New Jersey Roads - NJ State Highways (original) (raw)

11

11 was proposed as a non-Interstate version of what is roughly now I-78 between US 22 in Whitehouse and US 22 near Plainfield. Old sources suggest that 11 was provisionally routed along Lamington Road and River Road out of Whitehouse, then via a never-built alignment to Burnt Mills Rd. There is a strong possibility that 11 was actually signed in Somerset County, from Pluckemin to Warrenville via Washington Valley Road to Mountain Boulevard, but it is unclear if this ever returned to US 22 as designated.

ROUTE NO. 11. WHITE HOUSE TO WARRENVILLE. Begin in Route No. 28, near White House thence via Pluckemin and Martinsville ending in Route No. 29, near Warrenville. Original bill.
ROUTE NO. 11. White House to Warrenville, and thence to Route No. 29. Beginning in Route No. 28, near White House thence via Pluckemin, Martinsville and Warrenville to such point in Route No. 29 as the highway commissioner may determine. L. 1927, c. 319.

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11N

11N was the remnant of pre-1927 11, which went from Newark to Paterson. It extended only to the end of state maintenance at the Newark border, while original 11 followed what's now CR Spur 506 out of downtown to Broadway. The northern terminus was beyond the current end of 7 into Passaic. At some point it may have turned up Main Ave into Paterson. 7 was planned on the west side of the Passaic River where 21 now runs and was likely signed on 11N until that could be built. When 19 was designated on that alignment in 1939, 11N was replaced with 7's western segment in 1939 and is responsible for the discontinuity in that route today.

12

12 goes west from Flemington to Frenchtown, and ends on the Frenchtown-Uhlerstown Bridge into PA. It was not part of the initial bill for the 1927 renumbering, but made it into the final version, extending roughly along the path of US 202 toward Somerville. Probably, the extended path of 12 involved what is now Old York Road.

ROUTE No. 12. FRENCHTOWN TO RARITAN, via Frenchtown, Baptisttown, Croton, Flemington, Voorhees Corner, Three Bridges, Centreville, Raritan to Route No. 28. L. 1927, c. 319.
ROUTE NO. 12. Frenchtown to Raritan. Beginning in Frenchtown, thence via Baptisttown, Croton, Flemington, Three Bridges, Centreville, to a point at or near Raritan extending to and joining into Route No. 28. L. 1929, c. 126, p. 215, s. 9.
12: From Frenchtown, via former Route 12 to junction of Route U. S. 202 (former Route 29) and Route 69 (former Route 30), at Flemington. 1953 renumbering

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13

13 is a short bridge over the Intracoastal Waterway in Point Pleasant, commonly known as "Lovelandtown Bridge" (the bridge replaced by the Route 13 Bridge). It becomes unsigned (but signed at 70) Ocean CR 632 on both sides, which runs east to 35. 13 is unsigned and was 13E before the GR. Signs temproarily appeared for construction detours in 1987, confusing locals who otherwise had no knowledge of the route number.

13: [unsigned] Lovelandtown Bridge and approaches (former Route 13-E). 1953 renumbering

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13E

13E became 13 in the GR. It wasn't numbered 13 from the beginning because it was a state takeover of what was then Ocean County 13-E (see the official description below). This was the fifth segment of CR 13, hence the E. Of course, the takeover never extended west to 37.

OCEAN COUNTY ROUTE 13-E. Beginning at highway Route 37 at Bay Head and continuing one and seventy-six one-hundredth (1.76) miles to the Beaver Dam road, in the boroughs of Point Pleasant and Bay Head, county of Ocean, and to include the Lovelandtown bridge across the Manasquan canal now under the jurisdiction of the Board of Commerce and Navigation, passing all right and title therein to the State Highway Commissioner. L.1938, c. 238, p. 541, s. 1.

14

14 (14-F) was the designation given to a proposed controlled-access highway leading from 23 in Butler, just north of Kiel Avenue, to a proposed crossing of the Hudson River at Alpine, NJ, roughly following CR 502. This crossing, which would align with the Cross County Parkway in Westchester County, New York, was also proposed as an extension of what is now 19. There was talk of extension westward to the Delaware River in the vicinity of Tocks Island. It is possible that part of the proposed route would have used the same right of way as I-287 between mileposts 56 and 60, either including the westernmost piece of NJ 208 or possibly paralleling it. A 1968 proposal to the FHWA suggested a corridor beginning at I-287 in Franklin Lakes and heading east as potential I-187. This proposal made no headway, no known progress was made in the construction of this highway, and sometime after 1972, the proposal was dropped.

