
Rutherford	New Jersey Turnpike West Leg
East Rutherford	New Jersey Turnpike West Leg
Carlstadt	New Jersey Turnpike West Leg
Ridgefield	New Jersey Turnpike West Leg
ends at New Jersey Turnpike (I-95)

100
100 was a planned freeway from New Brunswick to the George Washington Bridge, including a spur toward the Holland Tunnel. NJDOT started building it and ran out of money, so the state created the New Jersey Turnpike Authority to build it and the related 300. In 1953, upon completion, the number was changed and the route became 700 (the New Jersey Turnpike), and the spur became 700N. History of the road is in the 700 entry.

ROUTE NO. 100. Beginning at the George Washington bridge and from thence to Route No. 26 in North Brunswick township passing in the vicinity of Ridgefield, North Bergen, Newark, Elizabeth (east of Route No. 25) and Woodbridge; with a branch from the vicinity of Elizabeth across Newark bay to Bayonne. L.1938, c. 50, p. 144, s. 1. Amended by L.1946, c. 57, p. 227, s. 1, effective April 4, 1946.

S100
S100 was to be a spur from 100 in Elizabeth. 164 was eventually constructed along this general path, and then ultimately 81.

ROUTE NO. S-100. Beginning at a point in Route No. 100 in or near Elizabeth and connecting with Route No. 25 in or near Elizabeth. L.1938, c. 50, p. 144, s. 1. Amended by L.1946, c. 57, p. 227, s. 1, effective April 4, 1946.

101
101 was a proposed freeway from Kearny to Hackensack. It was never built, but the New Jersey Turnpike Westerly Alignment was built along roughly the same alignment. A 1942 NJDOT map shows 101 continuing to the NY state line, but on a different alignment from 55 (northern Turnpike extension), possibly meeting NY 304 or NY 45 at the border.

ROUTE NO. 101. Beginning at Harrison avenue, in the town of Kearny, in the county of Hudson and State of New Jersey, and from thence in a general northerly direction through the meadows in the township of Lyndhurst, the borough of Rutherford, the borough of East Rutherford, the borough of Carlstadt, between Moonachie road and the Hackensack river, thence northerly through the borough of Little Ferry to the city of Hackensack, east of Hudson street, thence northerly and generally parallel to the west of the Hackensack river to a connection with Route No. 4 in the city of Hackensack. L.1939, c. 105, p. 386, s. 1. Amended by L.1951, c. 290, p. 1066, s. 1.

S101
S101 would have been a northern extension of 101 from Hackensack. North of Paramus, this was built as part of the Garden State Parkway (444). The Bergen Record (10/17/46) suggests S101 was part of 101 and would have connected to NY 305.

ROUTE NO. S-101. Beginning at a connection with Route No. 4 in the city of Hackensack near the westerly bank of the Hackensack river, thence northerly and generally parallel to the Hackensack river, through the city of Hackensack and the southerly section of the borough of River Edge, crossing the Hackensack river in the vicinity of Howland avenue if extended easterly, thence northerly along the easterly side of the Hackensack river in the borough of New Milford to a point approximately one thousand feet north of River Edge road, thence crossing the Hackensack river to northeast portion of the borough of River Edge and running in a westerly direction through the northeasterly portion of borough of River Edge and to the borough of Oradell, thence westerly and parallel to and in the proximity of its southerly boundary line to the borough of Paramus, thence northerly through the borough of Paramus and the westerly portion of the borough of Oradell, thence again through the northerly part of Paramus, to the southerly portion of Washington township, thence in a northerly direction through the southerly portion of Washington township to and through the boroughs of Hillsdale, Woodcliff Lake and Park Ridge and the northerly portion of Washington township to and through the borough of Montvale to the New York State line in the vicinity of Chestnut Ridge road. L.1951, c. 289, p. 1064, s. 1.

FAI 101-110
These are the Federal Aid Interstate numbers assigned by NJDOT in June 1956, to receive Federal funding under the new Interstate system. In November 1958, AASHTO gave the final numbers, most of which are still in use today. Based on a September 18, 1958 article in the New Brunswick Daily Home News, there was no FAI 106 at all, despite the obvious numbering gap, and instead there was a hitherto-unknown 110. Thanks to Adam Moss for confirming all of this. FAI 105 started out as 3, but with the number of driveways along the western part of that route, along with an argument that a new corridor further south would be more beneficial, a new route was plotted from Parsippany through Newark. FAI 105 was transferred to this new route, most of which was planned as 58, and this became I-280.

