The $407 million I-10 White Oak Bayou project in Houston by Webber LLC aims to lift a freeway segment above a floodplain, enhancing safety and mobility. Scheduled for completion by 2029, the project includes reconstructing I-10 lanes, HOV lanes and bridges and adding multi-modal amenities such as pedestrian paths. Various challenges and innovative design elements are being addressed to meet flood mitigation standards and community needs.
Texas Department of Transportation photo
Crews build pillars as part of a new bridge.
Webber LLC began the first phase of the Texas Department of Transportation's (TxDOT) $407 million I-10 White Oak Bayou project on Houston's West Side on Jan. 6, 2025.
The goal is to lift a freeway segment above a 100-year floodplain along the White Oak Bayou, improving safety and mobility.
The project was designed by HNTB. Project completion is expected by the end of 2029.
A ceremonial groundbreaking was held on Jan. 25 beneath the I-10 overpass at Studemont Street where the work is beginning.
The construction zone stretches 1.8 mi. from Heights Boulevard to the Interstate 45 direct connector and includes the reconstruction of the I-10 main lanes, the I-10 HOV lanes and the Houston Avenue Bridge.
The project also will provide amenities that support daily multi-modal transportation opportunities, such as a 2-mi.-long, 10-ft.-wide shared-use cyclist/pedestrian path along the south side of White Oak Bayou connecting to the existing trail system which, in turn, connects with the Houston Avenue Bridge. That offers additional community connectivity from Houston's west side to the north side.
The project is financed by state funds, including $90.5 million from the Texas Clear Lanes initiative.
"The project is critical to bring this portion of I-10 within compliance of state and federal flood mitigation standards to ensure the freeway is passable during major storm events in the Houston area," said Bambi Hall, a TxDOT public relation officer. "The project was determined to be a high priority because, since 1992, this portion of I-10 has flooded 10 times. Interstate 10 is the fourth-most heavily traveled multi-state corridor in the United States and provides a key supply route for goods, services, energy services equipment and military logistics. Once completed, the Houston Avenue Bridge will sit below the I-10 main lanes removing any future concerns of strikes on the Houston Avenue Bridge."
Assistant Houston District Engineer Varuna Singh highlighted the public's role in making the project more effective.
"Beyond elevating the main lanes, we will improve resiliency by adding a 26-acre detention pond beneath the elevated lanes," he said. "The location of the detention pond is an improvement to the original design recommended through public input."
Houston Mayor John Whitmire said he appreciates TxDOT's role in advancing regional stormwater resiliency.
"The recently launched I-45 North Houston Highway Improvement Project is another significant effort, designed to address flood prevention east of downtown," he said in a TxDOT press release. "Once completed, this project will enhance flood mitigation for communities like Independence Heights, helping to safeguard them against future storms."
This infrastructure upgrade is needed because during major rain events, such as tropical storms Allison and Imelda, Hurricane Harvey and unnamed rain events, White Oak Bayou overtopped its banks, flooding I-10 and making it impassable.
"Federal Design Flood Standards require interstate highways to remain passable during a 50-year storm," the project web page said. "TxDOT standards require the interstate to remain passable during a 100-year storm. I-10 in the vicinity of White Oak Bayou does not currently meet the Federal Design Flood Regulations for interstate highways or the current TxDOT standards.
"The I-10 main lanes were last reconstructed in this area between 1995 and 2000. All roadways, including I-10, have a design life, which is the time from original construction to a terminal condition for a pavement structure. The I-10 main lanes were designed with an expected design life of 30 years."
The HNTB design team dealt with several hurdles.
"The constrained ROW footprint with the existing depressed roadways being reconstructed as elevated structures in the same footprint created traffic control challenges," Hall said. "The existing elevated HOV which overhangs the existing main lanes had to be reconstructed in the same footprint to a wider structure overhanging the new main lane bridges — traffic control sequencing and incentives were used to minimize the downtime to the existing HOV structure which carries carpool, van pool and bus traffic.
"Phased bridge demolition and phased bridge construction required maintaining the existing trail network that passes under the proposed existing and future structures — design accommodated temporary trail detour pavement and sequencing to maintain and provide reasonable detour routes for bike and pedestrian users."