Adam Moss pointed me to an article in the Ridgewood Sunday News on May 4, 1969. According to that article, 14 would cross the Garden State Parkway just south of Hillsdale Avenue over to Lower Cross Road (in line from Hillsdale to Waldwick), then bearing northwest toward Allendale and west again along Hohokus Brook from the W. Crescent Ave. bridge to Wyckoff Ave. From there 14 would head straight toward what's now 208 at I-287. At that time the latter two routes were proposed to cross with a cloverleaf and 287 along its old routing, so 14 would have become a fifth leg on that interchange and radically changed it. The article concluded by noting 14 could terminate at Palisades Interstate Parkway if the new bridge at Alpine was not built.

15

15 runs north-northwest from Dover. It was 6A pre-GR. The Sparta bypass was built in 1974; old 15 became 181. There have been proposals to extend the freeway south to I-80, bypassing the congested arterial stretch of 15, and north to US 206, which had a proposed freeway of its own. The interchange where 15 crossed US 46 on W Clinton St was converted to a T intersection, opening in 2011. The remainder of 15 on W Clinton St in downtown was dead ended and is intended to be given back to Dover, but as of 2021 this has still not happened. As a result, 15 now exists in two segments, with the southern vestigial segment still signed with Mile 0 and 15 shields on traffic signals.

15: From junction of Route U. S. 46 (former Route 6) at Dover, via former Route 6-A to Route U. S. 206 (former Route S-31), at Ross' Corner. 1953 renumbering
ROUTE NO. ----. Beginning on existing Route 15 in the vicinity of Lake Shawnee, township of Jefferson, Morris county and thence northward on new alignment through the township of Sparta and township of Lafayette, terminating in the vicinity of the intersection of Route 206 and County Route 565 in the township of Frankford: all in Sussex county, New Jersey. As the route provided for in the act is taken in the State highway system, the State Highway Commissioner shall designate said route by an appropriate route number as provided by law. Added by L.1966, c. 221, s. 1, eff. Aug. 10, 1966.

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17

17 runs north-northwest from the Newark area. In 1942, it was changed from 2 to match NY 17. It may once have extended south past 7 into Newark, but probably not once it became 17.

17: From junction of Route 7, North Arlington, via former Route 17 to New York State line, west of Suffern. 1953 renumbering

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18

18 runs southeast from Piscataway. It was S28 pre-GR. Until 1955, 172 was 18, and state-maintained 18 ended as George St (later unsigned 171) at 27 in downtown New Brunswick. It then extended along River Rd, what became Spur CR 514 (now CR 622), under county maintenance to 28. Then the Old Bridge & New Brunswick Turnpike was upgraded along the Raritan River south of 27, and until 1983, state-maintained 18 ended at its interchange with 27 in downtown New Brunswick, still multiplexing across the river. At some point, Spur CR 514 may have been signed TEMP 18 instead; this died sometime before the mid-1990s, and may have first been truncated when 18 was extended across the Raritan River in 1983.

Pre-GR, 18 did not exist, but was the planned number for current 18 between CR 516 (where S28 left current 18) and 36 in Eatontown. For a while post-GR, CR 516 east of current 18 to 79 was signed TEMP 18.
Part of the 18 freeway, south of 36, began life as a bypass for 35, but by the time it was built, the 74 freeway was cancelled, and so the rest of 35's freeway was as well. Until the interchange between 18 and the Garden State Parkway (444) was completed, 18 used ramps at Exit 15 onto Wayside Road. Temporary signage may have taken it north and east to 36. Below is a table of when each section of 18 was constructed:

A freeway bypass of River Rd (formerly non-state maintained 18) north of New Brunswick was authorized by the legislature in 1962. The first section, from 27 over the Raritan River on a new bridge to River Rd, opened in 1983 as mentioned above. As of 2005, the first part of the northern extension of 18 opened, through the Rutgers campus in Piscataway to Hoes Lane, taking out Metlars Lane (CR 609). Continued construction brought 18 as an arterial to I-287, upgrading Hoes Lane and Centennial Avenue to 287 south with 18 Spur connecting to 287 north.

