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Scudder Falls Bridge Replacement Project

Scudder Falls Bridge Replacement Project

This project is being undertaken to alleviate recurring current and future traffic congestion and upgrade safety and traffic/operational conditions on the Scudder Falls (I-95) Bridge and adjoining highway segments in Pennsylvania and New Jersey.  The project area extends 4.4 miles along I-95 between the PA Route 332 (Newtown-Yardley Road) Interchange (exit 49) in Pennsylvania and the Bear Tavern Road (County Route 579) Interchange (Exit 2) in New Jersey.  Construction is currently anticipated to begin in the first half of 2017.

A separate website has been created and may be accessed at www.scudderfallsbridge.com.

Early-2016 update:  A New Jersey-oriented open house and reforestation hearing was held in the West Trenton section of Ewing Township, N.J. on March 15 and was attended by about 100 people.  The session included an updated project video and fact sheet.  The 22 display boards from the session may be viewed or downloaded by clicking on the respective PDF files below:

- Construction Contracts
- Project Schedule
- Taylorsville Road Interchange (PA) Realignment
- Taylorsville Road Interchange (PA) Overpass/Street Views
- Scudder Falls Replacement Bridge Alternatives
- Scudder Falls Replacement Bridge Pier View
- Scudder Falls Replacement Bridge Road View
- NJ Route 29 Interchange Reconstruction Plan
- Stage 1 - Replacement Project
- Stage 2 - Replacement Project
- Stage 3 - Replacement Project
- NJ Route 29 Roundabouts Staging
- Scudder Falls Bridge Construction/Traffic Control
- Environmental
- Environmental Stakeholders
- Timing Restrictions
- NJ Noise Attenuation Study Area
- NJ Noise Walls
- NJ No-Net-Loss Replanting Plan(2)
- NJ No-Net-Loss Tree Jurisdiction-Mitigation
- NJ No-Net-Loss Proposed Tree Clearing
- NJ No-Net-Loss Tree Replanting Plan(1)

Other March 15, 2016 meeting materials:

- Explanation of NJ Reforestation Plan
- Project Fact Sheet Updated

Late-2015 update: A Pennsylvania-oriented open house held in Yardley, PA. on Dec. 5, 2015, attracted 240 attendees.  A primary focus of the outreach session was noise-attenuation wall construction and corresponding tree-clearing measures expected to take place along the I-95 corridor in Lower Makefield Township in 2016.  The 17 display boards from the session may be viewed or downloaded by clicking on the respective PDF files below:

- Project Schedule
- Construction Contracts
- Taylorsville Road Overpass and Street Views
- Taylorsville Road Interchange Realignment
- Road View of Scudder Falls Replacement Bridge
- Scudder Falls Replacement Bridge Alternatives
- Scudder Falls Replacement Bridge Pier View
- New Jersey Route 29 Interchange Reconstruction Plan
- Construction Staging
- Stage 1 - Replacement Project
- Stage 2 - Replacement Project
- Stage 3 - Replacement Project
- Timing Restrictions
- Environmental
-Environmental Stakeholders
-Noise Attenuation Study Area
-Noise-Abatement Wall Options

On June 14, 2012, the Federal Highway Administration (FHWA) issued a Finding of No Significant Impact (FONSI) for the project.  The FHWA's determination validated the project's extensive environmental documentation (Environmental Assessment and Addendum to the Environmental Assessment) compiled by the Delaware River Joint Toll Bridge Commission and its project management team.

Note: A concise memo on the traffic diversion findings in the EA Addendum may be viewed by clicking here.

"These documents and supporting documentation find there is no practicable alternative to construction of the Proposed Action, and the Proposed Action includes all practicable measures to minimize harm to natural, cultural and socioeconomic resources, which may result from the proposed project," the FHWA stated in its FONSI.

"The Environmental Assessment and Addendum to the Environmental Assessment have been independently evaluated by the FHWA and determined to discuss adequately and accurately the need, environmental issues and impacts of the proposed project and appropriate mitigation measures.  They provide sufficient evidence and analysis for determining that an Environmental Impact Statement is not required.  The FHWA takes full responsibility for the accuracy, scope and content of the Environmental Assessment and the Addendum to the EA."

The FHWA's determination officially completed a nine-year process of evaluation, analysis, report compilation, public hearings and peer review regarding the project's compliance with the federal National Environmental Policy Act (NEPA) of 1969.

