The 466.5-foot (142.2 m) long Baltimore truss bridge carried traffic of Calkins Road (State Route 1002) in Milanville and Skinners Falls Road in Cochecton over a single wooden lane of traffic until its final closure in October 2019.

Completing this accomplishment, Skinner received the name "Lord High Admiral", an honor that still stands to this date.

At that time, Milanville was selected a crossing due to being a location for the convergence of nine local roads and it would serve as a way to have tourists into Wayne County.

[7] The charter also stated that the bridge would have to be at least 14 feet (4.3 m) between th side railings and have a wooden deck no less than 3 inches (76 mm) thick.

[15] After construction of the Skinners Falls–Milanville Bridge was completed in late 1902, tolls were immediately charged along the one lane structure.

As part of the reconstruction effort, the bridge span would be taken to the company's factory and have the truss straightened after the flood caused damage to the ironwork.

[19][20] With the reopening of the bridge, and along with the newly constructed Erie Railroad station, a new revitalization came to Skinners Falls and Milanville, including an acid company, creamery, and a dairy company, which helped raise income for the bridge using the $0.22 toll.

In 1914, J. Skinner was the new owner, but the company was devastated when one of their timber rafts collided with a Myers family-owned ferryboat, killing four.

However, along with the tragedy, the lack of riverside forests made it hard for timber rafting to prosper and in 1914, they closed their doors.

[24] The Register determined that it was a rare multiple-span Baltimore truss still intact in the country, along with the fact that its location on the Delaware River helped keep its unique historical look.

Other factors included the decorative railings and ornaments that were on the ironwork, unusual compared to most Baltimore trusses.

If that scenario occurred, a plan would be made to repair the crack in the autumn of 1991 to avoid interference with the tourists in the Delaware River valley.

At that time, PennDOT would also install new nails into the wooden deck of the bridge and continue monitor of all cracks.

[27] However, a year later, the nail project failed to deal with the noise level coming from the bridge's deck.

PennDOT stated in May 1994 that they would try a different nailing tactic to prevent the bridge noise, installing them at an angle rather than straight down to attempt to keep to boards on the deck in place.

At the same time, PennDOT also stated that they believe the bearings in the bridge were frozen, leading to the cracks in the New York side's abutment.

[28] PennDOT worked on the bridge on multiple occasions to perform emergency repairs to the structure during the 2010s, beginning in 2010.

However, PennDOT shut the bridge down on December 15, 2015, stating the stringers that were replaced, fell out of alignment and work would need to be done.

During this construction, PennDOT installed new vertical overhead bars to prevent overweight or over height vehicles from using the span.

[32] During the week of November 18, 2024, engineers and cultural professionals used drones to do an inspection of the bridge and make their plans for the future.

PennDOT stated in their reports that the dismantled pieces of the bridge would be stored at their yard at Waymart, Pennsylvania, where they could be restored on a regular pace.

PennDOT District 4 stated that they would have to build a stone causeway through the river to help bring down the bridge through controlled explosives.

The Council's Executive Director, Laurie Ramie, and Evan Radua, an official with the town of Tusten, accused PennDOT of not maintaining the structure between 2019 and 2024 and that time and money dropped into studies helped lead to the bridge's continued deterioration.

PennDOT offered to work with Damascus Citizens for Sustainability to mitigate the effects of the demolition, but would not agree to a transfer.

An inspection in January 2025 noted that the New York abutment and its truss bearings on the upstream side of the bridge were moving on an active basis and demolition was necessary for prevention of an accidental collapse.