Guest post: Thank you, Andrew Johnson former employee of the UDOT Traffic Operation Center, for contributing this informative overview about how stormwater is managed. Great post! StormTrap provided the construction image below and information for this article.

How Stormwater Management Mitigates Flood Damage

With summer winding down, Utah’s flood control experts are indicating this year’s flood season may soon be coming to an end. That’s good news to hear, although officials will continue to monitor the snow pack on some of the highest elevations.

This is an example of stormwater infiltration, where a retention system recharges the water back into the soil as it filters the runoff.

At ground level, we all know rain travels down the gutter to disappear underground. To many, stormwater management is a term that doesn’t mean much, unless they’re seeing the consequences of heavy rain or increased melting snow.

During a storm, a number of things take place. In warmer months, rain will collect on roads and sidewalks, and be directed into gutters. In parking lots, as well as residential and commercial developments, the water will follow the grade of the pavement or landscaping, and be funneled into an underground basin.

There are two types of vessels commonly used: retention and detention basins. A retention basin takes the collected water and provides an infiltration surface to recharge the water into the soil. This limits the contaminants entering the ground below. A detention basin is similar, but simply collects the runoff and releases it in a controlled rate.

Utah certainly saw the destructive nature of water in action this year, especially during the spring and summer months of 2011. But how did the beehive state fare compared with 2010? Roland Steadham is the chief meteorologist for KTVX-TV, a television station based in Salt Lake City, and tells me that we pulled out of this year’s flood season fairly well thanks to mitigation and stormwater management. “Some may say that the state hydrologists and the media were ‘crying wolf’. This is a case where the wolf was there, we just put up a fence to keep him out.” That proverbial “fence” came in the form of sandbags, according to Steadham, but also the effective mitigation efforts of Utah’s emergency management plan. For any possible natural disaster, there’s a response plan in place, and part of that plan includes efforts to collect, detain and disperse water in a controlled manner. That’s stormwater management in action.

According to the Federal Emergency Management Agency, FEMA, flooding is the most frequent severe weather threat across the country, and 90% of America’s natural disasters involve flooding. One component of the Agency is The Flood Insurance and Mitigation Administration, designed to handle flood insurance, flood hazard mapping and floodplain management. By recognizing which areas of the state are prone to flooding, and effectively managing the geographic floodplains, mitigation takes place. But identifying needs is only a fraction of the complete mitigation effort. When designing Utah’s transportation systems, for example, civil engineers plan for the elements by incorporating specific materials into the pavement or concrete surface of the road, adjusting the grade, and collecting the rain and melting snow in an underground detention basin.

Cameras allow TOC operators and meteorologists to monitor roadways 24-7

The topography of the Wasatch Front poses a unique challenge for stormwater management. Since a majority of the population lives and works in the valley, collecting the water from melting snowpacks in the mountains, and releasing it in a controlled rate is key to preventing widespread flooding during the warmer months of the year. “…in one second, Little Cottonwood Creek at its peak transported approximately 60,000 pounds of water. Do the math; in one day one this creek transported over 5-Billion pounds of water. That’s a lot of wrecking balls,” Steadham points out.

Keeping the runoff away from the streets and highways is also important. That’s why many of Utah’s roads and freeways are equipped with cameras, which are monitored 24 hours a day, 7 days a week from the Traffic Operations Center. There’s also a staff of meteorologists at the TOC, who develop specialized forecasts for UDOT’s road maintenance crews and snowplow operators. If a band of heavy rain moves through a particular area, UDOT can pinpoint the location, monitor the road surfaces for standing water, and dispatch a crew to the site if needed.


UDOT has received a coveted national award for developing a cutting edge Geographic Information System based web application.

Frank Pisani, John Thomas, Jack Dangermond and Andrea Moser. Dangermond is the founder of the Environmental Systems Research Institute (Esri), and organization that focuses on developing web-GIS applications. Moser is a consultant with Bio-West, a environmental consulting firm. (See a list of team members below.)

UDOT has taken advantage of recent advances in web GIS and developed a user friendly, state of the art planning tool. uPlan, an online map that integrates data from many different sources, was recently recognized by Esri with a Special Achievement Award for as being in the top tier of web GIS applications in the United States. UDOT was one of only 100 to be recognized from a field of over 100,000 projects. “Getting this award indicates that UDOT is in-step with the world in employing the latest GIS technologies,” says John Thomas, Director of Planning at UDOT.

