Best Hotels On Interstate 95

Ava Flores
• Monday, 04 January, 2021
• 16 min read

Fort Lauderdale Hotels on I- 95 Exits 20, 21, 22, 23, 25, 27, 31, 32, 33, 36, 39, 41, 42 Here are the 10 most popular hotels along I- 95 based on the number of booked reservations for the month of March 2016.

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The above listing is based on the number of booked hotel reservations for the period March 1-31, 2016. For more I- 95 information, visit www.i95exitguide.com, the Internet’s largest and most complete website devoted to America’s Interstate Main Street.

This website features detailed listings for exit services all along Interstate95, from Maine to Florida. Hotels & Motels near I-95 in Virginia | HotelGuides.com From North to South The closest hotels on I- 95 northeast of Alexandria are in National Harbor, Maryland.

The closest I- 95hotels south of Emporia are in Roanoke Rapids, North Carolina. Zoom in (+) to see interstate exits, restaurants, and other attractions near hotels.

If you need help finding a hotel that is open, call us at 1-800-916-4526. Zoom in (+) to see interstate exits, restaurants, and other attractions near hotels.

Only minutes from Pankhurst, Fayetteville courses offer the same rolling fairways and soft white native sand that made golfing in the Sand hills so popular. The Country Hearth Inn hotel of Fayetteville wants to help you feel at home as much as possible when you're on the road.

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Best of all, Fayetteville area courses are relaxed and uncrowded for enjoyable play. This corridor placed New Jersey as the key link in the East Coast travel chain.

By the 1930s, US 1 (and south of New Brunswick, US 130), which passed through small towns and large cities alike, had been so choked with traffic that the state of New Jersey considered the construction of a superhighway along this corridor. The sketches showed a road with six carriageways, each carrying two lanes for express, local and service (frontage) traffic.

The restricted budgets of the Great Depression and the outbreak of World War II delayed the superhighway, originally planned as “FAI Corridor 100,” but Governor Alfred E. Driscoll revived the idea for its construction in his January 1947 inaugural address. Driscoll established the construction of the turnpike as a top priority, so he delegated the project to the best and brightest managers he could find.

General W.W. Wanamaker, a retired Army Corps of Engineers officer who served in World War II, was appointed as the first executive director of the Turnpike Authority. The 1948 legislation also called for the appointment of three non-salaried commissioners to oversee the project: Paul Roast as chairman, George Smith as vice-chairman, and Maxwell Lester, Jr. as treasurer.

In April 1949, the commissioners began talks with nationally recognized highway engineering firms to estimate traffic demands and determine the best route for the 118-mile-long proposed Turnpike. Six months later, Wanamaker decided to divide the Turnpike into seven, simultaneous projects to expedite its construction.

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Early reports from the Turnpike Authority state of a commitment to build “by far the best and most modern highway… and yet avoid any extravagance.” DESIGN CRITERIA: Before the New Jersey Turnpike was constructed, the engineers who oversaw the seven simultaneous projects had to adhere to a uniform set of standards.

In the end, the engineers established a legal speed limit of 60 MPH to allow for a margin of safety. The 12-foot-wide lanes, which could accommodate all but the widest vehicles, set the standard by which future expressways would be built.

To provide a safe efficient means of travel between two points, all grades were to be kept to a maximum of three percent, and all curves were to have a minimum radius of 3,000 feet. Reflectors are also posted above the shoulders at 150-foot intervals, as well as installed in the six-inch-wide broken white lines that separate the traffic lanes.

The pavement that was to be chosen had to stand up best under extremely heavy truck loads, as well as provide good, economical service for the life of the Turnpike Authority bonds. In the end, 12-inch-thick flexible asphalt was adopted, at a bid price $5 million less than 10-inch-thick rigid concrete.

In addition to these design standards for the roadway, there were also specifications established for all turnpike structures, including bridges and storm-drainage facilities. LEFT: Construction crews hurry to finish the Hackensack River bridge on the New Jersey Turnpike in this 1951 photo.

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Plans called for the condemnation of 450 homes in a depressed Elizabeth neighborhood where property values were lowest. Responding to fears that property values would plummet even more and that crime would increase, officials in Elizabeth offered an alternative route along the waterfront.

However, the waterfront alternative would have disrupted 32 companies, some of whom threatened to leave New Jersey if this route had been adopted. Near the city of Newark, engineers faced another challenge: whether to pass over or under the approach arches of the Pulaski Skyway.

