What are the planned project improvements?
UDOT will renew I-80 between 1300 East and 2300 East and I-215 between 3300 South and 4500 South. The pavement will be removed and replaced with new concrete in these road sections, and a new lane will be added to eastbound I-80 between 1300 East and 2300 East.
The project also includes:
- Demolition and reconstruction of the 1300 East and 1700 East bridges over I-80
- Demolition and reconstruction of the I-80 bridge over 2000 East
- Widening of the I-80 bridge over 2300 East to accommodate the new eastbound lane
This project is being done to replace aging pavement and bridges, reduce congestion, enhance safety and improve bike and pedestrian crossings.
What improvements are being made for bicyclists and pedestrians?
The new 1300 East bridge over I-80 will feature a 17-foot-wide multi-use trail, separated from traffic by a shoulder and concrete curb. The new 1700 East bridge over I-80 will include an 18-foot-wide multi-use trail, separated from traffic by a curb and an 8-foot bike lane.
The project team worked closely with Salt Lake City to make sure that active transportation improvements will be compatible with the City’s future reconstruction plans.
How long is this project going to take?
The project team is currently developing the final request for proposals (RFP) to go out to the design-build (see “design build project” below) contracting community in late 2020. A contractor will be selected in early 2021.
Because an additional lane will be added to the interstate, an environmental study (including a noise study) is required per federal environmental policy. The project team published a formal draft environmental document on Aug. 19, 2020. An online public hearing was held that day, and a public comment period followed from Aug. 19-31, 2020.
Construction is scheduled to begin in spring 2021 and last through late fall 2022. Click Here to view the schedule.
Why is an additional lane being added to eastbound I-80?
A fourth lane on I-80 between 1300 East and 2300 East is identified on the
Wasatch Front Regional Council (WFRC) Regional Transportation Plan to reduce congestion in this growing community. Eastbound I-80 needs to be widened to alleviate this congestion. While widening westbound I-80 is also on the WFRC Regional Transportation Plan, it is not needed today.
Will noise walls be added as part of the project?
In accordance with the UDOT Noise Abatement Policy, a noise study was initiated because the project is adding an additional lane to the interstate. The noise study looked at existing and future noise levels adjacent to the interstate (along the I-80 and I-215 project limits) and determined that analyzed noise walls do not meet the UDOT Noise Abatement Policy criteria. No new noise walls will be added to I-215 or I-80 as part of this project. UDOT will leave in place all existing noise walls unaffected by construction activities. The existing walls that will be impacted by construction activities will be replaced in kind, which means they will be replaced at the same height and length.
For more information about UDOT’s noise abatement policy, please visit these resources:
Why is concrete pavement being used instead of asphalt?
On interstates with a high volume of truck traffic, concrete is used because it lasts substantially longer than asphalt and is more cost-effective over the long term. Concrete pavement typically lasts about 40 years before needing a full replacement, compared to the 15-20-year lifespan of asphalt. Asphalt requires significant maintenance and resurfacings approximately every five years to reach the full 20-year lifespan. While concrete also requires additional maintenance and care, it is more infrequent, resulting in fewer future traffic impacts to the interstate and fewer costs associated with those interruptions.
Is asphalt quieter than concrete pavement?
Pavement type is one variable that research has identified as having an effect on highway noise. Other variables, including pavement age, condition and surface texture also influence noise levels. Existing research shows that asphalt pavement can be quieter than concrete pavement in some circumstances and at some points in the overall pavement lifecycle. However, the existing research also shows that the noise benefits of using asphalt pavement decrease with time as the condition of the asphalt pavement deteriorates.
We often see an improvement in noise levels when new pavement replaces aging pavement, regardless of the material used, and expect to see that in the case of this concrete reconstruction. New concrete is a significant improvement from old, worn-out pavement, and it will result in less noise and a smoother ride for drivers.
Will there be a concrete plant adjacent to I-215, as there have been on previous UDOT projects?
UDOT will not allow for a concrete batch plant within the project limits. The contractor, which will be selected in early 2021, will be responsible for identifying and securing property for this purpose if needed, and may work with a private property owner to lease the land.
Will widening eastbound I-80 impact private property or the Parley’s Trail?
The additional lane will be built entirely within UDOT’s existing operational right-of-way, with no impact to private property or the Parley’s Trail. There may be short-term trail closures, but there will be no reconfiguration or impacts to the trail.
What is a design-build project?
During a design-build process, a large portion of the design will happen along with construction, allowing UDOT and the contractor to include the most innovative and current construction solutions while ensuring a quality product.