Bayonne Bridge

Bayonne Bridge
Company type	Infrastructure
Industry	Transportation
Founded	1931
Founder	Othmar Ammann, Cass Gilbert, Port Authority of New York and New Jersey
Headquarters	Staten Island, New York / Bayonne, New Jersey, United States
Area served	Staten Island, New York and Bayonne, New Jersey
Products	Bridge for vehicular, pedestrian and cyclist traffic

The Bayonne Bridge is a steel through arch bridge that crosses the Kill Van Kull, linking Staten Island, New York with Bayonne, New Jersey. It serves as a conduit for both New York State Route 440 and New Jersey Route 440, meeting at the state boundary located in the middle of the waterway. Upon its completion, it held the record for the longest steel arch mainspan worldwide and currently ranks as the sixth-longest. This bridge is one of four that connect Staten Island to New Jersey, alongside the Goethals Bridge near Elizabeth, the Outerbridge Crossing in Perth Amboy—which also carries Route 440—and the rail-exclusive Arthur Kill Vertical Lift Bridge, all spanning the Arthur Kill.

Conceived by Swiss engineer Othmar Ammann and architect Cass Gilbert under the commission of the Port Authority of New York and New Jersey, the original structure opened in 1931 featuring a four-lane roadway, pedestrian walkway, and a vertical clearance of 151 feet.

To enable passage for larger New Panamax vessels, the Port Authority elevated the clearance by roughly 64 feet to reach 215 feet by June 8, 2017. The updated roadways were inaugurated on May 24, 2019, providing two lanes for one-way traffic in each direction with shoulders, along with a dedicated path for pedestrians and cyclists.

Design

The Bayonne Bridge was engineered by Swiss bridge expert Othmar Ammann in collaboration with architect Cass Gilbert. It extends across the Kill Van Kull connecting Port Richmond on Staten Island, New York, with Bayonne in Hudson County, New Jersey. The bridge alignment follows the street grids of both Bayonne and Port Richmond at an angle of 58 degrees to the Kill Van Kull, necessitating a longer span than if it had been constructed perpendicular to the waterway. Its total length measures .

Roadbed

Initially, the Bayonne Bridge featured a continuous roadbed stretching long without intermediate piers. The central span was linked to viaducts on each side: the Port Richmond viaduct extended , while the Bayonne viaduct measured , supported by piers ranging from in height. The bridge originally offered a mid-span clearance of , adequate for accommodating the tallest vessels in the United States Navy at that time. The width of the roadway was .

Between 2013 and 2019, a $1.7 billion initiative raised this clearance by approximately , from , by constructing a new deck above the original roadway within the existing arch structure. This enhancement allows larger Post-Panamax ships to pass beneath, significantly boosting the bridge’s importance for maritime transportation.

Arch

The steel parabolic arch of the Bayonne Bridge is composed of 40 straight segments. The lower chord rises about above the Kill Van Kull, while its upper chord reaches above the water surface. The design was inspired by New York City's Hell Gate Bridge, created by Ammann’s mentor Gustav Lindenthal. Initially, Gilbert had planned for an ornamental granite cladding over the steel framework; however, this was omitted during construction to cut costs amid the Great Depression. Notably, it was pioneering in its use of manganese steel for both main arch ribs and rivets.

When finished in 1931, it was recognized as the world’s longest through arch bridge, surpassing both the Sydney Harbour Bridge by and overtaking New York’s own Hell Gate Bridge. Its lightweight structure weighs only , considerably less than Sydney Harbour Bridge’s . Additionally, it is half as wide but longer overall than its Australian counterpart.

Initial concept and background

The Port of New York Authority, now known as the Port Authority of New York and New Jersey, was founded in 1921 to oversee transportation within the Port of New York and New Jersey. By 1928, it had completed two bridges linking New Jersey to Staten Island: the Goethals Bridge and the Outerbridge Crossing. Plans for a third crossing between Port Richmond and Bayonne were initially for a tunnel but ultimately shifted to a bridge structure. The design, created by Ammann and Gilbert, favored a steel arch over cantilever or suspension types due to cost efficiency and the potential to support future rapid transit lines.

