Notice2026-08014
Notice of Intent To Prepare a Supplemental Environmental Impact Statement for the PA Turnpike (I-276)/I-95 Interchange Project Stage 3 Delaware River Bridge: Bucks County, Pennsylvania and Burlington County, New Jersey
Primary source
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Published
April 24, 2026
Issuing agencies
Transportation DepartmentFederal Highway Administration
Abstract
FHWA, on behalf of the Pennsylvania Turnpike Commission (PA Turnpike) and the New Jersey Turnpike Authority (NJTA), is issuing this Notice of Intent (NOI) to solicit comment on and advise the public, agencies, tribes and nations, and stakeholders that a Supplemental Environmental Impact Statement (SEIS) will be prepared to evaluate potential transportation improvement for the Pennsylvania Turnpike (I- 276)/Interstate 95 Interchange Project. This SEIS will focus on Stage 3--Delaware River Bridge Project (the Project or DRB Project; SEIS# EISX-XPA-1775577450) in Bristol Township, Bucks County, Pennsylvania (PA) and Florence and Burlington Townships, Burlington County, New Jersey (NJ). Transportation improvements under consideration include the replacement of the existing Delaware River Bridge (DRB) over the Delaware River and reconfiguration of the approach roadways. Persons or agencies who may be affected by the proposed project are encouraged to comment on the information in this notice and the Additional Project Information Document. All comments received in response to this Notice of Intent Document will be considered and any information presented herein, including the preliminary purpose and need, preliminary alternatives and identified impacts, may be revised in consideration of the comments.
Full Text
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<title>Federal Register, Volume 91 Issue 79 (Friday, April 24, 2026)</title>
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[Federal Register Volume 91, Number 79 (Friday, April 24, 2026)]
[Notices]
[Pages 22216-22222]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-08014]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
[Docket No. FHWA-2026-0497]
Notice of Intent To Prepare a Supplemental Environmental Impact
Statement for the PA Turnpike (I-276)/I-95 Interchange Project Stage 3
Delaware River Bridge: Bucks County, Pennsylvania and Burlington
County, New Jersey
AGENCY: Federal Highway Administration (FHWA), Department of
Transportation (USDOT).
ACTION: Notice.
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SUMMARY: FHWA, on behalf of the Pennsylvania Turnpike Commission (PA
Turnpike) and the New Jersey Turnpike Authority (NJTA), is issuing this
Notice of Intent (NOI) to solicit comment on and advise the public,
agencies, tribes and nations, and stakeholders that a Supplemental
Environmental Impact Statement (SEIS) will be prepared to evaluate
potential transportation improvement for the Pennsylvania Turnpike (I-
276)/Interstate 95 Interchange Project. This SEIS will focus on Stage
3--Delaware River Bridge Project (the Project or DRB Project; SEIS#
EISX-XPA-1775577450) in Bristol Township, Bucks County, Pennsylvania
(PA) and Florence and Burlington Townships, Burlington County, New
Jersey (NJ). Transportation improvements under consideration include
the replacement of the existing Delaware River Bridge (DRB) over the
Delaware River and reconfiguration of the approach roadways. Persons or
agencies who may be affected by the proposed project are encouraged to
comment on the information in this notice and the Additional Project
Information Document. All comments received in response to this Notice
of Intent Document will be considered and any information presented
herein, including the preliminary purpose and need, preliminary
alternatives and identified impacts, may be revised in consideration of
the comments.
DATES: Comments on this NOI and the Additional Project Information
Document must be received on or before May 26, 2026.
ADDRESSES: This NOI and the Additional Project Information Document are
available in the docket referenced above at <a href="http://www.regulations.gov">www.regulations.gov</a> and on
the project website located at <a href="https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge">https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge</a>. Hardcopies of the NOI and the
Additional Project Information Document are available at the PA
Turnpike's Administration Building at 700 S Eisenhower Blvd.,
Middletown, PA 17057. The NOI and the Additional Project Information
Document will also be mailed upon request. Interested parties are
invited to submit comments by any of the following methods:
Website: For access to the documents, go to the Federal eRulemaking
Portal location at <a href="http://www.regulations.gov">www.regulations.gov</a> or the Project website at
<a href="https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge">https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge</a>. Follow the online instructions for submitting comments.
Mailing address of hand delivery or courier: Federal Highway
Administration Pennsylvania Division, 30 North 3rd Street, Suite 700,
Harrisburg, Pennsylvania, 17101 or Federal Highway Administration New
Jersey Division, 840 Bear Tavern Road, Suite 202, West Trenton, New
Jersey, 08628.
Email Address: Michelle Goddard, FHWA Pennsylvania Division at
<a href="/cdn-cgi/l/email-protection#0c41656f6469606069224b6368686d7e684c686378226b637a"><span class="__cf_email__" data-cfemail="024f6b616a676e6e672c456d666663706642666d762c656d74">[email protected]</span></a> or Sutapa Bandyopadhyay, FHWA New Jersey
Division at <a href="/cdn-cgi/l/email-protection#e6b59392879687c8a48788829f899687828e9f879fa6828992c8818990"><span class="__cf_email__" data-cfemail="87d4f2f3e6f7e6a9c5e6e9e3fee8f7e6e3effee6fec7e3e8f3a9e0e8f1">[email protected]</span></a>.
