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“We are on budget, and I don't foresee anything throwing us off,” says Holbrook. The project cost is $42.2 million and is being financed via the traditional 80/20 split from the federal and state government. After that's accomplished, the team will focus on demoing the original two bridges. However, the goal is to do the traffic swap and have vehicles on the new bridge by October 2021. The project began in March 2020 and is scheduled to be complete by summer 2022. “Instead of lifting the beam as a crane does, the SPMT rolled it out over the area where it was to go and put it in place.” Holbrook, who notes that setting the beams took a long time, describes the process.
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“Figuring out how to work it in was a lengthy process.” “No one on this project had ever used a SPMT to erect a beam with an overhead lift system,” says Holbrook. “The transporters provide a way of lifting, carrying, and installing modular constructions,” says Anster. Eventually, the team decided to use a self-propelled modular transport (SPMT).Īnster, a company dedicated to researching and developing the best-performing special vehicles to reduce your transport costs, says SPMTs, “have the highest loading capacities in the world.” The beams weigh in at over 200,000 pounds each and are approximately 170 feet long. “It took lots of engineering to determine how to set the beams,” says Holbrook. Between the tight space and the need to keep the lanes operable at all times, the team could not use a crane as they normally would to put in the beams for the bridge. On one side of the project is the old bridges and on the other side are other roadways including U.S. The area where the work is taking place is very tight. “We went to great efforts to make sure the soil would not slide down,” Holbrook says. The concern stems from the fact that the area has had soil slides in the past. “The contractor installed monitors onsite to ensure that when we did earthwork that the railroad would not be impacted,” Holbrook says. Part of the new bridge is being built over a railroad. Once traffic is shifted over to the new bridge, the team will demolish the old bridge. Other work includes the installation of drainage structures and slope stabilization. The length of the project is one mile and there is some additional roadwork, such as adjusting the on/off ramps, that is being completed as well. This is because the new bridge is being built on a new alignment that is adjacent to the current alignment. Holbrook, who provides high level oversight for the project, adds by installing a new bridge rather than doing a teardown, “We also are not impacting traffic as much.” “There was too much wrong with the first bridge to repair it, and we determined it would be more cost-efficient to replace it,” says Trent Holbrook, MDOT Resident Engineer. While a significant repair to the bridges was considered, a decision was made to remove the first bridge and construct a longer new bridge on I-20, while the second bridge was to be repaired and become a portion of I-55 Northbound. Ultimately, the situation had to be addressed. When MDOT crews were out repairing the bridges, traffic was severely impacted. Part of the reason is that nearly 100,000 vehicles use this section of I-20 daily.
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MDOT was working regularly to maintain the bridges by patching the damaged areas. The old bridges had suffered lots of wear and tear and needed attention. The Mississippi Department of Transportation (MDOT) is in the midst of the I-20 bridge replacement project to help ensure the commute is more reliable.Īlong I-20, two bridges were determined to need repair by the MDOT Bridge Division. I-20 runs east to west through the city and is a major thoroughfare for those commuting from the suburbs of Jackson. Hwy 49 open.As the state capital of Mississippi, Jackson is a city that draws people from the surrounding areas.