All totaled, the Commission has compiled more than 1,700 pages of documentation to advance the concept plan/environmental documentation phase of project planning. Copies of the EA, Addendum to the EA, and the FONSI are available for viewing at the project website -- www.scudderfallsbridge.com.

A press release on the issuance of the FONSI may be viewed here.

With the FHWA's action in 2012, project preparations shifted to updating of project right-of-way plans, identification and execution of priority work items in anticipation of design and construction, and delivery of retrieved unearthed archaeological materials to state museums in Harrisburg and Trenton.

The Commission formally moved the project into the final design phase in early 2015.  This action followed the completion of a system-wide investment-grade (Level III) traffic and revenue study in 2014 and a reconfirmation that the project would be executed as a conventional design-bid-build project.

With the start of final design work in February/March, activities in preparation for the project stepped up through the course of 2015.  The Commission awarded a contract for public involvement services in connection with the project in September and a contract for tree removal services throughout the project area was awarded in November.  An open house on advance-construction-contract activities expected to take place along the I-95 corridor in Lower Makefield Township, PA. was held on Dec. 3, attracting 240 attendees.

The multi-element $370 million project (this figure includes construction, concept plans, final design, environmental documentation and all other estimated costs) involves much more than a replacement of the current functionally obsolete four-lane Scudder Falls Bridge.  The project also will include safety upgrades to the two highway interchanges at both ends of the bridge, widening of I-95 to the inside from the bridge to Route 322 in Pennsylvania, and construction of shoulders on the bridge crossing to handle breakdowns and emergencies.  The two inside shoulder lanes would have the capacity to serve proposed bus/rapid transit routes.  The Commission also has announced that it will install a bike/ped walkway on the bridge's upstream side to connect canal paths on both sides of the river and install noise walls where warranted.

The existing bridge is one of the most heavily used river crossing in the Commission's 20-bridge inventory.  It is on a pace to carry nearly 59,000 vehicles per day in 2015.  Traffic volumes frequently exceed capacity during peak commuting periods.  Traffic is projected to rise in the coming decades.

(Construction on the bridge was completed on October 29, 1959.  A press release marking the 50th anniversary of the completion date is available by clicking here.)

The congestion and safety problems on and in the vicinity of the bridge were first articulated in the 1990 Traffic Study of Trenton-Morrisville Bridge Crossings over the Delaware River. In 2000, the Commission retained a consultant to conduct the Southerly Crossings Corridor Study, which examined ways to meet the future traffic demands of the Scudder Falls Bridge and the three nearby vehicular bridge crossings between Trenton, N.J. and Morrisville, Pa. This study -- released in 2002 -- attributed the Scudder Falls Bridge's congestion and safety problems to its narrow configuration and the close proximity of adjoining interchanges with entrance ramps merging onto I-95.

The DRJTBC has worked with a consultant team of engineers, planners, environmental scientists, and other specialists to address the many challenges associated with this bridge and its approach roadways. A 561-page Environmental Assessment (EA) crafted in cooperation with the Pennsylvania Department of Transportation, the New Jersey Department of Transportation and the Federal Highway Administration was released for public review on December 9, 2009.  The EA includes environmental studies, preliminary engineering analyses, and explanations of various alternatives that were considered to reduce traffic congestion and improve safety on the bridge and approach roadways.

On November 30, 2011, the Commission announced the release of 309 pages in additional environmental documentation consisting of a 65-page Addendum to EA and 244 pages in supporting appendices.  The materials examine the potential impacts of the traffic diversion on  local roadways and adjacent river crossings once cashless tolling is implemented at the Scudder Falls Replacement Bridge.

Project Elements

In August 2008, the DRJTBC provided a consolidated outline of what it considers to be the best approach for executing the project. This "Preferred Alternative" consists of the following elements for the project's four segments:

  • Widen I-95 in Pennsylvania from PA 332 to the inside by adding one travel lane in each direction through utilization of the current grass median along that roadway stretch.

  • Reconfigure the Taylorsville Road Interchange in Lower Makefield Twp., Pa. by eliminating the existing eastern southbound off-ramp from I-95 and combining it with the existing western southbound off-ramp. All other existing ramps at the interchange -- the northbound off-ramp, the two northbound on-ramps, and the southbound on-ramp -- would be retained with minor alignment modifications. This segment option also includes a variety of other improvements, including modifications to I-95 acceleration and deceleration lanes to improve traffic safety and flow in the interchange area.

