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| City of New York | City of New York | City of New York | States of NY & NJ | State of New York | State of New Jersey | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Introduction Page Index Purpose of a Toll Purpose of Toll Scrip & Tokens Urban Myth - Toll Elimination Urban Legend - Omero Catan | Private and Early Toll Bridges, Plank Roads & Turnpikes | Pre-TBTA Agencies: Triborough Bridge Authority Henry Hudson Parkway Authority Marine Parkway Authority New York City Tunnel Authority | Triborough Bridge & Tunnel Authority MTA Bridges & Tunnels | New York State Bridge and Tunnel Commission / New Jersey Interstate Bridge and Tunnel Commission Port of New York Authority Port Authority of New York and New Jersey | Private & Early Toll Bridges, Plank Roads, & Turnpikes NYS Thruway NYS Bridge Authority International Crossings | New Jersey Turnpike Garden State Parkway Atlantic City Expressway | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| updated 9/9/2023 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
State of New Jersey - Bridges
Please
note, this is in all likelihood an incomplete listing of private
crossings. As toll crossings are determined to have existed, they will
be added to the map above.
Most surprisingly, to me anyway; is that there are also not one,
but TWO remaining privately operated toll bridge companies and operators in the
State of New Jersey. There were actually three up until 2004, and many before that. In the discussing of these private operators, they will be listed in alphabetical order. This will keep the locations organized, regardless of the order they are discovered. . The first Atlantic - Brigantine Bridge, a 75' drawbridge with
causeway was built in 1924 at a cost of $1,000,000. When first opened,
it collected tolls for crossing. According to the Historic American
Buildings Survey NJ-1032, it states the span was purchased by the
county the following year by Atlantic County and
the crossing made free. However, with the appearance of the $75.00 - Three to Five Ton toll book shown below and of which bears a Works Progress Administration "WPA" overstamp, this is now in question. The WPA was not organized until May 6, 1935; under the New Deal enacted by President Franklin Delano Roosevelt to help offset unemployment which was peaking at this time, and resulting from the Great Depression beginning in 1929. The Atlantic - Brigantine Bridge spans the Absecon Inlet in Atlantic County, New Jersey. It is located just west of the Atlantic Ocean in Atlantic City and the resort community of Brigantine, and north of Atlantic City. The causeway provides the only road access to Brigantine Island. The first span was lost in the Hurricane of 1938. A new bridge was built in its place, but this span was similarly destroyed in the Hurricane of 1944. A third bridge was constructed and this bridge lasted until 1972 when the present steel-stringer bridge was constructed. This span was partially rehabilitated in 2007. The 1972 bridge is designated as the "Vincent S. Haneman Memorial Bridge" in honor of Vincent S. Haneman, an Associate Justice of the New Jersey Supreme Court, who held the position from 1960 to 1971 and of whom was was a resident of Brigantine. The bridges have also been locally known as the Brigantine Causeway, the Absecon Inlet Bridge, the Brigantine Boulevard Bridge and the Route 87 bridge.The bridge and causeway carries NJ Route 87, which then becomes County Route 638 (Brigantine Boulevard) at its northern end. At its southern end it connects with the Atlantic City–Brigantine Connector. It is now owned and operated by the New Jersey Department of Transportation (NJDOT) and remains toll free.
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. .
. . Built by the Ocean City Automobile Club in 1927 which was the third private toll bridge operator in New Jersey, as well as being the second private bridge operated in the Margate area was the Beesley's Point Bridge. When completed in 1928, control of the bridge was acquired by the Beesley's Point Bridge Company.