If engineers went over the skyway, they would have to elevate the turnpike high above the ground, which would have been an expensive undertaking. If they went below the skyway, costs would be lower, but the turnpike would have cleared the adjacent Passaic River by only 110 feet.

Continuing north into the New Jersey Meadowlands, the marshes threatened the northern progress of turnpike construction. Finally, bridges were constructed where the New Jersey Turnpike crosses the Passaic and Hackensack rivers.

Since both rivers are navigable, the turnpike bridges had to be built with provisions for substantial horizontal and vertical clearances. This 1952 photo shows the engineering feat of pushing the New Jersey Turnpike viaduct underneath the arches of the Pulaski Skyway.

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Upon its completion, Governor Driscoll made the following proclamation in The New York Times : In 1949, we determined to build in New Jersey the finest highway in the world, linking the interstate crossings of the Hudson River with the interstate crossings of the Delaware River, for the convenience of the citizens of New Jersey and our sister states.

Across New Jersey, a corridor state, has traditionally flowed the heaviest vehicular traffic in the country. The turnpike will not only provide a new facility for this traffic, but will also afford relief for motorists who use our parallel highways.

Those who have labored so successfully to complete this highway, despite many difficulties, have in my judgment made a very important contribution to the well-being of our society. This would be followed with the completion of controlled-access toll expressways in New Hampshire by 1950; Ohio by 1955; in New York and Indiana by 1956; in Massachusetts by 1957; in Connecticut and Illinois by 1958; and in Delaware and Maryland by 1963.

By that year, motorists could travel from Maine south to Virginia, or west to Illinois, without stopping at a traffic light. Much of the “eastern turnpike complex” was ultimately absorbed into the Interstate highway system.

The traffic demands of the Northeast Corridor necessitated the first turnpike expansion project, an 83-mile-long widening in 1955. The original mainline, now known as the “eastern spur,” primarily carries traffic bound for the Lincoln Tunnel.

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In 1982, EXIT 13A (NJ 81 Freeway) opened to serve Newark Airport and Elizabeth Seaport. In 1990, the New Jersey Turnpike Authority reconstructed EXIT 7 (US 206) in Borden town to accommodate the growing number of trucks using nearby I-295.

The plan also called for construction of a new interchange, “EXIT 15 W-A,” for an extension of NJ 17 approximately one mile south of EXIT 16 (NJ 3).EXTENDING TO THE GEORGE WASHINGTON BRIDGE: In 1964, following four years of construction, a four-mile-link opened to connect the George Washington Bridge approach in Fort Lee with Interstate 80 (Bergen-Passaic Expressway) in Tea neck. The ten-lane section, which is signed exclusively as I- 95, comprises local and express lanes in a 3-2-2-3 configuration.

Originally planned as a straight-line route from the eastern end of I-80 to the George Washington Bridge, this section was rerouted after borough officials in Leonid filed suit with the New Jersey State Highway Department, citing that the route would run directly through the business district. The borough officials were successful in forcing the present alignment that curves around the northern boundary of Leonid.

The NJ DOT constructed a modified “directional-T” interchange with separate ramps to the local and express lanes on I-80 and I- 95. The ticket, which indicates the vehicle class and point of origin, is surrendered when the motorist exits.

The system alerts motorists to congestion, accidents and adverse weather conditions ahead. Nearly 2,000 vehicles maintain the 1,219 lane-miles and nearly 500 bridge structures of the New Jersey Turnpike, spread over nine maintenance districts.

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Maintenance crews use 30,000 gallons of paint, 25,000 tons of salt and 100,000 litterbugs annually. There are 12 service areas along the length of the turnpike, providing gasoline, food and tourism information to motorists.

The service areas are named after individuals who made significant contributions to New Jersey: Clara Barton, John Fen wick, Walt Whitman, James Kenmore Cooper, Richard Stockton, Woodrow Wilson, Molly Pitcher, Joyce Killer, Grover Cleveland, Thomas Edison, William F. Halsey, Alexander Hamilton and Vince Lombardi. The bill, which was sponsored by Assembly Speaker Jack Collins, would have included $500,000 for the installation of new signs.

The “MAGIC” system, which stands for Metropolitan Area Guidance Information and Control, uses radar, pavement sensors, electronic message signs, fiber-optic cable and closed circuit cameras to alert drivers to traffic accidents or weather hazards, and to post the best alternate routes. The new EZ-Pass system uses variable demand pricing so that motorists using the turnpike during non-peak hours may do so at reduced rates.

In July 2004, the Turnpike Authority completed the new EXIT 1 toll plaza in Carney's Point Township. The plaza features a glass-enclosed overhead walkway for use by toll collectors, and a concrete lighthouse to serve as a “gateway” to the state as well as to the turnpike.

