2025 UTAH ASPHALT CONFERENCE OFFICIAL PUBLICATION OF THE UTAH ASPHALT PAVEMENT ASSOCIATION
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CONTENTSISSUE 1 2025 ©2025 Utah Asphalt Pavement Association (UAPA) | The newsLINK Group LLC. All rights reserved. On the Road is published four times per year by The newsLINK Group LLC for UAPA and is the official publication for this association. The information contained in this publication is intended to provide general information for review, consideration and education. The contents do not constitute legal advice and should not be relied on as such. If you need legal advice or assistance, it is strongly recommended that you contact an attorney as to your circumstances. The statements and opinions expressed in this publication are those of the individual authors and do not necessarily represent the views of UAPA, its board of directors or the publisher. Likewise, the appearance of advertisements within this publication does not constitute an endorsement or recommendation of any product or service advertised. On the Road is a collective work, and as such, some articles are submitted by authors who are independent of UAPA. While a first-print policy is encouraged, in cases where this is not possible, every effort has been made to comply with any known reprint guidelines or restrictions. Content may not be reproduced or reprinted without prior written permission. For further information, please contact the publisher at (855) 747-4003. 2025 BOARD MEMBERS EXECUTIVE COMMITTEE PRESIDENT Victor Johnson Geneva Rock Product PAST PRESIDENT Bup Minardi Mountain Regional Equipment Solutions PRESIDENT-ELECT Jonas Staker Staker Parson Materials & Construction SECRETARY Kyle Smith Granite Construction Inc. TREASURER Scott Gardner ICM Solutions BOARD OF DIRECTORS Jason Klaumann Granite Construction Inc. Ryan Dalling Geneva Rock Products Tim Nevenner Kilgore Companies Brad Schmitz HF Sinclair Jim Hulse Mountain States Asphalt Jared Wright Peak Asphalt Chris Farner Wheeler Machinery Co. Mark Droubay Double D Distribution Mike Kurz Staker Parson Materials & Construction Dean Garrett Morgan Pavement Sam Beuke Suncor Energy (USA) Inc. 6 EXECUTIVE DIRECTOR’S MESSAGE IT’S PAVING SEASON! By Rick Johnson, Executive Director, UAPA 8 UAPA ANNUAL DINNER AND RECEPTION Feb. 18, 2025 10 UTAH ASPHALT CONFERENCE PHOTO GALLERY Feb. 19-20, 2025 12 UAPA TOPGOLF EVENT RECAP Feb. 19, 2025 13 UAPA GOLF TOURNAMENT Thursday, August 21st 14 THANK YOU UAC SPONSORS! 37 2025 HALL OF FAME INDUCTEE WILFORD W. CLYDE 40 CONGRATULATIONS TO OUR 2025 SCHOLARSHIP WINNERS 42 UAPA’S FOCUS ON WORK ZONE SAFETY 46 ROADWAY SAFETY WITH CARLOS BRACERAS 48 UAPA PRODUCT SPOTLIGHT TUFFCOAT XP Engineered for Performance, Built to Last 49 UAPA PRODUCT SPOTLIGHT RUBBLE MASTER One Machine, Multiple Applications 50 UAPA PRODUCT SPOTLIGHT J-BAND® Raising the Bar on the Road Ahead 17 2025 UAC AWARDS 18 QUALITY IN PAVEMENT PRESERVATION WINNER DUCHESNE COUNTY 2024 ROADWAY MAINTENANCE 20 MUNICIPAL PROJECT OF THE YEAR AWARD WINNER SOUTH VERNAL AVENUE REVITALIZATION 22 SMALL PROJECT OF THE YEAR AWARD WINNER I-84; U.S.-89 TO SR-167 24 LARGE PROJECT OF THE YEAR AWARD WINNER U.S.-89; ARIZONA STATE LINE TO BUCK TANK DRAW 27 QUALITY IN PAVEMENT PRESERVATION NOMINEE DIAMOND MOUNTAIN ROAD 28 QUALITY IN PAVEMENT PRESERVATION NOMINEE U.S.-40; U.S.‑189 TO CLEGG CANYON 30 LARGE PROJECT OF THE YEAR NOMINEE U.S.-6; TUCKER TO SOLDIER SUMMIT UTAH AND WASATCH COUNTY 31 LARGE PROJECT OF THE YEAR NOMINEE U.S.-191 AND SR‑44 PAVEMENT PRESERVATION 32 FRIEND OF THE INDUSTRY AWARD WINNER CARLOS M. BRACERAS Utah Department of Transportation 33 FRIEND OF THE INDUSTRY AWARD WINNER TIM BIEL CMT Technical Services 34 INDUSTRY LEADER OF THE YEAR AWARD WINNER JASON KILGORE Kilgore Companies 4
EXECUTIVE DIRECTOR’S MESSAGE IT’S PAVING SEASON! RICK JOHNSON Executive Director, UAPA As Utah shifts from winter to warmer spring days, the effects of snow, ice, and freeze-thaw cycles become evident on our roads. Spring is the perfect time to take care of existing asphalt or kick off new projects — hence, those orange cones are popping up everywhere! At UAPA, we’re committed to helping you grow both personally and professionally. We’re excited to offer new opportunities like our asphalt inspection training course, taught by industry experts and experienced UDOT professionals. Whether you’re a beginner or just need a refresher, this course is for you. We’ve already held sessions in Richfield, Duchesne, and Logan, and more classes will be available in other areas soon. We want you to know that we’re here to help. If you have specific training needs, or if your company requires focused or refresher courses, don’t hesitate to reach out. We’re committed to working together to ensure your success. To help us stay better connected, we’ve invested in Growth Zone — a membership software platform designed specifically for our association. It’s a tool that makes it easier to keep in touch, update your information, and access all the benefits available to you as a member. Please log in, explore the platform, and make sure your info is current — it’s a great way to stay engaged. We’re also looking forward to our annual summer golf tournament in August! It’s always a fantastic time to connect, unwind, and enjoy some friendly competition. We hope to see many of you there! Being part of UAPA means you’re part of something bigger, and together, we’re making a difference. We’ve partnered with Warrior Rizen Ranch to support military and law enforcement families, providing them with a space to heal, find respite, and build community. We truly appreciate your support. We’re here to help, and together, we’ll continue to move the industry forward. 6
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UAPA ANNUAL DINNER AND RECEPTION Feb. 18, 2025 8
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UTAH ASPHALT CONFERENCE PHOTO GALLERY Feb. 19-20, 2025 10
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UAPA TOPGOLF EVENT RECAP Feb. 19, 2025 12
