Utah 24 2015

By Lori TobiasCEG CORRESPONDENT

Ten counties in Utah passed a measure on Election Dayraising sales taxes by a quarter of a percent to pay for roadprojects. But the state’s two most populous counties, SaltLake and Utah, defeated the rate hike.The vote was so close in Salt Lake County, election offi-

cials did not finish tallying votes until two weeks after theelection. In the end, the defeat by only 1.8 percent held,said Salt Lake County Clerk Sherrie Swensen.In the counties that approved it, Proposition 1 raises the

sales tax from 6.75 percent to 7 percent, or one cent forevery four dollars for the “specific purpose of transporta-tion improvements such as roads, trails, sidewalks, main-tenance, bus and rail service, and traffic and pedestriansafety features, with the revenues divided among the coun-ty, cities and towns and the public transit provider withinthe county,” according to the Utah Voter InformationPamphlet. Sixty percent of the money raised would go to projects

designated by the local government, while 40 percentwould be directed to the Utah Transit Authority (a localservice district) if it provides service in that county. If not,100 percent would go to the local projects, said RemiBarron, spokesman of UTA.The measure was put on local ballots after the Utah

State Legislature passed a bill earlier this year allowingeach county to hold public meetings and decide individu-ally if voters should decide the sales tax increase. OfUtah’s 29 counties, 17 opted to put it to a vote.“The support shown for Prop 1 will pay dividends in the

future, not only for the economy of our state, but also forthe Utahns who depend on reliable, well-maintained infra-structure,” the Utah Transportation Authority said in apress release posted on its Web site.“For counties that voted in favor, Prop 1 will reach close

to home with the transportation options we use and rely onthe most. It will address that perpetual pothole on yourlocal street, finish the sidewalk between your house and

Voters in 10 UtahCounties Elect toPass Proposition 1

UTAH STATE EDITION A Supplement to:

Your Utah Connection – Dennis Hogeboom – 1-877-7CEGLTD – [email protected]

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

see PROP 1 page 7

UDOT photo“The conveyor belt can basically take construction traffic out of the work zone, or out of the general purposetraffic lane, so they can dump concrete right in the work zone,” said Tim Rose, project director.

November 282015

Vol. I • No. 24

Innovative Bailey Bridge ImprovesSafety, Efficiency on $252M I-15 ProjectBy Brenda RuggieroCEG CORRESPONDENT

A special conveyor bridge is cur-rently being utilized on a UtahDepartment of Transportation(UDOT) project along I-15 betweennorthern Utah County and Draper. Theoverall project, valued at $252 million,involves rebuilding a 7-mi. (11.26 km)section known as The Point because ofits location around the point of amountain. It is expected to be com-plete by the fall of 2016.“The idea for the conveyor came

from the contractor [Utah CountyConstructors] as part of their propos-al,” said Tim Rose, project director.“The conveyor belt can basically takeconstruction traffic out of the work

zone, or out of the general purposetraffic lane, so they can dump concreteright in the work zone. There are nomore trucks in the work zone pullingin and out of traffic. It was very attrac-tive to the department to have them dothat. So they proposed it, they won onthe low bid on the contract, and nowthey’re using it. It’s been in operationnow for probably four or five weeks,and probably will be in operation foranother six weeks or so.”The conveyor came from Arizona

with McNeil, the concrete pavers forproject. Known as a Bailey Bridge, thetemporary structure goes up over thefreeway, with the conveyor sitting ontop.Rose noted that the device is being

used to convey concrete. The convey-

or belt drops into an 8- or 9-yard hop-per on the other side, and the truckspull up and drop the concrete downthe hopper.“It’s [going to] be a pretty tight

operation, or else you have to shut theconveyor down because it only holds8 or 9 yards,” Rose said. “So as far astheir logistics of getting trucks in andout, they do a really good job of that.They have their portable batch plantset up right there on the side of thefreeway, and they dump it right on theconveyor and up over the top and intothe mill,” he said. “That’s all they’replanning to use it for. Some people putaggregate and that sort of stuff in withit, but they’re done with all that work,so they’ll be just using it for concrete

see BAILEY page 8

Page 2 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide

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Construction Equipment Guide • Utah State Supplement • www.constructionequipmentguide.com • November 28, 2015 • Page 3