. . One can only imagine the loads of illegal alcoholic imbibements that was trucked over this span and the Margate Bridge, as well as the clientele; during Prohibition for Enoch L. "Nucky" Johnson, the entrepreneur extraordinaire and undisputed "boss" of Atlantic City. It also bears noting that this bridge originally carried the Garden State Parkway over the Great Egg Harbor Bay from the Parkway's opening in 1954 until the actual Garden State Parkway span over the bay, the Great Egg Harbor Bridge; opened a year later. So that is yet another reason for inclusion on this page. In 1997, the Beesley's Point Bridge Company, in conjunction with private outside investors, secured a $1 million loan from the New Jersey Department of Transportation to fund the necessary improvements in exchange for a promise that they would continue to keep the bridge open until 2016. Unfortunately however, in 2004; the owners of the bridge broke that promise, realizing that the repairs would cost many times more than the original estimate. As a result, the company agreed to close the bridge and it closed to traffic on June 18, 2004. US 9 was subsequently rerouted over the Garden State Parkway Great Egg Harbor Bridge to the immediate east. As the bridge was in a dilapidated condition but yet deemed to be a potential hurricane evacuation route, it was purchased by the Cape May County Bridge Commission. The bridges history after this purchase, is continued in the chapter above under the Cape May County Bridge Commission. . Tolls As noted in the New York Times Article dated 1928, the toll for the Beesleys Point Bridge was .25 cents for automobiles weighing less than a ton and half, and up to .75 cents for the heaviest trucks. This .25 cent for automobiles is mentioned again in the 1972 article, but it is currently unknown if the toll rates changed between 1972 and the time of sale to the Cape May County Bridge Commission in 2004 it was 60 cents. As you will note on the following ticket, it lists both the Beesley's Point Bridge as well as the Margate Bridge, so apparently there had been some reciprocal agreement on redemption of these tickets, in lieu of the fact that the bridges being operated by two separate companies.
. The Beesleys Point Bridge was originally privately owned, and it carried US Route 9 over Great Egg Harbor. this bridge was about 300 yards to the west of and ran parallel to, the Garden State Parkway. The Beesleys Point Bridge was closed 2004. In 2006, Hurricane Ernesto hit the area; and made Cape May County
officials nervous because they now lacked the use of the bridge as an
additional evacuation route. The NJDOT also announced a plan to fund a project to rehabilitate the bridge to at least 2019 in their Statewide Transportation Program 2011-2019. Officials of Cape May County then stated that the bridge rehabilitation would begin in mid-2010 and it was anticipated that the bridge would reopen to vehicular traffic in 2012. However following an inspection on June 28, 2010, revealed that a previous crack in the existing roadway deck had turned into a three-foot hole, and several other cracks in the road had the waters below the bridge visible through the opening. Several more engineering studies had been put forth for the rebuilding, but in the end; Cape May County engineers concluded that even with significant rehabilitation, it would only extend the life of the span and causeway for only another 15 years. Therefore, is was not deemed worth the expense. On February 22, 2011, at the Seventh Annual Cape May County Transportation Infrastructure Conference, it was formally announced that the bridge and causeway would be demolished. Demolition of the bridge would began in July 2013 in conjunction with a project that will also replace the parallelling Great Egg Harbor Bridge of the Garden State Parkway. Adding insult to injury, on the evening of September 6, 2016; the drawbridge tenders cabin and drawbridge decking of the Beesleys Point Bridge caught fire. Firemen from Marmora VFD were unable to reach the blaze as contractors had already removed the causeways on either side of the bridge, and the fire department had to request mutual aid from other township's fireboats and the Coast Guard. This was just another nail in the coffin and on November 18, 2016 that
last section of the bridge was demolished. Tolling
It is mentioned in a Cape May County Herald article dated December 30, 2008, as stated by Cape May County Board Freeholder Director Daniel Beyel: "In the last year of its operation, some 2 million cars crossed the bridge. At that time, its toll was 35 cents each way, while the Parkway toll was 30 cents;" Yet we clearly see in the image the sign on the bridge that shows self adhesive numerals over the previous automobile toll, and now showing 60 cents. It remains to be discovered if a toll hike took place in the last weeks or months of the bridges operation. . .
. .