101	I-80
102	I-78
103	I-95
104	I-287
105	3 (later I-280)
106	N/A?
107	I-278
108	I-295
109	I-80S
110	I-680

109
109 is old US 9 in the Cape May area. In 1971, US 9 was moved at its south end from the center of Cape May onto a Delaware River & Bay Authority-maintained road to the ferry terminal for the Cape May to Lewes ferry, which is when US 9 appeared in Delaware. It appears that NJDOT waited until 1974 to renumber US 9's old alignment to 109. The county-maintained section (the part in Cape May) is currently signed as CR 633 rather than 109 [Chris Mason]. See the 4 listing for the early history of 109.

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ends at Jackson St
Cape May	Lafayette St
Lower Twp	Lafayette St, Route 109 (Ocean Dr)
ends at Sandman Blvd/Route 9 (Ocean Dr) (US 9)

120
120 is a short route mainly serving Meadowlands Sports Complex. Originally, the section south of CR 503 (the trumpet where it changes direction and becomes Paterson Plank Rd) was part of 3. See 3 for the early history of this road. In the GR it became part of 20. The section northwest of CR 503 along Paterson Plank Rd was taken over by NJDOT on 8/1/1973 as part of 20. The road was renumbered to 120 on 2/20/1988 when it was clear the gap on 20 would not be filled. In 1997, per NJDOT boring logs, an easterly relocation was considered that would take 120 across CR 503 and around the east side of the Meadowlands complex, ostensibly connecting directly with 95W Exit 18W and a slightly modified interchange at 3. See 20 for some more history of this road.

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ends at Route 3 (3)
East Rutherford	Route 120, Paterson Plank Rd
[Moonachie](East Rutherford)	Paterson Plank Rd
ends at Route 17 (17)

US 122
US 122 was signed in 1927 as a spur from US 22 in Whitehouse south to State Road, Delaware. When it was designated, the only portion of the route in New Jersey even planned as a state route was from Lambertville to Flemington, along 29 from Lambertville to Ringoes and 30 to Flemington (at some later point 29 was revised to multiplex with 30 from Ringoes to Flemington). The bridge at Lambertville wasn't on the state system (though it was taken over in 1949 as S29), and neither was the part from Flemington to Whitehouse (which has since become part of CR 523). The map at right shows the routing of US 122, with the proposed alignment to Somerville. History of the state-maintained sections is in the entries for 29 and 30. Before bypasses were finished in 1929, US 122 went through Mount Airy and Flemington. In 1930, US 122 was extended into New York along 32 from Bedminster to Mountain View (which never became state-maintained north of Morris Plains), 23 for a bit at Mountain View, and county roads to the state line at Suffern. Since 29 was not finished between Flemington and Somerville until 1935, 122 either multiplexed with US 22 to 31 or stayed on what is now CR 523 to Bedminster. Also in 1935, US 122 was renumbered to US 202, which may or may not have coincided with the completion of 29. Post-renumbering history is in the US 202 listing.

122
See 28 for the early history of 122, which is a remnant of old US 22 in the Phillipsburg area. In 1940, US 22 was routed off of 28 and onto the new 24 and 28 LINK on the approach to Phillipsburg. The old route, still 28, became Alt. US 22 (which had a change in routing at one point - see that entry for details). Around 1993 [Edward Fitzgerald], the state-maintained section of Alt. US 22 (the part in Pohatcong), as well a bit of the county-maintained section, was renumbered to 122, while the rest was dropped from the state numbered system. The rest of the county-maintained section (from Sitgreaves St to Pursel St/Sawmill Rd) became CR 678.