UDOT Oversees Ambitious Overhaul of 3 O’clock DriveBy Cindy RileyCEG CORRESPONDENT

An ambitious plan to significantlyimprove Main Street is being carried out in“The Greatest City in Utah.” In June 2015,the Utah Department of Transportation(UDOT) began the full pavement recon-struction of Tooele City’s SR 36 from 3O’clock Drive to 1280 North, and pavementrehabilitation from 1280 North to StansburyParkway. The work will result in a strongerroad and upgraded utilities.“As the primary corridor through Tooele,

this project replaces aging roadway infra-structure and mitigates flooding issues withthe new drainage system,” said Jessica Rice,UDOT project manager. “This roadwayreconstruction project will be vital to theeconomic growth of the community foryears to come.”In overseeing the construction, UDOT

teamed with Lochner, a Chicago-based com-pany recognized for its expertise in highwayand roadway design.“Main Street from 3 O’clock Drive to

1280 North has had the asphalt pavementreplaced many times over the years, but thesubgrade supporting the roadway had notbeen replaced since the road was originallyconstructed beginning in the 1920’s,”explained Lochner public involvementmanager Carlye Sommers. “With time, andthe increase of truck traffic, the subgradebegan to break down and led to cracks andpotholes within the asphalt.” Founded in 1853, Tooele City has under-

gone several transformations as a communi-ty. As the city has grown, the amount of traf-fic, understandably, has increased. For manyyears, providing rotomills and overlays con-trolled the wear and tear, but as time hasgone by, the subgrade has been damaged tothe point that a full reconstruction was need-ed to provide a safe road for the future. There are actually two projects involved.

The first stretches from 3 O’clock Drive to2000 North, while the second runs from2000 north to Stansbury Parkway. Workfocusing on 3 O’clock Drive to 1280 Northinvolves the removal and replacement of theentire pavement section, along with theinstallation of a new storm drain, replace-ment of deficient curb, gutter and sidewalk.Pedestrian ramps are being upgraded to meetADA standards and utility work has beencarried out to accommodate roadwork. Work on 1280 North to 2000 North called

for removing and replacing a top section ofpavement, along with installing curb andgutter on the east side of the road and mak-ing drainage improvements. The completedresurfacing work on 2000 North toStansbury Parkway had crews on sitethrough mid-October performing signing

and striping. The work did not affect traffic.UDOT determined the subgrade from

1280 North to Stansbury Parkway wasacceptable, and did not need to be rebuilt.Instead, officials decided to perform arotomill and overlay for this section. Therotomill and overlay replaces the top threeinches of asphalt. This layer receives themost daily abuse from traffic, and by replac-ing it, UDOT can protect the subgrade andprovide a smoother surface for the travelingpublic.Until now, there also was no storm drain

system for SR 36, which caused majorheadaches in the area.“Water would simply flow down the curb

and gutter until it reached an opening, whichresulted in flooded driveways and crossstreets all along the corridor,” Sommers stat-

ed. “This caused problems for the local resi-dents, businesses and the Tooele City publicworks department. UDOT understood thatthis was a safety concern that needed to beaddressed and could not be achieved withoutthe full reconstruction work.”

Sommers also said rebuilding in multiplelocations allows construction to be finishedsooner, rather than later.“UDOT has learned from public opinion

surveys that people would prefer we getwork done as quickly as possible, even if

that means it’s more inconvenient. So theyallowed the contractor, American CivilConstructors, to work in multiple sections ofthe project in order to expedite work. Now isa good time, because we’re able to rebuildthe roadway before the pavement deteriorat-ed. If we had waited, the roadway wouldhave experienced large cracks and potholesthat would become safety issues for the trav-eling public. We were also able to acceleratethe design phase and advertise the project inspring of 2015, which allowed us to con-struct the majority of the project before theend of 2015.” The improvements will benefit residents

of Rush Valley, Tooele City, Grantsville Cityand Tooele County. Tooele’s Main Street isthe major artery for the community and theTooele Valley. Tooele City Public Works Director Jim

Bolser remarked, “It’s the only corridor thatextends all the way through the community,

Some of the materials being used during construction have included 41,183 cu. yds. (31,486 cu m) of granular borrow, 28,205cu. yds. (21,564 cu m) of untreated base course and 67,193 tons (60,956 t) of hot mix asphalt.