Designed to relieve truck traffic through the area, the $150 million reconstruction plan comprised of demolition of several oil tanks, new flyover ramps linking to Roosevelt Avenue, wider existing bridges, a new road from a nearby industrial area to the turnpike connector, and an expanded toll plaza. The authority also contributed funds to disinter graves at the abandoned Potter's Field burial ground and a memorial marker at the site.

In January 2004, the New Jersey Turnpike authority opened new high-speed EZ-Pass lanes at EXIT 18W, at the northern terminus of the western spur. The projects were covered by toll increases enacted in 2001, 2003, and 2008, with an additional hike scheduled for 2012.

Talk of privatizing the New Jersey Turnpike began in 2005 when Acting Governor Richard Coda proposed either selling or leasing rights to operate the state's three toll roads to private investors in order to fill in the state's $4 billion budget deficit. In 2006, State Senator Raymond Lesbian (D-Union County) introduced legislation sell a 49 percent stake of the New Jersey Turnpike Authority to investors.

Lesbian estimated the $6 billion in proceeds would be used to prop up the state's underfunded pension system. Some analysts believe a full privatization of the Turnpike Authority would raise as much as $30 billion for the state.

These feelings were depicted in the Chuck Berry song “You Can't Catch Me,” in which the singer decides to take his new Cadillac out for a ride on the New Jersey Turnpike. This was best described in the line, “counting the cars on the New Jersey Turnpike, and they've all gone to look for America,” written by Paul Simon and Art Garfunkel.

Its abstract expressionist shapes, strange lines and angles, concentration of various transport, kinetic energy and tumult, wildlife and history, the things you see from it, its concrete and iron and rubber, its noise and smells and speed, make it a thing of gritty beauty. In recognition of the turnpike's contribution to the state's transportation history (not to mention popular culture), the American Society of Civil Engineers named the New Jersey Turnpike a “Historic Civil Engineering Landmark” in 2002.

For more than 50 years, design and safety innovations developed on the New Jersey Turnpike have been implemented on highways around the nation and world. This postcard from the mid-1960's show the New Jersey Turnpike (I- 95) looking north at the interchange for the Garden State Parkway in Woodbridge.

At its northern terminus, the proposed extension was to connect to the New York State Thruway mainline (I-87 and I-287). Construction of the extension was to provide a more direct bypass of the New York City area via the Tap pan ZEE Bridge to New England.

The Bergen County section of the New Jersey Turnpike Extension was to be built by the New Jersey Turnpike Authority, while the Rockland County section was to be constructed by the New York State Thruway Authority. In 1960, the Rockland County Planning Department recommended that the proposed New Jersey Turnpike Extension follow an alignment parallel to NY 303 and the CSX (Conrail) River Line.

To insure controlled access, interchanges were to be placed only at the Palisades Interstate Parkway in Orange burg, and at the New York State Thruway in West Back. This northern extension of the New Jersey Turnpike, which will connect I- 95 and I-80 with I-287 and the Tap pan ZEE Bridge, fills a major gap in the regional highway grid.

It will serve fast growing suburban communities in Bergen and Rockland counties, relieve congested local arterial, and provide a direct route for commercial traffic between the New Jersey Turnpike and the New York State Thruway. The following paragraphs reflect my opinion on this subject (with due credit to nycroads.com and phillyroads.com contributor Chris Alana).

The “local” branch of I- 95 would go over the Delaware River-Turnpike Toll Bridge (I-276) to Levittown, Pennsylvania, where a new direct interchange between I- 95 and I-276 is being planned. However, the Federal Highway Administration (FHA) raised the following objections to placing I- 95 markers on the southern 51 miles of the New Jersey Turnpike:The most serious Federal problem is that the southern part of the New Jersey Turnpike is not presently on the Interstate System and must not carry an Interstate number.

As to changing route numbers, the FHA and the American Association of State Highway and Transportation Officials (AAS HTO) insist that all the states involved (New Jersey, Pennsylvania and Delaware) submit requests for an agreed-upon pattern of numbers. In addition, communities and businesses often defend “ownership” interests in retaining the present numbers.

For the most part, the main route numbers go through cities, rather than around them. FURTHER EXPANSION: The ten-lane, dual-dual arrangement in northern New Jersey should be extended south to EXIT 6 (Pennsylvania Turnpike). Bridges built for the Hightstown Bypass (NJ 133) over the New Jersey Turnpike near EXIT 8 in East Windsor Township hint that such an expansion may take place in the near future.

