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  • What are the planned project improvements?
    UDOT will improve I-80 between 1300 East and 2300 East and I-215 between 3300 South and 4500 South. The pavement will be replaced with new concrete throughout, and a new lane will be added to eastbound I-80 between 1300 East and 2300 East. Additional improvements will include: 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 Improvements to existing bike and pedestrian crossings at I-80 This project is being done to replace aging infrastructure, reduce congestion and enhance safety.
  • 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 a 14-foot-wide shared-use path on the west side, separated from traffic by a median and shoulder. The east side of the new bridge will feature a 6-foot sidewalk and a 6-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 will construction last?
    Construction is scheduled to begin as early as May 2021 and continue through late 2023. Click Here to view the schedule. Construction schedules are subject to change due to weather or equipment delays.
  • How is UDOT replacing the 1300 East bridge over I-80?
    Similar to the 1700 East bridge replacement, UDOT used an innovative construction method called Accelerated Bridge Construction (ABC) to replace the 1300 East bridge over I-80. The new bridge was built next to the existing bridge so drivers could access the 1300 East bridge during construction. When the new bridge was finished, crews demolished the existing 1300 East bridge and slid the new bridge into place.
  • What will the new 1300 East bridge over I-80 look like?
    The new bridge over 1300 East will feature a 17-foot-wide multi-use trail separated from traffic by a shoulder and concrete curb as well as other improvements. Click here for a graphic of the new 1300 East bridge. Fun fact: The new 1300 East bridge will weigh approximately 5 million pounds, which is about 13 times as heavy as a Boeing 747 airplane.
  • What can I expect driving through the lane shifts?
    Drivers can expect uneven pavement, including drainage grates in the travel lanes. Lanes will be narrowed to 11 feet, and shoulders will be narrowed to 2 feet. Emergency pullouts will be every half mile and will be 800 feet in length. Drivers should use caution in the work zone and follow the posted speed limit.
  • Who is the contractor for this project?
    Ralph L. Wadsworth Construction was awarded the contract for the I-80 & I-215 Renewed project.
  • What is the value of this project, and how is it being funded?
    The total value of the project is $146.5 million, and it is being funded through federal and state sources.
  • 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 any property be acquired to make room for the new eastbound I-80 lane?
    No, the new eastbound I-80 lane between 1300 East and 2300 East will be constructed within UDOT’s existing operational right-of-way and will not require property acquisitions.
  • 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: UDOT Noise Abatement Policy (May 2020) Understanding Traffic Noise Flowchart UDOT's Noise Wall Policy Explained
  • Where can I learn about the environmental study?
    The project team published a 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. The Final Environmental Document and the transcript of the public hearing live chat Q&A were published on Dec. 4, 2020. To review the documents or view the public hearing, please visit here.
  • 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.
  • How is this project different from the Parley’s Interchange Environmental Impact Statement (EIS) study?
    The Parley’s Interchange EIS study area is separate from the I-80 & I-215 Renewed construction project area, although both are located on the east bench of Salt Lake County. UDOT prepared the Parley’s Interchange EIS to evaluate the short- and long-term needs of the I-80/I-215 eastside interchange. The purpose of the study was to improve safety, reduce congestion, increase regional mobility and update the current design of the interchange. The I-80 & I-215 Renewed project area does not include the I-80/I-215 eastside interchange that the Parley’s Interchange EIS evaluated. For more information about the Parley’s Interchange EIS, contact UDOT Region Two at 801-975-4900.
  • What was the result of the Mill Creek Stream concrete spill?
    On July 29, 2021, between 2 and 5 cubic yards of concrete was spilled in Mill Creek Stream west of I-215. The spill increased the PH levels of the stream from west of I-215 to 700 East. UDOT, the Utah Department of Environmental Quality (DEQ) and Salt Lake County Health Department worked together to address the situation. The public was advised to stay out of the water and away from the stream. An environmental cleanup crew cleaned up a total of sixty 50-gallon bags of potentially contaminated materials. The Division of Wildlife Resources (DWR) reported that roughly 300 fish were killed in the incident, which were primarily collected upstream near 2300 East. Those quantities were known as of Aug. 2, 2021. After extensive cleanup efforts, the DEQ and Salt Lake County Health Department declared that the water quality issues in Mill Creek caused by the concrete spill were resolved by Aug. 2, 2021. The DEQ, DWR and Salt Lake County Health Department are investigating the incident and will share a report in the fall of 2021, after the investigation has concluded. When the report is available, it will be shared on this website.
  • 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.
  • How do I stay informed?
    Call the project team at 844-909-3278 (EAST), or send an email to to sign up for regular project updates and/or construction text alerts.


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