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| Mountain View Corridor | |
|---|---|
| Name | Mountain View Corridor |
| Type | State Route |
| Route number | 85? <-- remove if incorrect |
| Length mi | 35 |
| Established | 2010s |
| Direction a | South |
| Terminus a | Near Washington County |
| Direction b | North |
| Terminus b | Near Saratoga Springs |
| Counties | Utah County, Salt Lake County |
Mountain View Corridor
The Mountain View Corridor is a multi-modal transportation corridor serving the Wasatch Front, linking suburban communities in Utah County and Salt Lake County with metropolitan centers such as Provo, Orem, Lehi, Draper, and Salt Lake City. Planned and constructed in the 2010s and 2020s, it creates connections to major arteries including Interstate 15, U.S. Route 89, and State Route 85, while interfacing with transit services like Utah Transit Authority operations and regional freight lines such as Union Pacific Railroad. The project involves coordination among agencies including the Utah Department of Transportation, Wasatch Front Regional Council, and local governments in West Valley City and Riverton.
The corridor extends from southwestern Salt Lake County southward into northern Utah County, paralleling the base of the Oquirrh Mountains and the Stansbury Mountains in sections while providing access to communities such as Herriman, South Jordan, West Jordan, Taylorsville, and Syracuse. It connects with Bangerter Highway and intersects arterial routes including 3200 West, 5600 West, and 4000 West, offering parallel capacity to Interstate 15 and alternatives to U.S. Route 189 for regional travel toward Provo Bay and the Great Salt Lake. The corridor supports park-and-ride facilities linked to FrontRunner commuter service and bus rapid transit lines under Utah Transit Authority planning.
Initial planning traces to long-range studies by the Utah Department of Transportation and the Wasatch Front Regional Council responding to rapid growth in the Silicon Slopes area around Lehi and American Fork. Early environmental reviews referenced federal statutes administered by the Federal Highway Administration and involved consultations with U.S. Fish and Wildlife Service and Utah Division of Wildlife Resources. Funding debates involved Salt Lake County Council and Utah County Commission deliberations, voter actions on local option sales tax measures, and negotiations with state legislators including members of the Utah State Legislature and the Governor's Office. Public hearings drew participation from advocacy groups such as the Sierra Club and community organizations in Kearns and Magna.
Construction proceeded in phases coordinated by the Utah Department of Transportation with contractors including regional firms and national constructors experienced with projects connected to Interstate 215 upgrades. Phase I focused on southern segments with interchanges at Bangerter Highway and connections toward Santaquin; subsequent phases extended northward toward Saratoga Springs and interfaced with SR-73 alignments. Work included roadbed preparation adjacent to utilities managed by Rocky Mountain Power, Questar Gas operations now under Dominion Energy ownership, and fiber installations involving companies like CenturyLink and Comcast. Funding packages combined state transportation funds, local contributions, and federal grants from programs administered by the Federal Transit Administration and the U.S. Department of Transportation.
Design elements incorporate limited-access freeway segments, managed lanes enabled for express or tolled use, and separate bus or high-occupancy vehicle lanes integrated with Utah Transit Authority services. Engineering addressed seismic considerations from regional fault systems such as the Wasatch Fault, drainage tied to the Great Salt Lake watershed, and wetlands permitting administered through the U.S. Army Corps of Engineers. Interchanges were designed for compatibility with regional growth centers like Daybreak and Traverse Mountain; landscaping plans included native plantings to support species noted by the Utah Division of Wildlife Resources and mitigation for bird habitat affecting Great Salt Lake Shorelands Preserve interests.
Planners projected modal shifts from I-15 and local arterials; actual traffic counts monitored by UDOT and the Wasatch Front Regional Council showed peak-hour demand from commuters employed in Silicon Slopes tech firms such as those in Lehi and corporate campuses near Draper. Tolling strategies were evaluated alongside congestion pricing studies promoted by the Federal Highway Administration and debated in the Utah State Legislature. Some segments incorporated electronic tolling infrastructure compatible with regional transponders and integrated into billing systems used by entities like E-ZPass Group-partner platforms, subject to state statutory authority and local ordinances enacted by city councils in Herriman and Riverton.
Environmental impact statements addressed wetland crossings, air quality modeling in coordination with the Utah Department of Environmental Quality, and noise mitigation near residential areas in West Valley City and Taylorsville. Community outreach involved school districts such as the Jordan School District and Alpine School District, neighborhood associations in Kearns and Magna, and coordination with tribal interests where applicable. Economic development effects were studied relative to employment centers like Orem and Provo and to retail growth in nodes similar to City Creek Center and University Mall environs. Conservationists referenced wetlands protections under the Clean Water Act and species considerations noted by the U.S. Fish and Wildlife Service.
Long-range plans by the Wasatch Front Regional Council and Utah Department of Transportation include extensions, interchange upgrades, and integration with regional transit expansions such as FrontRunner extensions and bus rapid transit corridors serving Silicon Slopes employment zones. Coordination continues with county councils in Salt Lake County and Utah County and with municipalities including Saratoga Springs, Lehi, and Herriman. Proposed funding mechanisms have included transportation bonds, local option sales tax proposals placed before voters, and federal infrastructure programs overseen by the U.S. Department of Transportation.
Category:Transportation in Utah