UDOT representatives briefed the Transportation Coordinating Committee on major capacity projects across Regions 1 and 2, describing planned construction timelines, funding sources and program tools for local partners to track projects.

Kendall Drainie, UDOT Region 2 program manager, reviewed projects in the Salt Lake Valley including grade separations and interchange work on Bangerter Highway, a planned aux lane on I‑80 (Exit 99 to SR‑201), the Mountain View Corridor work toward Porter Rockwell, and a widening/realignment of SR‑111. Drainie said the set of Region 2 highway capacity projects represents roughly $2,459,000,000 of investment in the valley in the near term and noted the projects are overwhelmingly supported with state Transportation Investment Fund (TIF) dollars.

Drainie described schedules: Ninetieth South widening is expected to finish next year; multiple Bangerter interchange projects are expected to complete next fall; one SR‑36 aux-lane and widening project was in design with advertising planned for the spring and construction to start later in the summer.

Nathan Peterson, UDOT Region 1 deputy director, outlined northern projects including the I‑15 Farmington-to‑Salt Lake reconstruction—programmed at about $1,700,000,000—with environmental work complete and a target to begin construction in early 2027. Peterson also covered the 5600 South interchange (programmed about $360,000,000), SR‑108 phases (one phase programmed at $86,000,000 and a later phase at $123,000,000), the US‑89 reconstruction near Willard (out to bid, about $58,000,000), and the US‑89/I‑84 interchange replacement (programmed at $250,000,000) that the region expects to deliver in phases beginning later this decade.

Peterson offered procurement context in response to questions about bidders. He said the Prairie Trail project received five bidders; overall, Region 1 projects typically see about three to four bidders and the department’s estimates generally fall near the middle of contractor bids. He also noted costs can rise when projects remain on the program for many years and move from concept into detailed design.

Committee members discussed the regional significance of east–west mobility, commenting that Bangerter and other grade separations improve both north–south flow and critical east–west routes. Several members noted that large capacity projects are unlocking land for development—and that those development patterns can, in turn, shape travel demand and housing outcomes.

UDOT staff reminded members to use the STIP app to review programmed projects, schedules and funding for the five-year window; staff said longer-range projects appear in the regional unified transportation plan. Peterson and Drainie both answered jurisdictional questions about right-of-way acquisition timing and noted some projects remain dependent on property acquisitions and railroad negotiations.

Projects noted in the presentations and meeting materials (sample list)

- I-15 Farmington to Salt Lake reconstruction — ~$1,700,000,000 (environmental complete; design/delivery planning underway; construction target early 2027).
- Bangerter Highway overpass/interchange program — multiple interchanges; regional estimate cited in discussion as roughly $1.5 billion across projects.
- 5600 South interchange and widening to SR‑108 — ~$360,000,000 (programmed).
- SR‑108 phases: one phase ~$86,000,000 (under construction); next phase ~$123,000,000 (design/right of way).
- Mountain View Corridor and Porter Rockwell connection — construction phases continuing (Region 2/Utah County coordination).
- US‑89 reconstruction near Willard — ~$58,000,000 (out to bid).
- US‑89 / I‑84 interchange replacement (phase 1/2) — ~$250,000,000 (environmental complete; progressive design-build under consideration).
- Mountain Green interchange (Morgan County) — environmental work under way; programming for construction funding not yet assigned; $5,000,000 noted in environmental phase funding.

Committee members requested continued briefings on right-of-way schedules, railroad coordination and how transportation investment interacts with local housing development. Staff said projects have a range of implementation risks—some are largely funded and ready, while others remain contingent on right-of-way, utility relocation or additional programming.