The decision to use higher 6-ft. tall bridge railings was based upon public concerns about noise and the height of new structures.
Environmental aspects also factored into the design.
"Special aesthetic features on columns and retaining walls modifying TxDOT Houston District's Green Ribbon Guidelines [are being used to] provide unique aesthetic column and retaining patterns," said Hall, pointing out the "preservation of a specific existing tree forestation area per request of the public and the identification of future planting areas along the bayou and proposed new trail elements. Profiles for new raised main lane and HOV bridges [were] minimized, including bringing the HOV to the same level and in between the main lanes at the west portion of the project in the vicinity of the city's Stude Park."
One initial action occurring is the demolition of the Studemont Street Bridge.
The Webber team noted that other notable aspects of the project include 1.8 million sq. ft. of bridge deck, 250,000 linear ft. of concrete bridge girders, 93,000 linear ft. of drill shaft foundations, 60,000 cu. yds. of bridge substructure concrete, 77,000 sq. yds. of concrete paving and 670,000 cu. yds. of earthwork.
Over the next year, crews will focus on the demolition and construction of the elevated westbound main lanes between I-45 and Heights Boulevard, as well as the construction of westbound frontage road between Studemont Street and Heights Boulevard and new shared-use paths for pedestrians and cyclists.
The demolition of the WBFR Bridge over White Oak Bayou is to be completed in two phases. The first phase that removed the right lane of the frontage road began on Feb. 20, and the reconstruction of that section is ongoing. The second phase is scheduled to begin in early 2026, with traffic then on the newly constructed section.
The two-lane bridge will be 254 ft. long.
"The challenge for the demolition of this bridge is that it resides over the White Oak Bayou channel," Hall said. "The contractor's been utilizing crane mats to protect the channel lining, and they are also ensuring that all debris is removed in a timely manner."
The lifting of a segment of the freeway over the floodplain will be complex, but careful planning is making a difference.
"The project spans 1.65 miles with 1.3 miles of it being elevated bridge structures," Hall said. "The operation will be completed in three main phases and construction is currently ongoing in phase 1, step 2 of work that began Jan. 6."
The proposed Houston Avenue Bridge will be a beam bridge, and its construction will begin in 2027. It will be 598 ft. long with a travel lane in each direction, a raised median along the centerline and pedestrian sidewalks on each side.
The excavation for the 26-acre detention pond beneath the elevated lanes will occur concurrently with the overall construction.
"The pond depth will vary depending on location with the deepest elevations being approximately 25 to 30 feet," Hall said. "There will be concrete-lined pilot channels within the detention pond along with pipe structures to facilitate the drainage of the detention pond."
Over the next four years, Webber crews will use typical construction equipment, including excavators, dozers, loaders, off-road trucks and cranes.
The contractor anticipates about 150 employees on location at the peak of construction, plus additional people throughout to support 22 subcontracting companies.
Subcontractors include Quality Turf Farms, GMJ Paving, JTB Services, Speedy Paving, Royal Rebar, Thomas Tractor Works, Primate, Buyers Barricades, TRP Group, Traffic Signs & Lines, SK Concrete, MTAM, Scott Derr, Traffic Systems Construction, MBN, Houston Sawing, EPP, 1ST Priority, HB Farmer Foundation, GTS Gus CEG Trucking and Structural Technologies. CEG
(All photos courtesy of Texas Department of Transportation.)
Irwin Rapoport
A journalist who started his career at a weekly community newspaper, Irwin Rapoport has written about construction and architecture for more than 15 years, as well as a variety of other subjects, such as recycling, environmental issues, business supply chains, property development, pulp and paper, agriculture, solar power and energy, and education. Getting the story right and illustrating the hard work and professionalism that goes into completing road, bridge, and building projects is important to him. A key element of his construction articles is to provide readers with an opportunity to see how general contractors and departments of transportation complete their projects and address challenges so that lessons learned can be shared with a wider audience.
Rapoport has a BA in History and a Minor in Political Science from Concordia University. His hobbies include hiking, birding, cycling, reading, going to concerts and plays, hanging out with friends and family, and architecture. He is keen to one day write an MA thesis on military and economic planning by the Great Powers prior to the start of the First World War.
Read more from Irwin Rapoport here.
Today's top stories