THANK YOU UAC SPONSORS! BLACK & GOLD SPONSORS RDO Equipment Company Wheeler Machinery Co. RoadSafe Traffic Systems Inc. Cate Equipment Company Go Pave Utah Geneva Rock Products Mountain Regional Equipment Solutions Holbrook Asphalt Nu Rock Asphalt Coatings Staker Parson Materials & Construction BLACK & SILVER SPONSORS Century Equipment Maxwell Products Inc. Arnold Machinery Ritchie Bros. Auctioneers CMT Engineering Services Sync Aggregate Kilgore Companies BLACK & BRONZE SPONSORS All States Materials Group Brody Chemical Seal Coat Supply Inc. Cutler Repaving OTHER SPONSORS YOUTH LANYARD SPONSOR Granite Construction Inc. LANYARD SPONSOR Cate Equipment Company LUNCH SPONSOR Wirtgen Group BAG SPONSOR Asphalt Systems Inc. YOUTH LUNCH SPONSOR Rick Clasby Trucking Association 14
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2025 UAC AWARDS 17
QUALITY IN PAVEMENT PRESERVATION WINNER DUCHESNE COUNTY 2024 ROADWAY MAINTENANCE PROJECT LOCATION: Duchesne County, UT PROJECT START: June 2024 PROJECT COMPLETION: August 2024 PROJECT COST: $3,600,000 KEY PROJECT TEAM MEMBERS: Mike Casper, Duchesne County Road Superintendent Clint Curtis, Duchesne County Road Assistant Superintendent Jeremiah Falslev, Consolidated Paving Jeff Baker, Jones & DeMille Engineering Mark Jensen, Jones & DeMille Engineering 18
PROJECT OVERVIEW Duchesne County has approximately 500 miles of paved roads that they maintain. There are many critical corridors connecting the smaller communities in the county and providing access to rich recreation and energy-producing lands both state and federally managed. In an effort to maintain these major corridors properly, the county utilized both a contractor and their own crews to perform repairs and chip seal application on 83 miles. One of the roads included in the project was Wells Draw Road, which serves as a vital connection between Duchesne County and Carbon County through Nine Mile Canyon. This road was built to replace the original dirt wagon trail in 2012-14 and had previous mastic applications. Another major road, known locally as the Monarch Loop, connects the Roosevelt area to Cedarview, Monarch, Brown’s Draw Reservoir and Neola. All roads selected for this project had appropriate remaining service life (RSL) for a preservation treatment and had been crack sealed the previous year. This extensive chip sealing project will significantly extend the lifespan of critical roadways across Duchesne County. WHAT MAKES THE PROJECT UNIQUE Duchesne County has a renewed emphasis on roadway preservation. To maximize efficiency, Duchesne County has started applying chip seals to smaller road sections, addressing lower-volume residential streets as part of the ongoing process. Meanwhile, the county hired a contractor to handle patching, crack sealing and chip sealing on higher-volume, larger roads. Many of these major corridors endure heavy oilfield traffic, ranging from pickup trucks to tankers and rigs being transported in and out. Additionally, many of these roads had never been chip sealed before. While they had been treated with mastic or flush coats in the past, the asphalt had begun to oxidize and become brittle over time. PMRE emulsion was utilized to rejuvenate portions of the asphalt binder. The project involved applying a total of 1,355,000 square yards of chip seal and nearly 8,000 gallons of paint for restriping the roads. To meet the project’s demands, Duchesne County crushed their own chips and supplemented them by purchasing chips from a local supplier. Additionally, some county staff were employed to transport the chips to the roadways. SAFETY RECORD The project progressed smoothly without any safety incidents. Duchesne County promptly addressed intersections or other situations requiring enhanced traffic control. Traffic management and potential safety concerns were regularly discussed during toolbox meetings and periodic construction meetings. PROJECT QUALITY In recent years, Duchesne County saw a decline in workmanship for multiple reasons. In an effort to increase competition and encourage more contractors to bid on the project, Duchesne County supplied all aggregate for the chip seal. The project involved a contractor who was not local and had limited prior experience working with Duchesne County. Despite this, the workmanship was excellent, and the county was highly impressed with the quality of the chip seal, pavement repair and other completed tasks. As with any project, unexpected issues arose, including a few sections of chip seal that required repairs. However, the contractor and the county collaborated effectively to develop a plan and address these fixes promptly. 19
MUNICIPAL PROJECT OF THE YEAR AWARD WINNER SOUTH VERNAL AVENUE REVITALIZATION PROJECT LOCATION: Vernal, UT PROJECT TOTAL CONTRACT PRICE: $1,905,649 PROJECT START: June 2024 PROJECT COMPLETION: December 2024 KEY PROJECT TEAM MEMBERS: Keith Despain, Eric Dilworth and Quinn Bennion, Vernal City Jack Lyman, Sunrise Engineering Larry Montoya, UDOT Cody Messersmith, TNT Construction Burdick Materials PROJECT OVERVIEW The Vernal Avenue project is part of an overall effort to improve the downtown area of Vernal, Utah. The objectives of the project were to improve the pedestrian experience with wider sidewalks, better aesthetics and easier access to businesses. The introduction of diagonal parking increased the parking stall count significantly. A mid-block crossing connects two public parking areas, providing greater and safer access for patrons of several downtown businesses. Pedestrian access routes have also been added to make the downtown area more walkable and inviting to those accessing the area. WHAT MAKES THE PROJECT UNIQUE Prior to the project, Vernal Avenue had a very pronounced crown, which gave drivers approaching some very steep slopes. This project was designed to completely remove the crown and give the new road a single slope from west to east gutters. Because so much material was removed from the road profile (2 feet in some areas) and to reduce project costs, a cement-treated asphalt base was called for. This required cement powder and water to be tilled into the top 6 inches of the soil and a cure time given. At the prescribed time, the cement slab was fractured and then ready for asphalt paving. 20
