UTAH STATE EDITION
A Supplement to:
November 28 2015 Vol. I • No. 24
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Utah Connection – Dennis Hogeboom – 1-877-7CEGLTD – dennishogeboom@cegltd.com
Voters in 10 Utah Counties Elect to Pass Proposition 1 By Lori Tobias CEG CORRESPONDENT
UDOT photo
“The conveyor belt can basically take construction traffic out of the work zone, or out of the general purpose traffic lane, so they can dump concrete right in the work zone,” said Tim Rose, project director.
Innovative Bailey Bridge Improves Safety, Efficiency on $252M I-15 Project By Brenda Ruggiero CEG CORRESPONDENT
A special conveyor bridge is currently being utilized on a Utah Department of Transportation (UDOT) project along I-15 between northern Utah County and Draper. The overall project, valued at $252 million, involves rebuilding a 7-mi. (11.26 km) section known as The Point because of its location around the point of a mountain. It is expected to be complete by the fall of 2016. “The idea for the conveyor came from the contractor [Utah County Constructors] as part of their proposal,” said Tim Rose, project director. “The conveyor belt can basically take construction traffic out of the work
zone, or out of the general purpose traffic lane, so they can dump concrete right in the work zone. There are no more trucks in the work zone pulling in and out of traffic. It was very attractive to the department to have them do that. So they proposed it, they won on the low bid on the contract, and now they’re using it. It’s been in operation now for probably four or five weeks, and probably will be in operation for another six weeks or so.” The conveyor came from Arizona with McNeil, the concrete pavers for project. Known as a Bailey Bridge, the temporary structure goes up over the freeway, with the conveyor sitting on top. Rose noted that the device is being used to convey concrete. The convey-
or belt drops into an 8- or 9-yard hopper on the other side, and the trucks pull up and drop the concrete down the hopper. “It’s [going to] be a pretty tight operation, or else you have to shut the conveyor down because it only holds 8 or 9 yards,” Rose said. “So as far as their logistics of getting trucks in and out, they do a really good job of that. They have their portable batch plant set up right there on the side of the freeway, and they dump it right on the conveyor and up over the top and into the mill,” he said. “That’s all they’re planning to use it for. Some people put aggregate and that sort of stuff in with it, but they’re done with all that work, so they’ll be just using it for concrete see BAILEY page 8
Ten counties in Utah passed a measure on Election Day raising sales taxes by a quarter of a percent to pay for road projects. But the state’s two most populous counties, Salt Lake and Utah, defeated the rate hike. The vote was so close in Salt Lake County, election officials did not finish tallying votes until two weeks after the election. 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 for every four dollars for the “specific purpose of transportation improvements such as roads, trails, sidewalks, maintenance, bus and rail service, and traffic and pedestrian safety features, with the revenues divided among the county, cities and towns and the public transit provider within the county,” according to the Utah Voter Information Pamphlet. Sixty percent of the money raised would go to projects designated by the local government, while 40 percent would be directed to the Utah Transit Authority (a local service district) if it provides service in that county. If not, 100 percent would go to the local projects, said Remi Barron, spokesman of UTA. The measure was put on local ballots after the Utah State Legislature passed a bill earlier this year allowing each county to hold public meetings and decide individually if voters should decide the sales tax increase. Of Utah’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 for the Utahns who depend on reliable, well-maintained infrastructure,” the Utah Transportation Authority said in a press 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 on the most. It will address that perpetual pothole on your local street, finish the sidewalk between your house and see PROP 1 page 7
Page 2 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide
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Page 4 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide
UDOT Oversees Ambitious Overhaul of 3 O’clock Drive By Cindy Riley CEG CORRESPONDENT
An ambitious plan to significantly improve 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 reconstruction of Tooele City’s SR 36 from 3 O’clock Drive to 1280 North, and pavement rehabilitation from 1280 North to Stansbury Parkway. The work will result in a stronger road and upgraded utilities. “As the primary corridor through Tooele, this project replaces aging roadway infrastructure and mitigates flooding issues with the new drainage system,” said Jessica Rice, UDOT project manager. “This roadway reconstruction project will be vital to the economic growth of the community for years to come.” In overseeing the construction, UDOT teamed with Lochner, a Chicago-based company recognized for its expertise in highway and roadway design. “Main Street from 3 O’clock Drive to 1280 North has had the asphalt pavement replaced many times over the years, but the subgrade supporting the roadway had not been replaced since the road was originally constructed beginning in the 1920’s,” explained Lochner public involvement manager Carlye Sommers. “With time, and the increase of truck traffic, the subgrade began to break down and led to cracks and potholes within the asphalt.” Founded in 1853, Tooele City has undergone several transformations as a community. As the city has grown, the amount of traffic, understandably, has increased. For many years, providing rotomills and overlays controlled the wear and tear, but as time has gone by, the subgrade has been damaged to the point that a full reconstruction was needed to provide a safe road for the future. There are actually two projects involved. The first stretches from 3 O’clock Drive to 2000 North, while the second runs from 2000 north to Stansbury Parkway. Work focusing on 3 O’clock Drive to 1280 North involves the removal and replacement of the entire pavement section, along with the installation of a new storm drain, replacement of deficient curb, gutter and sidewalk. Pedestrian ramps are being upgraded to meet ADA standards and utility work has been carried out to accommodate roadwork. Work on 1280 North to 2000 North called for removing and replacing a top section of pavement, along with installing curb and gutter on the east side of the road and making drainage improvements. The completed resurfacing work on 2000 North to Stansbury Parkway had crews on site through mid-October performing signing
