Jeremy Ranch Roundabout and Trail Design

Prior to reconstructing the I-80 interchange at Jeremy Ranch, the interchange’s on/off ramps experienced a high amount of congestion, which spilled over onto side streets and caused intersections on either side of the interchange to fail. To improve the level of service, the Utah Department of Transportation (UDOT) in conjunction with Summit County initiated a project to convert the existing diamond interchange on the Jeremy Ranch Frontage Road into a teardrop interchange and to replace the existing intersections on either side of I-80 with two large roundabouts. Lochner was responsible for the environmental categorical exclusion as well as the roadway and structural designs.

As part of the categorical exclusion, Lochner worked with the US Army Corps of Engineers to prepare wetland permitting required for the project. Impacts were mitigated through design by raising the roadway alignment and using barriers or steep slopes where necessary. Lochner also surveyed the project area for historic properties, consulted with Native American tribes, and found no important historic or cultural sites would be impacted by the project.

During the project’s design phase, Lochner provided initial and final designs for the new teardrop interchange alignments on I-80 and the surface streets, which involved reconfiguring the on/off ramps to tie into existing roads. Using MicroStation and InRoads 3D modeling, the Lochner team provided a realistic representation of the earthwork quantities needed for the project, which helped to provide more accurate contractor bids. Lochner also coordinated closely with Summit County on project aesthetics and developed the rough and final grading for the project’s roundabouts, allowing for future landscaping design.

Additionally, the Lochner team designed a multi-use trail on both sides of I-80 to connect the existing Rasmussen Trail on the northside to the existing Millennium Trail on the southside. This trail connection was part of a master plan to improve the area’s trail system through enhanced connectivity. The design for the trail connection included converting at-grade crossings to grade-separated crossings, which enhanced safety for trail users by eliminating vehicle conflict points. While the team considered multiple design options including pre-cast and cast-in-place box culvert designs, the team selected a final cast-in-place design as it was the most cost-effective alternative and required the least amount of future maintenance.