• Minimize cost, maximize benefits
  • Schedule regular upkeep to prevent deterioration
  • Provide the best value at the lowest life cycle cost


Pavement Management—cost-effective treatments minimize cost while achieving the greatest long- term benefit
  • Pavement Optimization
  • Specific projects are recommended based on the available budget and the greatest benefit.
Pavement Tiers- Acknowledgment of the importance of different road classifications
  • Interstates
  • High-Volume (average annual daily traffic (AADT) > 1,000 and truck volume > 200)
  • Low-Volume (AADT) < 1,000)
Pavement distress surveys and modeling techniques are used to forecast future pavement condition

With this information, UDOT programs $230 million a year to maintain the overall condition of the state highway system, providing the greatest benefit at the lowest cost

Feature Focus

The End of Level 2 Roads: System-wide Proactive Preservation
In 2008, the Department recognized that there was not available funding to practice the “Good Roads Cost Less” philosophy of proactive preservation on the entire state highway road system. UDOT created a tiered preservation strategy for pavements. 
UDOT tiers identified interstates and high-volume roads as critical transportation assets. It was determined that low-volume roads (known as Level 2 Roads) would have limited dedicated funding. The condition of the interstate and high-volume roads has slowly improved while low-volume roads have demonstrated a trend of deterioration. 
During the 2015 General Session, legislators modified the method to determine the state fuel tax rate, resulting in a 4.9 cent/gallon gas tax increase. This increase will be dedicated to improving the condition of low-volume roads and bridges. The Department expects that during the next five years there will be a steady improvement in those roads. Our pavement management model forecasts that, combined with existing sources of revenue, the pavement condition of low-volume roads will slowly improve with the infusion of $40 million new funding resulting from the increased gas tax. 
(1,865 MI/ 4,410 SA)
$10+40M/Year Forecast
with H.B. 362 funds
(1865 MI/ 4,410 SA)
$10M/Year Forecast
without H.B. 362 funds
As a result of the 2015 4.9 cent gas tax increase, an additional $40 million will allow UDOT to apply its proactive preservation to all roads, improving the overall condition of the system and reversing the trend of deterioration among low-volume roads. 


(935 MI/ 7,235 SA)
$42M/Year Forecast
(3,080 MI/ 11,845 SA) 
$148M/Year Forecast
The Department model forecasts a steady condition for both the interstates system and for high-volume roads.
Crews remove and replace asphalt on S.R. 36 in Tooele.


• Invest strategically: Maintain this $5 billion asset by investing approximately $222.5 million specifically dedicated to structures during the next five years on a combination of structures preservation, rehabilitation and reconstruction projects. 
• Leverage funding from other programs and projects: Maximize value by anticipating and taking advantage of investments from capacity, chokepoint and pavement projects that can improve bridges and structures. 
• Extend the lifespans of aging bridges: Focus on preserving new structures to extend the design life of existing bridges and rehabilitating structures in fair condition to extend their service life and delay costly replacements.
Note: Performance measure graphs take into account specific funding for structures in addition to 
supplementary funding for work completed on structures within other programs, including capacity, 
chokepoint and pavement preservation. 
All structurally deficient state-owned bridges will be programmed during the 2016 STIP cycle for 
replacement or rehabilitation, but 20 percent of the state’s bridges have exceeded their design life. 
This number will increase to 30 percent during the next decade. 


National Highway System (NHS) State-Owned Non-NHS, and Locally Owned Federal Aid Structure conditions continue to improve.


Maintenance work has traditionally fallen into two categories: routine and reactive maintenance.
• Routine maintenance is work that can be planned based on trends and asset conditions. A few examples include: invasive weed spraying, mowing, sweeping and paint striping.
• Reactive maintenance activities are difficult to plan for but require quick response from maintenance crews. Some examples of these activities are: pothole patching, guardrail repair, attenuator repair and crash cleanup. 
Proactive preservation in a reactive realm: Apply the practice of proactive maintenance in routine maintenance work and seek opportunities in reactive efforts. 
Implement new performance measures: UDOT is implementing two new initiatives to structure spending around improved performance measures. 
The Maintenance Division is currently developing new performance measures to improve performance. In 2015, UDOT programmed $126 million in maintenance work. During the coming year, 80 percent of the budget will be subject to performance-model budgeting. 


The Central Maintenance Division’s maintenance management quality assurance (MMQA) program 
is used to identify performance of 16 specific state highway assets. These assets include pavement 
striping, litter and drainage features, as well as operational performance items such as snow and 
ice removal. 
These measures help the UDOT Maintenance Division identify their respective performance based on 
the current funding levels provided. The graph below represents some of our key measures for the 
2015 fiscal year.