Missouri Highway 150 extends west from Lone Jack, MO, in eastern Jackson County to the Missouri-Kansas state line in southern Kansas City. In Kansas City, the highway passes by a future rail-truck hub that will provide a critical trade connection with Mexico. Five mi. (8 km) to the north lies the Grandview Triangle, the aging intersection of U.S. 71, I-435 and I-470 highways.
In the spring of 2001, the Missouri Department of Transportation (MoDOT) started an eight-year plan to improve the Grandview Triangle. To reduce traffic congestion into the Grandview Triangle MoDOT awarded contracts to expand Highway 150 from two lanes to four lanes from U.S 71 west to the Kansas state line.
This project is to be completed in four parts. The first two parts were the grading and paving of Highway 150 from the Kansas state line to Highway D. This was completed and opened to traffic in 2001.
The final two contracts were awarded to Clarkson Construction Company of Kansas City, MO. The first contract was awarded on Jan. 21, 2000 and totaled $6.3 million. The notice to proceed date was Feb. 4, 2000.
According to Jeff Stacy, project engineer of Clarkson Construction, the primary goal of the first project was to construct a new bridge where the Kansas City Southern Railroad crossed the highway right-of-way. The new bridge was built in close proximity to the existing roadway causing some logistical problems with managing traffic.
Stacy stated that the middle span was built in place and elevated on a structure built from steel pile, with a bearing beam on top. The section was then elevated due to clearance problems with the existing highway and was set in place from 9 a.m. Friday to 3 p.m. Monday, on a specified weekend. The span was set in place by using a Link-Belt 518 and a 718.
Once the bridge section was set in place the railroad right-of-way was realigned over the new span. The railroad allowed only a six-hour closure of the tracks to complete this process.
Once the new right-of-way was in place, the Kelly-Hill Company of Kansas City, MO, laid the ballast and track. The first rail traffic crossed the new span at 1 p.m., two hours ahead of schedule.
The weekend’s work was only beginning. The section of earth where the old tracks crossed the new highway had to be removed. This “plug” of earth consisted of approximately 7,194 cu. yds. (5,500 cu m) of earth and 7,848 cu. yds. (6,000 cu m) of limestone. Clarkson used its Caterpillar scraper fleet, a Hitachi 700 and Volvo A40 articulated trucks to move the earth. Crews worked around the clock until Sunday morning. J.M. Fahey Construction, of Kansas City, then laid three lifts of asphalt on the new section of highway. Rain began to fall just as the third lift of asphalt was laid.
On Monday morning pavement striping was applied. Due to the rain, torches were used to dry the striping. Stacy noted that despite the rain the weekend project was completed 24 hours ahead of schedule. Clarkson also finished the first project on time.
Subcontractors on the first project were Beemer Construction, waterline installation; J.M. Fahey Construction, concrete and asphalt paving; and Lincoln Steel, structural steel.
The second project bid was awarded on June 16, 2000 and totaled $13.6 million. The project included grading and the installing the remaining concrete pavement from Highway D eastward to U.S. 71 Highway. It also included constructing two bridges at the Highway D interchange.
Stacy explained that the second project has encountered approximately 130,795 cu. yds. (100,000 cu m) more limestone rock than anticipated. Clarkson is using three rotary drills to prepare holes for blasting. Rock is being hauled by four Volvo A40s and two Cat 769Cs. Excavators used to load the rock include a Hitachi 400 and 200 and along with a Cat 330. Clarkson’s scraper fleet includes six 631Es. Dozers include one D9, two Cat D8Ns and one Cat D5.
Eight gravesites dating to the 1800s also were discovered in the new right-of-way. Grading, waterline work and paving operations were placed on hold three to four months while archaeologists moved the graves.
Clarkson has set up its concrete batch plant on site. Additionally, the company supplies its own truck fleet to transport the concrete mix. According to Stacy, the plant’s close proximity to the project allows Clarkson to provide excellent quality control and its own truck fleet ensures more effective delivery. The batch plant can produce up to 250 cu. yds. (191 cu m) of concrete per hour.
Subcontractors for the second project include Garney Companies Inc., waterline construction; DeLong’s Steel, structural steel; and Superior Bowen Asphalt Co., asphalt paving.
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