Photo courtesy of Clayton McInnis
McInnis Construction of Summerdale, Ala., serves as the prime contractor on the project and is responsible for all aspects of construction and field engineering.
Nearly a decade since work was halted due to a lack of funds, construction crews in Birmingham, Ala., are resuming work on the Northern Beltline.
The $64.7 million first phase of the project calls for a four-lane highway spanning approximately 2 mi. to connect State Route 79 and State Route 75.
Photo courtesy of ALDOT
“Building a northern interstate route across Jefferson County has been discussed for decades as a way to help move people and goods more efficiently through the area, increase economic development opportunities and provide greater access for residents and emergency responders to get where they need to go,” said DeJarvis Leonard, Alabama Department of Transportation (ALDOT) east central region engineer. “The Northern Beltline was first added to Birmingham’s long-range transportation plan more than 40 years ago.
“Just as I-459 improved the flow of traffic around Birmingham, spurred growth and created jobs for residents in the southern and eastern parts of the Birmingham metro region, the Northern Beltline is expected to do the same for communities in the northern and western areas. When I-459 was completed in the early 1980s, it helped to ease congestion, increase economic development and generally improve the quality of life for Alabamians. We expect the same will happen with the Northern Beltline.”
Alabama’s Congressional delegation secured $489 million over the next five years, which will go toward constructing a four-lane, 10-mi. segment of the Northern Beltline that will connect U.S. Highway 31 near Gardendale to State Route 75 near Pinson. Construction of this 10-mi. segment is expected to be completed in 2028. Construction of the portion of the beltline that connects State Route 79 to State Route 75 is expected to be completed in 2026. The entire 52 mi. is scheduled to be finished by 2054.
Traffic will not be affected during construction, and Leonard said response to the project has been positive.
“The Northern Beltline enjoys wide-ranging support from local citizens, first responders, elected officials, economic developers and business leaders,” Leonard said. “Three counties, 45 cities and numerous businesses throughout the region support it. People are enthusiastic about the opportunities it will bring to the area.
“The Northern Beltline is part of the Appalachian Development Highway System [ADHS]. This gives the Northern Beltline unique status because it comes with eligibility for funding that can be used only to complete highways in the ADHS. As Alabama’s only significant highway in the ADHS, the funds that Alabama receives from the ADHS for the Northern Beltline can be spent only on the Northern Beltline.”
It’s expected there will be approximately 15,000 cu. yds. of excavation on the project. Gary Smith, ALDOT assistant region engineer, said that while substantial grading and drainage structures have already been completed, plenty of work remains.
“Getting the base to final grade so that pavement can begin is a milestone,” he said. “Completion of the bridge and completion of the pavement will also be significant.”
Photo courtesy of ALDOT
Smith said creating a four-lane highway spanning nearly 2 mi. is no small undertaking.
“The base beneath the pavement must be graded to its final elevation,” he said. “Concrete pavement will be applied to the top of that surface. Four bridges will also be constructed within the project, so that four lanes of traffic can travel from AL 79 to AL 75.”
McInnis Construction of Summerdale, Ala., serves as the prime contractor on the project and is responsible for all aspects of construction and field engineering. According to McInnis Project Manager Keith Burnett, the main concern for crews has involved geology and topography.
“This region is known for karst geology,” he said. “We are experiencing the challenges associated with that. One pile may refuse at 30 feet and another at more than 160. This creates the need for multiple splices, which hinders production.”
Burnett said installation of erosion control and construction signage has been completed, as well as clearing. Exploratory drilling has been performed at drilled shaft locations. Currently, footing excavation, pile driving and drilled shaft excavation is taking place.
Regarding the assembly of steel reinforcement, “It’s a stepped process that begins with ordering the correct number and length of pieces with the required bends,” said Burnett. “Once you have the pieces on hand, you tie those together in accordance with the plan details. We utilize racks for holding the steel in place.”
There are both drilled shaft and pile deep foundations on the project.
“The drilled shafts require a rock socket, typically 1.5 diameter, at the bottom of shaft. The shafts are augured down to top of rock and then must be core drilled from top of rock to bottom of rock socket. Solid rock must be present for a minimum of 10 feet below bottom of shaft. This verification of rock is determined by drilling probe holes below bottom of shaft. Piling is driven to a refusal criteria.”
Construction of the four bridges is both methodical and time-consuming.
“Bridge building starts with deep foundations and footings, then proceeds with columns, caps, girders and decks. We began work in June of 2024 and anticipate an early completion date in the fall of 2026. This is weather dependent and could push out into 2027.”
He said the elements have to be closely monitored.
“There are temperature and seasonal limitations on several items such as asphalt, concrete and traffic stripe. These items must be scheduled to adhere to these requirements. Rain is a factor for most construction activities. Not only can rain impact progress during rain events, depending on the amount received, it could take days to recover.”
The job site features a variety of heavy machinery. Cranes must be used to drive pile, erect girders and lift materials for elevated construction. Excavators are required for footing excavation, powering the augers and core bits for drilled shafts. Dozers, forklifts and loaders are needed for material handling and providing access, while manlifts will perform elevated work, and diesel hammers will be used to drive pile. Graders and concrete paving equipment also will be necessary to complete the work. Concrete and steel are the main materials.
While it’s early in the process, Burnett is looking forward to what lies ahead.
Photo courtesy of Clayton McInnis
“It’s very exciting. We are proud to be a part of something that is this big for the Birmingham area. It’s also nice to be working on a new roadway/bridge project, because it provides work room and minimizes the risk of working adjacent to live traffic.
“Building bridges is what McInnis has done for over 60 years. The bridges on this project are pretty standard in terms of footing type, substructure and superstructure. The roadway will be constructed with concrete paving. This is somewhat uncommon in Alabama, but we have an experienced subcontractor that performs concrete paving here and numerous other states.”
Smith added, “This project is a once-in-a-lifetime opportunity for many of the employees working on it. We rarely construct a new route, especially one that will become an interstate route for many generations to use in the future.” CEG
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