Utah Lake Bridge Crossing
Project Description*
General
The Utah Lake crossing is a proposed new East-West connection in Utah County across the northern part of Utah Lake. The crossing extends from Redwood Rd (SR 68) north of Pelican Point on the west bank to 800N at Geneva Road on the east bank. The total connection is 7.6 miles long. The portion of the connection across the lake, approximately 5.8 miles, would be supported on bridge structure of approximately 150’ spans.
The crossing would be built in two phases, “Initial” and “Future”. The Initial phase consists of two lanes of barrier separated traffic, one Eastbound and one Westbound, and a multi-use pedestrian/bicycle lane. In the Future phase, another structure would be built adjacent to the initial structure. The median barrier would be removed from the initial structure, and the new geometry would allow three lanes of traffic in each direction. Both phases include generous shoulders for emergency pull-out. The Initial phase would include median barrier breaks for emergency turn-arounds.
The structure(s) would be at least 35’-0” clear above compromise elevation, which accommodates all sailboats currently on the lake. A center section of four spans would provide 50’-0” clearance accommodating all sailboats in the sport class.
Design
The bridge foundations will be supported on driven piles approximately 150’ long. Each structure, Initial and Future, would consist of a single concrete box supported by a single pier column at each bent line. The lake is known to contain active faults. The bridge will be designed to accommodate these faults in addition to other typical loads such as ice, wind, and temperature. The bridge is designed to be in-service after the design level earthquake, and is intended to last 100 years.
The crossing would be designed for 70 mph design speed; the posted speed limit would be determined. The crossing is designed geometrically and the bridge is designed structurally in accordance with the current UDOT standards.
Construction
Construction of the bridge foundations is anticipated to occur mainly from modular barges. Work trestles are anticipated near the banks to get heavy equipment down to the water. Water depth would be an important issue for barge construction. Precast cofferdams would be suspended in place from temporary support structures and serve as templates for the pile driving. After piles are driven, the cofferdams would be sealed and the piles would be cut to the correct elevation. Footing and pier construction can then continue in the dry.
The superstructure is an assembly of precast segments which are placed on an erection truss and then post-tensioned together. The erection truss is then moved or launched to the next span. It is anticipated that segments would be delivered by barge, but if water levels are low, superstructure segments can be delivered and assembled from the already constructed portion of the bridge.
It is anticipated that the barge work areas will be buoyed off for public protection. The Contractor’s construction activities would be contained within these buoyed areas.
Maintenance & Operation
The primary maintenance anticipated to occur on the crossing is snow removal and anti-icing operations. Anti-icing operations would most likely consist of application of sand and salt to the roadway portion of the crossing. Snow removal may be necessary depending on the size of the storm.
Street sweeping would occur to remove and contain contaminants that would otherwise enter the lake.
The bridge would not be stained or painted, thus requiring no finish maintenance. Graffiti removal may be necessary. The base of the piers may be coated with an anti-graffiti coating to make removal easier.
It’s likely at some point in the life of the structure that bearings and expansion joints would need to be replaced. The structure would be designed to allow these operations with minimal concrete removal/replacement. Lane closures and shifting of traffic are expected. Night closures may also occur, but the overall impact to traffic would be small.
Maintenance of the toll facilities, lighting, and signing would also be required, but these items represent a small portion of the total maintenance.
Electronic tolling is anticipated to be done through license plate recognition compatible with the system selected for I-15.
Emergencies
In the case of vehicular collision, enough width is provided to move traffic onto shoulders or otherwise around the scene. In the unlikely event that an entire direction is blocked, there is enough width to shift traffic through an emergency turn-around to the other side of the median barrier. In the future configuration, the likelihood of all three lanes and both shoulders being blocked is extremely small.
In the unlikely event that a vehicle containing hazardous material is involved in a collision on the bridge and those materials are spilled into the lake, EnviroCare, a local haz-mat response and remediation firm could be contracted to respond to the emergency and restore the lake to pre-accident conditions.
* The information in the Project Description was provided by the proponent. The Division of Forestry, Fire and State Lands makes no warranties on the veracity or accuracy of the statements.
Public Involvement
The public has opportunities to be a part of the decision process by becoming involved in public meetings, public hearings and providing input.
Next Public Meeting or Hearing: TBA
The Utah Division of Forestry, Fire and State Lands will hold a public meeting on the proposed six-mile bridge crossing Utah Lake extending roughly from just north of Pelican Point on the west side to 800 North in Orem. In order to give the public an opportunity to comment on the proposal, a public meeting will be held Wednesday, November 11, 2009 from 6:00 to 8:00 PM in the multi-purpose room at Saratoga Shores Elementary School, 1415 S. Parkside Drive, Saratoga Springs, Utah.