The corridor Herriman
The road that made the modern city, and how it actually drives
The Mountain View Corridor, as Herriman actually drives it
Seven miles of State Route 85 run inside the Herriman city line, and through this city it is not a freeway. It is two roads either side of a wide median with traffic signals at the cross streets, because Herriman has the frontage-road version of a corridor UDOT built in stages, with the ground down the middle reserved for future freeway lanes. Those lanes are planned but not yet built here. Here is the road as it is, junction by junction.
By Scott Buehler, Moving Utah
Updated October 2026
The short answer
Through Herriman, the Mountain View Corridor is not a freeway. It is State Route 85 running as two roads either side of a wide median, with traffic signals at the cross streets rather than interchanges, for about seven miles inside the city line. UDOT built the corridor in stages, and Herriman has the first-stage version: the outer roads opened in 2012, and the median between them is reserved ground where freeway lanes are meant to go later. Those lanes are planned but, through Herriman, not yet built, so the road for now is a wide signalized arterial that carries almost all of the city's eastbound traffic. At the southern end, Porter Rockwell Boulevard, a freeway section did open in December 2025 that carries the corridor on toward Lehi. The most useful thing to know before buying near it is which cross street a home actually uses, because a mountain range closes the west side and nearly everything leaves east.
Start here
Seven miles of freeway with the freeway part missing
Mountain View Corridor is signed as State Route 85, and about seven miles of it run inside the Herriman city line. Drive it expecting a freeway and you will be confused within a minute, because through this city it is not one. It is a pair of roads running either side of a wide median, with traffic signals at the cross streets, and the open ground in the middle is not landscaping. It is reserved for the freeway lanes.
That is the single most useful thing to understand about this road. UDOT built the corridor in stages on purpose: the outer roads first, along a right of way bought decades ahead of demand, so the freeway lanes could be added later in the middle without tearing up what already carried traffic. Herriman has the outer-road stage. Two miles between Rosecrest Drive and 12600 South opened in June 2012, and seven more miles from Porter Rockwell Boulevard to Old Bingham Highway opened that October.
More than a decade on, the median through Herriman is still open ground, and the freeway lanes are planned rather than built. After a review in late 2025, UDOT moved the freeway conversion of the stretch from Porter Rockwell Boulevard to Old Bingham Highway into design: two general-purpose lanes each way inside the existing median, 25 new bridges, and ramps onto the divided highway. As of 2026 that work had not broken ground. At the southern end, though, the corridor did gain freeway. A section opened in December 2025 that runs from Porter Rockwell Boulevard south to Lehi, in Utah County, and the Bluffdale page tells that part of the story.
The corridor by the numbers
7 miles
of SR-85 inside the Herriman line
2012
when the outer roads opened here
25 bridges
in the planned freeway conversion
21 miles
of shared-use path along the corridor
The junctions
Where the corridor lets you in, and where it lets you out
A city with a mountain range on one side has a limited number of ways east, and on the corridor those ways are cross streets rather than interchanges. Knowing which one serves which part of Herriman is the difference between a five-minute run and a fifteen-minute one, and it is not obvious from a map, because the junctions are spaced the way a freeway's are on a road that is not one yet.
| The cross street | What it serves | What it is on the ground |
|---|---|---|
| 11800 South | The northern edge of the city and the boundary with South Jordan | A signalized cross street, and the way toward Daybreak and the nearest rail platform |
| 12600 South, Herriman Boulevard | The middle of the city, the town hall side and the route west toward Butterfield Park | A signalized cross street and the busiest of the city's east-to-west feeds |
| 13400 South | The Towne Center side and the commercial ground the city has assembled | A signalized cross street, and the junction the retail development is built around |
| Rosecrest Road | The bench neighborhoods on the climb toward the reservoir | A signalized cross street on the higher, western side of the corridor |
| Academy Parkway and Real Vista Drive | The Real Academy campus and the stadium | Local access rather than a through route, and the reason match traffic behaves the way it does |
| Porter Rockwell Boulevard | The southern end, the connection east toward I-15 and the freeway south toward Lehi | A signalized junction and the southern limit of the planned freeway conversion |
This is the corridor as it drives in Herriman as of 2026. Every one of these junctions is set to change character if the freeway conversion is built, since that plan carries 25 new bridges, many of them at cross streets.