There have been four bridges at the location. The first bridge
was erected in 1836 to replace a ferry service and was built by the
Dingmans. Under the terms of its charter; churchgoers, schoolchildren,
and funeral processions were given free passage across the bridge, a
condition that remains in effect today. This first bridge lasted until 1847 when high water washed away the Milford Bridge upstream and swept the debris into Dingman's Bridge and thereby destrying it as well. A second bridge was constructed toreplace the first, but destroyed four or five years after the first, in a severe windstorm. The third bridge was constructed in 1856, but, being of poor quality, it fell apart by 1862. Following this, the ferry operation was reinstituted by the Dingmans until the property was sold in 1875 to John W. Kilsby, Sr. The Kilsby family continued to operate the ferry until the turn of the twentieth century, at which time the current bridge was constructed using some materials recycled from a railroad bridge formerly on the Susquehanna River. Records from an early log book show tolls of 40 cents for a horseless carriage, 25 cents for a two-horse wagon, 10 cents for a horse and rider, 5 cents for a bicycle, and 2 cents for a footman. Under the terms of the original charter, no toll was charged for individuals traveling to church or a funeral, a custom which is still practiced presently. This bridge has survived major floods in 1903, 1955, 2005, and 2006.
This crossing is operated by the Dingman's Choice and Delaware Bridge Company. From Wikipedia: "The toll for automobiles is $1.00. Books of 40 tickets can be purchased from the toll collector for $30.00 as of April 20, 2015. This effectively lowers the toll to 75 cents if the entire book is used. Bicyclists may cross for free, but pedestrians are not allowed due to the narrow lanes. An 11-foot height restriction coupled with a weight restriction of four tons precludes large RVs and trucks from crossing. Although the bridge is within the Delaware Water Gap National Recreation Area, government employees pay the toll, unless responding to an emergency with lights and sirens on. The bridge is the only fixed-crossing that charges a toll to enter New Jersey. The bridge's toll booth, located on the Pennsylvania side, is staffed by a single toll collector who stands in between the two lanes of traffic, collecting toll fees by hand. Christmas Day is the only day of the year on which the toll booth is unattended; everyone may cross for free. Because the Bridge Company is responsible for its own repairs, it employs an engineering firm certified for bridge inspection to regularly and thoroughly inspect the bridge from the tops of the trusses to the underwater foundations. Each year, the bridge company closes the bridge the second week after Labor Day to conduct any repairs needed to maintain the structural integrity of the bridge and to replace or flip the salt-treated British Columbia fir planks. These floor boards are held in place with anchor plates and collar nails which results in a characteristic rattling of the deck with the traffic moving."
. .
Margate Bridge - Downbeach Express . .
The next private bridge operating company in New Jersey, is the Downbeach Express Corp. / Ole
Hansen & Sons, which operates the Margate Bridge.
. With information gleaned from the Bridgehunter website and other sources I can put forth the following history: The Margate Bridge was built in 1929 by Ole Hansen and his crew while in the employ of F. W. Schwiers & Company. The owner maintained the bridge for many years until it faced financial difficulties. As a result, the drawbridge was kept in open (lifted) position for seven years (1932 to 1939) so as not to be a hindrance to maritime traffic. The bridge did not operate, because there were not enough cars to pay for maintenance of the span or the machinery. Until 1963, I have not located any mention of the bridge, but during this year the Hansen family along with another local family, the Capaldi's; formed the Margate Bridge Company and purchased the two-mile causeway and four bridges from the U.S. Bankruptcy Court. The causeway consisted of of three fixed spans and one double-leaf operable span The bridge is now managed by Ole Hansen & Sons, Inc. (OHS) and a full-time crew employed by OHS Inc.; handles all maintenance and repairs. The multi-span toll bridge system is part of the Intracoastal Waterway System that offers boaters ocean-free travel between the Canadian border and Florida. The bridge connects the towns of Margate and Northfield is one of only three privately owned toll bridges in the State of New Jersey. In 2003, OHS, Inc.; installed a new toll collection system that used a pre-paid automated toll card. The system called "Quick Toll Card" (QTC) improved the convenience and efficiency of the bridge for its regular patrons. The company re-branded the Margate Bridge as "Downbeach Express" in 2012 and installed a new toll system the "Express Pass", that provides better convenience, better efficiency which results in greater savings to its users. As per an article published in the October 11, 2012 edition of the Press of Atlantic Beach: "Cash tolls will remain $1.50, but while drivers currently have to buy a minimum $120 card for 100 trips at $1.20 per trip, or $70 for 50 trips at $1.40 a trip, the new Express Pass will allow drivers to purchase a card at a minimum of $50 for a standard $1.20-a-trip toll for every card. “We’re doing away with the $1.40 toll,” Ole Hansen President Dave Goddard said. “It’s either cash at $1.50 or $1.20 with the Express Pass.” The reduced minimum for the cards, he said, “gives the ability for more people to access the Express Pass. All you have to do is open an account for $50. When it gets down to $15, you would be notified, or you could set up an auto-replenish to automatically charge your credit card, safe and secure.” I have assembled the following tabulation which will be filled in as further information is located.