SAFETY RECORD ON THE PROJECT Vernal Avenue is a well-traveled road and project specs required a lane to remain open in each direction. Businesses remained open during construction, requiring pedestrian traffic near the work. Effective traffic control plans were implemented from the start of the project and were changed as project needs fluctuated. TNT did a great job of communicating with business owners throughout the project, keeping them abreast of the impacts the construction could have. Comprehensive public information was provided to help make the traveling public aware of detours or other potential disruptions that might arise. As a result of these proactive measures, the project was completed without any accidents or safety incidents, highlighting the team’s commitment to safety and careful planning. PROJECT QUALITY The project faced several challenges that required significant effort to resolve, one of which involved modifying the road’s elevation. The existing road was designed as a typical crowned road, and the plan was changed to a single-slope profile. This adjustment lowered the elevation on the east side, exposing the water line to the frost zone. As a result, we had to lower the water line, causing a delay of several weeks. This setback pushed the paving schedule into late fall, creating concerns about achieving the required quality under potentially unfavorable weather conditions. Fortunately, a mild autumn provided temperatures conducive to cement-treated base and asphalt paving, enabling us to deliver a high-quality product. The transitions to existing asphalt roadways at intersections were smooth, and the work met all UDOT standards for density and smoothness, ensuring a durable and well-integrated final surface. 21
SMALL PROJECT OF THE YEAR AWARD WINNER I-84; U.S.-89 TO SR-167 PROJECT START: July 2024 PROJECT COMPLETION: August 2024 OWNER: Utah Department of Transportation, Region 1 GENERAL CONTRACTOR: Geneva Rock Products Inc. Daniel Bird, Project Manager PROJECT VALUE: $1,895,000 KEY PROJECT TEAM MEMBERS: Lincoln Port, PE, UDOT Project Manager Steve Niebergall, PE (Sunrise Engineering), UDOT Resident Engineer Joe Gertge, GRP Foreman Brian Lunda, GRP Superintendent PROJECT OVERVIEW The I-84; U.S.-89 to SR-167 Highway Improvement Project stands as a critical enhancement to the safety and functionality of one of Utah’s more dangerous freeway corridors. This $1.89 million project, commissioned by the Utah Department of Transportation (UDOT), Region 1, involved the resurfacing of 225,000 square yards of Bonded Wearing Course Type B; 38,000 square yards of variable-depth milling; the installation of new, high-visibility striping; and project signage. Despite facing the challenges of high traffic volumes, dangerous blind curves and minimal shoulders constrained by concrete barriers, the project was completed two weeks ahead of schedule with superior craftsmanship and attention to safety. SAFETY The freeway featured sharp turning radiuses, high-speed cars and commercial freight carriers, and limited shoulders — making it particularly hazardous for drivers and construction workers alike. The project introduced contrasting epoxy pavement markings and high-visibility pavement marking tape on the newly paved Bonded Wearing Course (BWC), ensuring improved visibility during night driving and in adverse weather conditions. Moreover, the 1-inch BWC surface provides superior skid resistance, further enhancing safety, particularly along the blind curves where loss of vehicle control is a higher risk. Where previously the pavement markings were not visible during inclement weather, the project’s focus on installing long-lasting reflective epoxy pavement markings has greatly improved lane delineation, guiding drivers safely through challenging sections of the freeway. 22
OVERCOMING CHALLENGES AND TEAMWORK With high traffic volumes, particularly from commercial freight carriers and dangerous blind curves, maintaining traffic flow while ensuring the safety of workers required careful planning and execution. The location and distance of each shift of paving were coordinated with UDOT traffic and safety, the asphalt hot plant, the traffic control crew and the Utah Highway Patrol to ensure the schedule was met with zero recordable or near-miss incidents. The construction team implemented a phased construction schedule during off-peak hours to minimize traffic disruption and protect both workers and the traveling public during higher traffic volumes. The project required swift coordination between UDOT, contractors and local stakeholders to manage lane closures and detours while keeping the project timeline on track. INNOVATION AND CONTRIBUTION TO THE INDUSTRY/COMMUNITY The I-84 project utilized innovative techniques, particularly with the use of BWC Type B, a high-performance overlay designed to extend the pavement’s life and provide enhanced durability. The asphalt material consists of ½-inch HMA with performance grade oil (PG 64-34) and a polymer modified emulsion material (PMEM) placed with a spray paver. The spray paver differs tremendously from a conventional highway paver and consists of many moving parts and niche controls that require a full-time mechanic during any shift of paving. The project delivered a surface that resists cracking and rutting and is essential for a high-traffic area prone to extreme temperature variations. In addition to BWC pavement innovations, the installation of contrasting epoxy pavement markings is a cutting-edge safety measure that improves visibility, especially at night or during adverse conditions. CONSTRUCTION QUALITY AND CRAFTSMANSHIP The milling process was critical for removing stressed pavement and providing a 1-inch tie-in point at the cast in place barrier locations. This ensured a seamless bond between the old and new pavement, preventing early failures and ensuring a smooth driving experience for motorists. The team paved all asphalt within the dedicated temperature range of 60 degrees and rising at night for the BWC, and per UDOT standards for signage and striping. FUNCTION AND AESTHETIC Before the project started, there was one rough location in particular that needed to be addressed; the westbound structure over the Weber River created a severe bump and was a continual nuisance to UDOT maintenance. This transition was addressed by removing the surfacing of the bridge deck and approach and grinding a new transition to the pavement. It was re-emulsified to create a smoother ride from bridge to pavement. Aesthetically, the project enhances the freeway’s visual appeal, particularly with the clean, uniform surface of the BWC and the bright, clear epoxy markings. 23
