Article courtesy of
Contractors Association of West Virginia
West Virginia CONSTRUCTION NEWS January/February 2004
By Lorie Jackson
The dream is finally becoming reality, a dream that started with a
vision. A vision of impacting a certain area of the state that has
small two-lane roads twisting and turning through some of the deepest
valleys and most mountainous terrains in West Virginia. An area that has
flooded so violently several times over the past two years that towns
located in the most southern part of the state are almost no more.
“We do not want to lose our towns or our people,” said Richard Browning,
executive director of the Coal Fields Expressway Authority.
Browning, who is a member of the West Virginia House of Delegates, began
the venture of developing a massive highway system beginning in the late
1980s, early 1990s. Along with fellow Delegate Rick Staton, D-Wyoming,
they began making presentations around the state about the need for a
road in southern West Virginia.
“At that time, if you looked at a map of the Appalachian Corridors,
there was a hole in the southern part of the state with no highways,”
said the Wyoming County delegate. “There was a study done in the 1960s
showing a need for a road and we knew if we didn’t start marketing the
idea, it wouldn’t have happened.”
In 1989, House Concurrent Resolution 28, calling for the construction
of a new highway linking Interstates 64/77 in Beckley with US 460 in
Grundy, VA, was introduced in the West Virginia Legislature. The new
proposed highway generally followed State Route 16 through Raleigh and
Wyoming counties and State Route 83 in McDowell County. The original
design concept for the highway was two-lane construction with three-lane
passing areas on the mountains. During that same legislative session,
HCR 28 was combined with two other highway resolutions and passed. The
Coal Highways Interim Committee for construction then endorsed all three
highways as four-lane highways.
While state leaders were busy finalizing and passing legislation to
allow for these new highways, the McDowell County Commission, along with
many other county agencies, were working at acquiring land to aid in the
development, growth and revitalization of the communities in their regions.
“We were thrilled the new road was being constructed but we knew we
needed other things to go along with it, like schools, healthcare and
flat land,” Browning commented.
In 1998, the McDowell County Commission purchased a 6300-acre tract of
land that was financed by the sale of timber taken from the land. In
addition, incidental coal was located within the park’s footprint and
the previous owner gave coal ownership to the county.
A feasibility study was prepared outlining the grading of about 300
acres to a level state for the development of an industrial park titled
the Indian Ridge Industrial Park (IRIP). The study outlined the
practicability and do-ability of a park in the northeast quadrant of the
land. Per the feasibility study, the park’s development had an objective
of providing approximately 600 acres of level land out of the flood
plain at the intersection of two significant highways, the Coalfields
Expressway and King Coal Highway.
Planning for Industrial Park
McDowell County officials had found a diamond in the rough. The land
purchased was not only in great proximity to the new proposed highway
interchange, the Coalfields Expressway and the King Coal Highway, it was
close to the McDowell-Wyoming County line, adjacent to the City of Welch
and about eight air miles from the City of Pineville.
The construction of the industrial park was originally to be conducted
in four stages. The four phases have since been reduced to two with a
third phase more closely allied with the expressway and not physically
attached to Phases 1 and II. The commission’s plans for Phase 1 involved
the development of about 300 acres of that land for the possible
construction of a federal prison.
“The county offered a portion of the site to the Bureau of Prisons
because we saw there was a need for them to build more prisons,” said
Norm Kirkham, Region One Economic Development Authority executive
director. “The rest of the site would be used for further development
and additional occupants.”
The location of this site is in the bureau’s Mid-Atlantic region and
its proximity to several other prison facilities makes it an ideal
location for a prison. The commission believed that a prison at the
IRIP site would greatly enhance the bureau’s efforts to relieve
overcrowding in its nationwide system.
“The support for this prison facility in both McDowell and Wyoming
counties is overwhelming,” said Kirkham. “The citizens of this area
need and want this economic opportunity. When the officials and people
of McDowell County found out the park was going to be near the
interchange, everyone was very excited and in support of it. The
possibility of a prison just added to it.”
The commissioners were diligent in their efforts to make the site
attractive to the Bureau of Prisons. During the development, they
made sure the site met strict specifications for a federal prison by
working with engineers and planners from the bureau.
“Representatives from the Wyoming County Commission, the McDowell County
Commission, Region One Economic Development Authority and the Coalfields
Expressway Authority flew to Washington to meet with Senator Robert C.
Byrd concerning the Indian Ridge Industrial Park and the federal
prison,” Browning noted. “We must have made an impression because not
too long after that things started happening for us.”