UDOT’s original goal was to build or find a data-sharing tool that could display information spatially. The project was started over four years ago after UDOT conducted an extensive review of available methods and tools. uPlan developers eventually combined two tools, the ArcGIS server and the Adobe Flex viewer.

Over the last two years, more data has been added and the application has been improved with customized widgets. The latest version includes live data from ePM, UDOT’s statewide online project tracking application. External agencies like planning organizations and utility companies have also contributed data. Soon, data owners will be able to upload data from a PC desktop.

The uPlan team was congratulated by UDOT Senior Team leaders in August 2011.

While providing access to data was the goal, better partnering has been an important outcome. “We are approaching the ability to display and eventually analyze nearly any type of business data,” says Thomas. uPlan encourages broad participation in the planning process by presenting data in an easy to  understand format and allowing and encouraging participants to bring their own information to the table.”

New advances in technology lets UDOT put information in the hands of many users where previously, only GIS analysts had access.  With about one hour of training, users can easily learn to “build a custom map in minutes,” says Thomas, by simply clicking boxes. And, data silos can be combined and viewed together to allow for better collaboration among agencies. For example, users can view future UDOT projects along with planned utility improvements to see potential conflicts. Automated functions within uPlan allow users to get detailed reports and fact sheets that pull and format data from different databases.

Congratulations, uPlan Development Team!

Frank Pisani, UDOT GIS Specialist

Tom Twedt, Bio-West, Consultant Project Manager

Andrea Moser, Bio-West, GIS Specialist/Technologist

April Brough, Bio-West, GIS Specialist

Stephen Lawe, RSG, System Architecture

Spencer Jenkins, AGRC, Governance

Bert Granberg, AGRC, GIS Specialist

Bryce Lovell, RSG, Developer

John Thomas, UDOT, Project Manager


Today’s post is second in a series about traffic signals. Missed the first post? See it here.

Did you know that the first traffic signal was invented in Salt Lake City?

The device looked like a bird house and was controlled by a police officer on the side of the road. Today’s signals are equipped with detectors, computerized timing and variable phases. And the signal controller is a computer or a live person watching from a Traffic Operations Center miles away.

A young man poses by Lester Wire's first traffic signal. (Used by permission, Utah State Historical Society, all rights reserved.)

Modern innovations have helped traffic engineers manage traffic flow and reduce delay. Still, there are a lot of factors to consider when it comes to achieving orderly progression from signal to signal:

Directional traffic volume – Most UDOT roads are not busy all the time. Very heavy traffic volume often occurs only during morning and evening commutes. The most efficient way to deal with high volume directional traffic is to provide more green light time for commuters.

For roads that are busy outside of the standard morning and evening commute, other solutions, such as a CFI, dual left turn lanes or a Thru-Turn may be a good option when signal timing alone won’t help. UDOT will implement Flex Lanes on 5400 South in Taylorsville this year. 5400 South experiences heavy traffic volume during the morning or evening commute with very little to no delay the rest of the time.

Traffic patterns change – A variety of detection devices are used to see traffic and adjust the signal phases to accommodate traffic flow. “Modern signals are capable of detecting vehicles and pedestrians and can change based on actual traffic demand,” says Luker. Devices are usually mounted on signal arms or buried under or in the pavement.

Sometimes, timing needs to be adjusted to fit current traffic patterns. Many people call UDOT to report signals that seem to need attention. “In the city, almost everyone encounters traffic signals on a daily basis. If signals are not operating correctly, it causes delay and frustration, and often minor, inexpensive improvements can have a big impact.”

Detection can help signals work efficiently, especially on major arterial streets. “By having detection, the signal may see that there are no cars at the intersection in a particular direction,” says Luker. During the next cycle, the green phase can be made longer. “This is more efficient overall, because green lights aren’t being wasted, but if you are on a minor street you’ll have to stop more often.”

Special event traffic – Sports events or concerts can cause delay on an otherwise efficient roadway. Fortunately, most such events happen outside of the rush hour on evenings or weekends. TOC signal operators can anticipate events, like college football games, adjust the signals to give more green light time at the start or end of the event. While the event traffic is occurring, signal operators can observe traffic and make real time adjustments to expedite traffic flow.

Dual right turn lanes on east bound 9000 South – road users who take I-15 to the game get some extra help getting through the intersection. During normal traffic, the dual lane designation is off.