LARGE PROJECT OF THE YEAR AWARD WINNER U.S.-89; ARIZONA STATE LINE TO BUCK TANK DRAW PROJECT LOCATION: Highway U.S.-89, Milepost 10 to Milepost 0 PROJECT START: April 2024 PROJECT COMPLETION: August 2024 PROJECT VALUE: $9.9 million KEY PROJECT TEAM MEMBERS: UDOT Region 4, Owner Jones & DeMille Engineering, Owner’s Representative and Quality Assurance CMT Engineering Laboratories, Structural Pavement Engineer Shannon Davis, Project Manager Jonathan Gonzales, Superintendent American Traffic Services, Maintenance of Traffic Dustrol, Hot-In-Place Z&Z Asphalt, VRAM (Joint Band) Coughlin Company, Roto Mill Brown Brothers Construction, Shouldering Straight Stripe, Pavement Markings and Rumble Strips TONS OF ASPHALT PLACED: 28,293 tons 24
PROJECT OVERVIEW The project is a high-volume 10-mile rehabilitation that is located on U.S.-89 in Kane County. This stretch of highway serves the town of Big Water, Utah, and is the access to the famous Lake Powell, the Glen Canyon Dam and the Colorado River Horseshoe Bend, which collectively recorded over five million visitors in 2023. The interval includes 177,000 square yards of 2-inch hot-in-place structural pavement recycle, 28,000 tons of 2-inch stone matrix asphalt (SMA) surface course, 43,000-lineal feet of void reducing asphalt membrane (VRAM), 19,500-lineal feet of new guardrail installed adjacent to improved shoulders and side slopes. Other key items include 159,000 lineal feet of rumble strips, 1,800 gallons of pavement marking paint, 72 thermoplastic messages/symbols and 14 new guide signs. WHAT MAKES THE PROJECT UNIQUE Project Challenges and Successes Hot-in-place recycle-volume metric is primarily driven by existing binder content. Shortly after the notice to proceed, mix design core sampling determined undesirable high oil content present in the asphalt mat. We were able to facilitate an atypical value engineering proposal wherein unconsidered roto mill costs were reduced by an oil and mobilization credit. The value engineering was formalized, and the roto mill scope was inserted into the schedule with minimal disruption to the project’s critical path. SMA provides the greatest volume metric challenges, wherein other mix types do not require fibers. Fiber segregation is difficult to control and, in turn, can quickly jeopardize gradation-sieve-targets and or percent binder content. Each of the 17 lots was paved at an average of 1,650 tons, and they met acceptance criteria without measurable rework. Project Innovations During the scoping phase, two separate innovations were slated for the project. First, hot-in-place recycling, also known as mobile asphalt recycle system (MARS), provides significant cost savings when compared to a typical hot mix asphalt overlay (new pavement). Elimination of the hot mix asphalt process in a rehabilitation not only saves the cost of aggregates and oil, it saves the cost of trucking the mix. Total MARS vs. HMA cost savings is 50-60%. Other benefits include significant work zone ingress and egress, which improves safety and increased roadway smoothness due to the elimination of starts and stops that occur when truck cycle times are disrupted by traffic, plant or various issues. Second, void reducing asphalt membrane is an additional innovative joint application that the department elected to test on this project. Joint band or j-band is the common name used in other states where, like it sounds, the membrane is sprayed onto the structural pavement where the joint of the surface course will be paved. The membrane is highly modified with polymer, and the heat and compaction that occurs during surface course placement help draw the membrane upward into the joint, thus reducing air voids and improving its impervious character. SAFETY RECORD ON THE PROJECT There was zero harm achieved with over 11,000 person-hours worked and zero motorist claims received from the traveling public. Site-specific training was conducted for all supervision and craft. Additionally, contractor orientation was conducted prior to the commencement of subcontractor tasks. Finally, a pilot car service was provided for the duration of key activities, where motorists were escorted into and out of the work zone. PROJECT QUALITY The project captured 53% of available compaction or density incentives. Pavement smoothness or ride quality achieved a 48 on the mean roughness index (MRI) which is Tier 2 of 6, with 6 being the least tolerated. As such, the project captured 31% of the available smoothness incentive. Lastly, the project reached substantial completion in a timely manner and therefore did capture the five-day maximum early completion incentive. 25
QUALITY IN PAVEMENT PRESERVATION NOMINEE PROJECT OVERVIEW The Diamond Mountain Road Project was originally part of an annual pavement preservation project for the UTSSD, which began in 2021. The project consisted of 14 miles of rehabilitation and preservation — 5.5 miles of severe asphalt damage and deterioration and 8.5 miles of asphalt repair and chip seal. A complete road reconstruction was suggested on the 5.5-mile section but quickly became unrealistic due to costs. The team collaborated and recommended a CTBC treatment, followed by a double chip seal applied over the top. WHAT MAKES THE PROJECT UNIQUE Consolidated Paving and Concrete was selected and began work in August of 2023. As they began the pulverization process, they quickly ran into large rocks within the depths called out for the treatment. As the project team came together, many phone calls and various ideas were discussed to find a way to complete the project within budget. Experts in the field of milling and pulverization were contacted, and a path forward was chosen. Specialized equipment was brought in from Chicago to break the large rocks into smaller pieces, making them manageable for the pulverizer to process as part of the CTBC treatment. The process still had minor issues to resolve, but it ultimately resulted in a better final product and improved ride quality. SAFETY RECORD This road garnered significant political attention due to its location and traffic volume. Traffic control was a daily priority, ensuring property owners and recreational users maintained access throughout the day. No incidents were reported during the project. PROJECT QUALITY As the CTBC portion concluded, we were able to complete 78,835 square yards of cement treated base course and used 865 tons of cement powder. Although the ride quality was significantly improved compared to the original road, Consolidated recommended using a trim mill to further enhance it. The decision was made to proceed with this suggestion, and the resulting ride smoothness became a standout feature of the improved roadway. DIAMOND MOUNTAIN ROAD PROJECT LOCATION: Vernal, UT PROJECT START: August 2023 PROJECT COMPLETION: July 2024 PROJECT COST: $2,740,374 KEY PROJECT TEAM MEMBERS: Cheryl Meier, USSD1 Executive Director Scott Hardman, Uintah County Road Supervisor Jermiah Falslev, Consolidated Paving and Concrete Bart Jensen, Jones & DeMille Engineering Braden Negus, Jones & DeMille Engineering Mark Jensen, Jones & DeMille Engineering 27