  • Replace the existing outdated four-lane Scudder Falls Bridge with an entirely new twin-span structure on the upstream side with some overlapping of the current bridge footprint. The new structure would have six lanes of through traffic (three in each direction) with two auxiliary northbound lanes for entry/exit travel and one auxiliary southbound lane entry/exit travel. The recommended option also calls for full inside and outside roadway shoulders. The Commission decided in early 2010 to add a bicycle and pedestrian facility on the upstream side of the bridge's southbound span.

    The replacement bridge would be constructed in two stages allowing for continuous movement of traffic on the highway segment and obviating any traffic shutdown on the existing Scudder Falls Bridge.  A new four-lane southbound span would be constructed first immediately upstream of the existing bridge, which would continue to carry traffic at all times.  Once the southbound span is completed, all traffic (both directions) from the existing four-lane bridge would be moved onto the new upstream span in a seamless shift.  The existing bridge would then be shut down and completely demolished along with its piers. Removal of the old bridge would then allow for construction of the northbound span, utilizing a portion of the old bridge's footprint.  Upon completion of the second twin span, northbound traffic would be routed off the previously constructed southbound span to the new northbound span.  The completed upstream span would then carry three through lanes of  southbound traffic and one auxilary lane for vehicles entering from NJ Route 29. The completed downstream span would then carry three through lanes of northbound traffic and two auxilary lanes for traffic entering from the Taylorsville Road interchange on the Pennsylvania side and for traffic exiting to the Route 29 exit on the New Jersey side.  

  • Reconstruct and reconfigure the Route 29 interchange through the use of roundabouts. This option would avoid traffic signals, resulting in a folded diamond interchange with two roundabout intersections at the ramps with I-95. Bypasses for NJ Route 29 northbound and southbound traffic would be retained and improved acceleration and deceleration lanes will be provided on to I-95. The stop-sign at the southbound I-95 on-ramp will be eliminated as will the existing I-95 on-ramp from NJ Route 175 (Upper River Road).

A more detailed explanation of the Commission's Preferred Alternative is available in the EA and the Addendum to the EA.

Cashless Tolling/No Toll Booths

In December 2009, the Commission voted to establish cashless tolling for the Scudder Falls Replacement Bridge.  The action was taken due to the absence of federal and state transportation support for the project.  The Commission has yet to establish what the toll rates will be for the new bridge.  The Commission's current base toll rate for a passenger vehicle is $1.

Tolling at the new will be "cashless" or "all-electronic cashless tolling (AECT)."  With AECT, tolls will be collected electronically through the E-ZPass system or video capture and billing.  A conventional barrier toll plaza will not be built.  AECT allows motorists to travel at prevailing speeds without having to stop to pay the toll.  Non-E-ZPass-equipped vehicles passing through the cashless toll system will be subject to video capture by the electronic equipment mounted on an overhead gantry.  The DRJTBC will send a bill to the customer to collect the toll.  A higher toll will be charged to customers do not use E-ZPass.  (The DRJTBC does not expect  to be in a position to set toll rates for the Scudder Falls Replacement Bridge until the third quarter of 2016.)

Tolling will be in the southbound direction only (entering Pennsylvania).  This one-direction toll collection is consistent with all other DRJTBC toll bridges crossing from New Jersey to Pennsylvania.

The Commission is a self-funded agency that receives no federal or state dollars or gasoline tax proceeds to supports its capital program or operations.  The Commission moved to toll the Scudder Falls Bridge because it did not feel it would be reasonable or fair to expect the users of its other toll bridges to shoulder the entire financial burden of the capital improvements to the Scudder Fall Bridge, its nearby interchanges and the I-95 corridor.  Over the years, users of the I-80 and I-78 bridges in particular have questioned the propriety of being charged a toll to cross those spans while I-95 motorists enjoyed a toll-free crossing supported, in part, by tolls collected at I-80 and I-78.

Tolling the Scudder Falls Bridge would ensure that its future users shoulder the cost burden of the project's significant transportation-infrastructure and safety improvements that will enhance motorist safety and provide new capacity to meet future traffic demands.  

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