At State Street and 9000 South in Sandy, just north of the Soccer Stadium, variable lanes allow dual right turns when needed.

Allowing for transit vehicles – Trax Lines in Salt Lake County and the BRT in West Valley City require traffic engineers to make adjustments to signals to make the transit vehicles move efficiently along with automobiles. Signals on transit corridors are often timed to give priority to transit so the fewest number of people possible are inconvenienced. When train cars or busses reach an intersection, the phase order is interrupted to allow the transit vehicle to progress through the signal. After the transit proceeds, the signal plays catch-up.

Moving more people

UDOT is working hard to reduce traffic delay by making the current system work more efficiently and by increasing capacity where appropriate. The goal when it comes to signal timing is to move more people, not just vehicles.  Individual drivers can also make choices that can help save time, use less energy and reduce traffic congestion. Visit the TravelWise website to investigate some effective strategies like trip-chaining and alternative work schedules.


This post is first in a two-part series about signal timing. Read the second part here.

If incoming calls and email to UDOT are any indication, signal timing seems to generate a lot of public concern.

Signals at Pioneer Crossing in American Fork, UDOT's first Diverging Diamond Intersection

“It takes forever for the light to change,” laments Kay, a road user who recently contacted UDOT. Kitty Wright, Customer Service Specialist at UDOT, gets several calls or email a day about signals. Many customers are concerned about long wait times. She directs calls and email to the UDOT Traffic Operation Center where experts address questions one by one.

Matthew Luker, a UDOT Signal Systems Engineer, provides answers. “We appreciate these calls because we can’t be everywhere all the time, and they help us to know of problems–and correct them sooner.” Kay, who spotted some unusual traffic delay, alerted traffic engineers to a malfunction that was addressed within a day.

While UDOT signal operators are continually watching traffic and adjusting signals to work more efficiently, drivers shouldn’t expect to always breeze through successive intersections – signal systems are just not that simple. Traffic engineers have a lot of factors to consider when programming signals so traffic can move efficiently and safely from signal to signal.

First, here are a few key definitions to understand:

Cycle – one complete rotation through all signal colors; from green back to green.

Phase – one segment of the cycle allowing a unique movement. For example, a green light with a protected left turn arrow with the same movement on the facing leg of the intersection is an example of one phase of a cycle.

Signal Detection – Modern signals include devices that have the ability to “see” traffic and change when needed. Signals that can change depending on traffic needs are called “actuated signals.”

Progression – the movement of traffic through a corridor from one signal to the next.

Here are some reasons why signal timing is complicated:

Multiple jurisdictions – Not all signals wear the UDOT label. Like roads, some intersections are owned and maintained by cities or counties. UDOT works closely with local municipalities to time signals so there is congruity among UDOT and municipal intersections in close proximity. Most recently, UDOT has worked closely with Salt Lake City to evaluate and re-time signals in the downtown area.  Drivers should see less delay on city streets as a result of recent adjustments.

Cycle length – For traffic to progress efficiently from one signal to the next, the cycle length of all signals on a corridor must be the same. Signal operators try to make the cycle length just right – not too short, not too long. A too-short cycle can create delay when the too few cars can pass through. Long cycles reduce traffic speed and can make progression sluggish.

Phases within each cycle can vary to adjust to directional traffic flow. For example, signals can be programmed to give more green light time for commuters, but that adjustment robs other phases of time. Motorists traveling in the opposite direction may have long wait times at red lights.

Proximity to other signals – The ideal spacing of signals depends on cycle length. For commonly used cycle lengths in Utah, signal spacing should be about every half-mile. Signals in metropolitan areas often need to be closer.

The signal space-time continuum can be breached when signals are too close – especially if the traffic volume is high – because vehicles can’t clear the signal and motorists can end up waiting through multiple cycles.

Pedestrians – Signals must allow adequate time for pedestrians to cross the street safely. In downtown Salt Lake City, streets are wide – about twice as wide as other cities – and the time it takes pedestrians to cross determines cycle length. Consequently, cycle length downtown is long to allow for pedestrians to cross.

Multiple phases – Because of heavy traffic in modern cities, signals need phases that accommodate traffic movements, especially left turns. Without protected left-turn phases, no one would be able to turn left on some busy city streets. But adding more phases, like protected left turns, “makes the cycle length longer,” explains Luker. “Without moving the signals farther apart, you don’t get good progression in both directions or the speed goes down to a point where it is too slow for most drivers.”