QUALITY IN PAVEMENT PRESERVATION NOMINEE PROJECT OVERVIEW The UDOT U.S.-40 project addressed several issues between south of downtown Heber City and Daniels Pass on U.S.-40. The existing asphalt needed pavement maintenance treatment and micro surfacing, and with an increase in heavy truck traffic, soft spots had formed that needed patching. Additionally, signs, rumble strips, pavement markings and messages needed to be updated to reflect the increased development in the area. The project design was to increase the safety of the traveling public. Pedestrian ramps were reconstructed to face minor streets, new signs were installed to reflect changes in road conditions and old signs were replaced to reflect up-to-date standard specifications. This section of U.S.-40 is heavily snow-plowed in the winter months, so this project was designed with micro surfacing for its skid resistance and grooved in paint lines to keep plows from scraping them off. This project had UDOT’s Price + Time (time component) specification and was estimated for 67 to 123 working days. U.S.-40; U.S.‑189 TO CLEGG CANYON PROJECT LOCATION: Heber City, UT PROJECT START: October 2023 PROJECT COMPLETION: October 2024 KEY PROJECT TEAM MEMBERS: Jeff Toone, Resident Engineer Paul Foster, Area Manager Jared Steele, Construction Tech IV Shawn Fielding, Project Manager Dustin Wall, Engineer II Fidencio Reynaga, Superintendent Jeff Huffman, Rotational Engineer Jake Mooyman, Project Engineer Wayne Cummings, Engineer Tech IV Michael Ngo, Project Engineer Andrew Graehl, Transportation Tech II Micro Surfacing Intermountain Slurry Seal Soft Spot Repair Granite Construction Pavement Messages/Signs RoadSafe Sinusoidal Rumble Strips Straight Stripe Pedestrian Ramps ACME Shouldering/Guardrail Rowser Traffic Control AAA Barricade Material Testing Garco Testing 28
The project was completed under the minimum of 67 days with a total of 37 working days. WHAT MAKES THE PROJECT UNIQUE This project was unique in its location, half in a rapidly developing Heber City and the other half up Daniels Canyon with its narrow twists and turns and frequent wildlife crossings. Traffic control had to be adaptable to the specific scope of work and location in order to operate safely. The project team coordinated with three external developers whose projects required lane widening and paint line changes. Our team successfully surveyed the changes before the micro surfacing and seamlessly painted the new lines after the micro surfacing covered the old ones. In addition to dealing with a variety of traffic, we also faced challenges due to lane closure restrictions. Daytime work, which provided optimal temperatures for micro surfacing, was limited to Monday through Thursday, resulting in a four-shift week. However, by opting for night shifts, we could have lane closures from Sunday night through Friday morning. This choice allowed us to work more shifts and ensured crew safety with less traffic, but the cooler temperatures, often in the 50s, were less ideal for micro surfacing and took longer to set up. A sinusoidal rumble strip specification was used instead of a UDOT standard rumble strip due to the location. This design reduces the noise outside the vehicle caused by driving over the strips while maintaining the noise inside the vehicle. It was an ideal choice for the residential area, especially with semi-trucks hauling throughout the night. UDOT standard rumble strips, per STD DWG PV 6B, are 5” long and 6” wide for undivided highways with a 7” gap, creating a 12” cycle. Sinusoidal rumble strips, per the detail below, are 14” wide and are more wave shaped with zero gaps between cuts. SAFETY RECORD • The U.S.-40 project was originally designed to take place during the day, but after concerns with the traffic arose, UDOT approved a change to conduct construction activities at night. In addition to changing to a night shift schedule, pilot car operations were used for the majority of work to improve the safety of our crews and subcontractors. • There were zero traveling public accidents. • Intermountain Slurry Seal worked over 2,000 man-hours with zero injuries. Proven to Extend the Life of Longitudinal Joints by filling the air voids that allow destructive water intrusion. Eliminate the Need for Centerline Density Testing See the Proof JBAND.com 29
LARGE PROJECT OF THE YEAR NOMINEE WHAT MAKES THE PROJECT UNIQUE This project was unique to Region 4 since it was the first time they utilized Highly Modified Hot Mix Asphalt (HMHMA) mix placed on one of UDOT’s roads. There were 56,000 tons of HMHMA placed in a 4” mill and fill section of the outside lanes. It was then capped with a 2” overlay across the entire roadway. The project also did some bridge pothole patching, parapet sealing, new guardrail and extension of parapets. Then it was finished off with some signage, striping and guardrail adjustments. This was the first time that Region 4 witnessed the placement of HMHMA with the CAT SDX screed plate system. This was an innovative way to achieve mat compaction quickly and with minimal effort. The project achieved mat compaction quickly with this screed plate/mix combination but struggled with joint density. Another unique quality of HMHMA is that UDOT allows this mix to be placed at a lift thickness of 6” per lift. SAFETY RECORD There were zero recordables, but a few near misses with high-speed traffic. U.S.