Privately Owned Bridges, Plank Roads & Turnpikes of New York State
Long Island State Parkway Commission / Jones Beach State Parkway Authority Southern State Parkway, Jones Beach Parkway, Wantagh Parkway, Loop Parkway	Atlantic Beach Bridge Corporation / Nassau County Bridge Authority Atlantic Beach Bridge		Long Island Motor Parkway
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East Hudson Parkway Authority / New York State Department of Transportation Saw Mill River Parkway Hutchinson River Parkway	New York State Thruway Tappan Zee Bridge Grand Island Bridges	New York State Bridge Authority (including predecessor companies) Bear Mountain Bridge Newburgh - Beacon Bridge Mid Hudson Bridge Kingston - Rhinecliff Bridge Rip Van Winkle Bridge	Lake Champlain Bridge Authority Lake Champlain Bridge Rouses Point Bridge
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	The International Crossings:     .
Roosevelt International Bridge Seaway International Bridge Corp. Massena - Cornwall International Bridge	Ogdensburg Bridge & Port Authority Ogdensburg - Prescott International Bridge	Thousand Islands Bridge Authority Thousand Islands Bridge	Niagara Falls Bridge Authority Lewiston - Queenston Bridge Rainbow Bridge Whirlpool Rapids
	Buffalo & Fort Erie Public Bridge Authority Peace Bridge .

Delaware Plank Road    The following ticket, which I acquired in February 2021; was issued by the Delaware Plank Road Company.    This company was chartered in March 23, 1849 and borrowed $12,000 the following year to connect Walton with Chehocton, which by this date is now known as the Village of Hancock. The overall length of this route was about 20 miles.    The date of organization of the company, and use of the name "Chehocton" however, opens up a small conflict in dating: if the village was renamed Hancock in 1848 when the Erie Railroad reached the village, and the Delaware Plank Road Company was not organized until 1849;, yet the road carries the pre-1848 name. This little bit needs clarification. Research reflects the correct pronunciation of Chehocton was "she-HOCK-tin".    For the most part, the current South River Road, NY State Route 10, NY State Route 268 follows the alignment of this former plank road. As I used to live within the same county (Delaware County, NY), I felt it a worthy expenditure to add this ticket to my collection when it was offered for sale.    With the arrival of the Erie Railroad in 1848, and the renaming of Village of Chehocton to Hancock; the village became a regular and important station stop on the railroad, with its connections to Binghamton and cities further to the north; as well as Port Jervis and New Jersey in the south. The road itself was vitally important as it connected the smaller communities with this important railroad station.    Never the less, the ticket is printed on very heavy cardstock (chipboard?): and measures 2 15/16" by 1 3/8" and is .034 thick; and t is impressive this ticket has survived, and I am proud to have added this antiquity to my growing collection.

These tokens shown below are from the Moriah Plank Road, first organized September 24, 1850, with opening on or about July 12, 1851.    This plank road would connect the villages of Moriah in the south, with Moriah Center and Mineville in the north. Construction of the plank road  was undertaken to improve upon the main road which was used to serve iron ore mine haulage, and of which such traffic was inflicting heavy rutting & damage upon the road.    "The said plank road shall commence at some point in the Town of Moriah near the New Bed, so–called, owned by A.J. Rosseau, George Sherman and John A. Lee; thence by the most direct and eligible route to some point at or near the shore of Lake Champlain in said Town of Moriah at or near the Pine Tree in the highway, being a distance of not exceeding six miles near the residence of James Donohue.”   It also appears, the toll was quite high for the time:    "If the toll rate on the plank road was high or not is not stated in the records, but it is presumed that because of the fee, trails were being used, again, and at the meeting of directors on June 1859, the fee of 35 cents was reduced to 31 cents for a single wagon team.    Evidently the company found that the road was not used enough and tolls were driving some (people) to use trails again. This brought on the decision of April 29, 1864 to abandon one of the two toll gates and to continue to maintain that one near Hiram McKenzie‘s residence."    An in-depth history may be found here: Moriah Plank Road Company

NY595A Pass Two Horses One Foot Passenger 31mm, Vulcanite, maroon collection of George S. Cuhaj		NY595B Pass Two Horses One Foot Passenger 31mm, Vulcanite, black collection of George S. Cuhaj
all tokens shown at 200%

These next tokens were issued for two different bridges, one located at Waterford, and the other at Troy, New York.
Union Bridge Company (Hudson River)    The Union Bridge, was constructed across the Hudson River to connect Waterford and Lansingburgh, NY. This span has the distinction of being the very first bridge to cross the Hudson River in its 154 mile course from New York Harbor northward. The first act of legislature that would lead to the construction of a bridge, was passed on April 15, 1800, when said legislature authorized building of toll bridges across the Hudson River.

   However actual construction of the bridge would not begin until late 1802, when a group of the prominent residents of Waterford and Lansingburgh proposed the formation of the Union Bridge Company to build a toll bridge at the site. The bridge was designed by Theodore Cooper utilizing a truss design of his creation, which would come to be patented.

   This bridge was also unique in the fact that is was a multi-span covered bridge, and quite the length" 176 feet and accommodating two 11 foot wide roadways.

   The tolls charged for crossing the bridge included $0.30 for every four wheel pleasure carriage, drawn by four horses, $0.125 for every wagon and two horses, and $0.02 for every foot passenger. The cost to build the bridge was only $50,000. The bridge opened on December 3, 1804 to major celebrations and was attended by the Governor of New York among many other state and local dignitaries.

   Horse drawn trolley cars utilized the bridge for many years, paying a yearly fee of $750 in the 1860s which eventually rose to $2,000 per year. Electric trolley cars began to use the bridge in 1889, and heavier Hudson Valley interurban trolley cars weighing over 25 tons started to use the bridge around 1900.    

   According to an article in a local newspaper in 1901,

"Partly on account of the deterioration in the structure but largely to provide for the increased load of large interurban trolley cars. Extensive repairs, costing $28,000, were made to the bridge. Additional 4 x 7-inch strips were bolted to the tops of the stiffener arches and intermediate rod hangers were put in to support additional floor beams.” Apparently 7 tiers of 4 x 8-inch strips were added to the two center spans and four tiers of the same size added to the shorter shore arches. The top chord bracing and roof structure was modified greatly to provide the necessary height for the trolley cars. The rebuilding was by Palmer C. Ricketts and Joseph Lawson of Rensselaer Polytechnic Institute."