Building process

Construction commenced in 1928 with an estimated budget of $16 million (), yet the final cost was $13 million (). To avoid interfering with navigation on the Kill Van Kull, engineers employed hydraulic jacks to hold two arch segments made from prefabricated high-strength alloy steel trusses. These segments were assembled from both sides progressing toward the center. The roadway's support framework was then hung from cables anchored to the arch.

From the 1930s to the 1960s

The Bayonne Bridge officially opened on November 15, 1931, following dedication ceremonies held the previous day. On its inaugural day, approximately 7,000 pedestrians and 17,000 vehicles crossed the span. The bridge was anticipated to shorten Staten Island commuters’ travel times by 18 to 20 minutes, also alleviating congestion on the Goethals Bridge and Outerbridge Crossing. David M. Dow, Secretary for Australia in the United States, attended the dedication; notably, the same golden shears used during this event were sent to Australia for the Sydney Harbour Bridge ribbon-cutting four months later. Subsequently, one blade of these shears was returned to the Port Authority. Time magazine lauded its symmetrical design as both "impressive and haunting," while Bayonne in France extended its congratulations. The American Institute for Steel Construction honored it as "Most Beautiful Steel Bridge" in 1931, surpassing even the George Washington Bridge. Although provisioned for railroad tracks, these were never installed.

Pedestrian tolls were initially imposed but discontinued in 1940; pedestrian toll booths were subsequently removed. The nearby Bergen Point Ferry continued operations until 1961.

During World War II, Archer Daniels Midland utilized space beneath the Staten Island approach to store roughly of uranium ore for the Manhattan Project. This location later became a federal Superfund site due to contamination concerns. Cleanup efforts led by the U.S. Army Corps of Engineers are expected to conclude by late 2023.

In 1951, a beautification initiative transformed the tollbooth area through cooperation between the Port Authority and Bayonne officials. Land beneath the New Jersey approach was designated as Juliette Street Playground in 1956. A new Staten Island toll plaza was constructed alongside a widened bridge deck in 1964. Toll plaza enhancements in 1966 included six updated booths, viaduct expansion near the plaza, electrical system upgrades, and new lighting installations.

1970s to 1990s

In 1970, tolls were discontinued for motorists heading toward New Jersey, with fees thereafter collected solely from vehicles entering Staten Island and exiting Bayonne. During the 1973 energy crisis, ornamental lighting on the arch was temporarily switched off to conserve power. The bridge earned recognition as a National Historic Civil Engineering Landmark in 1985.

On October 2, 1990, heavy trucks were temporarily prohibited after a crane collided with the central span. The bridge resumed limited operation two days later, opening one lane for urgent repairs. In October 1991, inspections and repairs were conducted following damage to several stringer beams caused by a container ship.

By 1995, a round-the-clock CCTV security system was implemented along the pedestrian walkway to improve safety measures. This upgrade was accompanied by enhanced lighting on the plazas and approaches as well as modifications to the Morningstar Road off-ramp. In June 1997, the bridge became the first Port Authority crossing to accept E-ZPass electronic tolling. A significant rehabilitation effort took place in 1999 that included resurfacing the roadway pavement, replacing concrete decks and expansion joints, and repairing steel components and piers. Additionally, permanent maintenance platforms were installed beneath the roadway and approaches to facilitate future inspections.

21st century

In 2001, further enhancements included upgrading the CCTV system, installing new navigational and aviation lights, replacing most street lamps, and conducting extensive restoration of the structurally compromised New Jersey abutment.

Late 2000s and early 2010s: Roadway elevation plans

During the late 2000s, the Port Authority proposed elevating the Bayonne Bridge deck to allow passage of larger container ships through the Kill Van Kull channel. This initiative responded to the Panama Canal expansion that enabled bigger vessels from Asia to reach East Coast ports. The existing clearance of 151 to 156 feet above water was insufficient for new Panamax ships requiring approximately 215 feet of vertical clearance. Without this modification, the Port of New York and New Jersey risked losing maritime traffic to competing ports such as Charleston, South Carolina.

