Washington Crossing Bridge is a six-span double Warren truss structure measuring 877 feet (267 m) in length.

Men from both sides of the river endeavored in the early 1830s to secure charters from the two states to form a company that then sold shares of stock to raise capital for constructing a bridge at the former McKonkey Ferry location.

Resulting legislation to establish the Taylorsville Delaware Bridge Company was enacted by New Jersey on February 14, 1831 and by Pennsylvania on April 1, 1831.

The legislative measures named Mahlon K. Taylor, Aaron Feaster and Enos Morris of Pennsylvania and Daniel Cooke, Esq., James B.

A newspaper item from that time stated: “We don’t know the rates of Toll, but have understood that from favorable terms upon which the bridge has been built, the Directors will be able to place the charges for toll at a very moderate rate.” On February 14, 1831, an act was passed by the New Jersey Legislature and concurred by the Pennsylvania General Assembly, creating the Taylorsville Delaware Bridge Company.

[2] By the act's provisions, a bridge was to be located at Taylor's Ferry, close to where George Washington crossed the Delaware River in 1776.

[6] In 1923, multiple deficiencies due to expected poor maintenance were discovered, because of this, new wood planks were installed on the bridge, stringers were replaced, the lighting system was upgraded, and repairs were made to the piers.

Floating debris in the form of whole trees, steel barrels and even houses smashed against the bridge, resulting in damage to all six spans.

As described by the Delaware River Joint Toll Bridge Commission, many truss members were replaced with new fabricated galvanized steel.

Floor system members and the open steel grid deck were replaced in the first three bays of each end span.

[9] The remnants of Hurricane Ivan caused heavy rainfall on September 17 and 18 of 2004; 3 to 5 inches (76 to 127 mm) fell over a 12-hour period.

Unusually heavy rains experienced in late March 2005 and early April 2005 combined with melting snow resulted in another flood.

This included replacing the singular non-standard lane control signals with a dual pair of standard traffic signals, adding scour protection to the piers,[15] re-decking the pedestrian sidewalk, installing aesthetic treatments on the second pier, improving the pedestrian walkways railing, installing updated signage, repairing the bridge’s light fixtures, and repairing the Pennsylvania masonry abutment, which had notably exhibited severe bulging.

[17] In January 2024, the DRJTBC issued a Request for Proposals (RFP) for a consultant team which would start the process of environmental review, in preparation for possibly designing and constructing a replacement span.