   
   This bridge lasted until July 10, 1909 when at such time it was destroyed by fire. Motorman Walter Wright of the United Traction Company was crossing the bridge when he "looked downward and saw a spiteful flame leaping from possible faulty insulation in the flooring. Within a very short span of time, Soon the long-covered bridge, acting as an horizontal chimney, was blazing furiously." This was followed by the separation of a gas main mounted to the bridge and, within a period of only 35 minutes, three of the four spans had collapsed into the river.

   The Troy Budget reported the “blazing bridge was a spectacle worth going miles to see." At this juncture, it would be replaced with a steel bridge utilizing the original masonry piers. The in-depth history of this bridge may be read here: structuremag.org

NY935A Pass One Foot Passenger - 2¢ 22mm, fiber, white collection of George S. Cuhaj		NY935Ba Pass One Foot Passenger - 2¢ 22mm, Vulcanite, black collection of George S. Cuhaj		NY935Bb Pass One Foot Passenger - 2¢ 22mm, Vulcanite, black collection of George S. Cuhaj
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NY935Ca Pass Vehicle and One Horse with Driver Only - 10¢ 25mm, Vulcanite, red-brown collection of George S. Cuhaj		NY935Cb Pass Vehicle and One Horse with Driver Only - 10¢ 25mm, Vulcanite, red-brown collection of George S. Cuhaj		NY935Cb Pass Vehicle and One Horse with Driver Only - 10¢ 31mm, Vulcanite, yellow collection of George S. Cuhaj
all tokens shown at 200%

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Cohoes & Lansingburgh Bridge Company
(Hudson River)

   We know the Cohoes & Lansingburgh Bridge opened in 1880, and the Cohoes & Lansingburgh Bridge, the Union Bridge, and the Troy & West Troy Bridge were all owned by the same company. But there does not seem to be an image of it through open source.

   Referencing Google Books, the following was acquired by the State of New York in 1913. On March 4, 1920 the bridge burned, a temporary foot crossing erected until the bridge could be reconstructed. From this point the bridgehunter website begins with the history of the second span opening in 1922 as the first bridge for this location, but apparently that website now needs to be amended / corrected..

Cohoes & Lansingburgh Bridge - NY140A (flower commutation ampersand) Pass Vehicle and One Horse - 2 c - with Driver Only 25mm, Vulcanite, black collection of George S. Cuhaj			Cohoes & Lansingburgh Bridge - NY140B (line dot line commutation line dot line) Pass Vehicle and One Horse - @ c - with Driver Only 25mm, Vulcanite, black collection of George S. Cuhaj
Cohoes & Lansingburgh Bridge - NY140C Pass Vehicle and One Horse - 10 c - with Driver Only 25mm, Vulcanite, brown collection of George S. Cuhaj			Cohoes & Lansingburgh Bridge - NY140D Pass Vehicle and Two Horses - 13 c -  with Driver Only 31mm, Vulcanite, green collection of George S. Cuhaj

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Troy and West Troy Bridge Company
(Hudson River)

	Troy & West Troy Bridge - NY890Aa One Foot Passenger 23mm, Vulcanite, black sans-serif "FOOT" reverse collection of George S. Cuhaj		Troy & West Troy Bridge - NY890Ab One Foot Passenger 23mm, Vulcanite, black serif "FOOT" reverse collection of George S. Cuhaj
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Troy & West Troy Bridge - NY890B Vehicle and One Horse 25mm, Vulcanite, brown collection of George S. Cuhaj		Troy & West Troy Bridge - NY890Ja (unlisted) Vehicle and One Horse 25mm, Vulcanite, yellow apex of 'A" in AND points to center of "H" in VEHICLE collection of George S. Cuhaj		Troy & West Troy Bridge - NY890Jb (unlisted) Vehicle and One Horse 25mm, Vulcanite, yellow apex of 'A" in AND points to leg of "H" in VEHICLE collection of George S. Cuhaj
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		Troy & West Troy Bridge - NY890Ca Pass Vehicle and Two Horses 32mm, Vulcanite, black internet image
all tokens shown at 200%

Hudson River Bridge Co. / Livingston Avenue Bridge
owned by New York Central & Hudson River Railroad
(Hudson River)

original bridge: wood Howe truss swingbridge over Hudson River - 1866 to 1901 looking east	replacement bridge: steel Baltimore through truss - 1901 to present looking west-northwest

The Hudson River Bridge Company was incorporated April 9, 1856 for the intent of constructing a bridge to carry the railroad over the Hudson River between Albany and Rensselaer, and work on the bridge began in April 1864.    The Green Island Bridge seven miles to the north, which had opened in 1835; required the railroad to use a longer route via the Schenectady and Troy Railroad.    The bridge constructed at this location, called the "Hudson River Bridge"; was to connect the New York Central Railroad on the west (Albany) side of the bridge directly to the Hudson River Railroad, as well as the Troy & Greenbush Railroad and the Boston & Albany Railroad on the east (Rensselaer) shore.    The bridge was constructed as a swing bridge of wood of the Howe Truss design. It incorporated pedestrian footways and a carriage path, as well as railroad tracks.    With approaches, the bridge totaled 4,825 feet long, encompassed a swing span of 1,953 feet, and provided shipping traffic with a closed clearance of 30 feet from high water. It cost $1,100,000 to construct.    The bridge was placed into service February 22, 1866; and both freight and passenger trains utilized this bridge at first until the Maiden Lane bridge was completed 10 months later several blocks to the south.    After this, the Hudson River Bridge was referred to as the "North Bridge", with the Maiden Lane Bridge as the "South Bridge".    Due to its convenient location, foot passengers and carriages began to use the Hudson River Bridge as a means to commute between Albany and Rensselaer. A nominal toll was charged: three cents for foot passengers, or 50 tickets for $1.00.    In 1901, a new bridge was constructed upon the original 1866 pilings; however this structure being a Baltimore through steel truss.      This new structure was renamed the Livingston Avenue Bridge; and when originally built was freight service only, with passenger trains using the Maiden Lane bridge to the south.    However, when that bridge was closed in the early 1960's, passenger service was rerouted over the Livingston Avenue span.    The Livingston Avenue Bridge is still in service to this day, albeit only for railroad service; with the pedestrian walkways closed. It is currently owned by CSX Transportation, and leased to Amtrak.    This bridge carries Amtrak's regional "Empire Service" (between Buffalo and New York City), as well as the long distance "Lake Shore Limited" (New York City to Chicago) and "Maple Leaf" (New York City to Toronto, Canada). It also sees use by CSX in local freight service.    Due to its advanced age; it has been in discussion for the last ten years whether to rebuild, or replace the Livingston Avenue Bridge entirely. The approval process for this is ongoing.    The rendering of the replacement span seen below, shows a vertical lift bridge (instead of a swingbridge), with an adjoining shared use (bicycle and foot paths) for crossing the river:
	tickets: 2 1/4" x 1", strip of 10 - 1907 facsimile signature of John F. Fairlamb, general passenger agent collection of Philip M. Goldstein

courtesy of New York State Department of Transportation / Empire State Passenger Association
looking west