In addition, the turnpike should be widened to six lanes from the southern terminus north to EXIT 4 (NJ 73) in Mount Laurel Township. EXIT 2A (Bellman): Since the New Jersey Turnpike opened, there has been no direct connection to expressways serving the Delaware Valley.

The new interchange, which would be about one mile south of the current EXIT 3 in Bellman, would provide direct access to Philadelphia via the Walt Whitman Bridge. SOURCES: “High Road from the Hudson to the Delaware” by Paul J. C. Fried lander, The New York Times (11/25/1951); “Built for Safety” by Armand Schwab, Jr., The New York Times (11/25/1951); “Report of a Drive Down the New Highway,” The New York Times (11/25/1951); “Big Job in a Hurry” by Paul Jefferson, The New York Times (11/25/1951); “A Full Length Portrait of New Jersey” by John B. Errant, The New York Times (11/25/1951); “They Build Cars Faster Than Roads” by Armand Schwab, Jr., The New York Times (11/25/1951); “From Maine to Chicago Without a Traffic Light,” The New York Times (11/25/1951); “City Linked to Superhighway” by Armand Schwab, Jr., The New York Times (1/20/1952); “Bypass in Bayonne” by Joseph C. Ingraham, The New York Times (9/09/1956); “Interesting Facts About the New Jersey Turnpike,” New Jersey Turnpike Authority (1956); “Rockland County Transportation Study and Highway Plan,” Rockland County Planning Department (1960); Transportation 1985: A Regional Plan, Prostate Transportation Commission (1966); “Opening Interstate Route 95 : Ridgefield Park and Tea neck, Bergen County,” New Jersey Department of Transportation (1971); “Turnpike Widening: Final Environmental Impact Statement,” New Jersey Turnpike Authority (1987); “Turnpike To Expand Interchange 7” by Robert J. Salgado, The New York Times (7/03/1988); Looking for America on the New Jersey Turnpike by Angus Press Gillespie and Michael Aaron Rockland, Rutgers University Press (1989); “Sights, Sounds of a Turnpike Always in Motion” by Jeffrey Page, The Bergen Record (6/20/1999); “Renaming the Turnpike” by Sandra Early, News 12-New Jersey (7/09/1999); “Plan for Two Increases Over Four Years Includes Big EZ-Pass Discounts” by P.L.

By Hank Stu ever, The Washington Post (8/05/2001); “Down Memory Lane” by Peter Genovese, The Star-Ledger (11/02/2001); “Turnpike Plans Would Cut Truck Traffic Clogging Carteret” by Paul Nelson, The Home News-Tribune (12/06/2001); “Much Faster EZ-Pass Lanes Are Planned at Seven Toll Plazas” by Ronald Smothers, The New York Times (10/31/2002); “Turnpike Exit Is One for the 'X' Files” by Pat R. Gilbert, The Bergen Record (5/06/2003); “Coda Wants 20 Miles of Pike Widened” by Joe Malinconico, The Star-Ledger (12/01/2004); “N.J. Looking into Selling Toll Roads To Get Cash” by Jennifer Moro, The Philadelphia Inquirer (1/25/2005); “New NJ Turnpike Interchange Criticized,” WINS-AM (11/28/2005); “Enter Exit 15X” by Shannon D. Harrington, The Bergen Record (11/30/2005); “Route 92 Plan Loses Funding” by Jonathan Tamara, The As bury Park Press (11/30/2005); “Corrine: Turnpike Won't Go Private” by Kaitlin Gurney, Jennifer Moro, and Elisa Sung, The Philadelphia Inquirer (2/22/2006); “In Toll-Road Talk, Visions of Easy Cash” by Jennifer Moro, The Philadelphia Inquirer (4/05/2006); “Route 92 Project Canceled To Focus on Turnpike Widening,” The Associated Press (12/01/2006); “$2.7 Billion NJ Turnpike Widening Project Begins” by David Iambus, The Star-Ledger (7/02/2009); American Society of Civil Engineers; Federal Highway Administration; North Jersey Transportation Planning Authority; Chris Alana; Phil Case; Frank Curio; Greg Davidson; Hank Eisenstein; David Jacking; Jeff Kits; Michael G. Corner; Michael Kohler; Mario Laurent; Larry Lucchetti; Raymond C. Martin; Christopher G. Mason; Dan Morales; Mike Natalie; Ira Miklowitz; Jeff Taylor; William F. Eurasia.

Recommendations provided on this site are strictly those of the author and contributors, not of any government or corporate entity.

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