Department of Transportation


This view is of the overall progress at the easterly approach to the new Manahawkin Bay Bridge. The precast concrete parapet has been erected and the reinforcement extensions for the anchor slab can be seen. Drainage inlets and pipes have also been installed and the soil has been compacted to support the roadway. The retaining wall shown is over 700 feet long and its maximum height if about 27 feet near the bridge.

This view from near the east abutment looking west provides a comparison of the new concrete beam bridge on the left and the existing steel girder bridge on the right. When Route 72 traffic is shifted to the new bridge and the superstructure is replaced on the existing bridge, new steel girders will be installed and painted to match the color of the concrete beams

This view is of a finished section of the concrete parapet taken from the deck surface of the new Manahawkin Bay Bridge. All concrete deck sections have been poured and the parapet has been completed indicating the structure is nearing completion. Installation of highway lighting, aesthetic lighting and travel line striping are still pending.

This view is of the erected precast concrete facing panels for the Mechanically Stabilized Earth (MSE) retaining wall on the approach of the new Manahawkin Bay Bridge. The traffic parapet is being set on top of the wall using a small crane. The traffic parapet itself is precast concrete with reinforcement steel protruding from its base to facilitate a connection to a field placed concrete slab that anchors and stabilizes the parapet.

This view is of the temporary construction trestle that has been nearly completely removed. Several steel pipe pile foundations can be seen extending out of the water. Most of the these elements have been cut three feel beneath the mudline and disposed of off-site to prevent interference with marine traffic. This is part of the effort needed to clean the project site and restore the adjacent areas to their original conditions.

This view is of the concrete superstructure for the new Manahawkin Bay Bridge. A temporary nest box has been constructed on the new bridge beams to provide a shelter for endangered peregrine falcons found nesting on the bridge during construction. This shelter provides a suitable setting for the falcons during the next major phase of construction which includes replacing the existing bridge's superstructure as part of Contract 4.

This view is of the fiberglass pipe piles that have been driven adjacent to the navigation channel for the new bridge's fender system. The fender system serves primarily as a navigational aid for vessel traffic by delineating the designated channel beneath the bridge. It is also designed to be robust enough to withstand an impact from an errant vessel, thereby protecting the concrete piers which support the bridge structure. After all the piles are installed to the appropriate depth (about 40 feet below ground), they will be filled with concrete for additional strength

This view is of the temporary construction trestle which was installed two years ago. This structure was used to construct and gain access to the new Manahawkin Bay Bridge. The installation of the fender piles is the last activity that the working platform is needed for. Now that the easterly fender piles have been driven, the temporary access structure has begun to be removed and the steel support beams are once again exposed prior to their removal.

This view shows the interior of a steel cofferdam for a water pier. Tremie seal concrete was placed within the cofferdam to keep the work zone dry and stable. Six steel pipe pile casings are the formwork for the reinforced concrete caissons and extend above the concrete seal. Crosshole sonic logging tubes extend out of the steel casings and verify the structural integrity of the concrete caissons at depths of more than 80 feet below ground. Sonic pulses are generated and received throughout the length of the caissons to provide the concrete caissons condition.

This view is of pile jackets being installed on the existing trestle bridges to preserve the strength of the timber piles near the waterline where some degradation has occurred. All the piles, even those without visible deterioration, were protected as a preventative measure. Galvanized reinforcement steel formed in a circular pattern is placed and the piles are then covered by fiberglass jackets. These jackets serve as a protective element within the tidal region and also as the formwork for an epoxy-grout material which is poured inside the jackets to complete this preservation work.

This view is of concrete mixing trucks dumping concrete into a concrete pumper vehicle in the foreground, both stationed on the temporary bridge during one of the deck pours. The concrete is released from these mixing trucks and then pumped up to the deck elevation for final placement.

This view is of the Mechanically Stabilized Earth (MSE) retaining wall on the easterly approach to the new bridge. The wall supports the roadway beyond the limits of the bridge and uses reinforcement straps to develop its strength. Prior to installation of all the required reinforcement needed to stabilize the wall, temporary braces are used to support the concrete wall elements.

The final beam is being lifted into place. All 102 beams required for the new bridge were set in only two months. This view is from the westerly approach with the reinforcement steel for the future bridge abutment in the foreground. Legs for the diagonal steel diaphragm bracings (on left) are attached prior to placing the beams for quick installation. Once the beam is in place, the crew works to attach the free end of the steel to the adjacent beam to increase stability.