Check back Thursday to see more reasons why signal timing is complicated.


Teaching kids safe cycling rules was one common focus of the recent ROAD RESPECT Tour.

A princess learns to ride safely at a Road Respect bike rodeo

UDOT and the Department of Public Safety’s Highway Safety Office recently sponsored a cycling tour to spread the word about ROAD RESPECT, a new program to promote safe driving and cycling. Cyclists took breaks along the way to join local residents at rallies and stops. Teaching kids safety rules was a big part of many of those events.

Getting a proper fit

Children and teens ride bicycles at a higher rate than adults, according to an observational study completed by the Utah Department of Health. Unfortunately, young people make up the biggest percentage of cyclists hit by cars too. Teaching kids good riding habits can prevent injury and death among Utah’s most vulnerable cyclists.

Organizers of ROAD RESPECT events used a variety of activities to teach kids safe riding skills. In Salt Lake City, SLCPD conducted a bike rodeo at Sugar House Park. SLC residents can have an event of their own by contacting SLPD officers. The Utah Department of Public Safety, Highway Safety office also provides bike rodeos.

In addition to a rodeo, a skill-building course is a good way to help kids gain control on a bicycle. The one road respect event in featured a skills course that required kids to ride in figure 8 patterns, over bumps and lengthwise along a narrow board. The skills course was tough for some of the younger riders, but even the littlest ones showed improvement after a few tries.

Good riding skills were taught at a Road Respect event in Loa.

Family rides were a part of many Road Respect events and rallies. Riding as a family gives parents a chance to teach good safety habits by example.

If you are planning a summer event – like a family reunion or a block party – consider adding a cycling activity along with good food and fun. Teaching safety in a fun environment is a good way to show kids good cycling habits.

Bikes for Kids Utah

Utah Department of Health, Violence and Injury Prevention, Bicycle Safety

Central Utah Public Health Department, Bicycle Safety

Bike Provo




UDOT has a centralized system for handling inquiries.

Want to talk to a real person? Customer Service Specialist Kitty Wright answers calls and directs inquiries to the right employee, division or region.

You can use the system to get answers to questions about UDOT, including current and upcoming construction and how it will affect your commute, location of bike routes, planned maintenance projects, permits for special events, and policies and procedures. There are two easy ways to access the inquiry system:

  1. Call UDOT, 801-965-4000
  2. Visit the UDOT Website and click on “contact UDOT” at the top right of the home page

The UDOT inquiry system helps to ensure that your communication will be sent to the proper division and person — this could include the bicycle and pedestrian coordinator, a specific maintenance shed, the correct project manager or another staff member who oversees the area of your concern in a specific region.

Eveylyn Tuddenham, Bicycle Pedestrian Coordinator for UDOT fields many calls from cyclists. She recommends that callers use the centralized system because “decisions regarding upcoming projects, permits, road construction and maintenance operations are handled by the UDOT Regions, so it’s essential that the Regions know of any concerns that fall within their jurisdiction. Using the UDOT inquiry system will keep the Regions informed and allow them to respond directly to you. ”

Will construction on Bangerter Highway impact your commute?

The centralized system is designed to be customer friendly. “Because online email inquiries are logged and assigned a due date, using the system results in a timely response and allows UDOT to track your concerns on a departmental level,” says Tuddenham. “This is especially important if your inquiry involves a critical issue.  Phone calls and email that are not submitted through the online system are not formally tracked.”

For general information about bicycling in Utah, visit the UDOT Walking and Biking page. Tuddenham  is also available to discuss concerns and answer questions about UDOT policies, procedures and resources with respect to cycling and pedestrian concerns.  Contact Tuddenham at 801-964-4564, or .

Construction concerns

Dez Warner Regan, PIM for UDOT, talks to a business owner along a construction corridor in Ogden.

UDOT maintains a website for each construction project. For questions about a specific construction project, the most direct way to find answers is by visiting the project website. UDOT’s Know Where Know Why service has an interactive map that helps you locate projects all over the state. Project websites are loaded with good information such as maps and construction updates. Most project offer an email update service and a project information line.

All construction projects have a Public Information Manager who is responsible for updating the project website, returning phone calls as quickly as possible and sending out updates via email. Project PIMs visit businesses along the corridor also to answer questions face to face when necessary.