All submissions should include the agency name and the docket
number that appears in the heading of this Notice. All comments
received will be posted without change to <a href="http://www.regulations.gov">www.regulations.gov</a> or the
Project website at <a href="https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge">https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge</a>, including any personal information
provided. A summary of the comments received will be included in the
Draft SEIS and all comments received will be included in an appendix to
the Draft SEIS.
FOR FURTHER INFORMATION CONTACT:
For FHWA: Michelle Goddard, AICP, Environment Team Leader, Federal
Highway Administration, Pennsylvania Division, 30 North Third Street,
Suite 700, Harrisburg, PA 17101; email: <a href="/cdn-cgi/l/email-protection" class="__cf_email__" data-cfemail="513c383239343d3d347f363e353530233511353e257f363e27">[email protected]</a>;
Telephone: (717) 221-3785.
For the PA Turnpike: Lucas Larson, Engineer Project Manager
(Environmental), Pennsylvania Turnpike Commission, 700 S Eisenhower
Blvd., Middletown, PA 17057; email: <a href="/cdn-cgi/l/email-protection#cfa3a3aebdbca0a18fbfaebbbabda1bfa6a4aae1aca0a2"><span class="__cf_email__" data-cfemail="a4c8c8c5d6d7cbcae4d4c5d0d1d6cad4cdcfc18ac7cbc9">[email protected]</span></a>; Telephone
(717) 831-7357.
Persons interested in receiving Project information can sign up at
<a href="https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge/news/receive-project-updates">https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge/news/receive-project-updates</a> to be placed on the mailing list.
SUPPLEMENTARY INFORMATION: FHWA, as the lead Federal Agency,
Pennsylvania Turnpike Commission (PA Turnpike), and the New Jersey
Turnpike Authority (NJTA) are preparing a SEIS to evaluate
environmental impacts of the construction of a direct connection
between I-276 and I-95 in Lower Bucks County, Pennsylvania and
Burlington County, New Jersey. The environmental review of the
transportation improvement alternatives for the Project will be
conducted in accordance with the requirements of the National
Environmental Policy Act (NEPA) of 1969, as amended (42 U.S.C. 4321, et
seq.), 23 U.S.C. 139, FHWA regulations implementing NEPA (23 CFR part
771) and all other applicable Federal, State, and local laws and
regulations. The NEPA process is anticipated to be completed by a
combined Final SEIS and Record of Decision (ROD) within two years of
issuance of this NOI.
The Project subject to this notice is:
Project Location
The Project limits extend east from the PA Turnpike mainline bridge
over Mill Creek through the SR 0013 (Bristol Pike) Interchange, I-95
Exit #42 in
[[Page 22217]]
Pennsylvania, to the first mainline NJ Turnpike horizontal curve in New
Jersey. The total length of the Project study area is approximately 3.2
miles with approximately 1.7 miles of the Project in Pennsylvania and
1.5 miles of the Project in New Jersey.
Preliminary Purpose and Need for the Proposed Action
Background
As part of the 2003 Final Environmental Impact Statement (FEIS),
FHWA, PA Turnpike, and NJTA proposed to design and construct a direct
connection between I-276 and I-95 in lower Bucks County, Pennsylvania,
with the I-276/I-95 Project improvements extending east into Burlington
County, New Jersey. Given the size of the I-276/I-95 Interchange
Project, the project was broken out into three elements: the
Interchange element, the Toll Plaza element, and the Bridge element and
then further into Stages. Stage 1 of the Project, which included
prerequisite contracts and the two flyover movements connecting I-95
along the east coast, is complete. Stage 2 includes the six remaining
interchange ramp movements and associated Pennsylvania Turnpike
mainline widening. Select Stage 2 contracts have been constructed,
while some are in final design and others have completed preliminary
design. The Stage 3 DRB Project builds upon previous studies conducted
for the I-276/I-95 Interchange Project between 2003 and 2024.
As identified in the I-276/I-95 Interchange Project's ROD (2003),
the Selected Alternative included:
(1) Modified Plaza West consisting of a mainline barrier toll plaza
(conventional full width configuration) that incorporates E-ZPass and
would be the new eastern terminus of the Pennsylvania Turnpike Toll
System;
(2) Single Loop A Interchange that includes ramps to make a direct,
high-speed, fully-directional connection between I-95 and I-276; and
(3) Bridge South which introduces a second, parallel structure
located adjacent to and just south of the existing DRB and
rehabilitation of the existing structure. Thus, both bridges will be
used for one-way travel during the design year.
After the I-276/I-95 Interchange Project's ROD was published,
certain stages of the Project proceeded through design and into
construction. Stage 1 was completed and opened to traffic in September
2018. Stage 1 facilitated a revised routing of I-95 in PA and NJ,
thereby making I-95 continuous along the east coast from Florida to
Maine. Project Elements involved in Stage 1 included the Modified Plaza
West and the Single Loop A Interchange.
