History
When the current I-10 Calcasieu River Bridge opened for traffic in 1952 as part of a state highway, it was designed for a traffic load of 37,000 per day and a 50-year life span. The average daily crossings today are over 90,000. The aging structure has carried a traffic load over two times its design capacity for decades. The need for a replacement bridge was first discussed in the 1980s – well over 30 years ago.
The National Bridge Inventory (NBI) has rated the bridge a 6.6 out of 100. NBI rates the I-10 Calcasieu River Bridge deck, superstructure, and substructure as “Serious Condition” with the structural evaluation as “basically intolerable requiring high priority of corrective action.” NBI defines “Serious Condition” as “Loss of section, deterioration, spalling, or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in steel or sheer cracks in concrete may be present.”
For over 30 years, this project has been delayed and left for future generations to solve.
Today, this bridge is the most critical infrastructure project in the United States, located in the center of the nation’s largest industrial construction zone, where America’s emerging energy independence and worldwide dominance is taking place.
Southwest Louisiana leads the state – and the nation – in economic development, with over $108 billion in industrial projects. These projects provide thousands of new jobs and deliver millions to our economy.
However, this progress and our future economic stability are at risk because of this one weak link in our regional infrastructure.
BRIDGE TIMELINE
New overlay was considered. Bridge inspection found corrosion
problems on structure, and overlay was abandoned.
of replacing the bridge in the late 1980’s.
1.7 Million pounds of ethylene dichloride (“EDC”)
near the I-10 bridge on the west bank of the Calcasieu River.
prepare a feasibility and environmental assessment (“EA”)
for the purpose of replacing the existing bridge.
the height of the new bridge. The state recommended a bridge with
a clearance of 73 feet which is now supported by local government agencies.
to LA DOTD indicating that LA DOTD could construct the
new bridge without triggering environmental concerns.
NEPA (National Environmental Policy Act) process, this time preparing
a full Environmental Impact Study (“EIS”) instead of an EA.
has been ongoing for 18 years. Estimated completion 2020.
recommendations for P3 funding of a new bridge.
to work with the Task Force to continue to move the bridge project forward.
building a new bridge if re-elected, opening options for
federal funding and focusing national attention on the project.
spill damage funds to a newly created Calcasieu Parish Bridge Fund.
completing EIS with all due speed and beings P3 process.
Federal Highway Administration, and LA DOTD Secretary to discuss
removing obstacles to bridge project progress.
in funding toward the bridge in the 2020 capital outlay bill.
and the Calcasieu Parish Industrial Development Board
commit funds to support campaign to build a new bridge.
of Transportation and Development to pursue a public-private partnership (P3)
aimed at replacing the aging I-10 Calcasieu River Bridge
for the bridge and received 37 letters of interest.
History
When the current I-10 Calcasieu River Bridge opened for traffic in 1952 as part of a state highway, it was designed for a traffic load of 37,000 per day and a 50-year life span. The average daily crossings today are over 90,000. The aging structure has carried a traffic load over two times its design capacity for decades. The need for a replacement bridge was first discussed in the 1980s – well over 30 years ago.
The National Bridge Inventory (NBI) has rated the bridge a 6.6 out of 100. NBI rates the I-10 Calcasieu River Bridge deck, superstructure, and substructure as “Serious Condition” with the structural evaluation as “basically intolerable requiring high priority of corrective action.” NBI defines “Serious Ccondition” as “Loss of section, deterioration, spalling, or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in steel or sheer cracks in concrete may be present.”
For over 30 years, this project has been delayed and left for future generations to solve.
Today, this bridge is the most critical infrastructure project in the United States, located in the center of the nation’s largest industrial construction zone, where America’s emerging energy independence and worldwide dominance is taking place.
Southwest Louisiana leads the state – and the nation – in economic development, with over $108 billion in industrial projects. These projects provide thousands of new jobs and deliver millions to our economy.
However, this progress and our future economic stability are at risk because of this one weak link in our regional infrastructure.
I-10 Calcasieu
River Bridge Timeline
History
When the current I-10 Calcasieu River bridge opened for traffic in 1952, it was designed for a traffic load of 37,000 per day and a 50-year life span. In 2016, the average daily crossings were over 80,000. The need for a replacement bridge was first discussed in the 1980s – well over 30 years ago.
When the current I-10 Calcasieu River bridge opened for traffic in 1952, it was designed for a traffic load of 37,000 per day and a 50-year life span. In 2016, the average daily crossings were over 80,000. The need for a replacement bridge was first discussed in the 1980s – well over 30 years ago.
History
When the current I-10 Calcasieu River bridge opened for traffic in 1952, it was designed for a traffic load of 37,000 per day and a 50-year life span. In 2016, the average daily crossings were over 80,000. The need for a replacement bridge was first discussed in the 1980s – well over 30 years ago.
The National Bridge Inventory (NBI) has rated the bridge a 6.6 out of 100. By comparison, the Interstate 35 West Mississippi River Bridge in Minneapolis, Minnesota, was rated a 50 when it collapsed. NBI rates the I-10 Calcasieu River bridge deck, superstructure and substructure as “Serious Condition” with the structural evaluation as “basically intolerable requiring high priority of corrective action.” NBI defines “serious condition” as “Loss of section, deterioration, spalling or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in steel or sheer cracks in concrete may be present.”