The Utah Department of Transportation's $77 million Pioneer Crossing Redwood to Interstate 15 Improved project is adding roadway capacity and a flex-lane system along a 4.5-mi. stretch of State Route 145 in Lehi and Saratoga Springs.
W.W. Clyde is the contractor for the project, which began in summer 2025 and is scheduled for completion by the end of 2026. The project is designed to reduce rush-hour congestion on Pioneer Crossing, an important connection between the rapidly growing communities of Eagle Mountain and Saratoga Springs and Interstate 15.
The project is being constructed within the existing curb-to-curb roadway footprint, minimizing property acquisition. Crews are converting and upgrading existing shoulder pavement and portions of the center median to create additional travel lanes.
The centerpiece is a flex-lane system consisting of reversible lanes that will allow UDOT to adjust the number of lanes serving each direction based on daily traffic patterns and demand.
“If you've ever driven along Pioneer Crossing, you know how needed this project is,” UDOT Region Three Director Rob Clayton told Construction Equipment Guide. “Opening these lanes will make a noticeable difference and provide a more reliable commute for the thousands of people who rely on this road every day.”
The area is expected to nearly triple in population by 2050, increasing pressure on Pioneer Crossing and other regional transportation routes.
Adding Capacity
Utah Department of Transportation photo
UDOT opened a new lane in each direction on May 3, increasing the roadway's capacity by 50 percent. Three lanes are now open in each direction between Mill Pond Road and Riverside Drive.
The project also includes four travel lanes in each direction between Mill Pond Road and I-15, an additional westbound lane from Redwood Road to just west of Mountain View Corridor, a new traffic signal at Medical Drive and longer turn-lane pockets and additional turn lanes at existing intersections.
When fully operational, the flex-lane system is expected to accommodate traffic needs on Pioneer Crossing through approximately 2037. The new concrete pavement is designed for a service life of about 40 years.
W.W. Clyde Project Manager Cole Bigelow said maintaining traffic throughout construction has been an important part of the project.
The traffic management plan has relied on temporary lane and turn closures, traffic shifts, occasional full traffic stoppages for specific operations and a reduced speed limit of 40 mph in certain sections. Crews have also performed work from the shoulders while maintaining three lanes in each direction during daytime and peak travel periods.
The project team was able to open additional capacity about two months earlier than originally scheduled through close coordination among UDOT, designers, W.W. Clyde and subcontractors.
Construction Progress
Utah Department of Transportation photo
The project was delivered by UDOT Region Three's preconstruction staff, with Avenue Consultants serving as principal designer. Design and construction have involved utility conflicts and the challenges of working within a highly residential area.
Major work completed so far includes removal of the center median in fall 2025, storm drain and pavement work on the north side in spring 2026, construction and opening of a new lane in each direction in May and south-side storm drain and pavement work during summer 2026.
Current work includes installation of flex-lane signals between Redwood Road and Mill Pond Road, completion of additional lanes, installation of overhead flex-lane signals and signs and replacement of traffic signals and poles at intersections.
Crews also are completing roadway striping and integrating the flex-lane signals into the traffic-control system.
Work on the approximately 770-ft.-long Mill Pond Road bridge took place during the summer. The bridge carries three lanes in each direction on Pioneer Crossing and one lane in each direction on Mill Pond Road. Improvements included applying a protective layer to the bridge decks, replacing sidewalks, curbs and gutters and replacing sections of roadway pavement.
Through late 2026, crews are scheduled to perform utility relocation and turn-lane improvements at 2300 West, construct an additional westbound lane between Redwood Road and just west of Mountain View Corridor, install the new Medical Drive traffic signal and complete additional roadway improvements and restriping.
Crews began grinding the Pioneer Crossing pavement surface Aug. 30, 2026.
Drainage Improvements
Storm drain improvements have been another major component of the project.
According to UDOT, crews have installed more than 200 new storm drain inlets and miles of buried pipe. The work is intended to move water away from the roadway more quickly during rainstorms and snowmelt, reducing standing water and helping maintain tire traction.
The drainage work has required limited removal and replacement of existing concrete pavement, curbs and gutters. Crews also are installing pole foundations and wiring for future flex-lane signs and streetlights.
The project has included installation of 18- to 24-in. pipe, including reinforced concrete pipe, fuse-welded high-density polyethylene pipe and smooth, leak-resistant pipe. Electrical work has been performed concurrently with roadway construction.
Recycling Concrete
Utah Department of Transportation photo
The project's construction plan also has emphasized recycling material removed from the existing roadway.
Crews removed and crushed approximately 25,000 tons of concrete and reused the material as road base. According to UDOT, recycling the concrete reduced waste and the number of truck trips required to haul away old material and bring in new aggregate.
The agency estimates that using recycled concrete eliminated approximately 2,500 truck trips on Interstate 15.
A Metso LT1213S mobile crusher was used to process the concrete. Crews separated reinforcing steel from the concrete in the field or used magnets on the crusher to remove the steel.
A Cat 336 excavator equipped with a hydraulic hammer broke the concrete into smaller pieces before crushing.
Approximately 40,000 cu. yds. of material have been excavated during the project. The amount of new material required has been reduced through reuse of the crushed concrete.
Concrete, Roadway Work
Pioneer Crossing is constructed entirely of concrete. W.W. Clyde crews have worked on excavation, site preparation, drainage and concrete placement simultaneously to maintain the project schedule.
After the center median was removed, crews began storm drain improvements, utility work and concrete placement on the north side of the highway. Once that work was completed, crews shifted to the south side and repeated the process.
Existing concrete pavement has been repaired or replaced in selected areas. Existing shoulder pavement that is being converted to travel lanes has been retrofitted with dowel bars to strengthen the pavement.
Concrete medians also have been installed at some nonsignalized intersections to convert them to right-in/right-out intersections.
The roadway section is 30.5 in. deep and consists of 8.5 in. of Portland cement concrete pavement, 4 in. of ultra-thin bonded paving and 18 in. of granular borrow.
Bigelow said concrete foundations required up to 28 days to reach full cure, although most concrete achieved the necessary strength within seven days.
Equipment, Workforce
The project has required a broad range of construction equipment. W.W. Clyde crews have used Cat 325, 320, 314 and 306 excavators, with the Cat 314 equipped with a blade, as well as Cat 950 and 380 loaders.
Other equipment includes a Cat 289 skid steer with a Level Best blade, a Cat 279 skid steer and a roller screed for concrete placement.
Peak workforce levels have reached 60 to 70 W.W. Clyde and subcontractor employees on site.
The project management team includes supervisors Jes'se Ballow and Jim Bostick.
W.W. Clyde operates and maintains a large equipment fleet on the project. Bigelow said common wear-and-tear issues include loader cutting edges and tire sidewalls.
Loader cutting edges typically can be repaired in a couple of hours, while tire sidewall repairs can require approximately four hours. On-site mechanics handle many repairs, while Wheeler Machinery has assisted the project with Cat equipment rentals.
With major capacity improvements already open to traffic, W.W. Clyde is now focused on completing the flex-lane system, drainage and utility work, intersection improvements, pavement work and final striping.
