1926 toll bridge

The original structure was completed in 1926 by the American Toll Bridge Company (Aven Hanford and Oscar Klatt), who went on to build the original span of the Carquinez Bridge. The bridge was opened on 1 January 1926 as a connecting link on the coast-to-coast Victory Highway. Hanford and Klatt, officials with the Rodeo-Vallejo Ferry Company, had organized the American Toll Bridge Company in 1923, which built the bridge at a cost of greater than US$2,000,000 (equivalent to $34,350,000 in 2022).^[5]

The Delta Bridge corporation had formed in December 1922,^[6] but did not complete a bridge at Antioch. Delta Bridge had received a franchise to build in June 1923.^[7]

The 1926 bridge featured two spans each 270 feet (82 m) long which provided a clearance of 70 feet (21 m) below when opened.^[5] The original lift span bridge was plagued with problems throughout its lifetime. Heavy traffic could cross it at no more than 15 miles per hour (24 km/h), and its narrow shipping channel led to collisions with freighters in 1958, 1963, and 1970.

State purchase

In 1937, Assemblyman Earl D. Desmond urged the California Toll Bridge Authority to acquire the Antioch Bridge.^[8] Desmond believed that by purchasing the bridge, tolls could be eliminated, which would spur economic growth.^[9] Director Frank W. Clark negotiated with the American Toll Bridge Company, and the state of California acquired ownership of both the Antioch and Carquinez Bridges at a cost of US$5,943,000 (equivalent to $124,140,000 in 2022) on September 16, 1940. Tolls were reduced immediately and further reduced in 1942.^[10]

Marine traffic collisions

The narrow ship channel afforded by the raised span led to marine traffic colliding with the bridge in 1958 (rammed by Kaimana),^[11] 1963 (rammed by Pasadena)^[12][13] and 1970 (rammed by Washington Bear).^[14][15]

The 1970 collision spurred efforts to build a replacement bridge. In that incident, the lift span was stuck in the raised position. The bridge tender could not leave the bridge and remained in the control house for 20 hours. Local firemen eventually made their way to him and brought him out.^[16] The bridge was closed for repairs for 5 months.^[17]

1978 replacement bridge

Sen. Nejedly authored Senate Bill 25, which later became Chapter 765 of the California Statutes of 1972,^[18] authorizing the issuance of revenue bonds to fund the construction of a replacement to the existing bridge. The bill cited the recent extended disruptions in bridge service from marine traffic damage as well as flooding of the approaches.^[18]

The high-level bridge opened in December 1978. Shortly before completion, the replacement bridge was named to honor Sen. Nejedly.^[1][19][20]

Historical toll rates

Crossing the original 1926 bridge required a toll, but tolls were removed in 1945 after the state bought the bridge in 1940. Under the ownership of the American Toll Bridge company, in 1940, tolls were 45 cents per car (equivalent to $9.4 in 2022) plus five cents (equivalent to $1.04 in 2022) per passenger. After the state took ownership, tolls were immediately reduced to thirty cents per car (equivalent to $6.27 in 2022) for up to four passengers. In 1942, tolls were further reduced to 25 cents per car (equivalent to $4.48 in 2022).^[10] then removed three years later. Tolls were reinstated in 1978 with the completion of the new span at fifty cents per car (equivalent to $2.24 in 2022), collected northbound only.^[22]

The basic toll (for automobiles) on the seven state-owned bridges, including the Antioch Bridge, was raised to $1 by Regional Measure 1, approved by Bay Area voters in 1988.^[23] A $1 seismic retrofit surcharge was added in 1998 by the state legislature, originally for eight years, but since then extended to December 2037 (AB1171, October 2001).^[24] On March 2, 2004, voters approved Regional Measure 2, raising the toll by another dollar to three dollars (equivalent to $4.65 in 2022). An additional dollar was added to the toll starting January 1, 2007, to cover cost overruns concerning the replacement of the eastern span.

The Metropolitan Transportation Commission, a regional transportation agency, in its capacity as the Bay Area Toll Authority, administers RM1 and RM2 funds, a significant portion of which are allocated to public transit capital improvements and operating subsidies in the transportation corridors served by the bridges. Caltrans administers the "second dollar" seismic surcharge, and receives some of the MTC-administered funds to perform other maintenance work on the bridges. The Bay Area Toll Authority is made up of appointed officials put in place by various city and county governments, and is not subject to direct voter oversight.^[25]

Due to further funding shortages for seismic retrofit projects, the Bay Area Toll Authority again raised tolls on all seven of the state-owned bridges in July 2010. The toll rate for autos on the Antioch Bridge was thus increased to five dollars (equivalent to $6.71 in 2022).^[26]

In June 2018, Bay Area voters approved Regional Measure 3 to further raise the tolls on all seven of the state-owned bridges to fund $4.5 billion worth of transportation improvements in the area.^[27][28] Under the passed measure, the toll rate for autos on the Antioch Bridge was increased to six dollars on January 1, 2019, and will rise to $7 in 2022 and $8 in 2025.^[29]

In September 2019, the MTC approved a $4 million plan to eliminate toll takers and convert all seven of the state-owned bridges to all-electronic tolling, citing that 80 percent of drivers are now using Fastrak and the change would improve traffic flow.^[30] On March 20, 2020, accelerated by the COVID-19 pandemic, all-electronic tolling was placed in effect for all seven state-owned toll bridges.^[31] The MTC then installed new systems at all seven bridges to make them permanently cashless by the start of 2021.^[32] In April 2022, the Bay Area Toll Authority announced plans to remove all remaining unused toll booths and create an open-road tolling system which functions at highway speeds.^[33]