In late 1998, the U.S. Bureau of Prisons (BOP) personnel and their
consultant visited the area, met with local officials and outlined
certain necessary parameters for further consideration of a possible
prison site. Contact with the BOP and their consultant has continued
over the period of the site’s grading efforts. As a result of the BOP
studies and guidance, approximately 300 acres of the park was dedicated
to their use.
Clearing a way
The pieces of a very complex puzzle began to fall into place. The roads
were being built, land was already acquired and development
opportunities were on the horizon. The only thing left to do was figure
out a way to level 300 acres of very rough, rugged land.
“Approximately 25 million cubic yards was required to be moved,” Kirkham
stated. “There was no possible way to level and develop this industrial
park at a cost doable for the county or state.”
The Indian Ridge Industrial Park lies in the geological region
immediately northwest of the main Appalachian Mountain System. The
topography is steep and very rugged and streams have cut deep channels
through the surface rocks, making sharp “V” shaped valleys. These
valleys have been a result of devastating floods over the years.
The new site, however, is at 2000 feet above sea level, which is well
out of the floodplain. The relief in the immediate area is approximately
900’, based on a high elevation of 2000’ above sea level and 1300’ at
the main stream, Tug Fork River.
In addition, utilities for the site had to be provided. Fortunately, the
fiscal year 2000 Federal Budget included an item for an U.S. EPA grant
of $5 million to the City of Welch/McDowell County Commission to provide
water and sewer service to the park area.
According to a study done for the development of the federal prison, the
City of Welch’s water plant has a design capability of 1 million gallons
daily. Current usage is at about 50 percent of that rate. An engineering
group has been retained, a feasibility study has been completed and
detailed plans are now being developed for the delivery of 350,000 to
400,000 gallons daily to the park area. The city’s sewage collection is
at a usage of about 30 percent and lines sufficiently large enough to
carry the park’s load are within 1,500’ of the proposed prison site.
Natural gas, electricity and telephone lines are all within a mile or
two air miles of the site.
To determine the projections of material volumes and cost estimates for
the leveling of the land, the county hired CAWV member Thrasher
Engineering, Clarksburg. They determined the cost to move the dirt
and what the value of the incidental coal retrieved would be.
“The study found that it would cost between $2 million and $4 million to
create 300 level developable acres of land,” said Woody Thrasher,
president of Thrasher Engineering. “The cost to develop the land with
water, sewer and road access was $10,000 an acre, which is a very good
value. Land throughout the state usually goes for $50,000 to $100,000 an
acre because of it being such rugged terrain.”
Thrasher was in charge of design of the park, monitoring construction,
all permitting, including EPA permitting, and stream mitigation.
Grants in the amount of $3.55 million were obtained from various
government sources to move the project forward. The WV Infrastructure
and Jobs Development Council provided $1 million, $1.5 million came
from small cities grants, $500,000 came from the state contingency fund,
and $550,000 was borrowed from state development monies.
If you build it, they will come
The McDowell County Economic Development Authority was beginning to see
the light at the end of a very long tunnel, so they thought.
“When the county put out an advertisement for bid, the bid amounts were
way over the county’s budget,” Browning noted. “We knew we had to figure
something out fast if this park was to be built.”
Bid estimates came in at $17 million and $19 million. To help offset
construction costs, the county included the value of the incidental
coal, which was located in the park’s footprints. Bluestone Industries
included the coal in their bid and it brought the price of construction
down to $2.7 million. After preparation of detailed specifications and
receipt of bids, a contract was awarded to Bluestone for the earth
moving work. They began working late in the first quarter of 2001.
In addition, the help and support of the Department of Highways enabled
the commission to capitalize once again on the locality of the industrial
park. Work began on the Coalfields Expressway in the park area in the
third quarter of 2000. The county needed fill dirt to help level the
industrial park with the road and the DOH needed a place to put excess
dirt. Nearly 6.7 million cubic yards of excavation, including more than
4.5 million cubic yards of borrow material, was required from the
grading and drainage on the first 1.1 mile segment of the four-lane
partially controlled-access route a mile west of its proposed
interchange with the King Coal Highway.
A right-of-way agreement was developed between the county commission and
the DOH allowing CAWV member, Bizzack, Inc. of Lexington, to remove the
borrow material at a better construction rate from two area hills,
following the clearing of several acres of trees. Bizzack was awarded
the $20.6 million contract in 2000.
“There was an estimated 26 million yards of earth to be moved and the
DOH moved the first 4 million to 5 million yards,” Thrasher commented.
The DOH stated that in addition to uncalculated savings to the Division
of Highways, the removal of more than 4.5 million cubic yards of earth
provided approximately 300 acres of desired flat land with construction
savings to the county valued at a minimum of $11.2 million.