Work on 1280 North to 2000 North called for removing and replacing a top sectionof pavement, along with installing curb and gutter on the east side of the road andmaking drainage improvements.

With the age of the community and itsinfrastructure, there were numerous pre-

viously unknown utility lines discoveredthat had to be dealt with or avoided.

see UDOT page 6


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Crews Hope to Finish Projects Before Winter Break and it is the only continuous corri-dor to extend through the TooeleValley from north to south.Needless to say, it’s an indispensa-ble roadway for the transportationand commerce of the city, the val-ley, the county and the region as awhole.”SR 36 is the main north/south

corridor in Tooele City, with ongo-ing construction affecting everycitizen. There also are more than200 businesses located within thework zone. Throughout construc-tion, crews have limited SR 36 —usually a five-lane roadway — toone lane in each direction, and hadintermittent cross street closures.With no other north/south routeavailable to detour to, closing SR36 during construction was not fea-sible. The reduced capacity on SR36 has caused delays, but throughpublic outreach UDOT hasencouraged drivers to seek alter-nate routes and avoid peak traveltimes, which has greatly improvedthe flow of traffic through the workzone.With temperatures dropping,

colder weather also is a concern.“Our eyes are always to the sky

as we approach winter,” saidSommers. “While we anticipatewe’ll complete all paving by lateNovember, we have a contingencyplan in place, should the snow flyearly. If needed, we’ll place tempo-rary pavement so that we canreopen the road to five lanes andresume our project in spring.”Sommers said a good deal of

construction has already been per-formed.“Crews have completed the

storm drain mainline placement,the subgrade reconstruction andthe first pass of paving on the eastside of the road from 520 South to1280 North. In November, we’llplace curb and gutter on the westside from 700 North to 520 South.We’ll then complete the first passof paving and then the final top liftof asphalt. “Through November and

December, we’ll complete drive-way tie-ins and pour sidewalk andrestore landscaping. We anticipatewe’ll have all reconstruction andresurfacing work complete byDecember 31, 2015, with theexception of 850 South to 520South, which has a gas line con-

flict. We may also have landscap-ing work that will need to be com-pleted in spring of 2016.”Work involving the storm drain

placement included excavation,pipe placement, catch basin andmanhole installation and backfill.Crews also placed loops and relo-cated utilities to avoid conflictswith the new storm drain line.They’ve also added a new parallelsewer line to catch sewer lateralsthat would have been in conflict.The new storm drain runs theentire length of the project, withnew truck line running down thecenter of the road and laterals run-ning water from inlets at the curband gutter to the trunk line. Thestorm drainpipe varies in size from18 to 48 in. (45.7 to 121.9 cm).Utility work included waterline

loops, gas line loops, new UDOTATMS and new Beehive fiberoptic. Crews also made better-ments to the gas lines andCenturyLink fiber optic. The team

relocated portions of RockyMountain Power lines andComcast fiber optics and installedthe new parallel sewer line. Themajority of the utility work wasdone to accommodate the stormdrain installation. Work on the waterline project

from Old Canyon Road to 600North began in April 2015, andwas completed in July 2015.Crews had to replace the more than30-year-old 12 in. (30.4 cm) diam-eter water main, as well as lowerthe pipe elevation, since the oldpipe was buried shallow enoughthat it would likely be damaged orexposed through the Main Streetconstruction. It would also havebeen susceptible to freezing condi-tions in the winter. This requiredtransferring hundreds of homesand businesses to the new line, aswell as completing mainline tie-insat and across every intersection,including the installation and relo-cation of several pressure reducing

vaults along the mainline to ensureadequate and proper water pres-sure throughout the community. With the age of the community

and its infrastructure, there werenumerous previously unknownutility lines discovered that had tobe dealt with or avoided. Prior tothe asphalt roadway being installeddecades ago, Main Street was areinforced concrete road thatremained under the asphalt thathad to be cut through to install thewaterline. Additionally, while theAnaconda mine and smelter abovetown was operational, there was arailroad that ran down Vine Street.The extra thick, old concrete bed-ding for the rail line also remainedunder the road that had to be takenout for the waterline trench to beextended through the intersection.The project also required politicaland financial support.The various tasks have not been