Mohawk / Schenectady Bridge a/k/a Burr Bridge
(Mohawk River)

Mohawk or Schenectady Bridge - One Horse J. T. Wyatt, Supervisor with paid stamp Glenville, NY 2 7/16" x  1 15/32" collection of Philip M. Goldstein

New York State Department of Transportation - Parkways

   As with Long Island, a network of parkways were constructed throughout Westchester County. These parkways comprised of the Sprain Brook, Bronx River, Saw Mill River & Hutchinson River Parkways, and the Cross Cross County Parkway and the Cross Westchester Expressway. 

   As far as is known, only the Saw Mill River Parkway and Hutchinson River Parkway implemented toll collection and it is these two parkway that will be addressed here.

	Hutchinson River Parkway Toll Booths Westchester County Parks Commission Lantern Slide Collection of the Parks Commission

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   With increasing amounts of parkway vehicles now clogging the town streets and thereby increasing the hazard to pedestrians and school children, not to mention the increased wear and tear of the road surface; the town changed its traffic patterns by making one way streets and prohibiting turns at key intersections to discourage parkway traffic from using town streets. Naturally, local residents and businesses did not like having their routines altered and this was not very popular solution. But this is the way it stayed and traffic for the most part migrated back to the parkway.

   In 1979, an agreement was reached to transfer operational and maintenance jurisdiction of the Saw Mill River and Hutchinson Parkways (as well as the other non-tolled parkways in Westchester County) from the East Hudson Parkway Authority to the New York State Transportation Authority beginning on November 1. Following this date, the East Hudson Parkway Authority was disbanded. Also as part of this agreement, the toll booths were slated for removal. But not so fast!

   The State had become addicted to the revenue generated by the toll booths, as they had with so many other roads. Toll collection when implemented for these roads, was only supposed to last as long as necessary to pay off the investment bonds issued to finance the parkways' initial construction, but tolls were a cash cow.

   According to a New York Times article, these two toll plazas on the Hutchinson and Saw Mill River Parkways generated $11 million annually. This money was used for road maintenance, the salaries for those administration officials and toll collectors, as well as a special detachment of law enforcement who patrolled the Parkways. New York State officials objected at the cost of paying for maintenance and police without the revenue stream from the tolls. The battle over whether to close the toll booths waged for decades, and the motorists kept paying.  

   Finally, on June 8, 1994, the New York State Legislature reached an agreement to end the tolls on both the Hutchinson River and Saw Mill River Parkways. By this time, they were the last remaining state roads outside the New York State Thruway that were not free to motorists. 

New York Times digital archives

   The last toll to be collected on the Hutchinson River Parkway was received just before midnight on October 31, 1994. The toll booths were removed a month later:

New York Times digital archives

   It is not currently known if the East Hudson Parkway Authority issued either tokens or scrip. No records of such have been located nor any examples known to exist. But receipts from paying the tolls are known to have survived as evidenced below.

   The Hutchinson River Parkway receipt seen below is dated July 22, 1974 is printed on slips of plain white paper measuring 2 ¹³/₁₆" x 4 ⁷/₈". These carry the very faded insignia of a government agency at top, but I can only discern "AUTH." and the year 1960. This is the year the East Hudson Parkway Authority was organized, so it believed that is their insignia.

   The second receipt is unusual as the slip of paper is punched with the toll information. Usually this type of perforation is seen as a VOID or SPECIMEN cancellation for stamps, currency or stock and bond certificates.

EHPA - Hutchinson River Parkway toll receipt - July 22, 1974 collection of Philip M. Goldstein

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EHPA - toll receipt - June 21, 1979 collection of Philip M. Goldstein

   As stated above, on November 1, 1979, the East Hudson Parkway Authority was dissolved after the New York State Department of Transportation took jurisdiction of the Parkway's.

   Following are several of the NYSDOT-Parkways era (1979-1994) receipts for the Hutchinson Parkway. One of the unique things about these Pelham Parkway receipts is the fact that some of the issues I have were printed on cut up scraps of continuous feed dot matrix printer paper. Without a doubt, it is definitely a useful and commendable form of up-cycling!

receipt - Pelham Toll Plaza collection of Philip M. Goldstein	receipt - Pelham Toll Plaza collection of Philip M. Goldstein	receipt - Pelham Toll Plaza collection of Philip M. Goldstein	receipt - Pelham Toll Plaza "Buckle Up" safety slogan added collection of Philip M. Goldstein

   

   The Atlantic Beach Bridge is a bascule drawbridge and approaches, carrying NY Route 878 and connects the Town of Lawrence and Atlantic Beach (both Nassau County), New York. The span passes over the west end of Reynolds Channel. This bridge also provides access to the Rockaway Peninsula via Seagirt Boulevard. 

   The original span opened to traffic on June 29, 1927, and only had a vertical clearance of only 13 feet. The Atlantic Beach Bridge reduced travel time to Atlantic Beach by 30 minutes. 

   The original corporation that undertook the construction and operation of the Atlantic Beach Bridge was aptly named the Atlantic Beach Bridge Corporation. 

   In 1945, the New York State Legislature created the Nassau County Bridge Authority to operate and maintain the span. This essentially enabled to state to control the operation; and by proxy, allowed Robert Moses to make "suggestions" for improvements. 

   On October 14, 1950, Governor Thomas E. Dewey drove the first pile for the new Atlantic Beach Bridge. To accommodate the new six-lane span, Nassau County and New York City spent $2,500,000 dollars to purchase the property for the rights of way for the approach roads. 