Studies and future projects

While construction is the most noticeable UDOT activity, citizens can get informed and involved in early planning, study and designing processes for future projects before any road work starts. The Projects, Studies and Future Plans page on the UDOT website has many links that lead to information about upcoming projects. UDOT seeks public input during many stages of the planning process. Be sure to get informed and comment on projects in your area.


UDOT recently earned an innovative management award for a road-widening project in West Valley City, Utah.

This photo shows the moveable concrete barrier, right, that adjusts traffic lanes to accommodate peak flow.

The American Association of Highway Transportation Officials presented UDOT with an award for innovative management as part of the annual American Transportation Awards.

Judges for the award come from across the nation and represent business leaders, police and other emergency workers and transportation experts from University Transportation Centers. Winners are chosen in three categories for each of the four regions across the United States.

Thirty-five hundred South, a busy commercial and east-west commuter route, was widened between 2700 West and Bangerter Highway to include three lanes of travel in both directions and two center dedicated lanes for Utah Transit Authoritie’s first Bus Rapid Transit line. West Valley City also sponsored aesthetic and utility improvements. Granite Construction Company was the construction contractor.

The project was completed 7 months ahead of schedule and $6 million under budget. Early completion also saved the public $2.3 million in road user and safety costs.

During construction, UDOT took great care to keep traffic moving as efficiently as possible. The project was the first to use a moveable barrier in an urban setting. Moveable barriers provide a safe work space and help maintain traffic during construction by keeping more lanes open in the peak travel direction.

UDOT also required that local citizens be kept informed about the construction progress. Langdon Group, UDOT’s public involvement contractor, assembled a Community Coordination Team, made up of bushiness and community representatives from West Valley City. Monthly meetings were held to keep the CCT informed about construction decisions and safety issues. CCT members in turn conveyed that information to other area businesses and community organizations.

According to Aaron M. Crim, Director of Public Relations for West Valley City, the newly widened roadway is already benefiting residents and businesses by providing less delay and an inviting corridor for customers and commuters. In a letter submitted to the award selection committee, Crim states that  “The widened road, buried utilities, sidewalks and landscaping have improved the corridor vastly,
and made it much friendlier to businesses, drivers and pedestrians; traffic flows freely and lights are timed optimally. Additionally, the new center-running Bus Rapid Transit lanes make the corridor ideal for mass transit.”


Each year during the month of July, UDOT seeks comments on the Draft Statewide Transportation Improvement Program, a proposed six year work plan of  projects. 

The Sam White Bridge, part of the I-15 CORE Project currently under construction in Utah County. The Bridge was built off-site and moved spring 2011.

The Draft STIP includes current and planned projects and lists funding sources for each project.  Maintenance projects are shown individually in the STIP under a single Program line Item. The Draft STIP can be found online or by going to locations listed in this STIP Public Notice. The Draft STIP will be finalized on October 1, 2011. 

The purpose of the STIP is to “let the public know how their tax money is spent,” explains Robert Pelly, UDOT STIP Coordinator. The STIP is maintained on a transparent and real time database and provides a critical tool for UDOT to interface with Federal Highway Administration officials.

Although few comments are usually received,  each comment is directed to the appropriate agency or UDOT region and all comments requiring response are answered as soon as possible. “All comments are valuable to somebody somewhere within UDOT,” says Pelly.

“We live in this cycle.”

More than just a list of projects, the STIP development process is a massive effort that requires coordination with the public, transportation agencies and local government officials to identify projects and funding.  The yearly STIP cycle is an “open dialog with the public so UDOT can understand what’s important when it comes to transportation.” Steps in the process include workshops, public comment and approval from UDOT Regions, the Utah Transportation Commission, FHWA, and the Federal Transit Administration.  An active STIP is always maintained concurrently with the Draft STIP under development.

UDOT “works as one entity” with Utah Metropolitan Planning Organizations during the STIP Cycle, says Pelly. MPO’s throughout the state maintain a Transportation Improvement Plan, or TIP, that lists planned and current transportation and transit projects.

Best Practice

UDOT’s STIP document was recently recognized as a “best practice” from the Federal Highway Administration for the careful and thorough way the STIP is presented. FHWA designates a best practice to provide examples for other states to follow.


UDOT places top priority on the safety of road users and construction workers on I-15 CORE and every other project.

A Salt Lake Tribune letter to the editor printed last week addresses the new I-15 CORE project work zone configuration that splits directional traffic around the work zone and asks about the safety of workers. The letter is a good sign – it shows that people are paying attention to the news about how the work zone has changed. Letting drivers know about changes is an important safety precaution.