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ends at Pursel St
Phillipsburg	S Main St
Pohatcong	New Brunswick Ave
ends at Route 22 (US 22)

124
All of 124 was originally 24 east of Morristown (the state-maintained part plus Maplewood); that entry has history of the road. When the new 24 freeway opened in 1974, from Exit 7 (JFK Parkway/River Rd) to I-78, 124 was designated eastward from Exit 7, along the new frontage roads that replaced the original Morris and Essex Turnpike and along the rest of old 24 to the Irvington-Maplewood border. On 11/17/92, when the next section of 24 freeway opened west to I-287, 124 was extended west along the rest of former 24 to Morristown. 24 west of Morristown was decommissioned at this time, and while not officially dead, any further extension of the 24 freeway toward Mendham is unlikely, and 124 would probably not be extended west if it does happen.

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ends at W Park Pl/S Park Pl (US 202/CR 510)
Morristown	South St, Madison Ave
Morris Twp	Madison Ave
Madison	Madison Ave, Main St
Chatham	Main St
[Summit](Millburn)	[S Service Rd, Morris & Essex Tpk](ramp, Morris & Essex Tpk, N Service Rd), Morris & Essex Tpk
Springfield	Morris Ave, [Meisel Ave, Maple Ave](Springfield Ave), Springfield Ave
Union	Springfield Ave
Maplewood	Springfield Ave
ends at Irvington border

129
The first incarnation of 129 was a new freeway north of Trenton, opened in 1961, running from the Scudders Falls Bridge over the Delaware River northeast to Scotch Rd. It was planned east to US 1. By 1974, the road was renumbered to I-95, then became 95M (probably for Mercer) when the Somerset Freeway was cancelled (now I-295). The road currently designated 129 was built along the old Delaware & Raritan Canal right-of-way in Trenton as an arterial connector from downtown to 29, and provided relief during construction of the cut-and-cover tunnel on the 29 freeway. It opened in 1993. Signage from I-195/I-295 multiplexes 129 north with 29 north to their junction, but 129 actually continues south from 29 to end at Lamberton Rd.

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ends at Lamberton Rd
Trenton	Route 129
ends at Route 1 (US 1)

US 130
US 130 goes from Deepwater to south of New Brunswick. This entry deals with where US 130 was signed; details about the sections of road (including realignments) are in the individual entries for the pre-1953 numbers (44 south of Westville, 45 to Camden, 25 to New Brunswick, and 39 and 37 on the original route to Trenton).
US 130 was posted in 1927 as a spur of US 30 from Camden to Trenton. Pre-1927, this was 2. In the 1927 renumbering, it became 25 from Camden to Bordentown, 39 from Bordentown to White Horse, and 37 from White Horse to Trenton, where US 130 probably ended at US 1 at the intersection of Broad St, Warren St, Brunswick Ave, Princeton Ave, and Pennington Ave. US 130 originally entered Camden on Burlington Pike (now Westfield Ave), merged into Federal St, and split to the north onto the Ben Franklin Bridge approach, which used the current location of US 30 and a one-way pair on Linden St and Penn St. US 30 got to the bridge via a one-way pair on Haddon Ave and Broadway, and US 130 ended at US 30 at the plaza for the bridge. The new alignment of 25 in Camden was finished in 1929, leading to a rerouting of both US 30 and US 130. US 130 then ended at US 30 at Crescent Circle.
US 130 was extended north in 1935, running northeast from Bordentown on 25. The section into Trenton became part of the brand-new US 206. US 130 now ended at US 1 south of New Brunswick, where 25 turned onto US 1. It would take until 1938 to extend US 130 north on 25M and city streets to downtown New Brunswick, and due to turn restrictions, an alternate US 130 southbound route was proposed from 27 to Commercial Avenue on Suydam Street in 1946, but it was never designated as a state highway. In 1936, US 130 was extended south along 45 from Crescent Circle to Westville, and 44 from Westville to Deepwater. Based on contemporary maps, it did not end at US 40 where 49 now meets Old Pennsville-Auburn Rd., but instead continued south with US 40 to end at the ferry in Pennsville. The Delaware Memorial Bridge opened on 8/16/1951, and US 40 was realigned to use it. This caused US 130 to be truncated by .19 mile at the south end, with the new terminus at the overpass over the bridge approach.
In 1953 and 1954, two sections of bypass freeway for 44 opened, from the Delaware River Bridge approach to Hollywood Ave and from Bridgeport to near Westville. Through traffic was to use Hollywood Ave to return to old 44 at Carneys Point; it's not clear if this was state-maintained. The new freeways were designated US 130 in the 1953 renumbering, and the old roads were initially unnumbered, but were soon renumbered as two disjointed sections of 44).
It appears that US 130 was truncated at the north end in 1963 (or 1958?) out of New Brunswick, since then ending at US 1. The old alignment became 171, including the locally-maintained section in New Brunswick (which I don't believe has ever been signed since). The two sections of freeway, which had been signed as I-295 in 12/1959, were joined in 1968. Part of the northern section was bypassed (at the interchange with US 322), and the connection at Hollywood Ave was closed. US 130 was moved back to its former alignment through Deepwater, and that part of 44 disappeared. The other section of 44 still survives, since US 130 has remained on the freeway north of US 322.