ROUTE NO. 18. Beginning at Old Bridge and extending from thence to Route No. 35 in the vicinity of Eatontown by way of Colt's Neck and Marlboro. L.1939, c. 243, p. 656, s. 1. Amended by L.1941, c. 413, p. 1060, s. 1, effective Dec. 27, 1941.
18: From Route 28, Middlesex Borough, via local roads to New Brunswick, via former Route S-28 to Old Bridge, and via local roads to Route 79 (former Route 4 Alternate), near Matawan. 1953 renumbering.
ROUTE NO. . Beginning in the vicinity of the Borough of Eatontown, Monmouth County, at State Highway Route 35 on the north and from thence in a southerly direction easterly of the Garden State Parkway through Ocean Township, Neptune Township, and Wall Township, to State Highway Route 35 in the vicinity of the Borough of South Belmar, in Monmouth County, on the south. L.1958, c. 103, p. 570, s. 1.
ROUTE NO. ----. Beginning at Route 18 in New Brunswick and taking a northwesterly direction generally parallel to the Raritan river crossing the river in the Leupp lane-Metlars lane area and continuing to Route 287. L.1962, c. 102, s. 1, eff. June 29, 1962. Amended by L.1971, c. 291, s. 1, eff. Aug. 19, 1971.

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18N

18N was a holdover from the 1927 renumbering, running from 5 north to New York. 18N was defined in 1923 to run "from Hoboken to New York State line by way of Weehawken, West Hoboken, town of Union, North Bergen, Fairview, Ridgefield, Palisade Park, Fort Lee, Englewood-Cliffs, Tenafly and Alpine." The part from Hoboken to Fort Lee was not built or taken over as Route 18N; it seems to follow the old Bergen Turnpike to Ridgefield and then 5 east. Route 18N's south end was at pre-1927 10, now 5.
In the 1927 renumbering, 18N was kept, along with parts of pre-1927 4 (4N), 5 (5N) and 8 (8N). A parallel road that is now CR 501 was assigned the number 1. However, 1 was moved east to take over most of 18N in 1929, and the southernmost part of 18N became S1A. Since the 1953 renumbering, that part of 1 has been US 9W, and S1A has been 67.

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18 Spur

18 Spur was designated at the same time as 18 was extended north to I-287 in Piscataway. 18 ends at the southbound Exit 8 ramps and 18 Spur ends at the northbound Exit 8 ramps.

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19

19 runs south from Paterson. It mainly serves as a connector between the Garden State Pkwy (444) and I-80, and was once planned as part of the GSP Paterson Spur. 19 is Exit 155P off the Parkway now, but 155P was meant to be the Broad St exit, with following exits being numbered 156P, 157P, and so forth into Paterson. What is now 19 was part of 20 until 1/5/1988, when it was determined that the gaps in 20 would never be filled. On 10/28/1992, the ghost ramps at I-80 were completed as a connection to downtown Paterson, thus ending the possibility of a freeway loop connecting to 20 (MacLean Blvd), but extending 19 a short way into Paterson.
Pre-GR, a different 19 went from Paterson to Belleville. It appears to have been legislated to replace the western half of 7 that was planned but unbuilt. Upon 19's designation, 7 was moved to its present routing on what was until then 11N. It is unclear if this early 19 was signed at all; part of it is now 21.

ROUTE NO. 19. Beginning at Marshall street and Hazel road to Piaget avenue, thence through the proposed extension of Hazel road and Paulison avenue to Clifton avenue, thence along Paulison avenue to River road, thence along River road to the Essex county line, thence continuing through Essex county along the River road and connecting up with the road now existing at the Belleville turnpike and Mill street in Belleville, thence to Newark. L.1939, c. 200, p. 577, s. 1.

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20

20 runs along the east side of Paterson. With the recent completion of 21, it acts as an extension of it. Before the GR, 20 was 4 south of 4 and 3 north of Market St (where I-80 now crosses).
20 was formed as two disjointed roads in the 1953 renumbering from the western half of 3, west of the split with S3. The listing for3 has all of the detailed history of those parts of 20. In 1959, another planned section of 20 was added, going south from downtown Paterson. It would also go north from downtown to meet the northern section of 20, which as 3 had originally been planned to head north toward what is now 208. The section south of downtown Paterson was built, south of the Broad St exit in 1955 (as the planned Paterson Spur of the Garden State Parkway) and north of the Broad St exit in 1975 (at which point it was numbered 20). More was completed in 1993 as part of 19.
Paterson Plank Road from the eastern section of 20 west to 17 was taken over on 8/1/1973 as part of 20. NJDOT eventually realized that the three disjoint sections would never be connected. The section southwest of Paterson was renumbered 19 on 1/5/1988 (taking its number from a once-proposed route along the same alignment) and the southern section was renumbered 120 on 2/20/1988.