Stage 2, which is partially complete, includes:
<bullet> construction of the remaining six new interchange ramp
movements which do not have the I-95 designation,
<bullet> completion of the Pennsylvania Turnpike mainline widening
from two lanes in each direction to three lanes in each direction, and
<bullet> associated reconstruction work on the Turnpike and I-95/I-
295.
In 2021, the PA Turnpike and NJTA identified funding to begin the
design phase for the Stage 3 DRB Project which involves the proposed
replacement of the existing structure. This project is intended to
connect the six lanes of the Pennsylvania Turnpike (I-95) mainline just
east of Exit 42 with six lanes of the New Jersey Turnpike 0.8 miles
east of the New Jersey state line.
Due to the amount of time that had elapsed since the Project's 2003
ROD, the needs identified in the I-276/I-95 Interchange Project Purpose
and Need statement were re-evaluated and found to still be pertinent to
the Stage 3 DRB Project, with one of the needs--Lack of I-95 continuity
through the Mid-Atlantic Region--already satisfied through the
completion of an earlier stage of the project. Additionally, a new
purpose statement and new need statement was identified due to a
fracture in a structural steel component of an existing approach span
truss on the Pennsylvania side which was discovered January 20, 2017.
The repair of the fracture required the closure of the bridge for 6
weeks, which resulted in a 42-mile detour for travelers to stay on the
interstate system. The fracture was successfully repaired and fully
inspected, and the bridge continues to be inspected biennially.
However, the bridge continues to deteriorate which would further impact
traffic in the future if another incident were to occur.
FHWA concurred on the Updated Project Purpose and Need Report on
October 31, 2024. The document is posted on the PA Turnpike's DRB
Project website under Environmental Documentation. FHWA determined that
due to the amount of time that has elapsed, the National Register of
Historic Places eligibility of the DRB, updated regulations since the
2003 I-276/I-95 Interchange Project's ROD, and the potential design
changes to the Selected Alternative, the Stage 3 DRB Project may result
in new or changed significant impacts that were not evaluated in the I-
276/I-95 Interchange Project's FEIS and ROD. Therefore, pursuant to 23
CFR 771.130(a), FHWA determined that a SEIS is necessary to identify
and disclose any new significant impacts and mitigation associated with
the I-276/I-95 Interchange Project Stage 3 DRB Project.
The I-276/I-95 Interchange Project's EIS, ROD, and Updated Purpose
and Need Report are available on the PA Turnpike's DRB Project website
under Environmental Documentation.
The preliminary Purpose of the proposed Project is to improve I-276
and I-95 linkage for system continuity; provide additional capacity for
the current I-276 and I-95 connections; provide additional I-276 and I-
95 capacity; improve study area travel times and reduce delay; and
secure a vital link in the regional and national interstate
transportation network across the Delaware River. The Needs for the
proposed Project include inadequate I-276 and I-95 linkage for system
continuity; inadequate capacity for the current I-276 and I-95
connections; inadequate capacity on I-276 and I-95; prolonged study
area travel times and delays; and lack of service reliability/
redundancy of the existing DRB.
The preliminary Purpose and Need was developed with agency
coordination and public input, as described in this NOI (see the
Additional Project Information Document for details on the development
of the Purpose and Need). Agencies and the public are invited to
comment on the preliminary Purpose and Need. The preliminary Purpose
and Need may be revised based on comments received during the comment
period on this notice. The Purpose and Need statement and supporting
documentation, including data and public input summary, will be
available in the Draft SEIS. The preliminary Purpose and Need has been
discussed with Cooperating and Participating Agencies, including
information contained in the Additional Project Information Document.
A Preliminary Description of the Proposed Action and Alternatives the
Supplemental Environmental Impact Statement Will Consider
Preliminary Alternatives
The preliminary proposed action includes improvements to the DRB
and the approach roadways in Pennsylvania (including entrance and exit
ramps at the SR0013 (Bristol Pike) Interchange) and New Jersey.
Agencies and the public are invited to comment on the Range of
Alternatives for the proposed action. The preliminary Range of
[[Page 22218]]
Alternatives has been discussed with Cooperating and Participating
agencies, including information contained in the Additional Project
Information Document. Additional information on the Range of
Alternatives is in the Additional Project Information Document. The
Range of Alternatives proposed to be considered in the SEIS include:
No Build
The No Build Alternative will be retained for detailed study and
will serve as a benchmark for comparison with the Build Alternatives.
The No Build Alternative would maintain the existing DRB and approach
roadways in their current configuration. The existing DRB is
approximately 6,571 feet long with a main span of 682 feet over the
river channel and carries two travel lanes in each direction. The New
Jersey approach roadway is currently three lanes in each direction, as
will be the Pennsylvania approach, ultimately. The No Build Alternative
would include existing maintenance and any current fiscally constrained
projects. This alternative would not affect any social, economic,
cultural, or natural resources, but it would not address any of the
Project's Purpose or Needs.
Alternative NSA (North Staged Alternate)
Alternative NSA consists of constructing a single bridge, in
stages, to the north of the existing DRB. The proposed structure will
be offset from the existing DRB structure to allow for the existing
main river bridge and approach to remain in service during the first
phase of construction. A maximum offset of 74 feet between the
centerline of the existing and proposed bridges was utilized to develop
the horizontal geometry for this alternative. The horizontal offset
requires the proposed river piers to be constructed offset from the
existing river piers, resulting in an increased span length.
