A $495 million Texas Department of Transportation (TxDOT) project is transforming a 10-mi. section of Interstate 45 between Farm-to-Market 1764 and north of the Galveston Causeway Bridge, with Williams Brothers Construction advancing work on new lanes, interchanges, bridges and flood-protection infrastructure.
Construction began in 2019 on the project, which is designed to improve safety, reduce congestion and strengthen evacuation routes for residents of the greater Galveston area.
Williams Brothers secured the contract for the entire project. In addition to rebuilding the existing six-lane interstate, the project is widening the highway and adding lanes in each direction, upgrading frontage roads and reconstructing the I-45/State Highway 146/State Highway 6 interchange at the Texas City Wye.
Frontage roads are being upgraded to 12-ft. lanes, with two lanes in each direction and a third auxiliary lane at ramps. The configuration is intended to eliminate lane drops while also adding bike lanes.
The project also includes six detention ponds, MSE and sound walls and an intelligent transportation system.
Based on 2022 traffic counts, approximately 76,200 vehicles traveled this section of I-45 each day. TxDOT expects that number to reach 103,000 vehicles per day by 2042. Frontage-road traffic is projected to increase from 6,300 to 8,600 vehicles per day during the same period.
“To reduce accidents on the corridor, the new configuration will include auxiliary merge lanes between entrance and exit ramps on the main lanes at each major overpass,” said Danny Perez, a spokesman for TxDOT's Houston District. “This will provide drivers additional distance to merge. The frontage roads will also be widened to eliminate the lane reductions at each exit ramp.”
“Previously, the two-lane frontage roads were reduced to one lane in advance of the exit ramp. In the new configuration, the two lanes of frontage road traffic will be continuous with a third auxiliary lane used to receive exit ramp traffic.”
Three Major Segments
The project is divided into three segments, each with different construction challenges and scopes of work.
The first segment, a $166 million section from FM 1764 to FM 519, began in fall 2019. Crews are widening the highway, constructing overpasses at Delany Road and Vauthier Street and improving drainage. New auxiliary and turn lanes are being built to reduce congestion and backups in Dickinson and Texas City.
The segment is approximately 85 percent complete. Crews have completed the northbound frontage roads and main lanes, along with three overpass bridges and retaining walls.
Bad weather and high groundwater remain significant challenges because they can affect excavation and foundation schedules. Construction also must be coordinated with work on adjacent I-45 segments to the north and south.
Williams Brothers constructed the northbound main lanes while the neighboring northern project was under way. Traffic plans are allowing crews to build the southbound mainline without delaying work on the adjacent southbound segment.
The second segment, a $226 million project from FM 519 to the Texas City Wye, began in winter 2020. Work includes upgrading frontage roads, adding lanes and constructing improved entrance and exit ramps.
The segment is approximately 50 percent complete and is scheduled for completion in summer 2028. Crews have completed the northbound and southbound frontage roads, including new TCT railroad overpass bridges, marsh bridges south of TCT and tidal interchange bridges.
The existing I-45, SH 6 and SH 146 interchange is being converted into a diverging diamond interchange. The completed configuration will feature continuous frontage roads, two left-turn lanes, two through lanes and dedicated U-turns.
The work has affected industrial companies that rely on the existing interchange and generate significant truck traffic. TxDOT is maintaining three main lanes throughout construction except for short-term closures. Williams Brothers also was offered incentives to complete the interchange work early to reduce traffic impacts.
The third segment, from the Texas City Wye to the Causeway Bridge, is valued at $103 million and is approximately 60 percent complete. It is expected to be finished next summer.
The work includes four new overpasses and new northbound and southbound mainline bridges. The bridges will be widened from three to four lanes and include shoulders. New frontage-road bridges also are being constructed in both directions.
A major feature is raising the I-45 main line 8 to 10 ft. to keep the highway passable during storm surges. The work will be completed before construction begins on the planned widening of I-45 from the Causeway to 61st Street on Galveston Island.
The existing I-45 bridge near Tiki Island also is being demolished and replaced with a new northbound bridge. TxDOT said the replacement will improve structural integrity and increase traffic capacity. The work has required temporary lane closures and detours.
Tackling Drainage, Flooding
Flood protection is a major component of the project.
Crews are installing closed storm sewer systems throughout the corridor, including more than 17 mi. of large prefabricated concrete box culverts. A new pump station is under construction at the Texas City Wye, while roads south of the interchange are being raised to improve passability during high tides and heavy rain.
Six detention ponds will provide additional capacity during major rain events. Large excavators are being used to dig the ponds, with loaders moving earth and rock off site. Excavation and demolition debris is being reused whenever possible.
Tropical storms, hurricanes, heavy rains and tidal changes have affected construction progress. Williams Brothers has used scheduling flexibility and planning to recover lost days.
The project corridor includes low-density residential areas, businesses, light industrial facilities, fields and small wooded areas. The available space has provided room for new frontage roads, highway entrances and exits, drainage facilities, detention ponds and material storage.
Maintaining Traffic During Construction
The phased construction plan is designed to minimize disruptions on the heavily traveled corridor while protecting workers and motorists.
Traffic is shifted to the opposite side of the highway to provide work areas while maintaining two lanes in each direction. K-rail barriers and fencing separate traffic from construction activities.
The new mainline pavement and reconstructed lanes consist of a 6-in. lime layer, a 6-in. cement-stabilized base, 1-in. of bond breaker and 13 in. of concrete pavement.
Excavation crews remove existing pavement and base material between intersections where new concrete overpasses are being constructed. Large excavators, skid steers, loaders and dozers handle the excavation and material movement.
Site-preparation crews install rebar before concrete pours while also installing drainage, electrical and other systems. Concrete is placed during early morning and daytime hours and typically requires one to two weeks to cure. Screeds and other standard paving equipment are used to finish the concrete.
Excavation, site preparation and concrete crews work simultaneously to maintain production.
Overpass construction follows conventional methods. The 250-plus-ft., five-span, eight-lane overpass at Delany Road has retaining and MSE walls on both sides of the highway. Shafts were drilled on both sides before columns and piers were installed.
Cranes, sometimes working in tandem, lift and place concrete beams measuring more than 50 ft. long. Thirteen beams are used per span. Crews then install concrete tiles and rebar before pouring the deck, which is approximately 40 ft. above the roadway.
Frontage-road construction follows a similar process, with protected work zones providing room for equipment to maneuver and excavation material to be transported off site.
The diverging diamond interchange work involves demolition, excavation and construction of new mainline and frontage-road facilities. Crews are working primarily with concrete, rebar and asphalt.
More than 100 general contractor and subcontractor employees typically are on site each day. Equipment is subjected to heavy daily use, requiring on-site mechanics and outside service personnel to handle routine maintenance and repairs.
