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With only 18 miles of parkway completed by 1950, financing the remainder of the parkway had become difficult, but officials soon came up with another plan modeled on the successful New Jersey Turnpike.On April 14, 1952, the State Legislature enacted legislation to create the New Jersey Highway Authority, which was to construct, operate and maintain a self-sufficient toll parkway from Paramus to Cape May.Orrie de Nooyer was appointed as the first executive director of the New Jersey Highway Authority.The 1952 legislation also called for the appointment of eight non-salaried commissioners to oversee the project.This 1960 photo shows the Garden State Parkway at EXIT 136 (Centennial Avenue) in Cranford.Note how the stone-arch overpass design borrows from the New York parkways designed by Robert Moses.Clarke's design for the parkway was a hybrid of the "Pennsylvania Turnpike" model that stressed efficiency and the "Merritt Parkway" model that stressed aesthetic beauty.Building upon the parkway guidelines outlined in the 1935 "Regulations and Procedures," the following principles governed the design of the Garden State Parkway: The roadway was designed for safety, comfort and speed. Acceleration and deceleration lanes are provided for entrances, exits, and service facilities in order to smooth traffic flow.

These buildings were of either brick or wood frame construction.Early designs for the parkway from the New Jersey State Highway Department were divided into three units: 1) the "metropolitan section," extending from existing NJ 4 in Paramus through Passaic, Essex, Union and Middlesex Counties to the Raritan River; 2) the "shore section," from the Raritan River through Middlesex, Monmouth, Ocean, Burlington, Atlantic and Cape May Counties; and 3) the unbuilt "Cross-State Parkway Extension" that would have been located in Middlesex, Somerset, and Mercer Counties.The NJ 4 Parkway was to have been financed out of annual appropriations for highway building.Where the opposing lanes converge to as little as 30 feet, landscaped berms block the view of opposing traffic, eliminating the blinding effects of opposing headlights.The curvature and grade of the roadway vary in response to local conditions.

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