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Show PAGE 8 The Book Cliffs Road.. one more time and a review of the history of the road district , byJimStiles On September 14, the Bureau of Land Management released its Environmental Impact Statement on the proposed Book Gifts Highway, or, as die BLM calls it the "Ouray to Highway." The draft EIS considers the proposal by the Spedal Service Road Districts of Grand and Uintah Counties to construct a major federal highway over the Book Cliffs that would link Vernal to the north, with Moab in die south. The road districts maintain that the road is needed for two reason- s- to provide better access for oil and gas companies at work in the Book Cliffs, thereby generating increased production, revenues, and, eventually, a bigger tax base for the two counties. And secondly, to promote tourism between the two areas. With a promise by the Utah Department of Highways to eventually pave the road, the new highway would become part of the federal highway system, and would be designated US Highway 191. But after a two year study, die BLM has tentatively rejected the dan, calling instead for the paving of the existing dirt roads that already connect the two destination points. It argues that this would mitigate needs for access to the area for the energy industry without compromising concerns the BLM has for this rugged and remote part of the state. The BLM is now accepting comments on the EIS until December 10 and battle lines are already forming. It's going to get..interesting. long-await- ed 1--70 ' Origins of die Road District " . . r long time ago. Enter Steve Creamer of Creamer & Noble Engineering. Over the last decade, this firm, based in St George, has partidpated in the planning and engineering of a number of rural projects, Garfield County. Here in Grand County, the dream of induding the controversial Burr Trail in Cliffs had steadfastly dung to the minds of people like Jimmie Walker and a road over the Book Ollie Knutson for decades. In 1987, it occurred to the commissioners that someone like Steve Creamer just might be able to find a way to get the money they needed for the project David Knutson, Zimmerman and Walker spent some time with Creamer and his airplane, David Knutson described it in 1989, flying the various routes and discussing their options. As "Basically, we told him that if he could find the money for Grand County to do this project, he could do the engineering on it It wasn't any kind of binding project; Jt was more of a gentlemen's agreement..Whatever influence he has, that's when things really started happening. Mineral lease monies are coming to the counties in the form of roads, M. Two years because at the time, we felt that was the only way it could be justified." What Creamer had accomplished was this: The federal government receives royalties on oil. later-BOO- , Before even attempting to deal with the future of this road project, it's important to understand how we got here. The history of the Grand County Roads Special Service District should not be forgotten. In the fall of 1988, Grand County found itself embroiled in one of the most heated political debates in recent memory. Grand County Commissioners Jimmie Walker, Dutch Zimmerman, and David Knutson supported and gave their approval to the construction of a toxic waste incinerator near Cisco, 40 miles upriver from Moab. Opposition to the incinerator at public "silent meetings was overwhelming, but the commissioners insisted that the incinerator. the to to continued its backing majority" was not being heard, and give A citizens' group learned that, by collecting enough signatures cm a petition, they could force the issue to a vote, in the form of a referendum on the November ballot. Both Walker and Zimmerman were up for as well; because of the referendum, the campaign's focus was issue-the toxic waste incinerator. reduced to one It was a spirited battle, to say the leasL On election night, the silent majority failed to show up. The incinerator plan was defeated by more than a 2 to 1 margin. Walker and Zimmerman were soundly defeated as well. Many citizens of Grand County suggested that a New Day had dawned here, bringing with it, a new found environmental awareness and a movement away from the promotion of industries that could threaten the beauty of the canyon country and the health of the people who live here. The "winners" felt they deserved to bask a while in the sweet glow of victory. While the winners were basking, this story appeared in the Moab a few weeks after the election: ... one was really siliefrist what the road With not mudi more than that news story to go on, no became dear that the losers of the district's function and responsibilities were. But it soon At its early meetings in December 1988, new jobs. November election had just found themselves a salary was established for the new administrator, Jimmie Walker, as well as health and decision was made as to a specific retirement benefits. Minutes to the first meeting said, "No a in undertake." But, fad, specific project had been selected a project for the Roads District to Times-Independe- just nt, - THREE NAMED TO NEW COUNTY ROAD BOARD A transportation district that will receive thousands of dollars a year for road improvements, was created recently by the Grand County Commission. On Monday this week. Commissioners (Knutson, Walker, and Zimmerman ) formally appointed a governing board for the new district. Named to serve were Ollie Knutson, Robert Skumway, and John "Dutch" Zimmerman. "..that's ridiculous." are two comments from Sam Taylor and David Knutson. If their remarks are sincere and their facts are correct, why are we still discussing this road? Below SAM TAYLOR Chairman, UDOT Question: Can the counties build this road and bring it up to grade so that UDOT can pave it for $12 million? Sam: I would doubt it I would doubt it very much...There are millions of dollars between the preferred route which goes through a wilderness study area and the next alternative. Ten million dollars... When Grand and Uintah Counties appeared before our commission and made the pitch they made, we could see half of a problem evaporating through local initiative (building a highway and finding the funds to pay far it). Now, where do we get the money to pave it? I don't know. Question: Is it conceivable that even if this road is constructed by the counties, that it could sit for 10 or 15 years before UDOT deals with it? Sam: I don't think it's conceivable. I think it's an absolute certainty. Zephyr interview April 1992 ; DAVID KNUTSON Chairman, Grand County Commission Question: Would you proceed with construction of the Book Cliffs Highway by the counties if it looked like UDOT budget constraints would set bade paving of the road by a decade or more? Dave: I don't think it would be wise to do anything if we waited for ten years. If we're going to get it ready for paving and then wait ten years, that's ridiculous. If it looks like wef re going to thoae monies. run up against a waO, and it doesn't look like that now. I'd be ready to re-dire- ct - Zephyr interview October 1990 the road in Hay Canyon as it appears now gas, and coaL All that money goes to Washington, but half of it is later returned to the state. The State has a responsibility to see that those funds reach the counties that are impacted by energy development. But instead of disbursing the monies directly to the counties, it was placed in the General Fund. People like Jimmie Walker thought that was unfair. Creamer's job was to find a way to direct that money bade to the counties directly. In theory, it was a pretty sound idea; it protected small, rural counties from being caught and left out in the scramble for badly needed federal funding. It guaranteed a fair share of the pie. In 1988, thanks in great part to lobbying by Creamer cm behalf of the Utah Association of Counties (for which Creamer was paid $60,000), Utah passed legislation that allowed the creation of Spedal Service Districts breach county and allowed a percentage of mineral lease revenues (25 by 1992) to return directly to the counties via the SSIYs. But why couldn't the money go directly to the rounty government, instead of setting up these districts? Counties also receive PILT monies from the federal government (Payment inlfeu of tax), which in Grand County amounted to $320,000 in 1989. For some reason, the federal solidtors determined that the receipt of mineral lease money could jeopardize PILT payments to the counties. The Spedal Service Districts, which' operate autonomously from county government, allowed a conduit for this money to be received. The counties finally had found a way to get their hands on the mineral lease revenues; how were they going to spend it? As more Grand County residents took an interest in the road district, many wondered why the money had been earmarked for roads, and only roads. And with all tire pressing problems that this county faced,few could begin to comprehend the district's logic when it was learned that virtually all the revenues would go to build a road to 'V: VemaL . , At first, board members insisted that they had no choice but to use the money on roads. They claimed that the legislation required that the mineral lease revenues be used for the ' "maintenance, construction, and repair of roads. Period. But that is not how the legislation read. In addition to these functions, it was dear that the money could be used for other purposes as welL The debate raged locally for weeks, until June 17, 1989, when Mark Walsh of the Association of Counties spoke at a public meeting in Moab. He explained that while the intent of the law was that it should be used for roads, the legislature did not want to restrict counties if they felt the funds could be more wisely spent elsewhere. And, at the time, Walsh said die district could even be broadened in scope to accommodate other purposes, induding water, sewage, drainage; flood control, garbage, hospital, transportation, recreation, fire protection, and street lighting. The Road Board members and its administrator seemed genuinely surprised by Walsh's revelations and speculation grew as to whether the Service District would of the . T . scope expand ' its operation. Nothing It should have come as no surprise to anyone. On March 23, 1989, a Notice of Sclidbition had appeared in the llmesndeprendent in the legal notice section regarding the BookClifis Road. It was a solicitation to all interested engineers to submit a "Statement of Interest andQuaUflcations" pertaining to the road. The deadline was March 2Q.one week away. The Notice was an exerdse in futility according to Commissioner Knutson, who believes the decision had already been made. In 1989, he said, "I made my thoughts known to my dad (road . . |