travel is a reason for the exercise of considerable caution in applying its experience to routes in other areas.
One element that works to the disadvantage of the Maine Turnpike is that substantially all of the population of the area is to the east along U.S. 1, so local travelers must always travel added distance they wish to use the turnpike in preference to the more congested U.S. 1
Both the turnpike and U.S. 1 lie in relatively flat country and neither route ‘has appreciable advantage over the other with respect to gradient or length. The principal disadvantage of U.S. 1 is that its width is inadequate for peak volumes and it traverses a populous area and passes through several towns and villages.
New Hampshire Turnpike
The next toll road to be opened was the New Hampshire Turnpike, in 1950. This, too, has special features that make it important to use caution in translating its experience to other roads.
This road, but 15 miles in length, crosses the edge of the State and connects directly with the Maine Turnpike at one end and with a free express highway in Massachusetts at the other. Figuratively, it bridges the State, for its traffic includes relatively few New Hampshire vehicles or vehicles bound for points in the State.
After repeated unsuccessful attempts to obtain an increase in the gas tax to finance improvements on the winding and narrow U.S. 1, authorization was obtained from the New Hampshire Legislature for the construction of a toll road. This authorization differed from those of the two toll roads previously discussed in that it pledged the faith and credit of the State to the retirement of the bonds, and authorized the State highway commission, rather than a separate toll authority, to construct and operate the facility.
It has but a single toll-collection point. Its bonds sold at a net interest rate of 1.58 percent. Its successful operation has led to a decision to build two more toll routes in New Hampshire.
New Jersey Turnpike
The New Jersey Turnpike, successive sections of which were opened between November 1951 and January 1952, became the fourth of the major modern toll roads. This is probably the best known of the turnpikes—at least it was used by more vehicles (22 million) in 1953 than all the other 5 major turnpikes combined. Its traffic attraction has been the most striking, with the volume in 1953 reaching that estimated by the consultants for 1975, and with 1953 toll revenues more than double the amount estimated for that year.
The route is in a sense a trans-State “bridge,” with much traffic using it en route between New York or New England and points to the south and west. Possibly recognition of the importance of this trans-State traffic and the feeling that it should pay its own way was a factor in the decision to construct this route as a toll facility.
Heavy through traffic with out-of-State registrations is prominent on the turnpike, especially on the more lightly traveled southern end. Significantly, however, use of the northern end, where there is more local traffic, is increasing faster than use of the southern end, so that New Jersey drivers are evidently bearing an increasing share of the cost.
