Countless drivers in Camden County will be rerouted over the next few months as the Collings Avenue Bridge closes for a multi-million-dollar repair project.
Starting Tuesday, the steel bridge over Newton Creek at the border of Gloucester and Camden cities will be closed for about three months, the county announced.
Traffic headed toward the bridge will be diverted to I-676 via Broadway and Morgan Boulevard.
The $2.5 million project includes replacing the concrete deck, sidewalks, and parapet, as well as refurbishing support beams and bearings.
“These improvements to the Collings Avenue Bridge are essential to keeping our infrastructure safe and reliable,” Camden County Commissioner Al Dyer, liaison to the Department of Public Works, said in a statement. “We want to thank our residents for their patience during the next few months and recommend that they give themselves extra time in their commute while detours are in place.”
New Jersey Attorney General Jennifer Davenport filed the state’s fourth open lawsuit against Amazon on Tuesday, accusing the tech giant of creating worse work conditions for lower pay through its “anticompetitive” delivery driver network.
“Today, my office is acting to stand up for thousands of New Jersey delivery drivers who are being exploited every day by one of the world’s biggest, richest corporations,” Davenport said at a news conference.
The suit homesin on Amazon’s Delivery Service Partners (DSPs) program, which the company advertises as an opportunity for prospective entrepreneurs to open their own business while partnering with the tech giant by managing a local system of drivers. But these businesses are beholden to Amazon, Davenport argues, and the tech giant’s system prevents drivers from unionizing or getting better work conditions.
“These are the workers who bring Amazon packages to our front doors,” she said. “They often show up in Amazon vans, wearing Amazon vests, carrying boxes with the Amazon logo on them. And in our view, they are working longer hours in worse conditions and for less money because of Amazon’s anticompetitive behavior.”
These drivers earn “significantly less” than drivers for UPS, FedEx, and the U.S. Postal Service, according to the complaint.
The complaint describes a work environment of employee surveillance, union busting, and drivers having no choice but to urinate in water bottles to meet Amazon’s metrics.
“They must accept invasive surveillance that monitors their every moment and action while at work and face the possibility of immediate termination for the smallest infraction or failure to meet these unreasonable requirements,” the complaint states.
Steve Kelly, a spokesperson for Amazon, pushed back strongly on the claims made in the suit and accused Davenport of choosing to hold a news conference rather than seeking a greater understanding of the program.
“This complaint is not grounded in fact. The Attorney General’s characterization of the DSP Program and the claims about working conditions are just wrong. The truth is, DSPs are independent business owners who make their own decisions about hiring, fleet management, and capacity planning — and they choose whether to work with other companies besides Amazon,” Kelly said in a statement.
“Had the Attorney General bothered to look at the facts, they would have also seen that the vast majority of routes are finished on-time or early — built on real-world data accounting for stop complexity, traffic, and geography. DSPs manage their drivers’ workday and route execution, and DSP employees are free to choose their employer and associate with who they want, full stop.”
Kelly said the company was confident that it would prevail in court.
On its website, Amazon advertises the DSP program as providing “the unique opportunity to create jobs in your neighborhood and lead a team that delivers gifts, textbooks, and pet food to your community.”
But Davenport’s office argues that the DSPs “are anything but independent.”
“Rather, Amazon keeps control of the levers that matter — setting demanding operational requirements, monitoring driver performance, controlling route allocations, and restricting DSPs from hiring one another’s drivers — with exploitative consequences for the drivers themselves,“ her office said in a release.
Amazon did not immediately respond to a request for comment on the suit.
Davenport also alleges that Amazon monitors DSP workers with artificial intelligence and cameras inside the vehicles they drive, and that the company has intimidated and retaliated against drivers who were suspected of union organizing.
The complaint cites an incident in Queens, N.Y., in which Amazon allegedly sent drones to blacklist striking workers. It also cites an instance in Edison where workers were allegedly told that labor organizing could endanger DSP’s partnership with Amazon, putting their jobs in jeopardy.
The suit claims also accuses Amazon of blacklisting workers who support unionization from a broad network of DSPs, and cites workers who were terminated after their bosses learned they supported labor organizing.
Amazon is the dominant purchaser of this delivery driver labor, and since it is about buying rather than selling, their alleged anticompetitive practice is called a monopsony, rather than a monopoly. Davenport’s office said this is the first time a state has filed a monopsony complaint.
It adds to a list of court battles with the company.
In September 2023, former Attorney General Matthew Platkin joined the Federal Trade Commission and other states in suing the tech giant for allegedly maintaining a monopoly. Last October, Platkin filed one complaint over the company’s treatment of pregnant people and workers with disabilities, and another over how Amazon classifies certain workers as independent contractors and therefore denies them rights and benefits.