“Without the coal and without the help from the DOH, this project would
not have been possible,” Kirkham said. “The site costs would have been
too much and no one would have been able to afford to purchase any of
the site. The county should be commended for thinking outside of the
box and developing such a unique project.”
Currently, Phase II of the Indian Ridge Industrial Park is being
developed. Since the start of development for Phase 1, the value of
coal in that area has come up. This has allowed the county to pay for
Phase II entirely with the coal. A change order was negotiated with
Bluestone Industries and they are in the middle of clearing and leveling
another 300 acres, giving the county 600 acres of level land.
“We will use the new developed land for housing and commercial
business,” Kirkham stated. “We want to provide the residents of McDowell
County the opportunity to live and work on level ground where they don’t
have to worry about flooding. We do not want them to have to sleep in
their clothes and shoes anymore in fear that they’ll be awakened in the
middle of the night by flooding.”
Same Purpose, Same Goal
Without the joint cooperation of the local, state and federal agencies,
this park and major corridor expressway running through southern West
Virginia would not have ever become a reality. It took the patience,
time and consideration of everyone involved.
“Everyone worked together for the same purpose and goal,” Kirkham added.
“Everyone stuck together. We could not have done it without the help
from the Department of Highways, the McDowell County Commission, the
McDowell County Economic Development Authority, the Wyoming County
Commission, the Coalfields Expressway, City of Welch and the West
Virginia Development Office. We would like to especially thank Delegate
Browning with the Coalfields Expressway, Todd Hooker with the WV
Development Office and Mike Basile with Spilman, Thomas and Battle.”
Randy Epperly, deputy state highway engineer for development, said that
the cooperative agreement between DOH and the McDowell County Commission
in building the Indian Ridge segment of the Coalfields Expressway is
only one example of highways’ efforts to work with other entities
throughout the state for mutual benefit.
“The West Virginia Division of Highways looks forward to continued
involvement with local governments, private industries and the Federal
Highway Administration on future projects that would accelerate the
construction of the Coalfields Expressway and promote economic
development along the route,” Epperly added.
Phase 1 of the park’s development has been fully completed and Phase II
is on its way. A total of 600 acres is expected to be ready for use
within the next year and the county is eagerly waiting to here a final
“ok” from the Bureau of Prisons as to whether the Indian Ridge
Industrial Park will be the home for the next federal prison.
Where We Go from Here
The industrial park and the Coalfields Expressway project came together
seamlessly. This job gives a whole new meaning to “timing is everything”.
“We were at the right place at the right time,” Browning stated. “It
couldn’t have worked out any better.”
Phase I of the park was developed at a cost of approximately $3.5
million, which is about one-tenth of its estimated value. Delegate
Browning said that the incidental coal was the main factor in getting
this job completed, so much that the expressway authority is working
with consultants to move the highway through Beckley by following the
coal seams.
Highway sources have noted that major highway construction in the rugged
terrain in Southern West Virginia is an expensive, long-term project.
A mile of construction can cost from $10 to $30 million and take up to
eight years to plan and build.
“The construction of the Coalfields Expressway is absolutely critical to
the revitalization and economic development of Southern West Virginia,”
Transportation Secretary Fred VanKirk said. “The next priority is to
connect the ongoing work in Raleigh and McDowell counties by constructing
the segment in Wyoming County which will pass near to both Mullens and
Pineville. Design work in Wyoming County will begin this summer,” the
secretary noted.
In late 2003, two contracts for the Coalfields Expressway were awarded
to CAWV member Elmo Greer and Sons, LLC of London, Kentucky. The first
$7.5 million contract calls for over 2.3 million cubic yards of
excavation to grade and drain 1.2 miles of new WV 121 from Slab Fork to
Big Ridge in Raleigh County. The second contract for $12.2 million calls
for construction of 1.37 miles of the route from Surveyor Creek Road to
Slab Fork Road. Requiring nearly 2.5 million cubic yards of excavation,
drainage and waterline relocation. These two projects will complete the
Sophia area segment. The three-mile section of the highway can then be
opened to traffic in late 2005 from the vicinity of Slab Fork to Sophia.
“The work on Indian Ridge Industrial Park is an excellent example of
what happens when state agencies, working cooperatively with local,
state, and federal officials, know what each other is doing,” Browning
added. “My role in this entire venture has been, and still is, bringing
the various players together to discuss this project and assess what
each can offer. We could not have completed this project without help
from the county commissions of Wyoming and McDowell counties, the West
Virginia Development Office, and the West Virginia Division of Highways.”