Alternative NSA shifts the outside barrier of the proposed DRB 130 feet
north of the existing barrier and provides a clearance of 30 feet
between the southernmost proposed Stage 1 barrier and the existing
bridge.
The proposed alignment impacts the existing structures carrying I-
95/I-276 over Green Lane and the East Penn Railroad. Additionally, the
proposed widening will impact the existing eastbound entrance ramp and
both the westbound entrance and exit ramps at the SR 0013 (Bristol
Pike) Interchange. The proposed design includes add/drop lanes at the
entrance and exit ramps to accommodate the proposed widening, allowing
for adequate acceleration and deceleration lane lengths. It is
anticipated that the future configuration of the corridor will include
three lanes in each direction through the interchange with acceleration
and deceleration lanes extending through the proposed structures over
Green Lane and the East Penn Railroad. The proposed structures have
been designed to accommodate the future configuration (three through
lanes and an auxiliary lane in each direction).
This alternative requires staged construction for the approach span
structures and main river span. Temporary pavement will be required to
accommodate staged construction. The interchange structure is not
impacted by this alternative. Since this structure is not anticipated
to be replaced, multiple work zones are anticipated to maintain traffic
during construction.
Alternative NPI (North Partial Impact)
Alternative NPI consists of constructing a single bridge to the
north of the existing DRB. The proposed structure will be offset from
the existing DRB to allow for the existing main river bridge and
approach to remain in service during construction. A maximum offset of
195 feet between the centerline of the existing DRB and proposed
bridges was utilized to develop the horizontal geometry for this
alternative. The horizontal offset was established to allow the
proposed river piers to be constructed adjacent (in-line) with the
existing river piers. This alternative shifts the outside barrier of
the proposed bridge structure 230 feet north of the existing barrier
and provides a clearance of 70 feet between the southernmost proposed
barrier and the existing DRB.
The proposed alignment impacts the existing structures carrying I-
95/I-276 over Green Lane and the East Penn Railroad. Additionally, the
proposed widening will impact the existing eastbound entrance ramp and
the westbound entrance ramp at the SR 0013 (Bristol Pike) Interchange.
The proposed design includes add/drop lanes at the entrance and exit
ramps to accommodate the proposed widening, allowing for adequate
acceleration and deceleration lane lengths. It is anticipated that the
future configuration of the corridor will include three lanes in each
direction through the SR 0013 (Bristol Pike) Interchange with
acceleration and deceleration lanes extending through the proposed
structures over Green Lane and the East Penn Railroad. The proposed
structures have been designed to accommodate the future configuration
(three through lanes and an auxiliary lane in each direction). The Ramp
B entrance ramp will also be extended to provide adequate acceleration
lane length. This alternative allows for the approach span structures
and main river span structure to be constructed in a single stage.
Concepts Considered But Proposed Not To Be Retained for Detailed Study
in the SEIS
The following alternatives were evaluated as part of a
comprehensive Alternatives Analysis and are not being retained for
detailed study. These alternatives were dismissed as they would result
in higher potential impacts to the natural, cultural, and/or
socioeconomic environment while providing less benefits than the build
alternatives being carried forward into the SEIS. Additional
information on the reasons for their dismissal can be found in the
Additional Project Information Document associated with this NOI.
Alternative SNI: New Bridge to the South With No Impact to Existing
Approach Spans
Alternative SNI consists of constructing a single bridge to the
south of the existing DRB. The proposed bridge structure will be offset
from the existing DRB to allow for the existing main river bridge and
approach roadway to remain in service during construction. A maximum
offset of 195 feet between the centerline of the existing and proposed
main river span bridges would be utilized to develop the horizontal
geometry for this alternative. The horizontal offset would be
established to allow the proposed river piers to be constructed
adjacent (in-line) with the existing river piers. This alternative
shifts the outside barrier of the proposed bridge structure 230 feet
south of the existing DRB barrier and provides a clearance of 70 feet
between the northmost proposed barrier and the existing DRB.
Alternative SPI: New Bridge to the South With Partial Impact to
Existing Approach Spans
Alternative SPI consists of constructing a single bridge to the
south of the existing DRB. The proposed bridge structure would be
offset from the existing DRB to allow for the existing DRB and approach
to remain in service during construction and includes a partial impact
to the cantilevered overhang on the existing approach span structure.
The partial impact includes the removal of the existing Pennsylvania
approach bridge deck that is outside of the limits of the girder. Two
lanes of traffic would still
[[Page 22219]]
be maintained in both directions, and the removal only impacts the
first span in Pennsylvania. A maximum offset of 195 feet between the
centerline of the existing and proposed main river span bridges would
be utilized to develop the horizontal geometry for this alternative.
The horizontal offset would be established to allow the proposed river
piers to be constructed adjacent (in-line) with the existing river
piers. This alternative shifts the outside barrier of the proposed
bridge structure 230 feet south of the existing DRB barrier and
provides a clearance of 70 feet between the northmost proposed barrier
and the existing DRB.