Some of the materials being used during construction have included 41,183 cu. yds. (31,486 cu m) of granular borrow, 28,205 cu. yds. (21,564 cu m) of untreated base course and 67,193 tons (60,956 t) of hot mix asphalt.
and striping. The work did not affect traffic. UDOT determined the subgrade from 1280 North to Stansbury Parkway was acceptable, and did not need to be rebuilt. Instead, officials decided to perform a rotomill and overlay for this section. The rotomill and overlay replaces the top three inches of asphalt. This layer receives the most daily abuse from traffic, and by replacing it, UDOT can protect the subgrade and provide a smoother surface for the traveling public. Until now, there also was no storm drain system for SR 36, which caused major headaches in the area. “Water would simply flow down the curb and gutter until it reached an opening, which resulted in flooded driveways and cross streets all along the corridor,” Sommers stat-
With the age of the community and its infrastructure, there were numerous previously unknown utility lines discovered that had to be dealt with or avoided.
Work on 1280 North to 2000 North called for removing and replacing a top section of pavement, along with installing curb and gutter on the east side of the road and making drainage improvements.
ed. “This caused problems for the local residents, businesses and the Tooele City public works department. UDOT understood that this was a safety concern that needed to be addressed and could not be achieved without the full reconstruction work.”
Sommers also said rebuilding in multiple locations allows construction to be finished sooner, rather than later. “UDOT has learned from public opinion surveys that people would prefer we get work done as quickly as possible, even if
that means it’s more inconvenient. So they allowed the contractor, American Civil Constructors, to work in multiple sections of the project in order to expedite work. Now is a good time, because we’re able to rebuild the roadway before the pavement deteriorated. If we had waited, the roadway would have experienced large cracks and potholes that would become safety issues for the traveling public. We were also able to accelerate the design phase and advertise the project in spring of 2015, which allowed us to construct the majority of the project before the end of 2015.” The improvements will benefit residents of Rush Valley, Tooele City, Grantsville City and Tooele County. Tooele’s Main Street is the major artery for the community and the Tooele Valley. Tooele City Public Works Director Jim Bolser remarked, “It’s the only corridor that extends all the way through the community, see UDOT page 6
Construction Equipment Guide • Utah State Supplement • www.constructionequipmentguide.com • November 28, 2015 • Page 5
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Page 6 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide
Crews Hope to Finish Projects Before Winter Break UDOT from page 4
and it is the only continuous corridor to extend through the Tooele Valley from north to south. Needless to say, it’s an indispensable roadway for the transportation and commerce of the city, the valley, the county and the region as a whole.” SR 36 is the main north/south corridor in Tooele City, with ongoing construction affecting every citizen. There also are more than 200 businesses located within the work zone. Throughout construction, crews have limited SR 36 — usually a five-lane roadway — to one lane in each direction, and had intermittent cross street closures. With no other north/south route available to detour to, closing SR 36 during construction was not feasible. The reduced capacity on SR 36 has caused delays, but through public outreach UDOT has encouraged drivers to seek alternate routes and avoid peak travel times, which has greatly improved the flow of traffic through the work zone. With temperatures dropping, colder weather also is a concern. “Our eyes are always to the sky as we approach winter,” said Sommers. “While we anticipate we’ll complete all paving by late November, we have a contingency plan in place, should the snow fly early. If needed, we’ll place temporary pavement so that we can reopen the road to five lanes and resume our project in spring.” Sommers said a good deal of construction has already been performed. “Crews have completed the storm drain mainline placement, the subgrade reconstruction and the first pass of paving on the east side of the road from 520 South to 1280 North. In November, we’ll place curb and gutter on the west side from 700 North to 520 South. We’ll then complete the first pass of paving and then the final top lift of asphalt. “Through November and December, we’ll complete driveway tie-ins and pour sidewalk and restore landscaping. We anticipate we’ll have all reconstruction and resurfacing work complete by December 31, 2015, with the exception of 850 South to 520 South, which has a gas line con-
The reduced capacity on SR 36 has caused delays, but through public outreach UDOT has encouraged drivers to seek alternate routes and avoid peak travel times, which has greatly improved the flow of traffic through the work zone.