-6 is one of the nation’s deadliest roads, according to a recent student travel guide. There are sections on this road that have steep drop-offs and sharp turns, and everybody seems to think the speed limit is just a suggestion. With the help of our traffic control engineer, we were able to reduce the speed through our work zone during construction. We also maximized the benefit of trucks not being able to accelerate up those steep hills which kept traffic speeds to a reasonable number. The credit goes to the boots on the ground. The project team was very involved in helping each other be safe and watch for oncoming traffic as it approached. CHALLENGES AND SUCCESSES One of the challenges faced was building a constant windrow for the shuttle buggy (MTV) to fill the hopper off the paver. On a typical mat thickness less than 4”, the volume that a paver holds in the hopper will continue to fill as you’re placing mix and will eventually overfill. This allows you to have gaps between windrows where the trucks are dumping. When you get thicker than 4”, which this project required, there isn’t enough volume between the windrow and what the paver can hold to place mix at widths of 16’. Therefore, you need a constant windrow or double stack the windrow (have two windrows) to be able to pave continuously. For this project, we employed a team member to nurse the trucks as they were dumping with a loader to ensure there were no gaps in the windrow. This was a bit of a surprise to us since, at bid time, we did not anticipate placing a 4.5” mat at 16’ wide. Through coordination and partnering with UDOT, we worked together to address this challenge and still deliver a smooth, long-lasting road. U.S.-6; TUCKER TO SOLDIER SUMMIT UTAH AND WASATCH COUNTY PROJECT START: July 2024 PROJECT COMPLETION: October 2024 KEY PROJECT TEAM MEMBERS: UDOT Geneva Rock Products Trapper Burdick, RE Josh Jensen, Geneva Rock PM Brent Hadfield, UDOT PM Bob Manookin, Superintendent Corben Bringhurst, Field Supervisor Shane Revoir, General Foreman Trent Jepperson, Foreman, Coughlin Milling Company ProTech Infrastructure AAA Barricade PROJECT COST: $9 million 30
LARGE PROJECT OF THE YEAR NOMINEE PROJECT OVERVIEW • U.S.-191 — Profile mill, scrub seal, and 2” spray paver applied SMA. • SR-44 — Scrub seal and 1.5” spray paver applied SMA. WHAT MAKES THE PROJECT UNIQUE The roadway was rough with considerable cracking and the asphalt was generally thin (1.5” to 5”). Heavy alligator cracking was present in many locations on SR-44 and U.S.-191. Due to budget constraints, the asphalt could not be removed and replaced with a 4.5” overlay. On SR-44, after repairing the worst soft spots, a scrub seal was used to seal the cracks followed by a 1.5” spray paver applied SMA overlay. On U.S.-191, natural springs coming up through the middle of the road in two locations required the installation of French drains. The contractors, consultants and the owner worked well together and did a spectacular job dealing with all of the project challenges. Using scrub seals as underseals and using spray pavers for thicker pavement lifts is relatively new to Utah, but the contractor performed well and provided a great finished product. Projects and studies from the Midwest have shown that underseals and spray paver-applied overlays reduce cracking, improve impermeability, have longer than typical service life and lower life cycle costs. This project is anticipated to last longer and perform better than a standard mill and overlay for less overall life cycle cost. SAFETY RECORD The project had zero recordable incidents in just over 15,500 man-hours worked. Burdick Materials was able to complete this project with a 95%+ average on our UDOT safety inspections. To help mitigate the risk of miscommunication (or lack thereof), a new headset radio communication system was implemented to achieve this critical communication from ground level up. Not only was the communication between the crew faster and more constant, but the headsets also acted as additional hearing protection for the crew as well, eliminating another hazard that is always present with constant exposure to loud paving equipment. In addition to this risk, their biggest concern involved the crews working in or near traffic on Utah highways, especially through these high recreation areas. Burdick Materials worked closely with their traffic control subcontractor, First Source Enterprises, and its crews and did a great job of mitigating the hazards to the traveling public and the project workforce through the various and ever-changing work zones for the duration of the project. PROJECT QUALITY The Asphalt Pavement Profile Grinding met all requirements for the specifications and provided for a smooth base to begin the other methods of pavement preservation. The scrub seal met all the application rates for the placement of the emulsion and the aggregate surface material. The SMA placement also exceeded the requirements for the mix design, earning the contractor bonuses for this item of work. The craftsmanship of the placement of the spray paving applied to the SMA was exceptional. The contractor only had 12 grinds to correct smoothness for almost 14 miles on SR-44, with the majority of these being on joints. UDOT maintenance personnel expressed their appreciation for the exceptional project provided by the contractor and consultant RE, and noted that the project progressed very smoothly considering the issues encountered, the area, and recreational traffic. U.S.-191 AND SR‑44 PAVEMENT PRESERVATION PROJECT LOCATION: SR-44; MP 14 to Manila and U.S.-191; Greendale Junction to Dutch John PROJECT START: May 2024 PROJECT COMPLETION: October 2024 KEY PROJECT TEAM MEMBERS: Evan Grover, Cody Dickson, Miguel Flores, Cody Riley, Staker Parson DBA Burdick Materials Clayton Weaver, Marty Kennedy, UDOT Brent Schvaneveldt, Wall Consultant Group Lyndon Friant, Tom Taylor, Brock Harrison, Jones & DeMille Engineering Taylor Ricks, Kayde Roberts, Mainline Engineering TONS OF ASPHALT PLACED: 41,781 tons at over $8.5 million. 31
