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Vol. III • No. 14
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I-15 Springville/Spanish Fork Interchange in Utah Advances By Irwin Rapoport CEG CORRESPONDENT
The Utah Department of Transportation’s (UDOT) $133 million, two-phase Interstate 15 Springville to Spanish Fork Interchange project will see phase 1 completed shortly, with a second phase set to start at the same time. Sunroc Construction & Materials secured the contract for the first phase ($16.4 million), and Wadsworth Brothers Construction will construct the second phase, which is expected to finish in the summer of 2026. The project is financed by state and federal funds. The project is constructing a new I-15 Interchange at 1600 S /2700 N and widening the road from Main Street in Spanish Fork to the Union Pacific Railroad (UPRR) Tintic Line in Springville, as well as installing a shared-use path on the north side of the widened road, building a bridge over the UPRR Sharp Line, erecting a noise wall and completing utility relocations east of the UPRR Tintic Line.
A Cat 966H wheel loader transfers material.
Staging areas flank an Interstate 15 overpass.
UDOT also will rename 1600 S 2700 N to Dry Creek Parkway to create continuity through the cities. “North of the new interchange is the interchange at 400 South and Springville, which gets a lot of traffic from the cities of Springville and Mapleton,” said Tryrell Edwards, district engineer for UDOT District 3. “There is no interchange that serves Mapleton very well. The interchange we are building provides more access to I-15, takes pressure off the existing one and connects I-15 to State Route 51.” Planning for the project began in 2017.
“The new interchange will be close to the U.S. 6 interchange and, in order to make this juncture work, we went through our interchange access request with the Federal Highway Administration and worked with them to develop a three-quarters interchange,” Edwards said. “We have northbound on and off ramps and, southbound, an off-ramp. Traffic that needs to exit southbound will use the U.S. 6 interchange.” Phase 1 work included the earthwork for the northbound and southbound on-ramps, which eliminated some local frontage roads, utility relocations and the relocation of some of the frontage roads. see INTERCHANGE page 7