easy to carry out, but UDOT’s mis-sion has remained clear.“We’ve worked through the

challenges of maintaining accessfor businesses and pedestrians,while allowing our contractorroom to construct the improve-ments,” said Sommers. “The trick-iest and most time-consuming partof this job has been the storm draininstallation and the utility work.Our storm drain installationencountered some unknown utilitylines. The conflict required addi-tional work by our team, whichdelayed the storm drain installationby approximately three weeks. Ourcontractor was able to bring inadditional crews and we were able

to make up most of the time lostdue to these unknown conflicts.”Some of the materials being used

during construction have included41,183 cu. yds. (31,486 cu m) ofgranular borrow, 28,205 cu. yds.(21,564 cu m) of untreated basecourse and 67,193 tons (60,956 t)of hot mix asphalt. Heavy machin-ery also plays a key role.According to American Civil

Constructors project manager BrettJohn, “One of the biggest changesin equipment is the use of fully-integrated GPS controls. This proj-ect was built from start to finishusing Trimble GPS machine con-trol. This allowed us to cut and fillthe grade very quickly to exactlythe proper grade. It prevented over-run on imported structural productslike granular borrow and roadbase, and prevented removingmore roadway excavation thanrequired. We utilized Caterpillar140M and Caterpillar D6K XLequipment for grade control, andloaded out nearly 300,000 tons(272,155 t) of roadway excavationand concrete using Caterpillar 324excavators and Caterpillar 950Kloaders.” For Jared Hamner, the executive

director of the Tooele CountyChamber of Commerce, the con-struction can’t be completed soonenough.“The road was in poor shape,

and more than 30 percent of thetraffic is truck and trailer and boxtruck. As the only road to get in andout of Tooele City, it was badlyneeded for a long time. Our schoolchildren cross this road every day,while using an orange flag to do so.There have been some close callsand, unfortunately, many childrenhave been hurt, so we are veryexcited to see it finally comingtogether.” Hamner said the economic

impact also couldn’t be overstated.“It has really been a tough

downturn for the businesses onMain Street. It’s hard to under-stand unless you have owned andoperated a business. But they areexcited to see its completion, andget back to serving the communityas they have so well.”

(This story also can be foundon Construction EquipmentGuide’s Web site at www.con-structionequipmentguide.com.)CEG

The reduced capacity on SR 36 has caused delays, but through public outreach UDOT has encour-aged drivers to seek alternate routes and avoid peak travel times, which has greatly improved theflow of traffic through the work zone.

Throughout construction, crews have limited SR 36 — usually afive-lane roadway — to one lane in each direction, and had inter-mittent cross street closures.

UDOT from page 4


Prop 1 Passes in 10 Countiesyour children’s school, or add to transit, trailsand bike paths so you have more transporta-tion choices.”

Proposition 1 is the first-ever proposal toprovide funding for all kinds of transporta-tion — not only roads, but also sidewalks,bike paths, trails, and other options, the Website post noted.

“Even with such positive outcomes weknow our work is not done. The future ofUtah’s transportation system is not a sprint,but instead a marathon. We will continue tofocus on the priority of an efficient well-rounded transportation system.

“The Utah Transportation Coalition willcontinue to advocate for transportationalongside the hundreds of businesses, citycouncils and mayors, chambers of com-merce and other partners throughout Utahwho share our vision towards long term sus-tainable transportation investment, keepingUtah one of the best places to live, to workand to recreate.”

Proponents for the measure argued thatthe cost to the average person of about $20 to$24 a year was far less than the cost of badroads, which lead to higher fuel expenses,tire wear and additional vehicle maintenance— or about $600 a year for the average per-

son.One of the arguments against the

Proposition came from opponents who weredispleased with the amount of funds directedto the UTA.

In a letter to voters signed by elected offi-cials including two state senators and a staterepresentative, opponents wrote,“Proposition One is not about local trans-portation needs — it’s about increasing tax-payer subsidization of the UtahTransportation Authority.”

Barron said the UTA was not allowed toencourage voters to support the measure anddidn’t discuss it other than to provide basicinformation. But he noted, “Utah is a bigstate with a lot of very long mountainousroads that freeze in the winter and get veryhot in summer. It does cause roads to crack.We get more than our share of potholes.”

