Instead, they covered 50% of the cost of the new span, while New Jersey and Pennsylvania paid the remaining 50% of the total bill, as with an ordinary U.S. Highway route. In April 1958, the location of the future Scudder Falls Bridge was approved with little opposition. Construction, overseen by the DRJTBC, began in May of the same year and was completed in 1959. The new bridge, which had cost $8.4 million, opened to traffic on June 22, 1961. The Yardley-Wilburtha Bridge was rebuilt as a temporary crossing before the Scudder Falls Bridge began being built. It was completely torn down in 1961 when the Scudder Falls Bridge opened. The bridge was built using two-span continuous steel-plate girders. Its two end spans were each long, while each of the eight middle spans measured . The bridge consisted of a roadway wide, split into four twelve-foot lanes. Opposing traffic was separated by a Jersey barrier. The bridge's total length was . The Scudder Falls Bridge originally carried I-95 over the Delaware River. In March 2018, I-95 was renumbered to I-295 across the bridge as part of the Pennsylvania Turnpike/Interstate 95 Interchange Project that completed the gap in I-95. Replacement bridge Starting in 2003, the DRJTBC began working on plans to replace the bridge, improve the safety and traffic flow of its two immediately adjoining interchanges (Taylorsville Road in Pennsylvania and Route 29 in New Jersey), and widen the Pennsylvania approach to the bridge (from four lanes to six). The project was deemed necessary because the original configurations of the bridge, interchanges and roadways suffered from numerous inadequacies. Design standards called for, at minimum, the addition of an inside shoulder wide (adding to its original width) and an outside shoulder wide (adding to its original width). The closely spaced interchanges on both ends of the bridge required the addition of acceleration and deceleration lanes (the Commission refers to them as "auxiliary lanes"), of which there were previously none. According to the DRJTBC's 2002 Southerly Crossings Corridor Study, the Scudder Falls Bridge carried roughly 55,000 vehicles per day (traffic counts have increased since then), well beyond the design load of 40,000 vehicles per day. By 2030, traffic volumes were expected to increase by 35%, the equivalent of 19,000 additional vehicles. This amount of traffic would require two to perhaps four additional travel lanes (24 to 48 additional feet of roadway width). Also mentioned