   The new Atlantic Beach Bridge was designed by Hardesty & Hanover and opened to traffic on May 10, 1952, at a cost of $9,500,000 dollars. Soon after the new span opened, the old bridge was razed. The new span is 1,173 feet long with a 33 foot vertical clearance for marine traffic.

   Typically, the toll is $2.00 for vehicles under 5 tons and collected in each direction as of January 1, 2007. Vehicles over 5 tons are $2.00 per axle. The Atlantic Beach Bridge is one of the few crossings in the state of New York that does not accept E-ZPass. For commutation rates for Nassau County residents is $130.00 and a decal is affixed to the vehicle.

Atlantic Beach Bridge Corporation (1927 - 1945)
			September / October 1945
monthly prepaid scrip - August 31, 1928 collection of Philip M. Goldstein
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Nassau County Bridge Authority (1945 - present)
	monthly prepaid scrip (under 5 tons) April 1966 collection of Philip M. Goldstein	monthly prepaid scrip (under 5 tons) May 1966 collection of Philip M. Goldstein
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	yearly prepaid scrip - 1952 Passenger Car, Taxi or Motorcycle Rand McNally collection of Philip M. Goldstein	yearly prepaid scrip - 1962 Passenger Car, Taxi or Motorcycle Rand McNally Worthpoint
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This next example is both revealing as it shows the booklet covers (which until now had not been seen before) and the rules for the "$1.00 Books" for the Atlantic Beach Bridge. But the unusualness of this book is that it contains only 7 tickets. This is odd, because this works out to a unusual amount: 14.2857 cents per ticket. (Eight tickets would have worked out to 12.5 cents per ticket). There is no evidence of an eighth ticket - no stub, and binding staples are tight, so nothing appears to be missing, and the last ticket is numbered 7.
yearly prepaid scrip - 1965 Passenger Car, Taxi or Motorcycle front, with stub cover (6 stubs, and 1 ticket remaining) Rand McNally collection of Philip M. Goldstein		yearly prepaid scrip - 1965 Passenger Car, Taxi or Motorcycle back cover (6 stubs, and 1 ticket remaining) Rand McNally collection of Philip M. Goldstein
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	yearly prepaid scrip - 1965 Passenger Car, Taxi or Motorcycle front, showing ticket stub (6 stubs, and 1 ticket remaining) Rand McNally collection of Philip M. Goldstein
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. .	toll receipt May 13, 1974 collection of Philip M. Goldstein
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	20 trip prepaid pass card Passenger Car, Taxi or Motorcycle 2021 collection of Philip M. Goldstein

Nassau Bus Lines Inc. - Bridge Toll - 1940 NY365A - 23mm - bronze mintage quantity: 7000 (shown larger than actual size for detail) collection of Philip M. Goldstein

   The road was originally planned to stretch for 70 miles in and out of New York City to as far as Riverhead, in Suffolk County. Only 45 miles of highway: from Queens in New York City to Lake Ronkonkoma, were actually constructed however, and at a cost of $6 million.  

   The roads intent was twofold: everyday auto traffic but to also host auto racing (William Vanderbilt was an avid motor racing enthusiast). Races were held in 1908 and on the full road in 1909 and 1910. Unfortunately however, an accident during the 1910 Vanderbilt Cup, which killed two riding mechanics with additional injured persons. This caused the New York Legislature to ban auto racing except on race tracks, ending the Motor Highway's career as a racing road.

   By 1911, the road had been extended as far east to Lake Ronkonkoma. Its western stretch was also extended from Great Neck to what is now Fresh Meadows. Despite it's wealthy backing by a Vanderbilt, the Long Island Motor Parkway faced closure due to unpaid back taxes.

   William Vanderbilt appealed to Robert Moses to incorporate the Long Island Motor Parkway into Moses' new parkway system being built on Long Island. Moses rejected the request. The Long Island Motor Parkway could not compete with the public roads, even after the toll was reduced to 40 cents, just before it closed. Ironically, Moses gained control of Vanderbilt’s pioneering road for the sum of back taxes of about $80,000 which the State of New York paid, so in short Moses could build his system. 

   Parts of the parkway survive today, used as sections of other roadways, a utility line corridor or as a bicycle trail. But for the most part it has been obliterated by development.

Tolls

   When the Long Island Motor Parkway first opened in 1908, the toll was set at $2. In 1912, it was reduced to $1.50. The toll was further reduced to $1 in 1917, and in 1937 lowered to .50 cents and finally to .40 cents in 1938 Just before closure.

One Way or Round Trip Pass
Good for one trip (one way) from Wheatley Hills Golf Club to Rocky Hill Road - 50 cents Issued by Wheatly Hills Golf Club image courtesy of Howard Kroplick / Vanderbilt Cup Races website	Good for round trip between Brentwood Lodge (Commack Road) and Ronkonkoma. Not good west of Commack Road - 50 cents Issued by Brentwood Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website
Good for one way trip to New York or on round trip Ronkonkoma to Huntington July 4, 1929 Issued by Ronkonkoma Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website	Good for one way trip to Ronkonkoma or one round trip New York to Huntington June 14, 1930 Issued by Nassau Boulevard Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website

Day Pass
July 4, 1929 Good for the day, with privilege to leave & return - $1.00 Issued by Hillside Avenue Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website	August 21, 1924 Good for the day, with privilege to leave & return - $1.00 Issued by Hillside Avenue Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website
April 28, 1922 Good for the day, with privilege to leave & return - $1.00 Issued by Huntington Lodge image courtesy of eBay auctions
June 8, 1924 Good for the day, with privilege to leave & return - $1.00 Issued by Ronkonkoma Lodge image courtesy of Howard Kroplick / Vanderbilt Cup Races website

• Southern State Parkway
• Meadowbrook Parkway
• Wantagh State Parkway
• Lido Beach Loop Causeway "Loop Parkway"

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   In 1953, the JBSPA expanded its provenance and undertook reconstruction of the Southern State Parkway. 

   While the Meadowbrook and Wantagh State Parkways led to Jones Beach, you could drive almost the entire stretch from the north shore of Long Island to the south shore without paying a toll, until actually arriving at Jones Beach. To access Jones Beach, south of the toll barriers, you paid a toll. Whether we wish to consider this toll a state park / beach access fee or an actual road toll remains to be hashed out. The Loop Parkway was actually a short connector causeway connecting Long Beach with Jones Beach and history has recorded this was a one lane toll booth to continue to Jones Beach. If you chose to go north on the Meadowlands, it was free..

