Work has begun on a $145 million I-65 widening project in Shelby County, managed by ALDOT. The effort includes new lanes, bridge replacements and improved safety measures. The project, set to be completed by late 2027, aims to reduce congestion and enhance traffic flow in the critical corridor. Local funding, partnerships and detailed construction plans are key aspects of the initiative.
Dunn Construction photo
A major I-65 widening effort that may not have taken place for another two decades is under way in Shelby County.
A major I-65 widening effort that may not have taken place for another two decades is under way in Shelby County. The Alabama Department of Transportation (ALDOT) is overseeing the $145 million series of projects, which will reduce congestion and improve traffic flow.
"The widening will result in fewer traffic back-ups, while wider shoulders on bridges will increase safety," said DeJarvis Leonard, ALDOT east central region engineer. "An additional lane will be added to the inside in the northbound and southbound direction to include a median barrier wall through most of the length of the projects. This will result in a significant positive impact to the drivers of Alabama, as well as those visiting and traveling through the state."
The lengthy undertaking calls for the replacement of eight outdated bridges, including six that are located over rail tracks and two over County Road 26. The new bridges will be modern, as well as wider.
Dunn Construction photo
In addition to bridge removal and construction, work includes roadway improvements and additional lanes on I-65 from the US-31 interchange north of Calera to the CR-87 interchange southeast of Alabaster. Grading and drainage work has begun in the median of I-65 from the US-31 interchange in Calera to the bridge over the CSX railroad track.
The first assignment was awarded for $44 million to Dunn Construction, which serves as the prime contractor on the southernmost project. Work officially began in February 2025 and won't be completed until late 2027.
"Throughout our 147-year history, Dunn Construction has completed many of these types of projects," said Michael Estell, Dunn Construction senior vice president of project management. "Although every project has unique characteristics, highway and bridge projects are in general very similar to construct.
"We feel we've assembled the best team of subcontractors to help us build and complete the project on budget and on schedule," he added. "This type of high-profile project warrants a great deal of interest from the traveling public and gets our team excited about showcasing our ability to take on the task of construction."
McInnis Construction of Montgomery was tapped to handle the northern segment of work, while the contractor for the middle section has not yet been announced. At some point, work will take place at the same time on all three projects.
As part of the widening effort, crews must excavate material in the median, construct a new roadbed and pave multiple layers of asphalt. Because the current bridges must be demolished, the contractor is required to submit a detailed demolition plan that's approved by both ALDOT and the railroad.
Excavation has begun, with stone placed immediately afterwards to reduce the impact of any runoff. Approximately 91,000 cu. yds. of unclassified excavation is expected to be moved during construction.
Main equipment includes excavators, cranes, rollers, dozers, pavers, front-end loaders, motor graders, milling machine, material mixing device, a power broom, tack truck, concrete pumping truck and dump trucks. Chief materials include aggregate, concrete and asphalt.
Dunn Construction photo
According to W. Todd Connell, ALDOT Birmingham area construction engineer, raising the grade near the bridges will be one of the main challenges for crews, along with performing tasks near a large volume of traffic. Bridge removal over an active railroad also calls for extreme coordination.
"The railroad wants to ensure adequate safety of all workers and train traffic, as well as make certain no railroad facilities are negatively impacted by the construction project," he said. "The contractor must have railroad insurance, and have flaggers scheduled and on site anytime work is being conducted that could impact the railroad.
"Construction of a bridge (or bridges) over a railroad track requires multiple submittals from both the agency and the contractor to the railroad," added Connell. "The agency will initially submit and have the plans approved by the railroad. The contractor is then required to submit multiple items for review and approval prior to work commencing within the railroad right-of-way."
For bridge construction, a demo plan must be submitted and approved. For a new bridge, two abutments with pile footings and two bents with pile footings are necessary.
"The bridge will consist of three spans, totaling a length of 260 feet," said Connell. "There are 14 steel girders on the middle span and 32 concrete girders for spans 1 and 3. The bridge will be constructed in two phases. The middle portion of the bridge, approximately 53 feet in width, will be built first, while traffic runs on the existing bridges with reduced lane widths shifted toward the outside."
Once the middle portion is complete, traffic will be shifted to the inside to run on the newly constructed bridge. The existing bridges will be demolished and the outside of the new bridge will be completed on both the northbound and southbound sides.
"The new bridge deck will be approximately three feet higher than the existing bridge deck," said Connell. "This will require four temporary retaining walls to be constructed in the median, to allow for the higher grade of the approaches to the new bridge until the outsides of the roadway and bridge are constructed. The contractor chose to use a temporary wire face MSE system for the temporary retaining walls."
At this point in construction, any work that requires a lane closure is being conducted at night. This will reduce the impact on traffic.
For Connell, playing a role in a project that will result in an easier ride for motorists makes all the planning and coordination worthwhile.
"This corridor of I-65 to be widened south of Birmingham routinely becomes congested, most notably during the summer travel season. The congestion becomes a severe inconvenience for those living in the communities along and adjacent to I-65, as well as a significant delay for those traveling to and from the Gulf Coast beaches of Alabama and the Florida panhandle.
"The widening of I-65 in this area will help to significantly reduce that congestion and improve the quality of life for those living near I-65 and those traveling through this area," he added.
The highway project, the largest ever for Shelby County, comes not a moment too soon, according to county engineer David Willingham.
Dunn Construction photo
"Interstate 65 is Shelby County's most critical transportation corridor, but for years has been plagued by severe congestion," he said. "Relieving it will greatly improve the quality of life for all users and help our communities retain and attract major employers."
Willingham said Shelby County commissioners recognize the importance of the corridor to the entire region.
"In order to address this critically needed project, commissioners committed $16.5 million in county funds, along with $3.5 million from the cities of Alabaster and Calera. Doing so provided a total of $20 million in local funding to match state and federal dollars."
Because of a lack of money, the project remained far off in the regional transportation plan; however, the commitment of $20 million fostered a partnership with Gov. Kay Ivey and ALDOT to address the project immediately.
"Governor Ivey and her staff at ALDOT have done an outstanding job to move this from an announcement in August 2023 to construction in January 2025," said Willingham. "Many motorists have commented that while the construction phase will bring inconveniences, they recognize that relief from years of congestion is on the way." CEG
(All photos courtesy of Dunn Construction.)
Cindy Riley
Birmingham, Ala., native Cindy RIley originally planned on a career in law, but during her sophomore year in college realized journalism was her true calling. A magna cum laude graduate of Samford University, Riley first worked in radio and TV. Named Best News Anchor, Best News Reporter and Best Investigative Reporter by the Associated Press, she interviewed numerous personalities, ranging from Dr. Henry Kissinger and President Bush to Michael Jordan and Captain Kangaroo.
As a print journalist, Riley has covered a variety of topics, including construction, business, health and the arts. In addition to CEG, her work has appeared in special reports for USA Today and the L.A. Times. Other publications have included New South Magazine, Portico, Thicket, Alabama Heritage, B-Metro, Business First and Birmingham Business Journal.
Read more from Cindy Riley here.
Today's top stories
