ROUTE 49 (PENNS NECK BRIDGE) OVER SALEM RIVER

James E. Maccariella, Jr. and Thomas Griffin, Urban Engineers, Inc.

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 ROUTE 49 (PENNS NECK BRIDGE) OVER SALEM RIVER

James E. Maccariella, Jr. and Thomas Griffin, Urban Engineers, Inc., Pennsauken, NJ

Replacement of an existing movable bridge with a new low level fixed bridge would
not accommodate potential future navigation traffic.

In order to replace the existing bridge in a cost effective manner, while

accommodating the potential future needs of the Port of Salem, a new bridge was
proposed that would permit conversion to a vertical lift type movable bridge should
a potential need for upstream navigation warrant such a project in the future.

Drilled shafts were found to be the most desirable foundation type for the
replacement of the Route 49 Bridge over Salem River. Their ability to resist scour,
be constructed without cofferdams, adequately resist vessel collision forces, and
accommodate conversion to a future vertical lift bridge allowed the project to meet
both the needs of the New Jersey Department of Transportation and the Port of
Salem.

BACKGROUND
The New Jersey Department of Transportation
commissioned the design for the replacement of
the existing Route 49 Bridge (Penns Neck
Bridge) over Salem River. The project's intent
was to replace the existing movable bridge with
a new low level fixed bridge on an adjacent
alignment.

Engineering studies had shown that the costs

associated with constructing a new movable
bridge were not justified at this location.
However, the nearby Port of Salem voiced its
concern that the new bridge should
accommodate passage of marine vessels,
should the waterway be developed in the future.
Therefore, the goal of this project was to replace
the existing bridge in a cost effective manner,
while accommodating the potential future needs
of the Port of Salem.
EXISTING BRIDGE TYPE
The existing Route 49 Bridge crossed Salem
River in Pennsville Township and Salem City,
Salem County, New Jersey. The structure was
constructed in 1927 and carried 2 lanes of
vehicular traffic (one in each direction) over
Salem River. The existing five span structure
consisted of four approach spans and a single
leaf Strauss Trunnion Bascule movable span.
The existing bridge substructure units were
founded on timber piles. The fast moving tidal
Figure 1. Existing Movable Bridge
waterway had currents of up to 6 feet per
second and a waterway depth of 23 feet. The
existing bridge experienced scour resulting in
exposed footings and undermining.
NEW BRIDGE TYPE
In order to meet the projects goals, it was
decided that a new low level fixed bridge would
replace the existing bridge. However, the bridge
would be designed in a configuration that would
permit conversion to a vertical lift type movable
bridge should a potential need for upstream
navigation warrant such a project in the future.
The proposed piers were to be located within
Salem River, so as to minimize the center
(future navigation) span length. It was decided
that 8-foot diameter drilled shafts would be most

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suitable for the new bridge pier foundations.
Design considerations that contributed to this
decision are described below.
DESIGN CONSIDERATIONS
Scour
It was recognized that placement of the new pier
foundations within Salem River would make
them susceptible to scour. In addition, the
temporary condition that would result when both
the existing bridge and the new bridge were in
place would reduce the hydraulic waterway
opening, and increase water velocities and
potential for scour.
Figure 2. Placement of Shaft Casing
A Scour Evaluation Report was prepared to:
examine the history of scour at the existing
bridge, measure water velocities over the tidal
cycle, perform engineering analyses, and
prepare recommendations for the design of the
new bridge.
It was found that there was a low probability of
experiencing a significant storm event during the
relatively short duration required to construct the
new bridge and remove the existing bridge. It
was also found that anticipated water velocities
and potential for scour associated with this
temporary condition was not significantly
different than the existing conditions. The total
anticipated scour was quantified and the new
bridge foundations were designed for the 'post
scour' conditions.
Cofferdams
The constructability analysis of the potential pier
foundation types led to the realization that use of
cofferdams would be undesirable. The high
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water velocities and deep waterway would
complicate the pier foundation construction.
In lieu of cofferdam construction, it was
recommended that cased-drilled shafts be
utilized as a more cost effective solution. The
drilled shaft casing was designed to be
sufficiently embedded into the channel to
eliminate the need for cofferdams. In addition,
the drilled shaft casing was specified to be
coated with coal tar epoxy to help resist the
corrosive marine environment.
Vessel Collision
The new pier foundations had to be designed to
accommodate potential future vessel collision
forces. Although guide specifications exist for
vessel collision design, the starting point of the
design was unknown - determination of the
design vessel type. Barges, ships and special
vessels were considered as the basis of the
design. Secondly, an appropriate design impact
speed needed to be selected. Given the
uncertainty of the potential future development
of the Port of Salem, selection of the appropriate
vessel design criteria was challenging.
Figure 3. Shaft Casing Installation
After coordination with the stakeholders and
consultation with industry specialists, it was
decided that an appropriate vessel collision
model would be a barge that had broken loose
from the Port of Salem, and floated with the tide
into the piers.
Conversion to Future Movable Bridge
The bridge would be designed in a configuration
that would permit conversion to a vertical lift type
movable bridge should potential need for
upstream navigation warrant such a project in
the future. Therefore, the pier design had to
consider future force effects associated with the
movable bridge. ACKNOWLEDGMENTS
Future movable bridge components considered
included: steel towers, counterweights, sheaves,
cross frames, and operating machinery.

In order to arrive at appropriate component

weights and sizes, these members were
designed in a preliminary manner and compared
to similar recent design results. Adequate
contingencies were incorporated into the design
to help offset potential differences that may be
found between existing design codes and future
design standards that could be in effect at the
time of the proposed conversion to a vertical lift
bridge.

CONSTRUCTION CHALLENGES Figure 4. Shaft Reinforcement

The challenges in constructing the eight drilled
shafts in the Salem River were all related to the
extremely strong current and the sheer size and
weight of the materials while working on barges.
The drilled shaft casings were 64-foot long by 8-
foot diameter, and the reinforcing steel cages
weighed 62,000 lbs.
The authors would like to thank the New Jersey
Department of Transportation for the opportunity
to assist in the design and construction of this
challenging project. The authors would also like
to thank their colleagues in all disciplines for
their valuable contributions to the project.

Access to the river and positioning of barges

was dictated by the tides and current, meaning
that work would often commence at what would
be considered abnormal working hours, in the
very early morning or late evenings.

In order to protect the environment while drilling,

the spoils from the shafts were carefully "spun-
off into containers so as not to be deposited into
the river. This activity was monitored
periodically by the New Jersey Department of
Environmental Protection and the United States
Coast Guard.

SUMMARY
Drilled shaft foundations were found to be the
most desirable foundation type for the
replacement of the Route 49 Bridge over Salem
River. Their ability to cost effectively resist
scour, be constructed without cofferdams,
adequately resist vessel collision forces, and
accommodate conversion to a future vertical lift
bridge allowed the project to meet both the
needs of the New Jersey Department of
Transportation and the Port of Salem.

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