In August 2009, $10 million was allocated by the Port Authority for planning and engineering related to resolving clearance limitations. The U.S. Army Corps of Engineers (CoE) completed an analysis that same year evaluating alternatives including raising the current roadway—a $1.7 billion project finished by 2019 featuring an elevated pedestrian and bicycle path—constructing a new cable-stayed bridge at $2.15 billion, or replacing it with a tunnel costing between $2.2 billion and $3 billion. The decision favored raising the existing roadway due to cost efficiency and schedule advantages.

This project also addressed structural weaknesses in the New Jersey abutment and corrected functional obsolescence of the bridge itself. An environmental review conducted by the U.S. Coast Guard spanned four years with expenditures exceeding $2 million; despite some local resistance, expedited approval was granted in 2012.

The "Raise the Roadway" initiative facilitated access for larger, more efficient vessels by lowering the arch over the roadway through a reduction in suspension cables from 30 to 22. The single-level roadway was replaced by dual decks featuring wider lanes, median barriers, shoulders, and upgraded approach ramps. A continuous bike path and pedestrian walkway with entry ramps were incorporated into the design. Provisions were made to accommodate potential future transit options such as light rail; although proposals have been submitted to extend Hudson-Bergen Light Rail across the bridge, rapid transit is not included in final plans.

Construction activities supported nearly 2,800 jobs while generating between $240 million and $380 million in wages alongside $1.6 billion in economic output. The CoE estimated that raising the bridge would yield a national benefit of $3.3 billion, noting that approximately 12% of U.S. international container traffic passes beneath it—supporting close to 270,000 jobs and $11 billion annually in wages nationwide. The upgrade increased vessel capacity from ships carrying 9,000 containers up to those accommodating 12,000 containers.

Despite decreased revenues from other Port Authority crossings, congressional leaders advocated for accelerating this project’s completion. Public forums were held in 2012 as part of ongoing community outreach efforts. Simultaneously, enhancements at Port Jersey on Upper New York Bay progressed to strengthen port infrastructure overall.

Mid-2010s: New Roadbed Construction

The Port Authority intended to construct the new roadway without disrupting traffic flow between Staten Island and Bayonne. In July 2012, the project was slated to begin in mid-2013 and reach completion by 2017, with an estimated budget of $1.7 billion spread over five years. The schedule targeted removal of the existing road by late 2015 to align with the Panama Canal expansion's opening. The proximity to residential neighborhoods posed challenges; in 2014, some Staten Island residents filed a lawsuit citing environmental concerns affecting minority populations. Additionally, in 2015, Bayonne inhabitants expressed grievances about noise, dust, and debris, which the Port Authority later resolved. Throughout construction, vehicle traffic continued uninterrupted on the bridge.

On April 24, 2013, a contract worth $743.3 million was awarded by the Port Authority to a joint venture comprising Skanska Koch and Kiewit Infrastructure Company. The construction process included erecting support columns and installing prefabricated road segments utilizing a gantry crane positioned atop the arch. Temporary closures were implemented to facilitate attachment of new structural components supporting the roadway. The project received acceleration under the Obama administration, recognizing its significance for national commerce, and was prioritized by New Jersey Governor Chris Christie.

The pedestrian walkway, originally situated on the western side, was closed in August 2013 to be relocated to the eastern side, with an initial reopening planned for 2017. However, weather-related delays pushed completion back to 2019, affecting navigational clearance timelines and potentially impacting port traffic following the Panama Canal expansion. The Port Authority adjusted its schedule accordingly: transitioning traffic onto the new roadway in early 2017, dismantling the old roadway by late 2017, and finalizing southbound lanes by mid-2019. By November 2016, construction of the future northbound span—temporarily accommodating two-way traffic—was finished.

On February 20, 2017, the eastern roadway (destined for northbound traffic) opened with one lane in each direction; simultaneously, the old lower roadway was permanently closed. The western roadway (planned for southbound traffic) reached completion in 2019, restoring two lanes per direction along with a pedestrian walkway. This day also marked the Bayonne Bridge as the inaugural Port Authority crossing to adopt fully automated cashless electronic tolling technology, improving traffic efficiency. Navigational clearance was achieved on June 8, 2017. The new southbound roadway opened on February 11, 2019, completing full restoration of traffic capacity. The pedestrian and bicycle path became accessible on May 24, 2019. For its innovative construction approach that maintained continuous road and maritime traffic throughout the process, the project received the American Society of Civil Engineers’ Outstanding Civil Engineering Achievement award in 2020.