20: From junction of Route U. S. 46 (former Route 6) at Crooks Avenue, Paterson, over former Route 3 to Hawthorne. [unsigned] From intersection of Route 3 (former Route S-3) in East Rutherford, via former Route 3 to Paterson Plank Road, East Rutherford. 1953 renumbering
ROUTE NO. 20. Starting at the intersection of Oliver street and Jersey street in Paterson and proceeding southwardly crossing Interstate Route I-80 skirting Garrett Mountain Reservation then continuing generally in a southerly direction to the easterly side of Broad street, Paterson and; thence continuing southwardly east of Broad street aforesaid through Paterson and continuing still southwardly to an intersection with State Highway Route U.S. 46 in Clifton, Passaic county. L.1959, c. 4, p. 41, s. 1, eff. Feb. 9, 1959. Amended by L.1978, c. 77, s. 1, eff. July 13, 1978.
ROUTE NO. 20. Beginning at the intersection of existing Route 20 and Washington avenue with Paterson Plank road in the county of Bergen, including and extending along Paterson Plank road in a westerly direction to its intersection with Route 17. Added by L.1972, c. 209, s. 1, eff. Dec. 29, 1972.

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21

21 runs along the west side of the Passaic River, north from the Newark Airport area. It is a freeway north of 3rd Ave in northern Newark. 21 was defined in 1927, running north from Newark Junction with 25 and 29 along the New Jersey Railroad, through downtown Newark, and along the west side of the Passaic River, ending at Belleville at 7. In 1948, the legislature authorized an extension north to Paterson. 21 remained exactly the same in the 1953 renumbering; soon after, freeway sections began to open. The table below lists when each section of 21 opened; keep in mind that Section 5 is no longer part of 21, having become part of 21A after the freeway opened:

When the freeway from Chester Ave to 7 opened after 1960, the old alignment of 21 became 21A. This was soon removed from the state system. The final part of the freeway, north of Monroe St in Passaic, was opened on 12/20/2000. It now feeds into US 46 near 20, which has direct connections with I-80. Originally, 21's northern extension (past Exit 11) was meant to cross the Passaic River and proceed up the east side of the river toward I-80 at Exit 61 (currently River Road/CR 507). As you can see in the Extension law below, this route was specifically stricken from the books, probably because boroughs such as Elmwood Park were more affluent than Passaic.

ROUTE NO. 21. BELLEVILLE TO NEWARK. Beginning at the Belleville bridge, in Belleville, through Newark connecting with Route No. 25 in Newark. L. 1927, c. 319.
ROUTE NO. 21, Extension. An extension of State Highway Route No. 21 in a northerly direction, by direct route from Newark to the vicinity of Grand street and Marshall street in the city of Paterson, roughly parallel to the Passaic river, but the direct route shall not proceed through the city of Clifton in a northerly direction across the Passaic river to the easterly bank in the vicinity of the southerly municipal boundary line of the borough of Elmwood Park, continuing thence northerly along the eastern bank of the Passaic river and across the lands of the borough of Elmwood Park to Interstate Highway Route 80 in the borough of Elmwood Park. L.1948, c. 235, p. 1075, s. 1. Amended by L.1984, c. 52, s. 1, eff. June 15, 1984.
21: [unsigned] From intersection of Routes U. S. 1, 9 and 22, Newark, via former Route 21 to Clay Street, Newark, and Riverside Avenue, Newark, via former Route 21 to Route 7 Belleville Turnpike. 1953 renumbering

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21A

When the 21 freeway was opened between Chester Ave in Newark and 7 in Belleville, the old alignment on McCarter Hwy and Main St became 21A. It was soon removed from the state system.

