This article was originally published in the September 2019 issue of the APWA Reporter.
In the early 90’s, Clark County Nevada (County) set out on an ambitious project that shaped/re-shaped the County forever. No, the County did not get into the Casino Business, although that would have been much more profitable. The County master planned and constructed the Bruce Woodbury Beltway (CC-215 or Beltway) a fifty (50) mile stretch of freeway. More exciting is the fact that local tax revenues were used to complete the majority of this endeavor. Much of the right-of-way and easements for the Beltway were acquired from lands being managed by the Bureau of Land Management (BLM). The Beltway was designed and constructed to Interstate standards with the intent to receive Interstate designation (I-215) upon completion. To date, approximately eleven (11) miles have received interstate designation.
Construction phasing and sequencing were probably the most difficult endeavor. The County did not have a blank check to construct fifty (50) miles of interstate at once. Furthermore, it was important to the County that all residents had access to the Beltway as quickly as possible. The County set realistic expectations and timelines: complete the full interstate improvement by the year 2025. These goals resulted in construction of an expressway first. Construction of the expressway was completed in 2003, providing residents with access to all 50 miles of the Beltway.
The “Northern CC-215 Beltway from North 5th Street to UPRR” project is the last section of the expressway to be upgraded to full interstate improvements by the County. The project consists of nearly four (4) miles of interstate improvements and three (3) grade-separated interchanges. For those that are interested in the specifics: 775,000 Cubic Yards Mass Excavation, 575,000 Cubic Yards Export, 100,000 Cubic Yards of Aggregate Base, 80,000 Tons Asphalt, 135,000 Square Yards Portland Cement Concrete Pavement (PCCP), 3 Bridge Structures, 13,000 Feet Storm Drain Improvements, 6 Traffic Signal Systems, 325,000 Feet Copper Conductor,100 High Mast Lights, and 130,000 Feet Polyurea Striping. This all could be yours for the low bid amount of $64.8 Million Dollars.
Construction within an expressway has its own set of challenges and solutions. It is important to note, the project is sixty-five percent (65%) complete and on schedule for substantial completion in the Summer of 2020. Found below are some of the construction techniques used to construct the last section of Beltway.
Soffit Fill
The expressway constructed in the early 2000’s was well thought out. Areas between grade-separated intersections were constructed as permanent improvements using PCCP. Traffic for the expressway at the grade-separated interchanges was placed on the future Interstate ramps. Much of the mass-grading was completed during construction of the expressway. Foresight by the County permitted Las Vegas Paving to construct the post-tensioned box girder bridges on Soffit Fill in lieu of traditional shoring. (See photo)
Las Vegas Paving may not have invented this construction technique, but has worked to perfect it on various bridges in Las Vegas. This technique starts with constructing and backfilling the footings, abutments, and columns. Then, constructing a 4-inch thick concrete waste slab or leveling slab to the required bridge camber, as if on shoring or false work. Following construction of the concrete waste slab, construct and stress the post-tensioned box girder bridge. Finally, remove the soffit fill and waste slab. This construction method has shown to be safer and more cost effective where it can be implemented.
Traffic Control
In the early 2000’s, when the expressway was completed, two (2) twelve (12) foot lanes were constructed with traffic signals at the future grade separation intersections. Since that time, public traffic has become accustomed to using the Beltway every day. Traffic patterns include commuters to Nellis Air Force Base, the Veterans Affairs (VA) Hospital, and large industrial centers nearby. It was paramount to the County that two (2) twelve foot lanes be maintained in each direction during day-time hours. Additionally, it was equally important to never close sequential bridge crossings; this ensured detoured traffic would never have to go more than one (1) exit past their desired destination.
Las Vegas Paving developed a construction schedule to ensure all these requirements were met. This included multiple temporary paved detours around the bridges being constructed on soffit fill. (See Photo) It also included special sequencing to construct the median improvements prior to construction of the outside widening.
Many of you are thinking, “really nice project, but how does this have anything to do with Government Affairs.” Projects like these have everything to do with Government Affairs. This project and the entire CC-215 beltway system being constructed did not happen by accident. It took a group of public works professionals willing to dedicate local dollars to infrastructure and a community to agree to it. Furthermore, in 2016 County residents agreed to index local fuel taxes to inflation and earmark the revenues for infrastructure improvements. It took a team of public works professionals to converse with friends and neighbors on the importance of infrastructure investment.
Over the last six (6) months, APWA has had an internal work group focused on drafting APWA’s policy priority document for the upcoming reauthorization of the federal surface transportation law. The current law, Fixing America’s Surface Transportation (FAST) Act (Public Law 114-94) is scheduled to expire September 30, 2020. The work group is comprised of members from APWA’s Government Affairs Committee (GAC) and the APWA Transportation Technical Committee. APWA has taken the lead, in Washington, by developing policy and priorities needed in the next surface transportation reauthorization. I had the opportunity to assist in that workgroup. The workgroup consisted of a diverse group of Public Works Professionals with one goal in mind: Infrastructure investment. The policy proposed is bold and lets people and our elected officials know it takes dollars to construct and maintain infrastructure. When approved by the board, it will be found at www.apwa.netunder the “Government Affairs” tab – “Public Policy Priorities”. When you locate it, I challenge you to share it with a friend, neighbor, co-worker, or the office of your elected representatives.
My time, due to term limits, on the GAC for APWA is coming to an end. My APWA membership and advocating on behalf of public works is a lifelong endeavor. After spending time on the local measure to index fuel taxes to inflation and serving on APWA’s GAC, I’ve learned, by small and simple things are great things brought to pass. It might take a long time or a lifetime to effect change, but change can only happen if we are willing to open our mouths and inform others. Let’s not be afraid to tell our friends, neighbors, and politicians what is required to construct and maintain public facilities and what public works professionals do. I do not know anyone who can do it better than us.
About the Author
Steven Ireland is a native of Las Vegas, Nevada. He is a graduate of APWA’s Emerging Leaders Academy VII and recipient of the Myron Calkins Young Leader of the Year Award 2019. He serves on the APWA Government Affairs Committee and works for Las Vegas Paving Corporation focusing on alternative construction delivery methods.