2020s to present

In March 2023, suicide prevention call boxes were installed along the pedestrian walkway. Following their deployment on the George Washington Bridge in December 2023, these 11 K1 call boxes were upgraded in March 2024 to incorporate the Knightscope Emergency Management System (KEMS). An ongoing study is evaluating potential enhancements to existing suicide prevention devices and considering additional installations along the northbound roadway. Planned improvements include adding netting to pedestrian path fences and upgrading communication links between call boxes and Port Authority Police.

Traffic

Between January and November 2016, approximately 4,500 vehicles crossed the Bayonne Bridge daily, with 91% of them utilizing the E-ZPass system. In 2011, the bridge saw an average daily traffic volume of 19,378 vehicles, which declined to 15,221 in 2014 and further decreased to 10,840 in 2015 as a result of construction activities. Among the Port Authority’s crossings, the Bayonne Bridge consistently experiences the lowest traffic levels.

In September 2007, MTA Regional Bus Operations introduced the limited-stop S89 bus route over the bridge, linking Staten Island’s Hylan Boulevard terminal to Bayonne’s 34th Street Hudson-Bergen Light Rail Station. This service represented the Metropolitan Transportation Authority’s first interstate bus route.

Tolls

Effective January 5, 2025, the toll-by-mail charge for southbound travel from New Jersey into New York City is $18.31 for both cars and motorcycles; no toll is imposed on passenger vehicles traveling northbound from New York City to New Jersey. E-ZPass holders issued by New Jersey or New York pay $14.06 for cars and $13.06 for motorcycles during off-peak periods, and $16.06 for cars and $15.06 for motorcycles during peak hours. Users with E-ZPass transponders from other states are billed at the toll-by-mail rate. Frequent travelers making over three trips monthly qualify for discounted rates under the "Staten Island Bridges Plan," paying $8.03 per trip for cars regardless of time. Beginning in July 2025, the Mid-Tier toll will increase to $18.72, while the toll-by-mail rate will rise to $22.38.

Tolls are collected exclusively on southbound traffic; northbound tolls were removed in August 1970 when southbound tolls were doubled. This adjustment was consistent with similar changes at eleven other crossings between New York and New Jersey and along the Hudson River corridor spanning approximately 130 miles from the Outerbridge Crossing to the Rip Van Winkle Bridge.

On February 20, 2017, open-road cashless tolling was implemented, eliminating traditional toll booths and cash payments. Overhead gantry cameras photograph license plates of vehicles without E-ZPass transponders and send bills by mail, while E-ZPass users are identified wirelessly through their transponders.

Historic toll rates

2012–2014 $13.00 $13.00 southbound only 2014–2015 $14.00 $14.00 southbound only 2015–2020 $15.00 $15.00 southbound only 2020–2023 $16.00 $16.00 southbound only 2023–2024 $17.00 $17.00 southbound only 2024–2025 $17.63 $17.63 southbound only Since January 5, 2025 $18.31 $18.31 southbound only

Historic vehicular toll rates for the Bayonne Bridge
Years	Toll	Toll equivalent in Template:Inflation-year Template:Inflation-fn	Direction collected
1931–1970	$0.50	$Template:Round–Template:Round	both directions
1970–1975	$1.00	$Template:Round–Template:Round	southbound only
1975–1983	$1.50	$Template:Round–Template:Round	southbound only
1983–1987	$2.00	$Template:Round–Template:Round	southbound only
1987–1991	$3.00	$Template:Round–Template:Round	southbound only
1991–2001	$4.00	$Template:Round–Template:Round	southbound only
2001–2008	$6.00	$Template:Round–Template:Round	southbound only
2008–2011	$8.00	$Template:Round–Template:Round	southbound only
2011–2012	align=right $12.00 $12.00 southbound only

In popular culture

The Bayonne Bridge is prominently featured in the 2005 sci-fi movie War of the Worlds, where it appears in the backdrop of scenes set at the protagonist’s residence in Bayonne prior to its destruction during an extraterrestrial assault. Additionally, the bridge and the Bayonne area serve as key settings in the 2001 motion picture A Beautiful Mind and the HBO prison series Oz.