The I-15 CORE project team has planned for this unusual traffic configuration for many months now, and even though the split is atypical, UDOT has made the work zone as safe as possible for workers and road users.

The Manual on Uniform Traffic Control Devices is the standard guidebook for temporary or permanent roadway features.

A work zone is a Temporary Traffic Control zone, according to the MUTCD, which states that “road user and worker safety and accessibility in TTC zones should be an integral and high-priority element of every project from planning through design and construction.”

Here are some ways I-15 CORE and other UDOT projects are planned and engineered for safety:

  • Before construction, traffic control plans are developed and given to all workers who have a safety role to play. The plan shows temporary features such as barriers and signs. Alternate routes are also identified. Comments, suggestions and changes are made until the final plan is agreed upon by all parties.
  • TTC zone features, such as signs, lane markings and barriers, must approximate permanent features as closely as possible. Many TTC zone elements are designed to give drivers visual cues that trigger an appropriate response – that way, driver expectancy is increased.
  • UDOT goes beyond the standards in the MUTCD by requiring signs with higher reflectivity, reflective flags on all temporary signs and adding high speed rated orange barrels in tapers (merging areas).
  • Adequate pre-warning signs are used to make road users aware of the change well ahead of the TTC zone.
  • Lane markings or other features that don’t apply to the TTC zone are covered or removed.
  • Work areas are separated from traffic by concrete barrier that is designed to withstand severe impact without failing. The shape of the barriers also redirect vehicles back into the traffic lanes.
  • TTC zones are inspected multiple times a day and once a night by trained professionals who are very familiar with MUTCD standards. During the inspection, features like damaged signs or worn pavement markings need are identified. Inspectors and other project workers also observe traffic behavior to assess how the TTC zone is working and changes are made if necessary.
  • UDOT encourages the voluntary use of TravelWise strategies that can significantly reduce traffic volume through the project corridor.
  • Good public relations practices are also stressed in the MUTCD. UDOT takes great care in identifying, notifying and updating all stakeholders, including commuters, emergency workers, business owners, employment centers and residents near the project. PR professionals use a variety of methods to update stakeholders, including contacting print and broadcast media, social media, project hotlines, videos like the one above, email up-dates and speaking face-to-face with groups or individuals.

Most crashes can be avoided

Most work zone crashes are caused by motorists who speed or drive distracted. Don’t put yourself, your passengers, other drivers or construction workers at risk by looking at construction activity, texting, eating or changing radio stations. Keep your attention on the roadway!

For more information about I-15 CORE or other UDOT projects in your area or on your commute, visit the customizable UDOT website.


A recently completed project in Sandy rebuilt 1300 East to accommodate pedestrians, equestrians, cyclists and motorists.

Let's get this party started! Celebrants gather at the Dimple Dell Crossing for the 1300 East project ribbon-cutting.

The ribbon-cutting party is over, but road users will be celebrating the reconstruction of 1300 East in Sandy for many years to come. The project exemplifies how Federal, State and local governments can partner to provide cost saving and safety features to improve area connectivity and enhance quality of life.

1300 East, the busiest north-south road in Sandy City, carries an estimated 45,000 trips per day.  Reducing traffic delay and idling and improving safety at intersections were major project objectives. These new features accomplish those worthy goals while providing new and improved amenities:

  • Cost efficient LED street lights provide more effective lighting while reducing energy consumption
  • New turn lanes at the lighted intersections help traffic move more efficiently and reduce idling
  • Sidewalks, trails and bicycle lanes give people more transportation and recreation options

Two crossing lets park users enjoy 680 acres of green space. (Click map to enlarge.)

A massive pedestrian tunnel at Dimple Dell Park opens the way to 680 acres of beautiful continuous green space.  Combined with the newly constructed bridge at 700 East, this crossing lets pedestrians, equestrians, motorists and cyclists move through the park from Bonneville Shoreline Trail on the east to the Sandy Civic Center on the west without having to cross a road.

The award winning crossing at Dimple Dell was was constructed using a massive 14’ x 14’ Megabox culvert.  The 13-piece precast tunnel was installed while keeping utilities lines intact and maintaining one lane of traffic in each direction.

The 1300 East project in Sandy is a prime example of how transportation projects enhance the quality of life for Utah citizens.

A crane lowers a section of the mega-box culvert.