. .
At this point, the Yardleyville-Delaware Bridge Company had constructed a new steel truss bridge with six spans on the old bridge's stone foundations. In 1922, the bridge was purchased by the Pennsylvania-New Jersey Joint Bridge Commission, which was the predecessor to the present Delaware River Joint Toll Bridge Commission. In August 1955, with Hurricanes Connie & Diane arriving in the same area within days of each other, utterly devastated the Delaware River region. Flooding from these hurricanes damaged or destroyed a number of bridges along the river; wiping out three of four spans of the Portland–Columbia Covered Bridge, the Point Pleasant–Byram Bridge, and several of the steel truss spans of the Yardley–Wilburtha Bridge. A portion of the Northampton Street Bridge was also washed away by the record flooding. In the case of the Yardley–Wilburtha Bridge, the spans were taken out by a home that literally floated along the flooded river. On August 29, civil engineers inspected the remains of the structure and determined they were suitable for reuse. On September 7; Dwight Palmer (the New Jersey State Flood Relief Coordinator) announced that the United States Army Corps of Engineers would build new temporary spans at Yardley–Wilburtha utilizing pre-fabricated "Bailey Bridges" of which had been designed for the military in the European Theater of Operations during World War 2. Following a two month delay due to the contractor, the temporary bridge opened to traffic in time for Christmas. Unfortunately, and inspection in 1961 found the stone supports were deemed unsafe and the bridge closed to traffic, for good this time. Prior to this closing, the Delaware River Joint Toll Bridge Commission had already put forth a proposal for a new bridge in April 1958, to be constructed 14 feet higher and 1 mile to the north of the location of the Yardleyville Bridge. Meeting no opposition, construction began in May 1958 and was completed in 1959 but the connecting roads and approaches were still being hashed out. The new bridge which had cost $8.4 million, finally opened to traffic on June 22, 1961, and is known as the Scudder Falls Bridge. Upon the opening of the Scudder Falls Bridge, the Yardley-Wilburtha Bridge was completely razed very shortly thereafter.
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. .
A third bridge was constructed, of the steel truss type in 1904. In 1922, the Delaware River Joint Toll Bridge Commission purchased the bridge and removed the tolls; making it a free crossing:  Motor Truck - April 1922 In 1926, the DRJTBC added a cantilevered, wood planked pedestrian sidewalk on the downriver (south) side. Extensive damage to Washington Crossing Bridge was once again inflicted upon the bridge during the flood of August 19, 1955. Floating debris and wreckage smashed against the bridge spans, resulting in damage to all six spans. More than half the bridge's bottom chords were bent or twisted beyond repair. These members were replaced with new fabricated steel members and the bridge was reopened to traffic on November 17 of that year. During the fall of 1994, the bridge underwent an extensive structural rehabilitation by the Delaware River Joint Toll Bridge Commission, and again in 2004 following damage from flooding. Nothing can be found in Google Books regarding the toll schedules, or the principal listed; Bernard T. Brock
. .
There
are several toll bridges in the State of New Jersey, that are
operated at the County / Township level. Some of the early privately
owned and operated bridge in the above chapter became county operated,
so you may encounter a bridge listed twice. . .