   But, being that you can drive the remainder of the parkways, without actually visiting the beach is why is they are included here. Only the Southern State Parkway collected a toll to use the parkway, in either direction, and in consideration for the privilege of using said parkway for entering or exiting the New York City borough of Queens with Nassau County.

JBSPA Season Toll Book - 1949 May 28th to September 25th book size: 2" x 4 1/2" collection of Philip M. Goldstein  12 February 2024
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JBSPA Application for 1965 Reduced Rate Toll Books - outside above book size: 4 11/16"  x 3 7/16" folded collection of Philip M. Goldstein  15 December 2023 JBSPA Application for 1965 Reduced Rate Toll Books - inside below
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JBSPA 25 trip toll book (value not known) - February 1, 1976 - January 31, 1977 (1 year) book size: 7 3/8" w/ 1/2" selvage x 3 1/4", cover: IBM W39914 - tickets: IBM W39911 collection of Philip M. Goldstein  13 May 2023
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JBSPA 250 trip toll book (value not known) - February 1, 1976 - January 31, 1977 (1 year) Point Lookout - Freeport Route Only (Loop Parkway & Meadowbrook Parkways Only) front cover book size: 7 3/8" x 3 1/4" collection of Philip M. Goldstein  05 February 2021
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JBSPA 250 trip toll book (value not known) - February 1, 1976 - January 31, 1977 (1 year) Point Lookout - Freeport Route Only (Loop Parkway & Meadowbrook Parkways Only) inside front cover collection of Philip M. Goldstein  05 February 2021
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JBSPA 250 trip toll book (value not known) - February 1, 1976 - January 31, 1977 (1 year) Point Lookout - Freeport Route Only (Loop Parkway & Meadowbrook Parkways Only)  ticket pages (three per page, perfed on sides) collection of Philip M. Goldstein 05 February 2021
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JBSPA 250 trip toll book (value not known) - February 1, 1976 - January 31, 1977 (1 year) Point Lookout - Freeport Route Only (Loop Parkway & Meadowbrook Parkways Only) back cover  collection of Philip M. Goldstein 05 February 2021
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JBSPA 250 trip toll book ticket front & back - February 1, 1976 - January 31, 1977 (1 year) Point Lookout - Freeport Route Only (Loop Parkway & Meadowbrook Parkways Only) 2 5/16" W x 3 1/4" H - IBM format collection of Philip M. Goldstein 05 February 2021
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JBSPA toll receipt - $1.00 - not dated - ca. 1972 collection of Philip M. Goldstein
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JBSPA - Southern State Parkway toll receipt - .25 - 2/16/1975 horizontal collection of Philip M. Goldstein
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JBSPA - Southern State Parkway toll receipt - .25 - 3/28/1976 vertical collection of Philip M. Goldstein
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NYSDOT - Southern State Parkway toll receipt - .25 - 6/20/1977 (note Jones Beach State Parkway Authority title removed) horizontal collection of Philip M. Goldstein

• the "Berkshire Section" / I-90 from Albany to the Massachusetts state line;
• the "New England Section" / I-95 from New York City to the Connecticut state line;
• the "Niagara Section" / I-190 from Buffalo to Niagara Falls; 
• the "Erie Section" / I-90 Buffalo to the Pennsylvania state line at Ripley, NY; 
• a connection to New Jersey's Garden State Parkway at Spring Valley, and 
• the Cross Westchester Expressway (I-287) which connects Tarrytown and the Tappan Zee Bridge to Connecticut state line and I-95 at Port Chester.

collection of Philip M. Goldstein

New York State Thruway Authority Entry Tickets
Entry Ticket - circa 1953  Exit 50  Buffalo NY - Class 1 (passenger car) Remington Rand - P22468 - 1? collection of Philip M. Goldstein		Entry Ticket - introduced 1993, circa 1998 - Exit 20 - Saugerties, NY - Class 4 collection of Philip M. Goldstein
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	Entry Ticket - 2019-2021 (final issue) Exit 24  Albany - I87 and I90 - Class 2L (passenger car) EDM-08 19 collection of Philip M. Goldstein with special thanks to Kristen Sammarco, Director of Toll Administration, NYSTA.
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Breakdown Ticket  - 2008? Exit 19 Kingston - Class 1 (passenger car - abolished, now class 2L) collection of Philip M. Goldstein		Breakdown Ticket - 2018 Exit 19 Kingston - Class 2L (2 axle - low height [car or passenger pickup, van]) collection of Philip M. Goldstein

NYSTA Tappan Zee Commutation Tickets
Tappan Zee Bridge Commutation Ticket - 10/11/1993 (partial ticket in booklet, with receipt) collection of Philip M. Goldstein
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Tappan Zee Bridge Commutation Book - 10/11/1993 (booklet front & back cover) collection of Philip M. Goldstein
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Tappan Zee Bridge Commutation Book - 10/11/1993 (inside front cover)
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Tappan Zee Bridge Commutation Book - 10/11/1993 (back of partial script and face of receipt)
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Tappan Zee Bridge Commutation Book - 10/11/1993 (back of receipt and inside of back cover) collection of Philip M. Goldstein

The second of these "extra toll" bridges (actually two pairs of bridges) on the New York State Thruway are the Grand Island Bridges, connecting Tonawanda (north of Buffalo) with Grand Island and with Niagara Falls via I-190.    Each direction encounters a South Grand Island Bridge and a North Grand Island Bridge.    The (present) southbound bridge was completed in 1935 and built by the Niagara Frontier Bridge Commission. As originally opened, the bridge was bi-directional carrying carrying one lane in each direction of Route 324, and the original toll was 25 cents for passenger automobiles. The South Grand Island Bridge is a truss through arch, and the North Grand Island Bridge is a deck truss bridge.    In 1950, the State of New York assumed ownership of this bridge to incorporate the route into the Niagara Thruway / I-190 construction.    In 1963, a matching pair of twin bridges were erected to the northeast of the original structures. Upon opening of these spans, two lanes of northbound traffic was moved onto the new crossing and the original 1935 span became two lanes of southbound traffic only.    Despite being constructed almost 30 years apart, the spans are almost identical, save for some very minor differences.    Tolls are collected in each direction. The southbound toll barrier is located on north shore of Grand Island, and the northbound toll barrier is located in Tonawanda.

