Will everybody please quit using I-64 as a reference. Gateway Contractors (Actually a coalition of seperate private contractors that includes two local companies) had a right of way all to themselves with very little utitility work, rail crossings and NO TRAFFIC to contend with. Just as important is that the stake holders in the project, state and local governments have the flexibility to open and close a roadway under a active bridge construction, like Clayton Road for example.

Having the road to themselves and the flexibility of the stakeholders is essentially the reason why Gateway Constructors proposed to repave more road and replace all the bridges in two years versus the second offer that was tendered. The second offer was to keep at least two lanes open. However, it would have rebuilt less road and didn’t replace all the bridge in 4-5 years for the same price. Fortunately, Modot does have a clue since everybody on this blog would probably be commenting on how long it is taking to rebuild I-64 while stuck in construction traffic.

As far as Jefferson Street Bridge. First, Going over active rail tracks requires that strict federal safety guidelines be adhered too. Neither the city or contractor has a choice in the matter. Second, federal law gives freight trains the right of way due to interstate commerce and safety considerations (a lot easier to stop a vehicle then a train). Why do you think crossing gates stop vehicles instead of tranis? Thus, work has to essentially stop every time a train comes by and the railroads can dictate that at their will. It doesn’t help when their is sixty plus freight trains a day and metrolink on 10 minute headways. Third, where does the new I-64 go over the metrolink tracks in its construction area? It crosses over Metorlink east of Kingshighway and out of the construction area. Fourth, bridge construction like any other construction involving concrete is a stop and go process. For the simple reason that concrete needs proper time to setup to strength. Typically seven days or more. Their is way around that, significantly increase the cost to materials by using specialized admixtures that speed the process. Fifth, Utilities are always a problem in an urban environement. The contractor let alone the city has no authority to dictate the Ameren’s schedule. Ameren is getting part of the blame for the extended delays on the new transportation center (Greyhound Bus and Amtrak) that finally opened.

So in short, the contractor and the city were at the mercy of Metrolink, Railroads and Ameren. Unfortunately, the railroads have no interest in stopping the movement of their freight for the sake of a quicker bridge construction schedule nor can local governments impede interstate commerce at their will or go around Federal Law govening railroads.

OK, I’ll refrain from using Hwy 40 as a reference. But, it is still absurd that this bridge, or any bridge should take this long. God help us when they start on the Grand Ave bridge. It will be 6 years of hell. Maybe SLU can get the job and have it done in 5 months. They know how to get things done. But, really, when was the last City street project completed quickly. I mentioned in another post about how it took more than year to construct an overpass at the River Des Peres on Lansdowne, by the Shrewsbury Metrolink Station. It also took them more than a year to replace a big sewer pipe below River Des Peres Blvd, between Chippewa and Gravois. The construction area was 2 car lengths long. But the street was completely closed the entire time. WHY SO LONG!!! Are the crews part-timers or moonlighters? Also, what’s going on at Tucker and Washington or at 2nd and Carr Streets (by Lumiere Place)? It looks like nothing to me.