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UDOT narrows US‑40/189 corridor options; two free‑flow alternatives advance to draft EIS
Summary
UDOT told the Daniel council on April 7 that updated travel‑demand modeling increased projected volumes and led staff to eliminate several alignment options. The project team advanced two grade‑separated 'free‑flow' alternatives into the draft environmental impact statement, which is expected this fall.
UDOT project staff presented the agency’s alternative‑screening report to the Daniel Town Council on April 7 and said updated travel‑demand modeling showed higher future traffic than earlier forecasts.
Craig Hancock, UDOT project manager, said a new version of the regional travel model raised traffic volumes on North US‑40 by roughly 30% in long‑range projections and pushed planners to create free‑flow (grade‑separated) versions of previously at‑grade alternatives. That prompted a re‑screening of earlier options: the team either folded or dropped alternatives that did not materially improve regional mobility but carried greater environmental or right‑of‑way impacts.
UDOT described that process as narrowing roughly eight modeled variants down to two alternatives (presented as Alternative A and Alternative B). Both advanced options are free‑flow, grade‑separated concepts intended to provide longer‑term regional capacity and reduce through‑traffic on Main Street; the alternatives differ mainly in alignment through the Northfields area and in tie‑ins to US‑189 and Southfield Road.
The team told the council it will carry the two alternatives forward in a draft environmental impact statement planned for release this fall. The draft EIS will compare travel times, levels of service, queue lengths, aquatic and cultural resource impacts, property‑acquisition needs, and other environmental metrics; UDOT said public comment on the DEIS will help shape a preferred alternative and that the Federal Highway Administration will make final routing and U.S.‑route designation decisions later in the process.
Local officials asked about likely changes to jurisdiction or speed limits if a bypass were designated; UDOT said such routing and jurisdictional transfers are not a decision for the EIS and would be handled later with the Federal Highway Administration and local jurisdictions. Councilmembers also asked whether the bypass alternatives might increase cut‑through traffic on 3000 South; UDOT said one alternative was expected to put more regional traffic on 3000 South and thus the other option may better address Daniel’s concerns.
UDOT staff encouraged continued local feedback and said they would raise council questions about local traffic‑calming options with their region traffic director and staff who handle road‑funding criteria.
