Project Location: Davis County, Centerville to Syracuse

Project Start: April 2021

Project Completion: December 23, 2023

Key Project Team Members:

• Farmington Bay Constructors, a joint venture of Staker Parson Materials & Construction, A CRH Company; Ames Construction; and Wadsworth Brothers.
• Subcontractors:
  • • HNTB — Lead Design Firm
    • Cache Valley Electric — Electrical, Signal, Signs and ATMS Subcontractor
    • Comers Concrete — CIP Barrier Subcontractor
    • Harris Rebar — Reinforced Steel Fabricator and Installer
    • Harper Precast — Noise/Retaining Wall Supplier and Installer
    • Craghead Building Co. — Flatwork Subcontractor
    • Cell-Crete — Light Weight Cellular Concrete Supplier and Installer

Tons of Asphalt Placed: 433,203 Tons

Project Overview

West Davis is a new 16-mile, four-lane divided highway project that has finalized being constructed to help alleviate traffic west of the state’s major interstate highway. This $550 million Design Build Project included construction of a freeway-to-freeway interchange connecting WDC to I-15 & SR-67 (Legacy Parkway), construction of 5 grade-separated interchanges, and a 10-mile trail system throughout the project. The project also required the construction of 250,000 SF of retaining wall, 21 vehicular bridge structures, five pedestrian bridge structures, six pedestrian box structures, eight drainage/creek box structures and one vehicular box structure.

What Makes the Project Unique

One of the main unique points of this project was the use of over 7,000,000 tons of imported aggregate involved, along with 165,000LF of piping. Also, despite the impact of the global COVID-19 pandemic, major supply chain issues, inflated material costs, outside delays beyond our control and record-breaking winter conditions, we were able to achieve a completion date six months earlier than the advertised completion date.

Thanks to the impact of a high resilient modulus UTBC, we were able to reduce the shoulders’ pavement thickness significantly compared to the travel lanes, which led to a reduction in materials and cost. During this review, it was determined that eliminating the granular borrow, introducing a geogrid and adding a little depth in UTBC allowed for further reduction in asphalt thickness in the travel lanes from what was originally designed.

Through partnering with the owner, we also had the opportunity to substitute a 76-34 highly polymer-modified mix in lieu of performing a crack-and-seat process on the existing I-15 concrete surface. By using the highly modified mix, it reduced the impact on users of I-15 and provided an opportunity for the customer to assess the reflective crack resistance of the mix. The 76-34 was overlaid on the existing PCCP on both North and South bound I-15 for an estimated one mile. In some areas, it was laid in a companion pass to 64-34, which will provide additional opportunity to mix performance.