Alternative NNI: New Bridge to the North With No Impact to Existing
Approach Spans
Alternative NNI consists of constructing a single bridge to the
north of the existing DRB. The proposed bridge structure would be
offset from the existing DRB to allow for the existing DRB and approach
to remain in service during construction. A maximum offset of 195 feet
between the centerline of the existing and proposed main river span
bridges would be utilized to develop the horizontal geometry for this
alternative. The horizontal offset would be established to allow the
proposed river piers to be constructed adjacent (in-line) with the
existing river piers. This alternative shifts the outside barrier of
the proposed bridge structure 230 feet north of the existing DRB
barrier and provides a clearance of 70 feet between the southernmost
proposed barrier and the existing DRB. Approach span structures and the
main river span structure are located entirely on horizontal tangents
for this alternative.
Alternative DNI: Dual Bridges With No Impact to the Existing Approach
Spans
Alternative DNI consists of dual bridges, one to the north and one
to the south of the existing DRB. The proposed bridge structures would
be offset from the existing DRB to allow for the existing DRB and
approach to remain in service during construction. A maximum offset of
149 feet between the centerline of the existing DRB and baselines of
the proposed bridges would be utilized to develop the horizontal
geometry for this alternative. The horizontal offset would be
established to allow the proposed river piers to be constructed
adjacent (in-line) with the existing river piers. This alternative
shifts the outside barrier of the proposed bridge structures 150 feet
north and south of the existing DRB barrier and provides a clearance of
70 feet between the proposed barriers and the existing DRB.
Alternative DPI: Dual Bridges With Partial Impact to Existing Approach
Spans
Alternative DPI consists of dual bridges, one to the north and one
south of the existing DRB. The proposed bridge structures would be
offset from the existing DRB to allow for the existing DRB and approach
to remain in service during construction. This alignment could include
a partial impact to the cantilevered overhang on the existing approach
span structure, though ultimately the two structures do not overlap.
The two structures remain separated by a small margin (approximately 3
feet) for this alternative. Minor impacts may still be required to the
existing DRB approach span for construction activities to build the new
bridge. A maximum offset of 149 feet between the centerline of the
existing bridge and the baselines of the proposed bridges would be
utilized to develop the horizontal geometry for this alternative. The
horizontal offset would be established to allow the proposed river
piers to be constructed adjacent (in-line) with the existing river
piers. This alternative shifts the outside barrier of the proposed
structures 150 feet north and south of the existing DRB barrier and
provides a clearance of 70 feet between the proposed barriers and the
existing DRB.
Alternative NS: New Bridge to the North With Staged Construction
Alternative NS consists of constructing a single bridge, in stages,
to the north of the existing DRB. The proposed bridge structure would
be offset from the existing DRB to allow for the existing DRB and
approach to remain in service during the first phase of construction. A
maximum offset of 113 feet between the centerline of the existing DRB
and proposed bridges would be utilized to develop the horizontal
geometry for this alternative. The horizontal offset would be
established to allow the proposed river piers to be constructed
adjacent (in-line) with the existing river piers. This alternative
shifts the outside barrier of the proposed bridge structure 150 feet
north of the existing DRB barrier and provides a clearance of 70 feet
between the southernmost proposed barrier and the existing DRB.
Alternative DS: Dual Bridges With Staged Construction
Alternative DS consists of constructing dual bridges in stages. The
proposed westbound bridge would be constructed north of the existing
DRB. The proposed eastbound bridge would be constructed on the existing
alignment. The proposed westbound structure would be offset from the
existing structure to allow for the existing DRB and approach to remain
in service during construction. A maximum offset of 106 feet between
the centerline of the existing DRB and proposed westbound bridge would
be utilized to develop the horizontal geometry for this alternative.
This alternative shifts the outside barrier of the proposed bridge
structure 130 feet north of the existing DRB barrier and provides a
clearance of 30 feet between the southernmost proposed bridge and the
existing DRB. The horizontal offset requires the proposed river piers
to be constructed offset from the existing river piers, resulting in an
increased span length.
The alternatives to be retained will be finalized after the
consideration of public comments received during the comment period on
this NOI and they will be documented in the Draft SEIS. The
alternatives may be revised based on the consideration of public
comments. The alternatives not retained will also be documented in the
Draft SEIS. See the Additional Project Information Document for a more
detailed description of the development of the Preliminary Range of
Alternatives.
Brief Summary of Expected Effects
The SEIS will evaluate the potential social, economic, and
environmental effects resulting from the implementation of the Build
Alternatives and the No Build Alternative. FHWA, PA Turnpike, and NJTA
will seek input from the public, tribes and nations, and agencies
during the SEIS development process regarding the effects of the DRB
Project. FHWA, PA Turnpike, and NJTA will evaluate effects on
environmental and community resources in accordance with their NEPA
guidance and procedures. The following are the most sensitive resources
in the Project area and will be evaluated closely by FHWA, PA Turnpike,
and NJTA:
<bullet> Wetlands and other Waters of the U.S.:
Both build alternatives would require dredging and filling of
Waters of the U.S. and result in effects to wetlands considered to be
jurisdictional which will require a Section 404 Permit from the United
States Army Corps of Engineers (USACE).