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US 22

US 22 runs east-west across the northern part of the state. US 22 was signed in 1927. The route came into New Jersey from Pennsylvania on the free bridge in Phillipsburg. It turned south on S Main St and followed that to the beginning of state maintenance, from which it took 28 (pre-1927 9) to Elizabeth. In Elizabeth, US 22 followed 27-28 LINK (which was also pre-1927 9) to the end at 27 (which was US 1/US 9 until 1931).
In 1934, 29 was completed between Somerville Circle (at 28 and 31) and Newark Junction (at 21 and 25). At that time, US 22 was moved onto 29, ending at US 1/US 9 (25) at Newark Junction.
24-28 LINK was finished in 1940, allowing US 22 to avoid going through Phillipsburg on 28 and instead use the new bridge into Pennsylvania on 24 (24 was taken over by NJDOT to the bridge in 1941). The old route along 28 and local streets became Alt. US 22. The map to the left may help to clear up some of the route confusion around Phillipsburg. 28-29 LINK opened in 1949 as a bypass of the Somerville Circle to the northwest, and US 22 was rerouted onto it.
I-78 was originally planned as a US 22 freeway (or even as 11 with a loose enough interpretation). It was instead built as part of the new Interstate Highway system, but in 1969, US 22 was moved onto I-78 from east of Phillipsburg to east of Clinton, and old US 22 became 173, except through Annandale, where it was given to the county and became Beaver Rd.

U. S. 22: From Phillipsburg Toll Bridge, via former Route 24 and 24-28 Connecting Link to Still Valley, via former Route 28 to a point east of North Branch, via former Route 28-29 Connecting Link to Somerville, and via former Route 29 to intersection of Routes U. S. 1, U. S. 9 and Route 21, Newark. 1953 renumbering.

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Alternate US 22

Alternate US 22 was old US 22 in Phillipsburg, much of which was never state-maintained, across the free bridge into PA. For more history, see the US 22 entry above. Alt. US 22 was dropped from Pennsylvania in 1958 [Jeff Kitsko], after which instead of going over the free bridge to Pennsylvania, it went north on Broad St to end at US 22. Around 1993 [Edward Fitzgerald], Alt. US 22 was decommissioned. It became 122 east of Pursel St, including the state-maintained part in Pohatcong. The rest of the county-maintained part (west to Sitgreaves St) became Warren CR 678, and the locally maintained part was simply local roads.

U. S. 22 Alternate: From Phillipsburg Free Bridge over local city streets to former Route 28, and via Route 28 to intersection with Route U. S. 22 at Still Valley. 1953 renumbering

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22

22 became 59 in the GR, a short railroad underpass; most of it was never constructed due to encroaching development, though it roughly follows CR 577 and CR 527 through Millburn and Passaic Ave. in Roseland. Its approximate route is shown at right. The remnants of this unsigned route include a NJHD signpost from before the 1950's, and a bridge built for a four-way intersection that today holds just three legs (28 and 59), with STATE HIGHWAY 22 stamped on both sides.

ROUTE NO. 22. PINE BROOK BRIDGE TO RAHWAY, by way of West Caldwell, Livingston, Millburn, Springfield, in the vicinity of Garwood and to Route No. 27 in Rahway. L. 1927, c. 319.

23

23 runs north and northwest from the Newark area. It may have originally extended southeast on Bloomfield Ave to Newark, with a short multiplex with 9. One map indicates that the original 8 (pre-1927) may have begun in Montclair. Originally, 23 used the Newark-Pompton Turnpike to the Hamburg Turnpike, which are both now maintained by Passaic County. Another original alignment is Oak Ridge Rd to Reservoir Rd in Oak Ridge, where 8 was not constructed as of at least 1925. The hairpin section through the High Point area was gradually bypassed over the years, and was one of the last unimproved state highways in NJ (i.e. just dirt) as of 1937. In the 1970's to 1980's, 23 was upgraded between US 46 and West Milford Twp, with several traffic circles removed, a new railroad overpass built to replace a grade crossing in Mountain Lakes, and widening from two or four lanes to four or six (as well as the addition of Jersey barriers where appropriate). One of those circles, at US 46 itself, became a tangled monster of ramps between 23, US 46, and I-80.
In 2005, the original curve of the Newark-Pompton Turnpike between 23 and CR 506 (Bloomfield Ave), which was notorious for not having enough queue space for SB-EB traffic, was turned into a larger traffic island and a one-way WB-NB ramp. A new road is planned to be built into Sussex, eliminating the jog 23 currently takes from its old alignment (Hamburg Ave-Main St) to its newer one (Mill St-Bank St). This road would follow Walling Ave straight from Mill St at Loomis Ave and return to 23 just past Lower Unionville Rd. Incidentally, Lower Unionville Rd currently ends at an old alignment of 23; there are several old alignments throughout Sussex and Passaic Counties, from rounded curves to town bypasses.