The proposition passed in Carbon, Davis,Duchesne, Rich, San Juan, Sanpete, Sevier,Grand, Tooele and Weber counties. Alongwith Salt Lake and Utah counties, it did notpass in Beaver, Box Elder, Juab, Morgan andUintah counties.

(This story also can be found onConstruction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)CEG

PROP 1 from page 1

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Contractor’s BaileyBridge ImpressesUDOT Plannersfor the remainder of the project.” Rose has been pleased with the way the Bailey Bridge is

performing. “It’s working out fantastic,” he said. “I’m a little bummed

that they didn’t get that thing in three or four weeks earlier,because it really could have helped them. It’s just been great.It’s improved the safety of the project by keeping those con-crete trucks out of the work zone — they’re not coming inand out, and their efficiency is improved. They can basicallypour 24/7 if they’d like. It just saved tons, and in terms ofconcrete being moved over the highways, it is extremelyimportant to us to help keep traffic moving. We don’t have toshut the traffic down as much, and it improved the safetyaspect of everything, and also the efficiency of the operationas well.”Rose stated that he hopes that this type of conveyor can be

used in future projects, as well.“It’s got to be pretty site-specific though is the problem,”

he said. “You have to have a batch plant or an aggregatesource really close. If it makes sense, we’d probably do that.”

(This story also can be found on ConstructionEquipment Guide’s Web site at www.constructionequip-mentguide.com.) CEG

UDOT photo“The idea for the conveyor came from the contractor[Utah County Constructors] as part of their proposal,”said Tim Rose, project director.

UDOT photoThe conveyor came from Arizona with McNeil, the con-crete pavers for project. Known as a Bailey Bridge, thetemporary structure goes up over the freeway, withthe conveyor sitting on top.

BAILEY from page 1

Peak JCB Celebrates Grand OpeningThis fall, Peak JCB celebrated the

grand opening of its West Valley Citylocation with a tailgate open houseevent. The festivities took place at thenew dealership at 5370 West 2424South in West Valley City, Utah. Guests were invited to tour the new

facility, learn more about JCB’s equip-ment from product specialists andreceived numerous giveaways. JCB’sworld-famous dancing diggers provid-ed entertainment, guests enjoyed acomplimentary tailgate barbeque lunch

and were entered to win a raffle for twotickets to a University of Utah footballgame. Warren E. Pugh established Peak

JCB in 1944 as Thermo KingIntermountain (TKI). It has alwaysbeen a family-run business and is nowin its third generation in the industry.Headquartered in West Valley City,Utah, Peak JCB’S fleet carries bothnew and pre-owned constructionequipment, including backhoes, wheelloaders, rough-terrain forklifts, com-pactors, hydraulic excavators, skidsteers and compact track loadersequipped with unique side-entry door.

A recent addition to the JCB family,Peak is committed to providing cus-tomers with the high quality andaward-winning service, support andproducts they have come to expectfrom their business. Peak JCB offers awide range of services, includingequipment sales, convenient financingopportunities and a fully integratedservice department. “Peak JCB is thrilled to become part

of the JCB family and celebrate thegrand opening of our West Valley Citylocation with our community at ouropen house event,” said Rod Miller,general manager of Peak JCB. “We areconfident that our facility, along withthe addition of JCB’s innovative andunique full line of products, will help usbetter serve our customer’s needs whilesimultaneously growing the JCB brandwithin this market.”For more information call 801/433-

9133 or visit www.peakjcb.com. (This story also can be found on

Construction Equipment Guide’sWeb site at www.constructionequip-mentguide.com.)

This fall, Peak JCB celebrated the grand opening of its West Valley City location with a tailgate open house event.The festivities took place at the new dealership at 5370 West 2424 South in West Valley City, Utah.

A recent addition to the JCB family,Peak is committed to providing cus-tomers with the high quality andaward-winning service, supportand products they have come toexpect from their business.

Guests enjoyed a complimentarytailgate barbeque lunch and wereentered to win a raffle for two tick-ets to a University of Utah footballgame.

Guests were invited to tour the newfacility, learn more about JCB’sequipment from product special-ists and had the chance to receivenumerous giveaways.