<bullet> Wildlife and Wildlife Habitat:
Both build alternatives have the potential to affect wildlife and
wildlife
[[Page 22220]]
habitat. Such effects would be assessed by considering the Project's
footprint, vibration (particularly during construction), and stormwater
runoff.
<bullet> Endangered Species:
Both build alternatives include work within the Delaware River,
including the construction and removal of temporary causeways,
placement of piers, and other construction-related activities. It is
anticipated that the proposed work will have potential effects on the
federally listed (endangered) Atlantic Sturgeon and Shortnose Sturgeon.
<bullet> Cultural Resources:
Both build alternatives would result in the removal of the DRB,
which is eligible for listing in the National Register of Historic
Places. The Delaware Canal, a National Historic Landmark, is also
within the project area. Efforts will be made to avoid or minimize
impacts to the canal to the extent practicable. Additionally, based on
archaeological sensitivity assessments in PA and NJ, there is potential
for both pre-contact and historical archaeology within the project
study area. Further investigations and coordination will be conducted
when the Preferred Alternative is identified.
<bullet> Navigation:
Both alternatives would span the Delaware River--a navigable
waterway under United States Coast Guard (USCG) jurisdiction.
Preliminary coordination with the USCG is underway.
<bullet> Floodplains:
Portions of both build alternatives are within the 100-year
floodplain, or base floodplain, so there is the potential for
encroachments on floodplains from the proposed project.
<bullet> Community Effects:
Both build alternatives would result in potential effects on
communities within the Project area. It is anticipated that the effects
would be from potential right-of-way acquisitions and relocations, as
well as the potential for increased traffic noise. Additionally, there
would likely be temporary effects on traffic, air quality, and noise
during the construction of the proposed Project.
The SEIS will evaluate the expected impacts and benefits to the
known resources above, as well as the following: Land use and right-of-
way, forested areas, Delaware estuary coastal zone, submerged aquatic
vegetation, Section 4(f) resources, air quality, transportation,
commercial and industrial land uses, hazardous waste sites, visual
resources, and recreational trails. The level of review of the
identified resources will be commensurate with the anticipated effects
to each resource from the proposed Project and will be governed by the
statutory and regulatory requirements protecting those resources.
The analyses conducted for the SEIS will identify the potential for
effects; avoidance measures; whether the anticipated effects would be
`adverse'; and the appropriate environmental mitigation measures.
Additional information on the expected effects is provided in the
Additional Project Information Document available for review in the
docket established for this proposed Project and on the Project website
as noted in the ADDRESSES section.
Agencies, tribes and nations, stakeholders, and the public are
invited to comment on the expected effects. See the Additional Project
Information Document for a more detailed description of the Summary of
Expected Effects. The Draft SEIS will present the studies to identify
effects and the analyses of effects from the retained alternatives.
The 2003 ROD states that preliminary investigations were conducted
to determine the feasibility of a bicycle/pedestrian facility on the
Delaware River Bridge and that eight (8) substantive issues were
identified that prevented incorporation of a multi-modal component in
the proposed action. The ROD stated that ``should circumstances change
prior to construction, such that the above listed concerns are resolved
or nullified, FHWA and the sponsoring agencies could then re-evaluate
the incorporation of a bicycle/pedestrian facility pathway along the
proposed Delaware River Bridge Element.'' As such, the SEIS will
address the eight substantive issues identified in the 2003 ROD.
Additionally, the ROD documented that there is ``no safe crossing
of the canal towpath and Delaware River Heritage Trail across Route 13
in Bristol Township.'' While conceptual designs for an improved
crossing were documented in the FEIS, further coordination with
interested parties to address concerns will occur and any relevant
project solution(s) will be included in the SEIS.
Anticipated Permits and Other Authorizations
A Clean Water Act Section 404 Permit decision from the USACE is
anticipated July 2028. Other likely Federal and State authorizations
include Clean Water Act Section 401 Water Quality Certification, USCG
Navigation Permit, New Jersey Department of Environmental Protection
(NJDEP) Flood Hazard Area Individual Permit, NJDEP Waterfront
Development Individual Permit, compliance with NJDEP Stormwater
Management regulations and performance standards, NJDEP Freshwater
Wetlands Individual Permit, PADEP Waterway Encroachment Sections 105
and 106, and the PAFBC Aids to Navigation (ATON) Plan. Per U.S.C.
139(d)(10), the Federal permits and authorizations should be completed
by no later than 90 days after the issuance of the Record of Decision
(ROD). Subject to regulatory review, the Project sponsors, PA Turnpike
and NJTA, have committed to obtaining permits within 90 days of the
issuance of the ROD.
Section 7 consultation under the Endangered Species Act is expected
to be concluded April 2027. Section 106 of the National Historic
Preservation Act is anticipated to be concluded August 2027. The USCG
Permit is anticipated to be issued July 2028. See the Additional
Project Information Document for more details on the anticipated
permits and authorizations.
