The Route 9 Bridge over Jobs Creek was deemed structurally deficient due to the poor superstructure condition as well as functionally obsolete because of the geometry of the bridge and adjacent roadway. The project was identified through the New Jersey Department of Transportation (NJDOT) Bridge Management System screening. The initial improvement concept was a deck replacement that could be completed by the NJDOT in-house design team. However, the substructure was investigated during concept development, and it was discovered that the concrete integrity of the abutments had deteriorated with active Alkali-Silica Reaction. This resulted in additional rehabilitation or replacement evaluation beyond deck replacement.
Route 9 is a significant Coastal Evacuation and Recreational Route to the Jersey Shore, which meant that northbound and southbound traffic across the bridge had to be maintained
during construction without detours. Based on input from local officials, the design
incorporated three stages of construction which maintained one lane of traffic in each
HOW WE HELPED
McCormick Taylor completed concept development, preliminary engineering, final design, and construction engineering services associated with the replacement of the bridge to improve substandard roadway geometry and maintain a safe mode of transportation across Jobs Creek for all roadway users. McCormick Taylor was consulted to perform a full Concept Development Study and developed three-stage construction for replacement. The Preliminary Preferred Alternative proposed replacing the entire structure with a single-span bridge along an offset alignment with semi-integral abutment details to utilize jointless bridge details.
McCormick Taylor also performed crash analysis during concept development, which demonstrated that the crash rate along the bridge was lower than the statewide average
but showed fixed object crashes were overrepresented. To improve the safety of the traveling public, the project replaced the substandard normal crowned broken back curves to improve the horizontal alignment and meet current NJDOT standards. A single superelevated curve was provided across the structure.
McCormick Taylor designed the bridge to be under the stormwater management thresholds
while also limiting impacts to the adjacent Edwin B. Forsythe National Wildlife Refuge and
the Category 1 waterway. Avoiding impacts to the wildlife refuge meant that right-of-way
acquisition and Section 4(f) involvement were not required.
The construction’s duration was shortened by combining design Stages 2 and 3 into a single
work stage. Combining these stages also resulted in a safer work zone for both construction
personnel and the traveling public. Possible construction delays associated with utility
coordination were eliminated by relocating existing utilities prior to the start of construction.
A gas main was relocated outside the construction footprint prior to the start of construction using directional drilling. Extensive coordination was performed in order to advance Atlantic City Electric's (ACE) future 69kV transmission upgrade with a steel pole as part of this project’s advance utility relocation effort.
This allowed the aerial power lines to be relocated outside of the construction footprint prior
to construction and reduced future disruption by ACE with their transmission upgrade in the
area. Once bridge construction was complete, telecommunication utilities were relocated
under the bridge in fiberglass conduits located between the precast concrete spread box