ROUTE NO. 23. VERONA TO NEW YORK STATE LINE NEAR PORT JERVIS. Beginning at Route No. 9 in Verona via Cedar Grove, Pequannock, Bloomingdale, Oak Ridge, Franklin Furnace, Sussex and High Point. L. 1927, c. 319.
ROUTE NO. 23. Verona to Port Jervis, New York. Beginning at a point on Route No. 9 in Verona by way of Cedar Grove, Pequannock, Oak Ridge, Franklin Furnace, Sussex and High Point. L. 1929, c. 126, p. 215, s. 10.

23: From Bloomfield Avenue, Verona, via former Route 23 to New York State line, near Port Jervis. 1953 renumbering.

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24

24 is a freeway connection from Morristown to west of Newark. It was proposed to extend west as a northern bypass of Morristown, as far west as Mendham or even all the way to Phillipsburg. 24 originally ran from Phillipsburg to Newark. It began in downtown Phillipsburg at US 22 (at the free bridge), and went east on Morris St and Memorial Pkwy to current US 22, and then east on US 22 and 57 to Penwell along pre-1927 12 (S24 continued with current 57). From there a new road was proposed east to Middle Valley, where 24 picked up again along current CR 513 and CR 510 to Morristown. 24 then used current 124 and Springfield Ave into Newark's downtown.
In 1916, 12 was legislated to go from Phillipsburg to Hackettstown and Denville to Paterson. Here is when each section of the route from Phillipsburg to Hackettstown was taken over by the state:

5 was also legislated in 1916 as a route from Newark to Delaware NJ via Morristown, Denville, and Hackettstown. I don't know when this was taken over by the state, but it was probably around 1920. A 1941 map shows that state maintenance extended east to the Irvington/Newark line, but it now ends at the Maplewood/Irvington city line, which is where 124 now ends.

24 was designated in the 1927 renumbering to run from Phillipsburg to Newark, via the old Washington Turnpike from Phillipsburg to Morristown, the old Union Turnpike from Morristown to Springfield, and the old Springfield & Newark Turnpike from Springfield to Newark. This route replaced pre-1927 12 from Phillipsburg to Penwell and pre-1927 5 from Morristown to Newark, with a new alignment proposed between Penwell and Morristown. Pre-1927 12 from Penwell to Hackettstown became S24. A 1924 map shows a routing through Washington along what I believe was Railroad Ave to Washburn Ave (CR 630). The tunnel just east of Railroad Ave dates to 1907 but the crossing just west of CR 630 was built in 1934, so it's possible that 12 (and later 24) used the Railroad Ave routing until then.
Except in Phillipsburg, and from Springfield to Elizabeth (I don't know when that was taken over), nothing was built as 24 or S24 after the 1927 renumbering. 24 was extended west through Phillipsburg to the new bridge over the Delaware River (opened 1/17/1938) in 1941. The old approach, now Hillcrest Blvd, was bypassed on 7/3/1952 as part of US 22.
In the GR, the west end of 24 was shortened via 24-28 LINK so that it ended at US 22 (at the current end of 57), and the gap was filled by signing 24 along former S24 and CR 517 from Penwell to Long Valley. On 10/9/1969, 24 west of Hackettstown became 57, and former 57, connecting 24 to US 46, became 182. At some point, 24's east end was moved from downtown Newark to the Irvington-Maplewood border.
In 1974, the 24 freeway east of the 124 split was built. 24 east of this split, the Morris and Essex Turnpike, became 124, including a section as frontage roads to the new freeway. I-78 east of 24 was originally signed as 24 and/or cosigned with 24, since it was not completed yet through the Watchung Mountains west of 24; the overpass marker on the GSP (444) says "I-78/NJ 24". NJDOT had proposed to the FHWA to consider the 24 freeway as I-178 in a 1968 letter requesting additional Interstate mileage, but that died quickly.
On 11/17/1992, the rest of the freeway opened to I-287, originally considered with a provision for further westward expansion, but redesigned to essentially quash those dreams. Here is a table of when the pieces of the 24 freeway opened:

When the freeway was completed, the remaining surface section of 24 east of Morristown became 124. The portion west of Morristown was officially decommisioned, mainly because it has never been state maintained. It however remains signed (even with newly erected signs), since locals know it as 24, and was signed on the NJDOT state map until recently. This section is discontinuous with the freeway, and is listed in italics in the log below.