Schedule for Decision-Making Process
23 U.S.C. 139 mandates that the Record of Decision for major
projects be issued no later than two years from the date the Notice of
Intent is published. The Project Schedule for the PA Turnpike Project
will follow the two-year requirement. Cooperating and Participating
Agencies have reviewed the schedule and agencies with permitting or
other authorizations, including the United States Environmental
Protection Agency (USEPA), the USACE, the USCG, the Pennsylvania Game
Commission, and the Pennsylvania Historical and Museum Commission (as
the Pennsylvania State Historic Preservation Office or SHPO) have
confirmed that the schedule is appropriate. Per U.S.C. 139(d)(10),
permits and authorizations should be completed by no later than 90 days
after the issuance of the ROD. Subject to regulatory review, the
Project sponsors, PA Turnpike and NJTA, have committed to obtaining
permits within 90 days of the issuance of the ROD. Following the
issuance of this NOI, FHWA, PA Turnpike, and NJTA will coordinate with
Cooperating and Participating Agencies to develop study documentation
and the Draft SEIS.
<bullet> The Draft SEIS is anticipated to be issued in Fall 2026.
<bullet> The combined Final SEIS and ROD are anticipated in Spring
2028.
<bullet> A Section 404 Permit decision from the USACE is
anticipated in Summer 2028.
See the Additional Project Information Document for additional
schedule details.
[[Page 22221]]
Description of the Public Scoping Process, Including Scoping Meetings
The scoping process for this SEIS will include a 30-day comment
period initiated on the date the NOI is published in the Federal
Register. The public will be able to submit comments by email,
telephone, and mail. PA Turnpike and NJTA will post public materials on
the Project website, including a Project overview video, frequently
asked questions, and previous meeting materials.
Outreach Conducted to Date
Prior to the publication of this NOI, the PA Turnpike and NJTA
conducted a public survey and held two rounds of public meetings.
Public Survey
In Fall 2024, the PA Turnpike and NJTA provided the public and
public officials with an overview of the project and status update. In
addition, the PA Turnpike and NJTA conducted a public survey from
November 27, 2024, through January 10, 2025, to solicit input on the
proposed Project. Over 1,280 surveys, representing the project area in
Pennsylvania and New Jersey, were completed.
Public Meeting Series Round 1
Virtual Public Officials Meeting February 27, 2025
Virtual Public Meeting March 12, 2025
Public Meeting in Pennsylvania March 19, 2025
Public Meeting in New Jersey March 20, 2025
Public Comment Period March 12, 2025-April 12, 2025
More than 300 people attended the first round of meetings to learn
about ongoing environmental work, the SEIS process, the Project Purpose
and Need, the Alternatives Analysis and Preliminary Engineering
processes, future public involvement opportunities, and results from
the public survey conducted in late 2024-early 2025.
Public Meeting Series Round 2
Virtual Public Officials Meeting September 24, 2025
Virtual Public Scoping Meeting October 14, 2025
Public Scoping Meeting (Pennsylvania) October 15, 2025
Public Scoping Meeting (New Jersey) October 16, 2025
Public Comment Period October 14, 2025-November 14, 2025
More than 200 people attended the second round of meetings which
were conducted virtually and in person utilizing an open-house format.
Attendees learned about the status of the Project, the SEIS process,
the results of the Alternatives Analysis, the Preliminary Range of
Alternatives, anticipated environmental effects and permits, future
public involvement opportunities, and the Project schedule.
Agency Scoping
FHWA, PA Turnpike, and NJTA identified agencies who would likely
serve as Cooperating and Participating Agencies for the SEIS. In March
2024, PA Turnpike, NJTA, and FHWA informed resource agencies, including
those likely to become Cooperating and Participating Agencies, on
initial scoping activities for the SEIS.
Formal coordination with PA and NJ resource agencies has occurred
through PennDOT's Agency Coordination Meetings and through resource-
specific meetings involving one or more jurisdictional agencies. A
summary of agency coordination is included below.
March 27, 2024
<bullet> Introduction of Project, including Project History.
<bullet> Discussion of Preliminary Project Purpose and Need.
<bullet> Notice that Cooperating and Participating Agency letters
were sent.
May 21, 2024 (NJ HPO Field View)
<bullet> Held field view and reviewed resources to be evaluated.
July 1, 2024 (PA SHPO Field View)
<bullet> Held field view and reviewed resources to be evaluated.
October 23, 2024
<bullet> Discussion of Purpose and Needs.
<bullet> Review of Agency Coordination Plan.
<bullet> Announcement of upcoming public involvement activities,
including Public Meeting No. 1.
February 26, 2025
<bullet> Discussion of public comments received from Public Meeting
No. 1.
<bullet> Requested concurrence from Cooperating and Participating
agencies on Purpose and Need.
<bullet> Discussion on gap analysis and resource methodologies.
March 2025
<bullet> Concurrence from the six (6) Cooperating Agencies on the
Project's Purpose and Needs.
June 12, 2025
<bullet> Pre-Application Meeting with NJDEP.
<bullet> Overview of the Project, including history, study area,
and Purpose and Needs.
<bullet> Discussion of resources present in the study area,
proposed resource methodologies, and potential permits.
September 24, 2025 (Formal Scoping Meeting)
<bullet> Discussion of preliminary range of alternatives.
<bullet> Discussion of resources and potential effects.
<bullet> Discussion of anticipated permits and approvals.
<bullet> Discussion of resource methodologies.