The
Burlington County Bridge Commission, which operates the following toll
bridges on the New Jersey / Pennsylvania state border in the vicinity
of Philadelphia:
. When
first opened, both bridges were privately owned, and the toll was .25
cents to cross with a vehicle. This was a significant amount in that
day, and yet the toll was raised to .35 cents for automobiles in 1931.
It was not until 1948 when
the Burlington County Bridge Commission purchased the two bridges
and began lowering the toll rates to an amount more reasonable for the
everyday driver and upon retiring the bonds sold for the purchase.
Eventually, the toll plunged to a mere nickel proving very popular with drivers but not so much with the competing Delaware River Port Authority with their four bridges to the immediate south, and higher tolls. The tolls for the BCBC still remain at a lower rate than the DRPA Bridges, even to this day.
.
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. . . The Cape May County Bridge Commission operates these toll bridges between Atlantic City and Cape May:
.
. .
. The Delaware
River Joint Toll Bridge Commission (DRJTBC) is a bistate public agency
that maintains and operates crossings connecting the U.S. states of
Pennsylvania and New Jersey which cross the Delaware River. There is some discrepancy over when the DRJTBC first began. Wikipedia states on the Delaware River Port Authority webpage: However, the DRJTBC website states: "The Commission is one of the nation's oldest bi-state transportation companies. Its jurisdiction includes the site of the nation's first interstate bridge - the former Trenton Bridge, and a series of other crossings that were originally constructed in the 1800's as privately owned toll bridges. traffic in the Commission's first full year of operation in 1935 was slightly more than 20 million vehicles. The watershed event that gave rise for a reconstituted toll agency in 1925, when the Northhampton Street Bridge linking Easton, PA and Phillipsburg, NJ required major repairs. The legislative process to convert the predecessor commission into a toll agency began in 1931, but it was not completed until late 1934." The jurisdiction of the DRJTBC stretches roughly 140 miles along the Delaware River, from the New York / New Jersey State Line south to Philadelphia/Bucks County, PA. The DRJTBC currently operates eight toll bridges and twelve free bridges (two of which are pedestrian-only crossings) of which are subsidized utilizing the tolls of the eight tolled spans. Effective 1987, the DRJTBC has not received any state or federal tax revenues and relies solely on the toll collections of the eight toll spans for its financing. In 2019, more than 138 million cars and trucks used the DRJTBC's network of Delaware River bridge crossings. The DRJTBC was established on December 18, 1934 under legislation enacted in the two states of New Jersey and Pennsylvania. The federal compact for the DRJTBC was first approved by Congress in 1935. This compact has been modified several times (on July 8, 1947, July 17, 1951, July 16, 1953, and March 19, 1986). In 1984 and 1985, the states of Pennsylvania and New Jersey entered into the current version of the interstate compact, known as the "1984 agreement." This new compact was a substantial change to previous compacts, as the DRJTBC no longer would receive tax dollars to maintain the commissions' free (toll-supported) bridges, known as tax-supported bridges until that 1984 agreement. This meant that the DRJTBC accepted full financial responsibility for their toll-free bridges. Later revisions to the compact were also enacted so that the DRJTBC could construct the Interstate 78 Bridge over the Delaware River and subsequently operate it as a tolled crossing. A board of 10 commissioners govern the Delaware River Joint Toll Bridge Commission, with five coming from each state respectively. In New Jersey, members are nominated by the New Jersey Governor and confirmed by the State Senate for three-year terms, while in Pennsylvania, five members are appointed by the Pennsylvania Governor and serve at his pleasure. The positions are unpaid. The commission meet on a monthly basis to review reports, provide oversight and set policies carried out by the Executive Director and professional staff. The eight toll bridges (from north to south) consist of the:
. Toll Rates: . Toll rates are as follows and were revised in April 2021. Please note, the Scudder Falls Bridge is now commensurate with other crossings. 