This aerial view of the New Manahawkin Bay Bridge shows the progress with the west end of the bridge on the left. All 102 beams have been installed and can be seen along with the completed pier columns, bridge abutments and the temporary construction platform. The galvanized steel deck forms are being installed and can be seen on top of the beams starting from the east end and extending several spans west of the navigation channel. The galvanized reinforcement steel can be seen in the first span on the east end.

This aerial view is of the active portions of Route 72 Manahawkin Bay Bridges Project. All three bridge crossings currently under construction can be seen with the New Manahawkin Bay Bridge at the top (west end of project), the West Thorofare Bridge and the East Thorofare Bridge at the bottom. The environmental mitigation site on Cedar Bonnet Island (middle, left) will be used to mitigate for impacts to coastal resources, will improve habitat quality on Cedar Bonnet Island and improve recreation opportunties for residents and visitors to Long Beach Island.

This view is of the East Thorofare Bridge, which is the last of three bridges prior to Long Beach Island from the mainland. The trestles bridges are undergoing some minor widening at the deck level, deck resurfacing and deck joint replacement among other rehabilitation items. The southerly deck widening is formed and portions of the existing deck reinforcement can be seen extending into the work zone. The existing steel is exposed, protected and cleaned so the new deck concrete for the widening will have a positive connection to the remainder of the structure.

This view is of the first bridge beam being lifted into place. The beams are 6' 7" tall and weigh more than 1,000 pounds per foot. With three different beam lengths (100, 125 and 150 feet), the weight of the beams range between 120,000 and 180,000 pounds. This beam is 125 feet long, weighing 150,000 pounds. Two cranes are used to safely share the load. The cranes are supported by the temporary trestle platform adjacent to the new bridge's alignment.

This view is of a reinforcement steel cage being delivered and prepared for installation into a concrete caisson. Work continues during adverse weather conditions to keep the project on schedule.

This view is of the first bridge beam being set on two adjacent pier caps. Extensions for reinforcement steel at the tops of the beams which provide a positive structural connection between the beams and the future concrete deck are visible as well as extensions of the prestressing steel strands at the ends of the beams which provide connection strength between bridge spans resulting in semi-continuous elements and result in a more economical design of the structure.

This view is of the first span of concrete beams that have been lifted into place at Span 16. Cable systems are installed on the tops of the beams and used in conjunction with harness restraints to allow workers safe access to the elevated surface provided by the structural framing.

In this view, work on setting the concrete beams of Span 15 (second span) is underway. Span 15 is comprised of 150 feet long beams weighing 180,000 pounds. The beams are shipped with an elastomeric bearing pad attached at each end. The bearings provide a strong, yet flexible surface for the beams to rest on so that the minor regular movements of a bridge can be accommodated without damaging the rigid concrete surfaces.

This view is of the inside of a recently constructed pier cap form. Reinforcement steel has yet to be placed inside this form. The metal forms are placed to control the shape of the pier cap during concrete placement and while the concrete is still in its fluid state.

This view is above the formwork for another pier cap. The reinforcement steel cage is nearing completion and final adjustments are being made. The steel cage strengthens the concrete in the pier cap to carry the loads from the bridge. All of the steel in the pier is galvanized to help protect and preserve the metal in the marine environment.

This view is of a nearly completed pier cap, only minor concrete work is needed to complete this pier. Two inch diameter anchor rods can be seen extending out of the pier cap; these will be used to connect to the superstructure concrete and provide overall stability for the beams and deck.

Looking west from the east side of the navigation channel (center of the structure), this view is of the pier columns and pier cap forms. The work platform and construction activities do not interfere with the navigation channel so that marine traffic is not impacted by the work.

This view shows the progress of the west abutment and wingwall for the bridge. These structural elements will be used to support the bridge beams and to protect the embankment soil on the bridge approaches. The reinforcement steel will be embedded in the final concrete pours for the abutment backwall as the wall elements are completed.

This view is of the completed pier columns on the east end of the bridge looking west, during the coldest season of construction. As the pier construction is nearing completion, crews are preparing for the delivery of the bridge beams which will be seated on top of the piers.

Last updated date: November 10, 2020 7:36 AM