U. S. 130: From Delaware Memorial Bridge, via relocation of former Routes 44 and 45 to junction with Route U. S. 30 (former Route 43) in Woodlynn, coincident with Route U. S. 30, to junction with Routes U. S. 30, U. S. 130 and Route 38 in Pennsauken, then via former Route 25 to junction of Route U. S. 206 (former Route 39), coincident with Route U. S. 206 to a second junction with Route U. S. 206 (former Route 39), via former Route 25 to a junction with Route 33 at Robbinsville, coincident with Route 33, west of Hightstown, via former Route 25 to junction with Route U. S. 1 (former Routes 25 and S-26) in North Brunswick Township, and continuing to Route 27 in New Brunswick. Not assigned: Sections of former Route 44, replaced by new alignment of Route U. S. 130, in Gloucester and Salem Counties. 1953 renumbering

Photos
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History (Steve Anderson)

ends at I-295 (I-295/US 40) and becomes N Broadway (49)
Pennsville	Shell Rd
Carneys Point	Route 130, Hollywood Ave
Penns Grove	S Virginia Ave, N Virginia Ave
Carneys Point	N Virginia Ave
Oldmans	Route 130
Logan	Route 130, I-295
Greenwich	I-295
East Greenwich	I-295
Paulsboro	I-295
West Deptford	I-295, Crown Point Rd
Westville	Crown Point Rd, Gateway Blvd
Brooklawn	New Broadway, Kings Hwy, Crescent Blvd
Gloucester	Crescent Blvd
Haddon Twp	Crescent Blvd
Haddon Borough	Crescent Blvd
Collingswood	Crescent Blvd
Wood-Lynne	Crescent Blvd
Collingswood	Crescent Blvd
Camden	Crescent Blvd
Pennsauken	Crescent Blvd
Camden	Crescent Blvd
Pennsauken	Crescent Blvd
Cinnaminson	Route 130
Delran	Burlington Ave
Willingboro	Route 130
Burlington Twp	Route 130
Burlington City	Route 130, [Dewey St](Route 130), Route 130
Burlington Twp	Route 130
Florence	Route 130
Mansfield	Route 130
Bordentown Twp	Route 130
Bordentown City	Route 130
Bordentown Twp	Route 130
Hamilton	Route 130
Washington	Route 130
East Windsor	Route 130
Cranbury	Route 130, Jersey Girls State Highway, Route 130
South Brunswick	Route 130
North Brunswick	Georges Rd
ends at Route 1 (US 1/171)

133
133 is the Hightstown Bypass, originally planned as part of 92. It opened on 11/30/1999. 133 was constructed over the New Jersey Turnpike (I-95) to accommodate four roadways underneath, in anticipation of widening of I-95 to have car/truck lanes between Exits 6 and 8A. In 2013, Exit 8 was realigned to connect directly to 133 and 133 was extended to the Turnpike toll plaza.

Photos
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History (Steve Anderson)

ends at Princeton-Hightstown Rd
East Windsor	Hightstown Bypass
ends at NJ Turnpike (I-95)

138
138 is an eastward extension of I-195 toward Belmar. It was built in 1941 as part of 38 (follow that link for the history of 138), and was renumbered 138 on 7/29/1988 when it was clear the gap across the state would not be filled. I-195, as a compromise route between 38 and 37, killed both freeway plans.