ROUTE No. 24. NEWARK TO PHILLIPSBURG. Beginning at Route No. 25 in Newark via Irvington, Maplewood, Springfield, Morristown, Chester, Long Valley, Stephensburg and Washington to Phillipsburg. L. 1927, c. 319.
ROUTES NO. 24 & S24. Newark to Phillipsburg. Beginning in Newark by way of Irvington, Maplewood, Springfield, Morristown, Chester, Long Valley, Washington and Phillipsburg, with a spur to Hackettstown connecting Route No. 24 with Route No. 6 between these points and a spur from Springfield along Morris Avenue to Route No. 25 at Elizabeth. L. 1929, c. 126, p. 215, s. 11.
ROUTE NO. 24. Newark to Phillipsburg. Beginning in Newark by connections with Route No. 25 and with the New Jersey Turnpike, and crossing Broad Street, Newark, in the vicinity of Lincoln Park, and thence generally along the direction of and in the vicinity of Springfield Avenue by way of Irvington, Maplewood, Springfield, Morristown, Chester, Long Valley, Washington and Phillipsburg. Amended by L.1952, c. 289, p. 977, s. 4, eff. May 23, 1952.
24: From junction of Route U. S. 22, east of Phillipsburg, via former Route 24 and portion of former Route S-24 west of Hackettstown, via local roads (former temporary Route 24) to Morristown, and via former Route 24 to corporate line of Maplewood and Irvington. 1953 renumbering.

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S24

One section of S24 was assigned to what is now 57 east of Penwell. It started as 12 and became part of 24 in the GR, except for the little piece between US 46 and what is now CR 517/57, which became 57. Once 57 was moved onto original S24 west of Hackettstown, S24 is now mostly 57, and the little piece is 182.
Another section of S24, the old Union Turnpike (now Morris Turnpike/Morris Ave) from Springfield to Elizabeth became 82 in the GR, except for the east end (Elmora Ave), which became 439 between 28 and 82. A spur from this route was proposed in 1952, but by the time the GR came around the next year it died.

ROUTE No. S-24. From Stephensburg to Hackettstown, connecting Route No. 24 with Route No. 6, and spur from Springfield along Morris Avenue to Route No. 25 at Elizabeth. L. 1927, c. 319.
ROUTES NO. 24 & S24. Newark to Phillipsburg. Beginning in Newark by way of Irvington, Maplewood, Springfield, Morristown, Chester, Long Valley, Washington and Phillipsburg, with a spur to Hackettstown connecting Route No. 24 with Route No. 6 between these points and a spur from Springfield along Morris Avenue to Route No. 25 at Elizabeth. L. 1929, c. 126, p. 215, s. 11.
ROUTE NO. S-24. A spur to Hackettstown connecting Route No. 24 with Route No. 6 between these points and a spur from Springfield along Morris Avenue to Route No. 25 at Elizabeth, and with another spur commencing near Spruce Street and running in a generally northerly direction in the vicinity of Belmont Avenue and Norfolk Street in the City of Newark to connect with the route established by section three of this act. Amended by L.1952, c. 289, p. 977, s. 4, eff. May 23, 1952.

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24N

24N was the number given to the approach planned for the new bridge over the Delaware River in Phillipsburg (opened 1/17/1938), but it was instead built as simply an extension of 24.

ROUTE NO. 24N. Starting at the intersection of Roseberry street and Route 24 at the division line between the town of Phillipsburg and Lopatcong township from thence through the town of Phillipsburg in a generally westerly direction to the Plaza of the Bushkill street bridge of the Delaware River Joint Toll Bridge Commission at the intersection of North Main street and Meadow avenue. L.1938, c. 85, p. 204, s. 1.

24-28 LINK

When the Phillipsburg bypass to US 22, facilitating quicker traffic flow between 24 and 28, was built in 1938-40, it was assigned the number 24-28 LINK. This was dropped in the GR to just be a part of US 22. The section from what is now 122 west to CR 519 opened in 1938, and west from there to the then-new toll bridge opened in 1940 along with the bridge.

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