Throughout construction, crews have limited SR 36 — usually a five-lane roadway — to one lane in each direction, and had intermittent cross street closures.
flict. We may also have landscaping work that will need to be completed in spring of 2016.” Work involving the storm drain placement included excavation, pipe placement, catch basin and manhole installation and backfill. Crews also placed loops and relocated utilities to avoid conflicts with the new storm drain line. They’ve also added a new parallel sewer line to catch sewer laterals that would have been in conflict. The new storm drain runs the entire length of the project, with new truck line running down the center of the road and laterals running water from inlets at the curb and gutter to the trunk line. The storm drainpipe varies in size from 18 to 48 in. (45.7 to 121.9 cm). Utility work included waterline loops, gas line loops, new UDOT ATMS and new Beehive fiber optic. Crews also made betterments to the gas lines and CenturyLink fiber optic. The team
relocated portions of Rocky Mountain Power lines and Comcast fiber optics and installed the new parallel sewer line. The majority of the utility work was done to accommodate the storm drain installation. Work on the waterline project from Old Canyon Road to 600 North began in April 2015, and was completed in July 2015. Crews had to replace the more than 30-year-old 12 in. (30.4 cm) diameter water main, as well as lower the pipe elevation, since the old pipe was buried shallow enough that it would likely be damaged or exposed through the Main Street construction. It would also have been susceptible to freezing conditions in the winter. This required transferring hundreds of homes and businesses to the new line, as well as completing mainline tie-ins at and across every intersection, including the installation and relocation of several pressure reducing
vaults along the mainline to ensure adequate and proper water pressure throughout the community. With the age of the community and its infrastructure, there were numerous previously unknown utility lines discovered that had to be dealt with or avoided. Prior to the asphalt roadway being installed decades ago, Main Street was a reinforced concrete road that remained under the asphalt that had to be cut through to install the waterline. Additionally, while the Anaconda mine and smelter above town was operational, there was a railroad that ran down Vine Street. The extra thick, old concrete bedding for the rail line also remained under the road that had to be taken out for the waterline trench to be extended through the intersection. The project also required political and financial support. The various tasks have not been easy to carry out, but UDOT’s mission has remained clear. “We’ve worked through the challenges of maintaining access for businesses and pedestrians, while allowing our contractor room to construct the improvements,” said Sommers. “The trickiest and most time-consuming part of this job has been the storm drain installation and the utility work. Our storm drain installation encountered some unknown utility lines. The conflict required additional work by our team, which delayed the storm drain installation by approximately three weeks. Our contractor was able to bring in additional crews and we were able
to make up most of the time lost due to these unknown conflicts.” Some of the materials being used during construction have included 41,183 cu. yds. (31,486 cu m) of granular borrow, 28,205 cu. yds. (21,564 cu m) of untreated base course and 67,193 tons (60,956 t) of hot mix asphalt. Heavy machinery also plays a key role. According to American Civil Constructors project manager Brett John, “One of the biggest changes in equipment is the use of fullyintegrated GPS controls. This project was built from start to finish using Trimble GPS machine control. This allowed us to cut and fill the grade very quickly to exactly the proper grade. It prevented overrun on imported structural products like granular borrow and road base, and prevented removing more roadway excavation than required. We utilized Caterpillar 140M and Caterpillar D6K XL equipment for grade control, and loaded out nearly 300,000 tons (272,155 t) of roadway excavation and concrete using Caterpillar 324 excavators and Caterpillar 950K loaders.” For Jared Hamner, the executive director of the Tooele County Chamber of Commerce, the construction can’t be completed soon enough. “The road was in poor shape, and more than 30 percent of the traffic is truck and trailer and box truck. As the only road to get in and out of Tooele City, it was badly needed for a long time. Our school children cross this road every day, while using an orange flag to do so. There have been some close calls and, unfortunately, many children have been hurt, so we are very excited to see it finally coming together.” Hamner said the economic impact also couldn’t be overstated. “It has really been a tough downturn for the businesses on Main Street. It’s hard to understand unless you have owned and operated a business. But they are excited to see its completion, and get back to serving the community as they have so well.” (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
Construction Equipment Guide • Utah State Supplement • www.constructionequipmentguide.com • November 28, 2015 • Page 7
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Prop 1 Passes in 10 Counties PROP 1 from page 1