This article was located online as SouthJersey.com website, but unfortunately it is not dated: "Motorists who stocked up on tokens after hearing about steep toll increases scheduled for seven upper Delaware River bridges will be out of luck. The agency that runs the bridges won't accept the tokens once the fare hikes take effect, at the same time the E-ZPass electronic toll collection system is installed. That should happen sometime later this year, although exactly when hasn't been determined. Meanwhile, the agency has placed restrictions on token sales. The commission collects tolls on bridges that carry Routes 78 and 80 and Routes 1, 202, 22, 46 and 206 over the Delaware River. The amount varies from bridge to bridge. The commission also uses toll revenue to operate 13 free bridges over the river. At $4 for a roll of 40, the tokens offer significant savings for drivers using them. A bridge charging a 50-cent cash toll now accepts two tokens instead, saving the driver 30 cents. "People made the assumption that tokens would still be accepted as a form of payment," said Linda Spalinski, a spokeswoman for the Delaware River Joint Toll Bridge Commission. "There was a huge run on tokens. People were hoarding them and we were in danger of running out." Restrictions on token sales began about a month ago, and toll collectors have been handing out notices stating that sales are limited to one roll of 40 tokens per customer. Hours of sale also are limited to 7 a.m. to 7 p.m. on Tuesdays, Wednesdays and Thursdays, and tokens also are no longer sold Saturdays and Sundays. The situation is similar to the one that developed as the Garden State Parkway prepared to raise tolls in 1989. Then, too, motorists hoarded the tokens, and the New Jersey Highway Authority, which runs the toll road, had to ration sales of the discs. The Parkway tokens have since been discontinued as well. The bridge commission says the toll increases, which will raise the commission's annual revenues from $32 million to more than $100 million, are needed to pay for a $526 million capital improvement program, start a 37-officer bridge police force and create a $280 million reserve fund in case of terrorist attacks. Increases will vary at various bridges and for different types of vehicles. For example, the toll for cars will double to $1 at the Interstate 78 bridge; at the Interstate 80 bridge, it will rise to $1.25 from $1. E-ZPass users will get a discount, but the new tolls will still be higher than what they pay now using cash or tokens. Rodney Rufe will miss the tokens on his daily commute from Mt. Bethel, Pa., to North Warren Regional High School in Blairstown, where he is the principal. Once in a while, Rufe said, one of the toll collectors would yell, "Hey, you're pretty late from work today." "The tokens made it very personal," he told The Star-Ledger of Newark for Thursday's editions. "You may not know (the toll collector's) name but you know he's the guy that's there everyday. It's not going to be personal at all with the E-ZPass."What we do know now is at $4 for a roll of 40, the tokens offer significant savings for drivers using them. A bridge charging a 50-cent cash toll now accepts two tokens instead, saving the driver 30 cents."
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.. .
. The following are receipts issued by the DRJTBC:
While the next item is not a true fiscal issue (used in paying the toll of crossing the bridge), it is a Commemorative Medallion issued upon the opening dedication of the "new" New Hope - Lambertville Toll Bridge. From what I was able to ascertain, the proof medallion were struck by the Franklin Mint for the Delaware River Joint Toll Bridge Commission for the dedication. This medallion is also known to have been struck in .925 pure silver.