NYSTA Grand Island Bridges Commutation Tickets
Grand Island Bridges Commutation Ticket - 8/8/1967 collection of Philip M. Goldstein
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Grand Island Bridges Commutation Book - 8/8/1967 (booklet front & back cover) collection of Philip M. Goldstein
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Grand Island Bridges Commutation Book - 8/8/1967 (inside front & back covers)
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Grand Island Bridges Commutation Book Receipt - 8/8/1967 (back of partial script and face of receipt) collection of Philip M. Goldstein

New York State Thruway Authority Receipts
Yonkers Toll Station
toll receipt - Class 1 - .25 7/15/1974 collection of Philip M. Goldstein	toll receipt - Class 1 - .30 8/21/1976 collection of Philip M. Goldstein		toll receipt - Class 1 - .40 5/11/1984 collection of Philip M. Goldstein	toll receipt - Class 8 - .95 - 6/23/1984 collection of Philip M. Goldstein
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Spring Valley Toll Station
	toll receipt - Class 1 - .25 8/5/1974 collection of Philip M. Goldstein	toll receipt - Class 1 - .50 8/21/1976 collection of Philip M. Goldstein	toll receipt - Class 1 - .60  5/30/1980 collection of Philip M. Goldstein
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Tappan Zee Bridge
	toll receipt - Class 1 - 1.00 8/5/1974 collection of Philip M. Goldstein	toll receipt - Class 8 - 3.30 8/5/1974 collection of Philip M. Goldstein	toll receipt - Class 1 - 1.50  6/24/1984 collection of Philip M. Goldstein
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Harriman Toll Station
toll receipt - Class 1 - .30  7/29/197? collection of Philip M. Goldstein	toll receipt - Class 1 - .35 10/1/1978 collection of Philip M. Goldstein	toll receipt - Class 1 - .50 4/7/1984 collection of Philip M. Goldstein	toll receipt - Class 1 - .70 5/30/ 1980 collection of Philip M. Goldstein	toll receipt - Class 1 - .85 6/1/1980 collection of Philip M. Goldstein
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New England Toll Station
	toll receipt - Class 1 - .25  7/11/1971 collection of Philip M. Goldstein	toll receipt - Class 1 - .30 11/26/1978 collection of Philip M. Goldstein	toll receipt - Class 1 - .40  4/25/1981 collection of Philip M. Goldstein
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Various Exit Toll Receipts
toll receipt - Toll to Exit 15 class 1 - .55 - 8/5/1974 collection of Philip M. Goldstein	toll receipt -  Toll to Exit 15 class 1 - 1.00 - 9/21/1974 collection of Philip M. Goldstein	toll receipt - Toll to Exit 15 class 9 - 0.00 - 8/21/1976 collection of Philip M. Goldstein	toll receipt - Toll to Exit 15 class 1 - 2.30 - 9/21/1979 collection of Philip M. Goldstein	toll receipt - Toll to Exit 15 class 8 - 3.45 - 6/24/1984 collection of Philip M. Goldstein
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toll receipt - Toll to Exit 17  class 1 - 1.70 - 8/12/1979 collection of Philip M. Goldstein	toll receipt - Toll to Exit 19 class 1 - 1.00 - 9/10/1974 collection of Philip M. Goldstein	toll receipt - Toll to Exit 24 class 1 - 2.00 - 9/14/1961 collection of Philip M. Goldstein	toll receipt - Toll to Exit 37 class 1 - .15 - 10/7/1982 collection of Philip M. Goldstein	toll receipt - Toll to Exit 39 class 1 - .15 - 10/7/1982 collection of Philip M. Goldstein
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		intentionally left blank
toll receipt - Toll to Exit 42 class 1 - .40 - 7/28/1974 collection of Philip M. Goldstein	toll receipt -  Toll to Exit 50 class 1 - .60 - 7/21/1979 collection of Philip M. Goldstein		preprinted back of toll receipts (light style) collection of Philip M. Goldstein	preprinted back of toll receipts (bold style) collection of Philip M. Goldstein