your children’s school, or add to transit, trails and bike paths so you have more transportation choices.” Proposition 1 is the first-ever proposal to provide funding for all kinds of transportation — not only roads, but also sidewalks, bike paths, trails, and other options, the Web site post noted. “Even with such positive outcomes we know our work is not done. The future of Utah’s transportation system is not a sprint, but instead a marathon. We will continue to focus on the priority of an efficient wellrounded transportation system. “The Utah Transportation Coalition will continue to advocate for transportation alongside the hundreds of businesses, city councils and mayors, chambers of commerce and other partners throughout Utah who share our vision towards long term sustainable transportation investment, keeping Utah one of the best places to live, to work and to recreate.” Proponents for the measure argued that the cost to the average person of about $20 to $24 a year was far less than the cost of bad roads, 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 were displeased with the amount of funds directed to the UTA. In a letter to voters signed by elected officials including two state senators and a state representative, opponents wrote, “Proposition One is not about local transportation needs — it’s about increasing taxpayer subsidization of the Utah Transportation Authority.” Barron said the UTA was not allowed to encourage voters to support the measure and didn’t discuss it other than to provide basic information. But he noted, “Utah is a big state with a lot of very long mountainous roads that freeze in the winter and get very hot 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. Along with Salt Lake and Utah counties, it did not pass in Beaver, Box Elder, Juab, Morgan and Uintah counties. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
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Page 8 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide
UDOT photo
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.
“The idea for the conveyor came from the contractor [Utah County Constructors] as part of their proposal,” said Tim Rose, project director.
Peak JCB Celebrates Grand Opening Contractor’s Bailey Bridge Impresses UDOT Planners 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. Guests were invited to tour the new facility, learn more about JCB’s equipment from product specialists and received numerous giveaways. JCB’s world-famous dancing diggers provided entertainment, guests enjoyed a complimentary tailgate barbeque lunch
BAILEY from page 1
A recent addition to the JCB family, Peak is committed to providing customers with the high quality and award-winning service, support and products they have come to expect from their business.
Guests enjoyed a complimentary tailgate barbeque lunch and were entered to win a raffle for two tickets to a University of Utah football game.
Guests were invited to tour the new facility, learn more about JCB’s equipment from product specialists and had the chance to receive numerous giveaways.
and were entered to win a raffle for two tickets to a University of Utah football game. Warren E. Pugh established Peak JCB in 1944 as Thermo King Intermountain (TKI). It has always been a family-run business and is now in its third generation in the industry. Headquartered in West Valley City, Utah, Peak JCB’S fleet carries both new and pre-owned construction equipment, including backhoes, wheel loaders, rough-terrain forklifts, compactors, hydraulic excavators, skid steers and compact track loaders equipped with unique side-entry door.
A recent addition to the JCB family, Peak is committed to providing customers with the high quality and award-winning service, support and products they have come to expect from their business. Peak JCB offers a wide range of services, including equipment sales, convenient financing opportunities and a fully integrated service department. “Peak JCB is thrilled to become part of the JCB family and celebrate the grand opening of our West Valley City location with our community at our open house event,” said Rod Miller, general manager of Peak JCB. “We are confident that our facility, along with the addition of JCB’s innovative and unique full line of products, will help us better serve our customer’s needs while simultaneously growing the JCB brand within this market.” For more information call 801/4339133 or visit www.peakjcb.com. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
for 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 concrete trucks out of the work zone — they’re not coming in and out, and their efficiency is improved. They can basically pour 24/7 if they’d like. It just saved tons, and in terms of concrete being moved over the highways, it is extremely important to us to help keep traffic moving. We don’t have to shut the traffic down as much, and it improved the safety aspect of everything, and also the efficiency of the operation as 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 aggregate source really close. If it makes sense, we’d probably do that.” (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
UDOT photo
The conveyor came from Arizona with McNeil, the concrete pavers for project. Known as a Bailey Bridge, the temporary structure goes up over the freeway, with the conveyor sitting on top.
