A BE36 PLT FLYING THE TEB 5 DEP OUT OF TEB MISREAD THE SID AND DEVIATED FROM THE 1500 FT RESTR; CLBING TO 2000 FT.

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I MADE AN ERROR EXECUTING THE TEB 5 DEP PROC RESULTING IN THE 500 FT ALT INCURSION. THE PROC READ: 'TAKEOFF RWY 24: CLB RWY HEADING UNTIL REACHING 1500 FT; THEN R TURN HEADING 280 DEGS. MAINTAIN 1500 FT UNTIL PASSING TEB 4.5 DME; THEN CLB AND MAINTAIN 2000 FT...' IN MY CASE I MISREAD THE SID; AND STARTED A CLB TO 2000 FT AFTER ROLLING OUT ON THE 280 DEG HEADING. THE CTLR CALLED OUT THIS ERROR TO ME. I ESTIMATE THAT I STARTED THE CLB AT 3.0 DME; WHICH RESULTED IN ME BEING 500 FT TOO HIGH FOR THAT SEGMENT OF FLT. THE CAUSE OF THIS ERROR WAS ME MISREADING THE SID. CONTRIBUTION FACTORS WERE: A) TEB IS A VERY BUSY ARPT THAT RESULTS IN HIGH COCKPIT WORKLOAD FOR A SINGLE PLT; B) IT WAS AT THE END OF A BUSINESS DAY WHERE PLT FATIGUE MAY HAVE CONTRIBUTED; C) THE SID IS COMPLICATED GIVEN IT REQUIRES DME OR THE TRACKING OF A NEIGHBORING NDB RADIAL; WHICH IS AN OUT-OF-THE-NORMAL OP FOR PLTS THAT INCREASINGLY USE GPS AS THEIR PRIMARY NAV METHOD; AND D) IN THE VAST MAJORITY OF CASES THE TWR OR DEP CTLRS PREEMPT A SID CLRNC; THUS I MAY HAVE BEEN COMPLACENT BECAUSE I WAS EXPECTING THE CTLR TO DISPENSE WITH THE PROC AND GIVE ME A VECTOR OR ALT ASSIGNMENT. IN THE FUTURE I WILL READ SID'S MORE CAREFULLY; PARTICULARLY AT TEB. I WOULD SUGGEST THE USE OF A GPS FIX; RATHER THAN DME; AS A WORKLOAD REDUCTION TOOL FOR SINGLE PLT OPS. I THINK IT WOULD BE MUCH EASIER IF THE SID READ 'MAINTAIN 1500 FT TO XXYYY FIX; THEN A CLIMBING R TURN TO 2000 FT ON A HEADING OF 280 DEGS.' THIS WOULD READ MORE LIKE A MISSED APCH PROC; WHICH IS MORE FAMILIAR TO A PLT.