The first bridge to open across the Hudson River would be the Bear Mountain Bridge on November 27, 1924 and located just north of Peeksill. It should be noted, that this bridge predates the opening of the Holland Tunnel (1927) and George Washington Bridge (1931). This was the only way to cross the the Hudson River by automobile, without having to travel all the way north to Albany or by ferry.    This location was not not chossen without merit. There had been plans for a railroad crossing at this location, the "Hudson Highland Suspension Bridge"  as early as 1868. Following several decades of finanicing and reorganizaion; only the foundations were constructed, with the company folding in Panic of 1893.    By this time, the only physical crossings the spanned the Hudson River were either the railroad bridge at Poughkeepsie, or or the automobile and railroad bridges at Albany. The only other method to cross the Hudson River was by ferry. The opening of the Bear Mountain Bridge, constructed and operated by the Bear Mountain Hudson River Bridge Company which was organized in 1922, would offer a direct alternative.    The location of the Bear Mountain Bridge was part of a direct highway route between Middletown, NY and Danbury, CT. Bear Mountain Hudson Bridge Company - October 23, 1931 1B+2 class (passenger car including driver, plus 2 passengers) 120 Broadway    New York City collection of Philip M. Goldstein    The opening of the Mid-Hudson Bridge between Poughkeepsie and Newburgh; followed six years later in 1930. But unlike the Bear Mountain Bridge, this span was not underwritten by private venture and investment; and the Mid-Hudson Bridge was to funded by the State of New York, and built and operated by the State of New York - Department of Public Works.    With the Great Depression of 1929; almost all private companies as well as state funded projects regardless of their commodity or purpose, found themselves in precarious financial positions. This was especially so of the Bear Mountain Hudson River Bridge Co. The Depression meant less money for the everyman to travel; less money for travel meant less toll receipts, which meant less money for upkeep of the bridge. But the span became an integral part of transportation in the area.    Enter the New York State Bridge Authority. This state agency was formed in 1933 when New York State finances were in short supply due to the Depression, and out of an originally proposed plan for the state to build the Rip Van Winkle Bridge which had been vetoed by then Governor Franklin D. Roosevelt.     As a possible precursor to his ‘New Deal’, Roosevelt supported the creation of an Authority, separate from state finance; to let bonds for funding construction and repaying debt though the collection of tolls. Hence the creation of the New York State Bridge Authority. And with it the two existing bridges were absorbed into the Bridge Authority.    The five bridges now under the auspices of the New York State Bridge Authority and are shown in the map to the right, from north to south. crossing span type date opened original operating entity Rip Van Winkle Bridge  cantilever truss July 2, 1935 New York State Bridge Authority Kingston-Rhinecliff Bridge  George Clinton / Kingston-Rhinecliff Bridge (2000) continuous under-deck truss February 2, 1957 "official" May 11, 1957 New York State Bridge Authority Mid Hudson Bridge  Franklin Delano Roosevelt / Mid Hudson Bridge (1994) suspension August 25, 1930 New York State Department of Public Works Newburgh-Beacon  Hamilton Fish / Newburgh-Beacon Bridge (1997) cantilever truss first span: November 2, 1963 second span: November 1, 1980 (now eastbound lanes only) New York State Bridge Authority Bear Mountain Bridge  Purple Heart Veterans Memorial Bridge (2018) suspension November 27, 1924 Bear Mountain Hudson River Bridge Co. acquired by NYSBA in September 26, 1940    It should be noted, that the Tappan Zee Bridge (both the older span and present dual spans) located at Tarrytown are not and were not part of this agency, despite its crossing the Hudson River. That bridge is administered to and is maintained by the Thruway Authority.    Of particular note is the complicated toll schedule originally implemented on the two crossings that were opened in the 1930's. With utmost appreciation, the New York State Bridge Authority has very thoughtfully put together a partial chronological history of their tolls as well significant dates in bridge toll history. This undoubtedly made my job tremendously easier. New York State Bridge Authority (and predecessors) - Historic Toll Schedules . March 29, 1933    New York State Bridge Authority takes jurisdiction of the Mid-Hudson Bridge and adopts the toll schedule then in effect under the Department of Public Works.  Thirty-six often complex separate tolls included the following: . Toll Rates for Rip Van Winkle and Mid Hudson Bridges - 1930's each direction Pedestrians    .10 One-horse wagons (up to 16 feet)    .50 Horses, oxen, cows, yearlings    .20 Saddle horse and rider    .30 Automobile or Motor Bus including driver    .80 each passenger in vehicle    .10 Bicycle or Motorcycle    .20 Motorcycle with side car    .35 passenger car trailer    .35 TRUCKS: Under 1 ton, rated capacity    $1.00 From 1 and under 2 tons, rated capacity    $1.25 From 2 and under 3 tons, rated capacity    $1.50 From 3 to 5 tons, rated capacity    $1.75 For each ton above 5 tons rated capacity    .50 Two-wheel truck-trailer    $1.00 Vehicles exceeding 20 feet in length, for each additional foot above 20    .10 A SPECIAL PERMIT AND SURVEY IS REQUIRED FOR ANY LOAD EXCEEDING 15 TONS . COMMUTATION BOOKS (For use only by the individual vehicle to which issued) PASSENGER CARS: Good for calendar month for which issued 25 Trip Book    $7.50 . 62 Trip Book    $12.00 TRUCKS: 50 Trip Books. Good for one year from date of sale. Rated capacity under 2 tons    $30.00 Rated capacity, 2 and under 3 tons    $40.00 Rated capacity, 3 tons and over    $50.00 . . September 15, 1937    Tolls were reduced overall although 18 separate categories were maintained. Passengers in vehicles were no longer tolled and livestock was now banned except as cargo in or as motive power for vehicles. each direction Pedestrians    .10 Passenger Automobiles    .50 Wagon or Horse and Rider    .20 . . . July 15, 1945    With the Second World War nearing its end and the Army replacing commuters as a major source of revenue, vehicle tolls were again reduced and pedestrians finally received a break. each direction Pedestrians    .05 Passenger Automobiles    .25 Horse and Wagon    .15 Extra axles on all vehicles    .25 . .. June 1, 1963    Axle tolls replaced weight related tolls for most trucks resulting in a slight increase for mid-size trucks and a slight toll reduction for most heavy trucks.  Meanwhile, a separate higher toll schedule was enacted for the about to be opened Newburgh-Beacon Bridge.  Passenger cars and small trucks were required to pay .25¢ more in each direction and larger trucks were charged .50¢ more. . . October 15, 1966    Tolls at all Authority bridges were again made uniform at the following rates:   each direction Pedestrians    .05 Passenger Automobiles    .25 . . August 12, 1970     Eastbound tolls were doubled to .50¢ and all westbound toll collections ceased. .. . November 2, 1980    Pedestrian tolls were abandoned. . . July 2, 1989    Tolls increase to .75¢ round trip for passenger cars. All other vehicles $1.00 per axle for commercial vehicles. . . February 5, 2000    Tolls increase to $1.00 round trip for passenger cars and $1.50 per axle for commercial vehicles. . . January 30, 2012    Tolls increase to $1.50 for passenger cars paying cash, $1.25 for passenger cars using E-ZPass. . . May, 1, 2020   Toll increase - see current schedule below. .    This current information as well as historical information including tolls, traffic figures by class and crossing and more, is conveniently posted on the NYSBA website.	Newburgh - Beacon Ferry  Good For One Passage estimated dates of usage: 1938-1963 Atwood Coffee NY615I  bronze, 18mm with 9mm hub, 5mm hole (shown larger than actual size for detail) collection of Philip M. Goldstein

NYSBA Toll Scrip - .25 - post 1963 (Newburgh Beacon Bridge listed) collection of Philip M. Goldstein
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NYSBA Toll Scrip - .50 - post 1963 (Newburgh Beacon Bridge listed) collection of Philip M. Goldstein
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NYSBA Toll Scrip - $1.00 - 1957 through 1963 (Newburgh Beacon Bridge not listed) collection of Philip M. Goldstein

New York State Bridge Authority toll scrip - 5/31/1979 Globe Ticket Company collection of Philip M. Goldstein
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New York State Bridge Authority toll scrip booklet - 5/31/1979
front cover	back cover
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New York State Bridge Authority toll scrip booklet - 5/31/1979 inside front cover & face of receipt
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New York State Bridge Authority toll scrip booklet - 5/31/1979 inside back cover & back of receipt

New York State Bridge Authority Employees Certificate of Passage - unknown date 3 1/4" x 2"