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History (Steve Anderson)

ends at Route 34/I-195 (34/I-195)
Wall	Route 138
ends at Route 35 (35)

139
139 is the original access to the Holland Tunnel, from the Pulaski Skyway (US 1/US 9). It was originally US 1, and shortly thereafter became Bus. US 1/Bus. US 9, which it remained until 1988. See those pages, along with the 25 page (the state route number originally given in 1927) for the history of 139 and its numbering. The number 139 was chosen because signage read Business 1&9 and the ampersand looks like a three. 139 officially multiplexes with I-78 into the Holland Tunnel. Upper and lower levels exist for most of 139 (see 139U below).

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History (Steve Anderson)

ends at Tonnelle Ave (US 1/US 9)
Jersey City	Pulaski Skyway, Route 139, [12th St](14th St), Holland Tunnel
ends at New York border (continues as I-78)

139U
139U is the upper level to the Holland Tunnel approach. It was the original route of 25 and pre-GR 1, before the lower level was constructed in 1928, but now the western end is at Kennedy Blvd (CR 501). There is a nearby ramp for westbound traffic to return to 139, but no clear way to access 139U eastbound from Tonnele Circle.

End photos
History (Steve Anderson)

ends at Kennedy Blvd (CR 501)
Jersey City	State Hwy
ends at Route 139 (139)

140
140 was legislated in 1973 as a short connector in Deepwater to fill in missing movements between US 40 and US 130. The eastern two-thirds was already state-maintained because of the I-295 and NJ Turnpike (700) interchanges. On 9/1/1977, the western third was taken over by the state and the route was designated 140. Due to ramp design, 140's eastern end is at US 40 east, but US 40 west multiplexes with 140 west for a short distance before looping onto the Turnpike (700) south.

ROUTE NO. ----. Plant street, in Upper Penn's Neck township, beginning at its intersection with U.S. Route 130 in the county of Salem thence in a generally easterly direction to a point east of its intersection with U.S. Route 40. L.1973, c. 152, s. 1, eff. May 30, 1973.

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ends at Shell Rd (US 130)
Carneys Point	Route 140
ends at Hawks Bridge Rd/Wiley Rd (US 40/540)

143
143 is a short route in Winslow. The number comes from 43, the pre-GR number for US 30. The SLD indicates that 143 north of the railroad crossing was taken over or rebuilt in 1955 as section 11E of 43, although maps from then into the 1980s don't show any state maintenance or numbering. Only the part right by 30 was actually rebuilt. That leaves two competing theories as the most likely scenario: either 143 was rebuilt but not actually taken over at that time, or "north of the railroad" was intended to refer to the railroad crossing just to the southeast on 30, and the actual section 11E only references that rebuilt portion. In the latter case, Section 11E is either the realigned Spring Garden Road and Old White Horse Pike, or it's the railroad bridge carrying 30 itself. In either case, a contract let pre-GR kept the 43 number alive post-GR until at least 1955, and possibly until 1989! Finally, the road was numbered 143 on 6/14/1989, and the part south of the railroad was taken over on 7/1/1989. My resources indicate that the entire route was probably not signed until this time, so NJ 43 was no more than a paper route after 1953, if it even ever existed in that time.

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ends at Cedarbrook Rd
Winslow	Spring Garden Rd
ends at White Horse Pike (US 30)

147
147 was legislated in 1971 as a connection from North Wildwood to the mainland. It had been taken over by NJDOT in 1970. The number 147 was chosen because 47 is nearby. On 11/18/1985, the portion within North Wildwood was taken over by the state. Although the road continues to the west as Cape May CR 618, there are no plans to take that over and extend 147 to its parent route.

ROUTE NO. ----. Beginning at the intersection of Cape May County Road No. 585 with Route No. 9 at Burleigh in Cape May county and extending along and including said Cape May County Road No. 585 in a southeasterly direction to the northeasterly line of the city of North Wildwood. Added by L.1971, c. 23, s. 1, eff. Feb. 4, 1971.

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ends at Shore Rd (US 9)
Middle Twp	N Wildwood Blvd, Beach Creek Br
North Wildwood	Beach Creek Br, W Spruce Ave, County Rd
ends at New York Ave/Walnut Ave

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