Carlos M. Braceras was appointed executive director of the Utah Department of Transportation (UDOT) by Gov. Gary Herbert on May 6, 2013. He was reappointed to serve as executive director by Gov. Spencer Cox in January 2021. In this capacity, he is responsible for UDOT’s more than 1,600 employees and the design, construction and maintenance of Utah’s 6,000-mile system of roads and highways. He has recently launched a redefining of the Department’s goals and mission and has overseen the completion of several massive highway projects like the Utah County I-15 Corridor Expansion (I-15 CORE) and the Mountain View Corridor in west Salt Lake County. Both projects used innovative contracting methods that allowed each to be completed in record time. Carlos joined UDOT in 1986. Prior to being appointed as executive director, he served as deputy director for 12 years. Carlos has also served as the director of UDOT’s Region Three Office, chief geotechnical engineer, chief value engineer, a member of the Legacy Parkway/I-15 North Project team and as a roadway design engineer. He was named the “1998 State of Utah Governor’s Manager of the Year” and was the 1998 recipient of the “UDOT Leader of the Year” award. Prior to joining UDOT, Carlos worked as a well-site geologist doing oil and gas exploration and development. Carlos is currently chair of the AASHTO Agency Administration Managing Committee, chair of the Center for Environmental Excellence Advisory Board, member and past chair of the TRB Executive Committee, member of the board of directors and past president of the American Association of State Highway and Transportation Officials, member of the board of directors and past president of the Western Association of State Highway and Transportation Officials, past chair of ITS America and past chair of RUC West. Carlos received an undergraduate degree in geology from the University of Vermont and an undergraduate degree in civil engineering from the University of Utah. He is a registered professional engineer. Carlos moved to Utah in the summer of 1980 and instantly fell in love with the mountains and the people. Soon after he arrived, he met his wife, Laurie, while both were working at Snowbird Ski Resort. In their free time, he and Laurie enjoy spending time in the Utah outdoors. Their favorite activities include skiing, bicycling, golfing, camping, windsurfing and sailing on the Great Salt Lake. To learn more about Carlos and the work he does at UDOT, scan the QR code. https://governor.utah.gov/governors-cabinet/ carlos-m-braceras-p-e/ FRIEND OF THE INDUSTRY AWARD WINNER CARLOS M. BRACERAS Utah Department of Transportation 32
FRIEND OF THE INDUSTRY AWARD WINNER TIM BIEL CMT Technical Services Tim Biel is an accomplished engineering professional with extensive experience in technical services and leadership roles. Tim currently serves as the Director of Technical Services and Principal Engineer at CMT Technical Services, and has since August 2017 After earning a BS from the University of Illinois and an MS from the University of Utah, Tim began his career in pavement and construction materials. Having spent 14 years with UDOT and 9 years running his own consulting business, Tim then joined PEPG Consulting as a principal engineer. In 2020, PEPG was acquired by CMT Technical Services. The promotion to Director of Technical Services comes as part of the effort of CMT to continue elevating quality and consistency in all of its efforts. Tim’s 30-plus-year career has been focused on developing extensive knowledge in the pavement and construction materials world. Tim uses his knowledge to help support clients and local organizations in their efforts to improve the level of quality and performance of paving and construction projects. Tim has developed significant skills in the application of recycling materials from existing pavements into new construction, and the development of new materials for paving, such as local oil sand bitumen. When not immersing himself in the details of materials and pavement performance, Tim spends weekends camping in the mountains and national parks with his family. 33
INDUSTRY LEADER OF THE YEAR AWARD WINNER JASON KILGORE Kilgore Companies Jason Kilgore is currently the executive vice-president at Summit Material, of which the Kilgore Companies have been a part since 2010. Summit Materials, a leader in construction material solutions, gained immensely from Jason’s pivotal role in innovative vision and strategic direction. Jason’s success in the asphalt industry has come from very humble beginnings and decades of hard work. His career in the asphalt industry started when he was fourteen, with a job at Staker Paving. By the age of seventeen, he was a foreman for the company, and by the time he was a senior in college, he was estimating projects. Staker Paving sold, and the new owners offered Jason a management position “back East,” which Jason turned down, deciding to launch out on his own. In 2000, with credit card debt as startup capital, Jason Kilgore started Kilgore Paving from a single pickup truck and a 600-gallon tank on a trailer. Over the years, Kilgore Paving grew into a fleet of one hundred trucks and over one hundred and fifty employees and became Kilgore Companies. Kilgore Companies was acquired by Summit Materials in 2010 and Jason served as president of the company’s west region, encompassing key markets such as Salt Lake City, British Columbia and more recently Phoenix. Instrumental to the company’s M&A approach, Jason has led strategic bolt-on and platform acquisitions in high-growth markets. Jason’s financial acumen, coupled with his commitment to excellence, has played a pivotal role in Summit Materials’ continued success. He holds a finance degree from the University of Utah. 34
The Utah Asphalt Pavement Hall of Fame inductee is chosen each year from among industry representatives and peers as someone who has significantly contributed to the betterment of the asphalt pavement industry in Utah. It is presented to an individual who actively fostered and demonstrated vision and dedication in advancing the asphalt pavement industry and overall investment in quality infrastructure for the state of Utah. This year’s Hall of Fame Inductee is Wilford W. Clyde of Clyde Companies Inc. Wilford W. Clyde is a builder — of people, of roads and buildings, of community and of deeply meaningful connections. He currently serves as chair of Clyde Companies Inc., a premier critical infrastructure and construction services provider in the Intermountain West and Great Plains regions. Wilford was born and raised in Springville, Utah. His father, Blaine P. Clyde, often took young Wilford to job sites to watch the construction of critical infrastructure projects. Later, Wilford worked for his brother, Paul, and