New York State Bridge Authority Receipts
Bear Mountain Bridge toll receipt - .50 - June 3, 1979 collection of Philip M. Goldstein
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Bear Mountain Bridge toll receipt - October 20, 1986 - .50 collection of Philip M. Goldstein
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NYSBA commemorative receipt for Newburgh Beacon Bridge Opening Day - November 2, 1963 - 8:26 PM (cardstock) collection of Philip M. Goldstein
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Newburgh Beacon Bridge toll receipt - May 12, 1979 - .50 collection of Philip M. Goldstein
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Newburgh Beacon Bridge toll receipt - April 7, 1984 - 5:38 PM - $.50 (dot matrix) collection of Philip M. Goldstein	Newburgh Beacon Bridge toll receipt - November 15, 2018 - 16:34 PM - $1.50 (thermal ink paper) collection of Philip M. Goldstein
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Mid Hudson Bridge toll receipt - 1.50 - ca. 1967 collection of Philip M. Goldstein	Mid Hudson Bridge toll receipt - .50 - April 1, 1978 collection of Philip M. Goldstein
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Kingston Rhinecliff Bridge Souvenir Ticket - $1.50 - May 11, 1957 collection of Philip M. Goldstein
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Kingston Rhinecliff Bridge Committee Membership Card #935 - unknown date, but came with Souvenir Ticket above collection of Philip M. Goldstein
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Kingston Rhinecliff Bridge toll receipt - .50 - June 9, 1979 collection of Philip M. Goldstein
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Rip Van Winkle Bridge toll receipt - .50 - May 27, 1979 collection of Philip M. Goldstein

   The Lake Champlain Bridge Commission had jurisdiction of two bridges in the Lake Champlain vicinity: one at the north end of the lake at the Canadian border, Rouses Point; the other towards the south end, being Lake Champlain Bridge.

Lake Champlain Bridge

   The first Lake Champlain Bridge was a vehicular bridge traversing Lake Champlain between Crown Point, New York and Chimney Point / Addison, Vermont via NY State Route 185.

   The first Champlain Bridge (also known as the Crown Point Bridge) opened to traffic in 1929 as a toll bridge; and was a 2,184-foot-long continuous truss bridge bridge that traversed Lake Champlain between Crown Point, New York and Chimney Point, Vermont. The bridge connected NY 185 in New York to VT 17 in Vermont. The half-mile, two-lane, bridge was jointly owned and maintained by the New York State Department of Transportation and the Vermont Agency of Transportation.  

   This bridge was closed due to safety concerns on October 16, 2009, and was taken down by explosive demolition on December 28, 2009. It was replaced by a new bridge which opened on November 7, 2011. 

   The new bridge was designed and constructed during an aggressive two-year schedule to minimize the social and economic impact of the original bridge's demolition.

   Tolls upon opening were noted as:

Rouses Point Bridge

   The Rouses Point Bridge opened in 1937 (its opening is announced on a 1936 brochure published by the Lake Champlain Bridge Commission). It connects Rouses Point, New York with Alburg, Vermont via US 2.

   The first Rouses Point Bridge was a Parker through truss structure, with a swing bridge center section for lake traffic transiting from the St. Lawrence River. It was built by the Lake Champlain Bridge Commission starting in 1937, with the opening to vehicular traffic on July 16, 1937.

   The original Rouses Point Bridge was replaced by the current, multi-span concrete deck on concrete girder span and is over a mile in length. This bridge opened in May 1987 and tolls at this crossing as well as at the Lake Champlain Bridge were abolished in 1987.

   According to a 1937 brochure, the tolls upon opening of the Rouses Point Bridge as well as the Lake Champlain Bridge were as follows:

Lake Champlain Bridge 1 Axle Prepaid Ticket unknown date  A ticket for one axle is most unusual. On retrospect it could only be applicable for a 1 axle trailer. It is theorized this was a supplemental ticket to two axle vehicles now hauling a trailer, i.e.: If a purchaser bought a three axle ticket, they would wind up overpaying for their crossing if they did not have a trailer at that moment of crossing. Naturally, a one axle ticket was useless by itself. So, a two axle vehicle operator could also purchase one axle tickets and use in conjunction with a two axle ticket when towing a trailer. eBay

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Lake Champlain Bridge Monthly Commutation Ticket unknown date Bridge commuters could buy a book of toll tickets to cross the lake at discount rates. William G. LaFrance, Jr. collection

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Lake Champlain Bridge toll receipt - 25 cents - October 6, 1959 collection of Philip M. Goldstein added 26 January 2023

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Lake Champlain Bridge toll receipt - 25 cents - July 12, 1965 collection of Philip M. Goldstein added 06 January 2021

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Lake Champlain Bridge toll receipt - 50 cents - September 21, 1979 collection of Philip M. Goldstein

     The International Crossings     

   The original bridge, when opened was known as the "Roosevelt International Bridge" as it connected Cornwall, Ontario with Rooseveltown, NY. The corporation operating it was the Cornwall - Northern New York International Bridge Corp. and provided a connection between Ontario Route 2 and New York Route 37. On May 24, 1934 it was authorized to reconstruct and utilize an existing span of the New York Central Railroad (Ottawa and New York Railway) that was reconstructed to carry rail, automobile and pedestrian traffic. 

   Prior to this it was a railway only crossing. Railroad service across the span was reduced to one passenger train in each direction per day in 1939. In 1951 this was further reduced to seasonal traffic only (November tthrough April), with rail service ceasing entirely on July 15, 1954.

   A Rand McNally Map and Guide in my collection reflects the following tolls for February 15, 1938 as agreed by the War Department of the United States and the board of Railway Commissioners for Canada:

   In 2000, the North Channel Bridge was re-named the Three Nations Crossing in recognition of the three Native American Nations it connects: Canada, Akwasasne, and the U.S.A.

Cornwall - Massena International Bridge Tokens
Cornwall International Bridge Company - ca. 1979 NY560A (no serifs) - 27mm - white metal (shown larger than actual size for detail) collection of Philip M. Goldstein
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Cornwall International Bridge Company - ca. 1979 NY560B (no serifs) - 25mm - white metal (shown larger than actual size for detail) collection of Philip M. Goldstein
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Cornwall International Bridge Company - ca. 1979 NY560C (with serifs) - 25mm - white metal (shown larger than actual size for detail) collection of Philip M. Goldstein