Larry Young Paving photo
Texas-based general contractor Larry Young Paving is lowering the elevation of SH 6 at the intersection of FM 2, building an overpass and replacing two bridges over Beason Creek in Bryan County, Texas.
Texas-based general contractor Larry Young Paving (LYP) is making steady progress and will deliver the Texas Department of Transportation's (TxDOT) SH 6 and FM 2 Intersection Project in Grimes County this upcoming winter.
The work began in November 2021, south of the city of Navasota, and consists of constructing new frontage roads, lowering the elevation of SH 6 at the intersection of FM 2, building an overpass for FM 2 over SH 6 and replacing two SH 6 bridges over Beason Creek. The project will improve safety for motorists. While other work continues, the bridges have been constructed. However, at this point they are not open to traffic.
"The project is replacing the current standard crossover with a grade-separated interchange," said Colwell. "This design will no longer allow traffic to directly enter the high-speed intersection without using an on/off ramp to merge into traffic."
The right-of-way width varies from 210 ft. to 450 ft., according to TxDOT. The entrance and exit ramps will have a 14-ft. lane with 4-ft. inside and 6-ft. outside shoulders. Right turn lanes will be provided at the intersections with FM 2. The two bridges at Beason Creek are being replaced on their current alignment at a higher elevation.
Project Progress
So far, Larry Young Paving has completed SH 6 Northbound and Southbound bridges over Beason Creek. The remaining work consists of shifting traffic to the newly constructed frontage roads, excavating the area where FM 2 currently crosses SH 6, constructing the FM 2 bridge and SH 6 main lanes.
While the project has its hurdles, solutions have been developed to allow crews to proceed.
Larry Young Paving photo
"The project experienced several challenges that are being addressed, such as the construction phasing due to ROW acquisition and utility relocations, poor soil quality, and managing environmental impacts," said Bob Colwell, a public information officer of TxDOT's Bryan District. "The project phasing was designed so the contractor could begin work without having to wait on TxDOT to finish the ROW acquisition needed for the frontage roads and provide the utility companies time to relocate their utilities. TxDOT and its contractor worked with the communications, water and electrical companies to construct as much of the project as possible without impacting their services as they completed their relocations.
"Another issue being addressed daily is the poor soil quality, which primarily consists of highly plastic clay that is susceptible to moisture and is responsible for many of the pavement failures along SH 6," he added. "Since most of the earthwork consists of excavation, the contractor will construct a solid foundation for the new roadway. Lastly, drainage through the phases of substantial earthwork presented challenges especially with the numerous large storms that occurred over the course of this project. Poor soil conditions do not allow for vegetation to grow easily even with hydroseeding, so TxDOT and the contractor have installed extra rock filter dams, silt fence, soil retention blankets, and other measures to keep the silt and water runoff to as minimal."
The construction of the new frontage roads and overpass for FM 2 over SH 6, lowering the elevation of SH 6 at the intersection of FM 2 and replacement of the two SH 6 bridges is based on sequencing the work and maximizing production opportunities.
Colwell pointed out some key sequences:
- Shift NB traffic to SB side — tear down SB bridge and SB lane up to FM 2, rebuild all;
- Shift SB traffic to NB side — tear down NB bridge and NB lanes where needed to rebuild NB bridge and NB frontage road; and
- Shift SB traffic to SB frontage, shift NB traffic to NB frontage — tear out intersection and build FM 2 bridge and SH 6 main lanes.
"Phase 1 consisted of reconstructing the SB Beason Creek bridge and the southbound frontage road, as well as constructing temporary pavement to allow the southbound traffic to be shifted to the northbound lanes," he said. "This was the first step due to the ongoing property acquisition and utility relocations in other areas of the project but led to a reduction in the number of lanes in each direction as the existing road was not wide enough for four lanes in each direction. Since this was a not desirable situation, the contractor worked diligently to complete the southbound bridge and the frontage road as quickly as possible.
Larry Young Paving photo
"Phase 2 consists of reconstructing the NB Beason Creek bridge and the NB frontage road, including all temporary pavement that allowed northbound traffic to be shifted to the SB lanes," he added. "This will allow for traffic to flow on either side of the construction that will occur on Phase 3 without impacts to travel time. Phase 3 consists of demolishing the intersection of FM 2 and SH 6, constructing the FM 2 bridge, and lowering the SH 6 main lanes 25 feet. Rebuilding the existing bridges for the traffic switches couldn't begin on the NB frontage since property had not been fully acquired."
This also is the case for rebuilding the frontage roads for safer geometry and building FM 2 bridge and main lanes.
To get around some of the challenges, LYP has "pursued significant work that was planned for later in the project to get ahead of schedule," Colwell said.
Equipment-wise, operators are using excavators, dozers, loaders, skid steers, cranes and other standard pieces of iron.
On typical days, LYP has one to three crews on-site. This includes eight people on earthwork, five to 10 on concrete, and five to seven on paving. Subcontractors usually have between three and six personnel on-site.
It is estimated that 286,000 cu. yds. of dirt will be excavated, which is equivalent to a cube the size of a football field that is 135-ft. high. In terms of materials being used, 41,000 cu. yds. of dirt have been dedicated for embankment; 16,500 cu. yds. of flex base and 48,000 tons of hot mix.
With a large amount of equipment on-site, LYP is ensuring that its mechanics and maintenance staff are taking care of everyday repairs, routine maintenance and ensuring that vehicles are receiving regular oil changes and replacement of fluids. LYP purchases and rents equipment from local and regional dealerships.
Need for Upgrades
In 2022, KBXT, a local media outlet noted that "the intersection has seen its share of accidents including a deadly one on Halloween 2016 when a driver on FM 2 was killed after being t-boned by a pickup truck that was traveling on Highway 6. In June of 2023, DPS was investigating an accident where a driver had to be hospitalized after trying to cross FM 2 and was hit by a vehicle on Highway 6."
"We're looking forward to completing this safety project," said Colwell.
TxDOT annually reviews its roadway system to determine priority locations for safety improvements.
"This intersection of SH 6 with FM 2 was evaluated and selected for project development," said Colwell. "The Bryan District office has studied design alternatives and investigated potential environmental impacts. The preferred alternative was presented at the February 9, 2017, open house. The project is converting the at-grade intersection to a grade-separated intersection with FM 2 going over SH 6. This [results in] a typical main-lane section on SH 6 with two 12 foot travel lanes bounded by 10 foot inside and outside shoulders. Ramps will provide access to FM 2."
The new infrastructure was designed by TxDOT and its consultant, Kimley Horn. On a daily basis, more than 23,000 cars and trucks use the intersection and adjacent roads.
To protect motorists and construction workers, the speed limit on SH6 has been lowered in that construction zone. TxDOT has provided detours when highway lanes and sections of the intersections are closed. CEG
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