In 1919, Pennsylvania and New Jersey legislatures approved the creation of the Delaware River Bridge Joint Commission. Note the name of this agency, which was organized to construct the Benjamin Franklin bridge. This agency should not be confused with the Delaware River Joint Toll Bridge Commission, despite similarities in the names. The first meeting of this Commission was held on December 12, 1919, with commissioners from both Pennsylvania and New Jersey. On July 1, 1926, the first bridge opened before a crowd of over 25,000 people. It was orignally sugessted to name the span the "Franklin Bridge, but this was rejected, and it was named the "Delaware River Bridge." Following the ceremony, over 100,000 people participated in the inaugural walk. United States President Calvin Coolidge came the next day to dedicate the bridge." In 1948, a study was commissioned by the Commission and it was recommended that the creation of a regional port authority; with the objective being to centralize port responsibilities and improve facilities. The study also recommended the construction of a second bridge. In 1951, President Harry S. Truman signs a bill creating the Delware River Port Authority as a successor agency to DRBJC, and signs another bill permitting construction of the secod bridge which commenced in 1953, and to be named the Walt Whitman Bridge. In 1955, it was decided to rename the first bridge to the "Benjamin Franklin Bridge" as originally suggested in 1926. The Delaware River Port Authority (DRPA), officially the "Delaware River Port Authority of Pennsylvania and New Jersey," is a bi-state agency created by a Congressionally approved interstate compact between the governments of Pennsylvania and New Jersey. Commencing in 1961, the planning for two additional spans commenced; with approval being issued in 1964 for the Commodore Barry Bridge, and the following year for the Betsy Ross Bridge. with construction starting in June and July of 1969 respectively. The Commodore Barry Bridge opens February 1, 1974, and the Betsy Ross Bridge opens on April 30, 1976. The Benjamin Franklin Bridge carries its one billionth vehicle on January 20, 1978. The Walt Whitman Bridge carries its billionth vehicle on July 3, 1990. One way tolling is instituted on all bridges on October 1, 1992, westbound only. On December 11 of that year, high winds topple the steeple of the St. Augustine's Church onto the deck of the west approch to the Benjamin Franklin Bridge. The bridge is closed for three days while workers struggle through high winds to remove the debris. DRPA is principally charged to maintain and develop transportation links between the two states with four bridges, a ferry, and a mass transit rail line across the Delaware River. The four bridges under its jurisdiction are the:
From Wikipedia: "On July 17, 1951 United States President Harry S. Truman signed a bill, which created the Delaware River Port Authority. In 1953, construction started on a new bridge to connect South Philadelphia and Gloucester City. In 1955, the existing bridge was renamed Benjamin Franklin Bridge while the name Walt Whitman Bridge was approved for the new bridge which would open in 1957. By 1966, two more bridges were approved; the Commodore Barry Bridge (opened February 1, 1974) and the Betsy Ross Bridge (opened April 30, 1976). In 1974 and 1990, the Ben Franklin Bridge and the Walt Whitman Bridge carried their one-billionth vehicle, respectively. The Delaware River Port Authority is governed by 16 commissioners; eight commissioners each represent New Jersey and Pennsylvania. All eight New Jersey commissioners are appointed by the Governor of New Jersey, and six Pennsylvania commissioners are appointed by the Governor of Pennsylvania. The Pennsylvania Treasurer and the Pennsylvania Auditor General serve as ex officio commissioners. These two officers are elected officials.
Tolling
Tolling is changed from bi-directional to westbound only October 1, 1992.
.
. Delaware River & Bay Authority Delaware River Memorial Bridge
The Delaware Memorial Bridge is actually a pair of twin
suspension bridges crossing the Delaware River. These bridges carry
Interstate 295 and US Route 40 between Newcastle, Delaware; and
Pennsville, New Jersey. The bridges were designed with engineer Othmar Ammann consulting. With the opening of the Benjamin Franklin Bridge in Philadelphia, residents of the States of Delaware and New Jersey began to advocate for a crossing of the Delaware River in the vicinity of Wilmington, Delaware. Commercial pressures mounted as well, as a ferry service instituted in 1926 as an interim measure, and this ran near the spans current location. Those advocating for the bridge faced strong opposition from the Philadelphia Port Authorities. Their claim was that the bridge hinder to navigation to vessels. Likewise, the US Navy and Coast Guard also showed concern that the bridge could be vulnerable to an enemy attack, and if collapsed into the river, it could render the Philadelphia Navy Yard unusable for an extended period of time. With vehicular traffic increased rapidly, the advantages of a bridge became evident. Construction was finally authorized by the highway departments of Delaware and New Jersey in 1945. Originally, a two lane highway