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Ogden Canyon Study MovesAhead Into Second PhaseThe Utah Department of

Transportation announced that the sec-ond phase of the Ogden CanyonTransportation Study is now underway. Over the past year, UDOT gathered

physical information and opinion fromthe public concerning transportationoptions through Ogden Canyon. Theprimary purpose of the first phase wasto use this data and information todevelop a plan concerning futurecanyon transportation needs. During the first phase, the study

team met with residents, business own-ers and other stakeholders in OgdenCanyon. An online survey also wasconducted, which received more than900 responses and provided valuableinformation about the needs of canyonresidents and visitors, and assisted indeveloping a general vision for poten-tial canyon improvements. The studyteam also collected and analyzed exist-ing reports and studies, evaluated exist-ing and potential safety concerns,measured traffic volumes, resident andproperty owner needs, economicneeds, multi-modal uses (biking, trucktraffic, pedestrian, transit), recreational

uses, environmental concerns andgeotechnical/geologic concerns. In the second phase, the study team

will meet more extensively with peopleand groups who have specific concernsabout Ogden Canyon. The team willuse information collected in the firstphase to develop practicable conceptsthat could meet needs and minimizeimpacts. Focus groups made up of peo-ple who live, work, travel and recreatein Ogden Canyon will be formed toevaluate these concepts and give input.Representatives of local governmentand other agencies also will participatein evaluating the concepts and provid-ing feedback.

A public open house will be heldin the spring to present the collabora-tively developed concepts and addi-tional comments will be taken.

For more information, call 801/337-5544 or visit www.udot.utah.gov/ogdencanyonstudy.

(This story also can be found onConstruction Equipment Guide’sWeb site at www.constructionequip-mentguide.com.)

Group Protests $53M Coal LoanSALT LAKE CITY (AP) Several Utah environ-

mental groups are asking the state’s attorney gener-al to invalidate a pending loan that would give min-eral lease money to a California coal shipping port.The $53 million investment in an Oakland,

Calif., export terminal was authorized by the Utahpermanent Community Impact Board in April. Intwo separate petitions submitted to AttorneyGeneral Sean Reyes, the environmental groupsargue that the move violates state and federal lawand is a misuse of public funds.The Community Impact Board is funded by fed-

eral royalties from mineral and energy develop-ment on Utah’s public lands. The money usuallygoes toward building and upgrading water treat-ment, water systems, roads, public safety equip-ment, recreation centers and storm water drainage.The board has recently branched out, however,

into funding major projects intended to spur eco-nomic development, like a proposed rail line serv-ing the Uinta Basin oil patch.The loan causing the current outcry was sought

by four counties — Carbon, Emery, Sevier andSanpete — and would purchase export capacity atthe Oakland Global Trade and Logistics Center, adeep-water terminal being built at a former Armybase in California.“It’s taking taxpayer money that is supposed to

be used for projects open to the public in Utah andsending it to a for-profit business in California,”Ted Zukowski, a lawyer for Earthjustice, told TheSalt Lake Tribune. “It is violating the purpose of

this fund, which is to make life better for the peo-ple in counties where they are pulling a lot of fossilfuel out of the ground.”Earthjustice worked with the Center for

Biological Diversity, the Sierra Club and the GrandCanyon Trust on a letter sent to Reyes that con-demns the project.An April 2 presentation by project proponents

didn’t mention coal and stressed that the moneyhad to be authorized quickly or the opportunitywould be lost, according to The Salt Lake Tribune.Utah Department of Workforce Services

spokesman Nic Dunn said the loan is conditionalon approval from the Attorney General, which has-n’t come through yet. Dunn’s department providesadministrative support to the Community ImpactBoard.“The board members are just sitting tight wait-

ing for that analysis to be completed,” Dunn toldthe Deseret News.Seven months after the presentation, the deal

hasn’t moved forward. Reyes has remained silenton the issue.“We cannot comment on this matter, but can

confirm we are working with [the CommunityImpact Board] regarding their legal review ofapplications as they are submitted in final form,”said the Attorney General’s Office in a preparedstatement.

(This story also can be found on ConstructionEquipment Guide’s Web site at www.construc-tionequipmentguide.com.)


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Utah 24 2015