learned even more about construction and management. Wilford also learned deeply rooted values from his grandfather and namesake, W. W. Clyde. His grandfather not only founded the family business; he also infused those same ethics throughout the organization. Today, they’re part of Clyde Companies’ identity: We Value People, Our Word is Our Bond, Always Give a Full Measure, and We Continuously Improve. At 17 years old, Wilford spent a share of the summer working on the Geneva Rock asphalt crew. He learned to shovel and rake asphalt. It was here that he learned to appreciate the craftsmen that work in the industry, and the difference between a good asphalt job and a bad one. Following high school graduation, Wilford attended Brigham Young University (BYU) and earned a degree in accounting. His devotion to BYU only grew with time, and he later served as the national president of the Cougar Club and on the BYU Athletic Leadership Council. Prior to graduating from college, Wilford’s father took him for a ride to the point of the mountain where Geneva Rock had several gravel pits. He told him there were many opportunities there and encouraged him to apply. After a church mission to New Zealand and college graduation, Wilford began his career at Geneva Rock. The manager at Geneva Rock, Dave Thomas, was a great mentor to Wilford, teaching him about dealing with people and the business. Wilford started as the company’s first accountant, then at age 30, became general manager and later president, nurturing and growing the construction company to unparalleled success. In 1998, the individual companies of the Clyde family combined under the parent company of Clyde Companies. In 2001, Wilford became president of the enterprise and led a major expansion. He oversaw the acquisition of over 40 businesses, as well as operational growth 2025 HALL OF FAME INDUCTEE WILFORD W. CLYDE 37
in Idaho, Wyoming, Colorado, Arizona and Nevada, moving annual revenue from $200 million to nearly $2.5 billion in 2022. Clyde Companies Inc. now includes subsidiaries Beehive Insurance, Bridgesource, Clyde Capital Group (CCG), Geneva Rock, Sunpro, Sunroc and WW Clyde. Wilford’s pride in and commitment to his hometown started early and weaves throughout his life. He volunteered as the commissioner for multiple youth softball leagues and coached city-league girls softball teams for 10 years. He and his wife, Natalie, also co-chaired the Springville Museum of Art Annual Ball and the Utah Valley University President’s Ball, and they were co-presidents of the Springville High School Booster Club. Wilford now heads up Springville Rising, an effort to re-energize and strengthen his beloved community. With artwork featured prominently in his office and throughout several company buildings, Wilford is a passionate supporter of arts and culture. There is no more enthusiastic ambassador for the Springville Museum of Art and its world-class collection. In a similar vein, Wilford has consistently supported higher education through generous monetary and material donations, sponsorships and scholarships. A humble, yet insightful advocate for best practices and cooperation, Wilford also prioritized serving in several industry leadership roles, including chair of the Utah Manufacturers Association; president of the Utah Chapter of the Associated General Contractors; president of Beavers Inc.; and on the Advisory Committee of the BYU Construction Management Program. Wilford’s commitment to “Building a Better Community” and honoring his family’s legacy of giving back is further evident in his community service, including the Springville City Council (1989-92), two terms as Springville’s mayor, chair of the Board of Trustees at Utah Valley University, chair of the Utah Valley Chamber of Commerce, Envision Utah, the Utah State Board of Regents, board of directors for the Salt Lake Chamber of Commerce, and starting the Clyde Institute of Construction Management. Because he’s not likely to tell you about his awards, we will: In 1995, Wilford was the Utah Manufacturers Association “Businessman of the Year.” In 2000, Wilford was honored as a founding member of the UVU Wolverine Club and elected to the UVU Wolverine Hall of Fame. Then, in 2002, he received the Ernst and Young “Entrepreneur of the Year” award. In 2014, Wilford received BYU’s Jay S. Newitt Construction Management “Industry Professional Award” and was inducted into the Nebo School District Athletic Hall of Fame. Wilford was recently asked what his latest recognition, as the UAPA Hall of Fame Inductee for 2025, means to him. He said, “I feel very honored to receive this award from the UAPA and feel there are probably others more deserving than myself. I would like to thank all of those in our company who have dedicated their time and effort to the production and placement of asphalt. It is an important part of our business.” Since the start of his career, there have been many changes in the industry. From the use of computers and software to control all aspects of the business to the surveying of all sites and roadways being done by Global Satellites, Clyde Companies, under Wilford’s leadership, has shown an extraordinary ability to adapt, grow and prosper. When reflecting on his career, Wilford sees the most rewarding part as the interpersonal relationships he has developed with the people he’s met — the employees, vendors, customers and people in the community. “People is what it is all about,” he says. What matters most to Wilford’s loyal heart is his family and friends. He always appreciates the love and support of his brothers, sisters, their spouses and in-laws. He treasures his wife, Natalie Egbert Clyde; their four daughters and their spouses: Camille and Jeremy Hafen, Melia and Ty Peterson, Alison and Brandon Henrie, Katie and Tyson Perkes; as well as their grandchildren. In their spare time, the Clydes enjoy traveling, boating, fishing in Alaska, golfing and watching any sporting event, especially those involving their grandkids. Congratulations, Wilford, on a well-deserved induction into the UAPA Hall of Fame! Our expert HR Services and Payroll can help you focus on what’s really important … your employees. CALL US TODAY! 801-270-6851 wtapeo.com Need help managing employee benefits & payroll? 38
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