In an effort to save lives, crews are working to widen Highway 7 in Oxford, Miss. The $138.7 million project will expand the highway to four lanes from the SR 7/Belk Boulevard intersection to the intersection at County Road 370, just south of the SR 7/9 roundabout.
“There are traffic accidents almost on a daily basis through this six-mile project,” Mississippi Department of Transportation (MDOT) engineer Brandon Smithey told Construction Equipment Guide. “It's a very busy roadway, with an ever-growing population. It's mostly for people coming into the city and surroundings for work. The traffic volumes increase significantly during the university's academic year, particularly during major sporting events, when large numbers of visitors travel to the area.
“Oxford needs help with getting people into and back out of town. With additional lanes, travelers will be able to continue moving without stopping behind every vehicle that makes a turn. The addition of J-turns and R-cuts also will improve the overall flow of traffic by reducing delays and conflicts caused by left-turn movements, making travel through the corridor smoother and more efficient.”
The work includes grading, drainage, bridge building and paving. Construction began in late 2025, with expected completion by fall 2029.
Smithey said the December groundbreaking went well, with Northern Transportation Commissioner John Caldwell and MDOT executive director Brad White were among those in attendance.
“It was a good event on a cold day,” Smithey said. “All those responsible were able to talk about construction beginning on a project that had been wanted for over 20 years.”
Talbot Bros. Construction of Nesbit, Miss., serves as the general contractor on the State Route 7 project.
“They are an in-state contractor that's big enough to handle the workload of a project of this size,” said Smithey. “With the partnership that Talbot has entered into with Ste Bil Grading Inc. of Waterford, Miss., they have made major strides in the construction process that would not have been possible without the extra manpower.”
MDOT photo
As for the biggest challenges for crews, said Smithey, “There's a section of wetland that is sensitive to construction. On more than half the project, we have large sandy hills that pose erosion problems, along with multiple utility providers in numerous locations that have been in conflict.”
Currently, box culverts installation is taking place, as well as bridge piling, caps, hanging beams, decking, pipe installation, dirt hauling and utility relocations. Retaining walls have yet to be constructed. The contractors must move into the next phase of construction and relocate traffic to complete the project.
The work includes the construction of bridges, box culverts and drainage pipes, which will require various excavation and embankment areas to establish the proper grades. These grade adjustments are necessary to ensure the bridges and drainage structures function properly and provide adequate drainage throughout the project.
Crews are using automated machine grading to allow for faster work. Smithey noted that 2,541,398 cu. yds. of dirt/material will be moved on the project, with paving requiring temporary roads for construction phasing, new mainline, overlay existing pavements, side streets and driveways.
A total of 11 new bridges and two box bridges will be built.
“Most of the bridges will utilize a substructure consisting of metal pipe piles with reinforced concrete caps and a superstructure composed of prestressed concrete beams, a reinforced concrete deck slab and concrete railing,” said Smithey. “The two bridges at the north end of the project will incorporate a hybrid substructure foundation system, with the intermediate bents supported by metal pipe piles and the end bents supported by steel H-piles, while utilizing the same superstructure components as all other bridges within the project. Collectively, the bridges will comprise approximately 3,934 linear feet of structure.”
Paving work will include some temporary roads for construction phasing, new mainline, overlay existing pavements, side streets and driveways. Many existing intersections will be completely changed as the project advances. Some existing minor streets are to be routed onto frontage roads that will allow traffic to more safely enter the highway in areas that have better sight distance.
MDOT photo
John Deere, Cat, Volvo, Link-Belt, KOBELCO and Komatsu equipment is among the heavy machinery required on the project. Cranes, dozers and front-end loaders can be spotted on site, along with a mini-excavator, man lifts, a motor grader, dump trucks, pumps, screeds, sheep's foot rollers, track hoes, tractors and a trench roller.
Chief materials include a quality pit source for the borrow needed to build the project, along with steel, pipe, 59,000 tons of rip-rap and 23,000 tons of ¾-in. down crushed stone base.
Smithey said outdoor conditions are always a concern for crews.
“During the spring months, weather can have a significant impact on construction activities, particularly during heavy rain. Extended periods of rain can leave soil conditions too wet to support construction operations, resulting in delays that may last several days. These conditions also create challenges for erosion and sediment control, making it critical to prevent sediment from entering Mississippi's waterways, and to remain in compliance with environmental regulations.
“During summer and winter, extreme temperatures present additional challenges, particularly for concrete placement. High temperatures may require concrete pours to be performed at night and require additional curing measures to retain adequate moisture. Conversely, cold temperatures may delay concrete placement or require the concrete to be covered and protected after the pour to maintain proper curing temperatures and ensure the concrete achieves the required strength.”
MDOT photo
Improving a dangerous stretch of roadway used by approximately 40,000 motorists each day is extremely satisfying for everyone involved in the project.
“One of the most rewarding aspects of working on a project is seeing it come to fruition,” said Smithey. “As engineers, we often develop the initial design and layout, but due to funding limitations or other delays, some projects are postponed temporarily and may never reach the construction phase. Being able to watch a project progress from design to completion is both exciting and fulfilling.
“It's especially rewarding to see the traffic improvements and safety features discussed during planning and consulting meetings become a reality. Knowing that those improvements will enhance traffic operations and help save lives for many years to come makes the work even more meaningful.