Davenport’s lawsuit Tuesday is the first lawsuit against Amazon filed under Democratic Gov. Mikie Sherrill’s administration, but the state’s top lawyer said the three other cases are ongoing.
The complaint, filed in the U.S. District Court for the District of New Jersey, alleges violation of the federal Sherman Antitrust Act and New Jersey’s Antitrust Act and seeks damages for DSP drivers and for Amazon to stop the alleged behavior.
The Korean-owned yard’s leaders thought they had found just the place, four miles by barge down the Delaware River at the New Jersey-funded Paulsboro facility, vacated by the offshore wind industry when President Donald Trump killed that program. In December, Hanwha agreed to take over the lease.
Philadelphia Shipyard as seen from southbound I-95 expressway in 2024.
This despite the fact Hanwha’s proposal enjoyed support from federal, state and local officials and even made it into the U.S. military budget for fiscal year 2026, which called for $110 million “to support shipbuilding industrial capacity” and steel fabrication in a manufacturing facility “formerly used for offshore wind manufacturing.”
Paulsboro Mayor John Giovannitti estimates that on a given day, there are fewer than 50 workers at the port.
Leo Holt, whose century-old company runs ports in Gloucester City and South Philadelphia, said he’s not completely averse to manufacturing around the Paulsboro terminal after his family’s plans to beef up container and bulk shipping there accelerate.
Hanwha declined to comment, confirming only that the shipyard is still looking for space “in the U.S.”
A rendering of a 600-acre shipyard that the Port of Tampa Bay has offered to build for Hanwha.
What went wrong?
Since the early 2010s, New Jersey borrowed and spent more than $500 million building a Paulsboro wharf, highway ramps and other facilities to attract big employers to the port. It replaced lost oil industry jobs and also compensated for nearby Camden’s loss of piers due to Holtec Inc.’s redevelopment in that city’s aging port district.
In borrowing documents and news releases, the public spending was justified by predictions that the port would draw hundreds, even thousands, of port and industrial jobs, which in more than a decade have yet to arrive.
Paulsboro sublets the facility to Holt as the port operator. Holt paid $1.6 million to use the property last year.
At the urging of then-Gov. Phil Murphy, then-State Senate President and iron workers union leader Steve Sweeney, then-Paulsboro Mayor John Burzichelli and other officials, Holt in 2020 agreed to let EEW, a global pipemaker based in Germany, build supports up to 400 feet long and 40 feet across for the federally subsidized offshore wind-electric generation facilities that its Danish partner Orsted planned to locate off the New Jersey coast.
Orsted canceled in 2023, citing rising costs. Trying to cut his company’s losses, EEW executive vice president Esben Strandgaard began looking for new tenants, attracting more than 200 inquiries and initiating talks with Hanwha.
Hanwha needed the landlord’s permission to take over the lease. Hanwha Defense USA President Tom Anderson, a retired Navy rear admiral, and the Holts met last fall to discuss the proposal.
Instead of approving, the Holts sued, challenging EEW’s authority to pick a replacement and demanding control of the facility.
Hanwha, aided by its political supporters, tried to make a deal, but Holt stood firm. In March, Hanwha canceled the agreement.
What the Holts want
“The north star for redevelopment at Paulsboro has been marine terminal operations,” said Leo Holt, president of the Gloucester City-based company. “We stretched to assist the state in any way we could,” but “Hanwha was never a part of the plan, nor was shipbuilding.”
Holt spoke of the failed industrial proposals — wind, shipbuilding, and others to build power plant equipment on site — as an obstacle, not a goal.
“The detour imposed on New Jersey is over, and the road is clear to the Paulsboro Marine Terminal,” he said. “We were glad to see that the page was turned on the detour.”
Holt Logistics, which has been expanding containerized cargo facilities on both sides of the river, has shipped containers to Paulsboro and hopes to augment Paulsboro’s current port tenants, Holt said.
Those include Novolipetsk Steel (NLMK), owned by Russian billionaire Vladimir Lisin, which due to Ukraine war sanctions stopped importing Russian steel through the port for its plant in Farrell, Pa., and has switched to steel from Latin America, East Asia, and other countries, according to Holt.
The port also ships containers to the U.S. Navy base in Rota, Spain, and to ports in Cyprus, Israel, and other Mediterranean countries.
More than a container port
New Jersey has spent more than half a billion dollars improving the Paulsboro site with a wharf, highway connections to I-295, and other public works, the mayor said.
“I’m not aware of Paulsboro people, Gloucester County people, working there right now,” said Burzichelli, now a state senator and a supporter of both the wind and the Hanwha projects.
New Jersey invested in the BP site to make it more than a container port, Burzichelli says.
“That [state-built] wharf was designed to handle any industry, and the public investment was designed to create the maximum amount of high-paying jobs that can be created,” he said.
The port section “was always intended to be a bulk port,” requiring plenty of longshoremen’s labor, and “certainly not a container port,” which “take up a lot of space but don’t generate big jobs,” Burzichelli said.