tunnel was also considered, but the costs for a four lane bridge was found to be equivalent in price and therefore the four-lane bridge design was chosen. Congress approved the bridge project on July 13, 1946, and its construction began on February 1, 1949. The entire project cost $44,000,000 dollars, and construction took two years to complete the 175 feet high span with the towers reaching 440 feet above water level. The first span opened to traffic on August 16, 1951, and at the time was the sixth-longest main suspension span in the world. The Governor of Delaware, Elbert N. Carvel, and the Governor of New Jersey, Alfred E. Driscoll, dedicated the bridge to the deceased war veterans incurred from World War II from each state. The crossing quickly proved to be a popular travel route when the New Jersey Turnpike connection was completed at its north end. By 1955, nearly 8,000,000 vehicles were utilizing the bridge each year, nearly twice the original projection. By 1960, the span was carrying more than 15,000,000 cars and trucks per year. In November 1963, this number increased further when the bridge was connected to the new Delaware Turnpike which is designated as Interstate 95. With rapidly increasing traffic counts, construction of a second span began in mid-1964, 250 feet north of the original span. At a cost of $77,000,000 dollars, the second span of the Delaware Memorial Bridge opened on September 12, 1968. Second Span This span was dedicated to those fallen soldiers from Delaware and New Jersey that had been killed as a result of the Korean and Vietnam Wars. With the opening of the second span to traffic, the first span span was closed for fifteen months for refurbishment: its suspending cables were replaced and its deck and median barrier were removed and replaced with a single deck to allow four undivided lanes of traffic to flow in the same direction. The first span reopened on December 29, 1969. With all eight lanes of the Delaware Memorial Bridge Twin Span opened to traffic, made it the world's second longest twin suspension bridge. The first suspension span carries northbound traffic for Interstate 295, whereas the newer span carries the southbound traffic. Crossover lanes on each side of the bridge can allow for two-way traffic on one span if the other has to be closed for an extensive period of time. While they bear similarities in basic appearance, major design differences can be observed between the original and second spans as technology advance between the two eras of construction. While the first span was constructed of riveted steel plates, it also has an open-grate shoulder access walk. In contrast, the second span was constructed mostly of welded steel plates (with heavy riveted joints in crucial areas) and it has concrete access walks. The bridge did have a close call with disaster when on July 9, 1969, the oil tanker "Regent Liverpool" struck the fender system protecting the tower piers. The bridge itself was spared damage, but the fender suffered significant damage, and repairs totaled about $1,000,000 dollars. The bridges are a lasting memorial to those fallen soldiers who gave their lives in World War II, the Korean Conflict, Vietnam and Operation Desert Storm. Each year on Veterans Day, a special ceremony is held at the Bridge War Memorial, which overlooks the Twin Spans. Tolling One-way tolls for traffic entering Delaware (westbound) were instituted in January 1, 1953. As of May 1, 2019, about $270,000 in tolls are collected daily. The DRBA has originally proposed to raise the toll from $4.00 to $5.00 on March 1, 2019, however New Jersey Governor Phil Murphy vetoed this plan on January 3, 2019. In February, the DRBA and the governors of Delaware and New Jersey reached an agreement which postponed the toll hike to May 1, as well as providing a 25 cent E-ZPass discount for passenger vehicles. The frequent traveler rate increased from $1.25 to $1.75. Prior to the introduction of E-ZPass, both tokens and frequent traveler tickets were used, with special, discounted ticket books for local residents. They were phased out upon the introduction of the new system, and the tokens are no longer valid.
. . Souvenir and Commemorative Tokens .The following are non-revenue (non-toll use) Souvenir and Commemorative Tokens issued for the Delaware Memorial Bridge. They are commonly seen, but nothing is known to me about the first (single bridge) type. It might have been issued as a premium from a gasoline refiner (Shell, Exxon, Sunoco, etc). The refiners often had a series of tokens manufactured each year featuring different topics: antique automobiles, places of interest, presidents, etc; and if you purchased a set amount of gasoline each week, you got a token. It kept the customer coming back to the same brand of gasoline or chain of gasoline stations to collect the entire set. Depending on the topic, there could be dozens of tokens to each set. But, in short; this was not used to pay a toll or used to cross the bridge.
. The following two issues, struck by the Franklin Mint; were released by the Delaware River & Bay Authority in commemoration of and following the dedication of the opening of the second span on September 12, 1968.
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