November 17, 2025
<bullet> Tribal Consultation Meeting with tribes and nations having
ancestral ties to the project area to provide an overview of and
request input on the proposed project.
November 2025
<bullet> Concurrence from the six (6) Cooperating Agencies on the
preliminary range of alternatives.
January 30, 2026
<bullet> Coordination meeting with NOAA Fisheries to provide an
update on the proposed project and to discuss consultation under the
Endangered Species Act and Magnuson-Stevens Act.
February 19, 2026
<bullet> Pre-Application Meeting with the NJDEP to discuss the
anticipated permits and associated permitting schedule.
In accordance with 23 U.S.C. 139, an Agency Coordination Plan and a
Public Coordination Plan have been developed. These Plans establish
frameworks for coordination among the Federal, State, and local
agencies, tribes and nations, and the public in the development of the
SEIS. The Agency Coordination Plan and Public Coordination Plan are
available on the PA Turnpike's DRB Project website under Environmental
Documentation.
Public Review
A 30-day comment period is being held in association with this NOI.
Agencies, tribes and nations, and the public are invited to comment on
the Environmental Analysis Methodologies, Purpose and Need, and Range
of Alternatives for the proposed action. Comments may be submitted
according to the instructions in the ADDRESSES section of this NOI.
Interested persons can sign up to receive email announcements,
notifications, and newsletters on the Project website.
[[Page 22222]]
Public hearings will be held during the development of the SEIS, as
described below. Generally, the locations, dates, and times for each
public hearing will be publicized through the Project website, in the
Bucks County Courier Times (PA) and the Burlington County Times (NJ),
and via direct mail. Promotional materials for the public hearing will
be translated into Spanish, Mandarin and Russian, per the census data
for the project area. Materials will be available at the hearings and
oral and written comments will be solicited. Translation services will
be available upon request.
Joint Public Hearings on the Draft SEIS
Notice of availability of the Draft SEIS for public and agency
review will be published in the Federal Register and through other
methods which will identify where interested parties can go to review a
copy of the Draft SEIS. Due to the bistate nature of the Project, joint
public hearings will be conducted in both Pennsylvania and New Jersey
by PA Turnpike, NJTA, FHWA, and USACE and announced a minimum of 30
days in advance. PA Turnpike, NJTA, and USACE will provide information
on the joint public hearings, including the locations, dates, and times
for the hearings through a variety of means including the Project
website <a href="https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge">https://www.paturnpike.com/traveling/construction/site/delaware-river-bridge</a> and by newspaper advertisement in each state.
Request for Comment on Alternatives and Effects, as Well as on Relevant
Information, Studies, or Analyses With Respect to the Proposed Action
To ensure that a full range of issues related to the Project is
addressed in the SEIS and potential issues are identified, FHWA, PA
Turnpike, and NJTA invite comments and suggestions from interested
parties. FHWA, PA Turnpike, and NJTA request comments and suggestions
on the purpose and need, potential alternatives and effects, and the
identification of any relevant information, studies, or analyses of any
kind concerning impacts affecting the quality of the human and natural
environment. Comments may be submitted according to the instructions in
the ADDRESSES section of this Notice. The purpose of this request is to
bring relevant comments, information, and analyses to the agency's
attention, as early in the process as possible, to enable the agency to
make maximum use of this information in decision-making.
Identification of Cooperating and Participating Agencies, and
Information That Such Agencies Require in the Notice
Cooperating and Participating Agencies in the development of the
SEIS are:
<bullet> Cooperating Agencies:
U.S. Environmental Protection Agency, U.S. Army Corps of Engineers,
U.S. Coast Guard, National Oceanic and Atmospheric Administration
(NOAA) Fisheries, Pennsylvania Historical and Museum Commission (as the
Pennsylvania State Historic Preservation Office or SHPO), and
Pennsylvania Game Commission.
<bullet> Participating Agencies:
National Park Service, Delaware Nation--Oklahoma, Delaware Tribe of
Indians--Oklahoma, Stockbridge Munsee Community--Wisconsin,
Pennsylvania Department of Conservation and Natural Resources,
Pennsylvania Fish and Boat Commission, and Burlington County Soil
Conservation District.
Beginning in March 2024, PA Turnpike and NJTA convened Cooperating
and Participating Agencies in agency coordination meetings to discuss
the development of the SEIS, including the preliminary Purpose and
Need, preliminary Range of Alternatives, draft NOI and Additional
Project Information Document. At a September 24, 2025, agency
coordination meeting, PA Turnpike and NJTA described the requirements
under 23 U.S.C. 139 and asked for input. No agencies have requested
information to be included in the NOI.
Unique Identification Number. All environmental documents prepared
for the proposed action will reference the following unique
identification number: EISX-XPA-1775577450.
Authority: 42 U.S.C. 4321 et seq.; 23 U.S.C. 139; 23 CFR part 771.
David Snyder,
Acting Division Administrator, FHWA Pennsylvania Division.
Camille Otto,
Acting Division Administrator, FHWA New Jersey Division.
[FR Doc. 2026-08014 Filed 4-23-26; 8:45 am]
BILLING CODE 4910-22-P
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</html>Indexed from Federal Register on April 24, 2026.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.