“They don’t pay taxes the way an [industrial] building will pay,” he added.
The Holts’ “choices and the interest of the state of New Jersey, the interests of Gloucester County, and the interests of the borough of Paulsboro, are not aligned, at this point,” Burzichelli said. “I hope we can get them aligned.”
Mayor Giovannitti said, “We thought we had a deal last year with Hanwha” but are left with “a $750,000 hole in our budget” — the annual payment, in lieu of taxes, that EEW and its partners paid the borough while it was operating. The town’s annual budget is $13 million.
Instructors and graduates of the union-backed preapprenticeship program Global Skills Union Pathways Project at Philly Hanwha Shipyard in February.
What Paulsboro could offer
Strandgaard says he’s not surprised Hanwha decided not to “waste any more of their time” on Paulsboro: “They could not see themselves working with a hostile landlord.”
It’s an ideal site for shipbuilding or any other industry that needs a deep water port, he said. But “Holt Logistics really controls what comes in and out. This was very upsetting, for us and Hanwha, that Hanwha with the support of the Navy did not have enough leverage.”
Other East Coast sites would take a year or more to prepare. “The beauty of Paulsboro is they could start the day after” concluding a deal, Strandgaard said.
He said he was surprised the new administration of New Jersey Gov. Mikie Sherrill didn’t make landing Hanwha a priority.
Sherrill was “disappointed that EEW could not reach an agreement with Hanwha or other parties despite the state’s efforts to facilitate discussions and bring stakeholders together,” spokesperson Maggie Garbarino said in a statement.
Holt’s goal: A modern marine terminal
On any given day, between 500 and 900 Holt employees are moving cargo at the company’s South Jersey operations, Holt said. He declined to estimate how many of those were in Paulsboro.
According to tax records, the port handled about 250,000 tons of cargo last year. That’s less than one-tenth of all South Jersey Port Corp. cargoes.
Holt called the state “vital partners in the renovation of the facility. We are working to have both marine operations and manufacturing operations. But we cannot be deterred from taking it where we promised: to be an active modern marine terminal.”
He said he expects the Sherrill administration will prove to be more congenial to the Holts’ vision for the property — “manufacturing, distribution, or anything” that makes sense to his family.
South Jersey officials say they haven’t given up. “The people of Paulsboro were told this was about jobs, jobs, jobs, and those would be manufacturing jobs. Not stacking containers four high with automated forklifts,” Giovannitti said.
Burzichelli still hopes Hanwha and Holt can be brought to the same page. “Many of us still don’t think we are done with manufacturing,” he said.
The vintage Gillian’s Wonderland Pier Canyon Falls Log Flume Bathing Guy is still up for grabs, with a $2,000 price tag.
So is the 12-by-6-foot fiberglass Haunted Dark Ride Skeleton head, including the top hat and the skeletal hands that once gripped the front of the ride, for $8,500.
Polito is hoping another Halloween season will tempt buyers for the skeleton and the other dark ride props for sale, including a pair of coffin speakers ($600), an animated man in a closet ($1,150), and a spider automaton ($750).
A pair of vintage Gillian’s Wonderland Pier Haunted Dark Ride Haunted House Mechanical Circus Clowns, priced at $1,750 for the pair at Obnoxious Antiques.
Polito said about half the sold objects were sold to out-of-state buyers, but the other half “went back to Ocean City,” including the Monkey Band, which is on display with other Wonderland artifacts in the Boardwalk food court as a “Wonderland Pier Museum.”
Some of the exterior figurines were bought by nearby Storybook Land in Egg Harbor Township.
Polito says the $8,500 price tag for the skeleton and hands “is a steal,” and notes that they would be perfect for a committed Halloween house decorator.
He estimates it cost $20,000 to create.
“It’s heavy,” he said. “They would have to commit to it and they would have to really want it.”
Ed Frischkorn, 30, holding the log flume miner from the now-defunct Gillian’s Wonderland Pier he purchased at Obnoxious Antiques in Burlington, N.J.
Over objections from some nearby residents, Ocean City Council recently voted to designate the former Wonderland site at 600 Boardwalk in need of rehabilitation and will now negotiate with developer and owner Eustace Mita, who has proposed a seven-story luxury hotel on the site.
Mita bought the site from Mayor Jay Gillian, who made the decision to close the beloved amusement park his family had owned for 65 years in October 2024.
Mita’s original proposal called for restoring the Ferris wheel and historic carousel, and preserving several iconic kiddie rides from Wonderland.
John Polito of Obnoxious Antiques with one of the men in the tub from the log flume ride at the now-defunct Wonderland Pier in Ocean City, N.J. Polito purchased three truckloads of relics that are now for sale at his warehouse on Route 130 in Burlington N.J.