Construction Equipment Guide • Utah State Supplement • www.constructionequipmentguide.com • November 28, 2015 • Page 9
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Page 10 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide
Group Protests $53M Coal Loan Ogden Canyon Study Moves SALT LAKE CITY (AP) Several Utah environmental groups are asking the state’s attorney general to invalidate a pending loan that would give mineral lease money to a California coal shipping port. The $53 million investment in an Oakland, Calif., export terminal was authorized by the Utah permanent Community Impact Board in April. In two separate petitions submitted to Attorney General Sean Reyes, the environmental groups argue that the move violates state and federal law and is a misuse of public funds. The Community Impact Board is funded by federal royalties from mineral and energy development on Utah’s public lands. The money usually goes toward building and upgrading water treatment, water systems, roads, public safety equipment, recreation centers and storm water drainage. The board has recently branched out, however, into funding major projects intended to spur economic development, like a proposed rail line serving the Uinta Basin oil patch. The loan causing the current outcry was sought by four counties — Carbon, Emery, Sevier and Sanpete — and would purchase export capacity at the Oakland Global Trade and Logistics Center, a deep-water terminal being built at a former Army base in California. “It’s taking taxpayer money that is supposed to be used for projects open to the public in Utah and sending it to a for-profit business in California,” Ted Zukowski, a lawyer for Earthjustice, told The Salt Lake Tribune. “It is violating the purpose of
this fund, which is to make life better for the people in counties where they are pulling a lot of fossil fuel out of the ground.” Earthjustice worked with the Center for Biological Diversity, the Sierra Club and the Grand Canyon Trust on a letter sent to Reyes that condemns the project. An April 2 presentation by project proponents didn’t mention coal and stressed that the money had to be authorized quickly or the opportunity would be lost, according to The Salt Lake Tribune. Utah Department of Workforce Services spokesman Nic Dunn said the loan is conditional on approval from the Attorney General, which hasn’t come through yet. Dunn’s department provides administrative support to the Community Impact Board. “The board members are just sitting tight waiting for that analysis to be completed,” Dunn told the Deseret News. Seven months after the presentation, the deal hasn’t moved forward. Reyes has remained silent on the issue. “We cannot comment on this matter, but can confirm we are working with [the Community Impact Board] regarding their legal review of applications as they are submitted in final form,” said the Attorney General’s Office in a prepared statement. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
Ahead Into Second Phase The Utah Department of Transportation announced that the second phase of the Ogden Canyon Transportation Study is now underway. Over the past year, UDOT gathered physical information and opinion from the public concerning transportation options through Ogden Canyon. The primary purpose of the first phase was to use this data and information to develop a plan concerning future canyon transportation needs. During the first phase, the study team met with residents, business owners and other stakeholders in Ogden Canyon. An online survey also was conducted, which received more than 900 responses and provided valuable information about the needs of canyon residents and visitors, and assisted in developing a general vision for potential canyon improvements. The study team also collected and analyzed existing reports and studies, evaluated existing and potential safety concerns, measured traffic volumes, resident and property owner needs, economic needs, multi-modal uses (biking, truck traffic, pedestrian, transit), recreational
uses, environmental concerns and geotechnical/geologic concerns. In the second phase, the study team will meet more extensively with people and groups who have specific concerns about Ogden Canyon. The team will use information collected in the first phase to develop practicable concepts that could meet needs and minimize impacts. Focus groups made up of people who live, work, travel and recreate in Ogden Canyon will be formed to evaluate these concepts and give input. Representatives of local government and other agencies also will participate in evaluating the concepts and providing feedback. A public open house will be held in the spring to present the collaboratively developed concepts and additional comments will be taken. For more information, call 801/3375544 or visit www.udot.utah.gov/ ogdencanyonstudy. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
Construction Equipment Guide • Utah State Supplement • www.constructionequipmentguide.com • November 28, 2015 • Page 11
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Page 12 • November 28, 2015 • www.constructionequipmentguide.com • Utah State Supplement • Construction Equipment Guide