The consequence of that layout is worth naming plainly, because it is the thing residents notice and buyers do not. Herriman is bounded by a mountain range on the west, so effectively all of its traffic leaves eastward, and it leaves through a handful of signalized cross streets onto one arterial. When one of them is closed for works or an event, the alternatives are not equivalent. They are longer.
That is a structural feature of the geography rather than a planning failure, and it is exactly what the corridor was built to relieve. It is also why the freeway conversion matters more here than in a city with four ways out. Grade-separating those cross streets would remove the signals that currently meter the whole city's eastbound movement in the morning.
The plan
Three stages, and Herriman is living in the first
Read the corridor as three stages and the road makes sense. The first stage is the outer roads with signalized cross streets, the version Herriman drives now. The second stage is the freeway lanes, built inside the reserved median with grade-separated cross streets and ramps; UDOT has that stretch, from Porter Rockwell Boulevard to Old Bingham Highway, in design, and as of 2026 it had not broken ground. The third stage is the full long-range cross section, extra capacity beyond the first freeway lanes, which is a reservation rather than a funded project.
The reason to read those stages before buying near the corridor is not the finished road. It is the gap between the first stage and the second. Herriman's outer roads opened in 2012, when the city had recently counted about 21,785 people, and the freeway lanes those roads were built around are still planned rather than built, by a point when the city is roughly three times that size. A household that moved in during that gap has spent its whole time here on stage one.
That is not a criticism of the staging, which is a sensible way to build a road across ground that is filling in. It is a description of what the staging feels like from a driveway. The corridor as designed is a very good piece of infrastructure. The corridor as built, so far through Herriman, is a wide arterial with signals on it. Living in a city that tripled sets it alongside the rest of the catch-up this city is doing.
The three stages
A plan on paper is not a road on the ground. UDOT has the freeway conversion in design, and as of 2026 it had not started construction or set out how long the work would run. Anything you read that treats the freeway through Herriman as imminent is reading a plan as a delivery. Price what is on the ground and treat the rest as upside, which is the same advice these Herriman pages give about every unfinished thing in the city.
The other two thirds
It was never only a road, and the other parts are further behind
Mountain View Corridor was planned as three things at once: a highway, a transit line and a trail. The highway is here, without its freeway lanes yet. The trail is real and usable. The transit line is a reservation with no service on it, and that distinction matters a great deal to anybody buying here on the strength of a plan.
The trail is the part that exists. The Mountain View Corridor Trail is a shared-use path of about 21 miles running alongside SR-85 from SR-201 in West Valley City south to Porter Rockwell Boulevard at Redwood Road, passing through West Valley City, West Jordan, South Jordan, Riverton and Herriman. It is paved, it is flat by the standards of anything else in this city, and it is the one piece of the corridor package that arrived early rather than late. For a cyclist it is the north-to-south spine that the road itself is not yet.
The transit component is the part that does not. The corridor was planned to carry a fixed-guideway transitway of roughly 20 miles running from Herriman to Salt Lake City International Airport, and Herriman City says it is preserving a corridor through the city in case mass transit eventually reaches it. Preserving a corridor is a real and useful act of planning. It is not a service, it is not funded as a Herriman project, and nobody should buy an address here on the basis of a rail line that exists as reserved ground.
The honest way to hold those two facts together is this: the trail is a present-tense amenity you can use on a Saturday, and the transitway is a long-range intention. Both are legitimately part of what Mountain View Corridor is. Only one of them is part of what living beside it is like right now.
For the practical transit picture in Herriman today, including the bus route that serves the city and the nearest rail platform, the city guide is the right place to look. The Herriman city guide has the current arrangement.
Reserved ground is a planning achievement and a promise. It is not a timetable.
The last word
What the corridor means for an address beside it
The counterintuitive thing about buying near an unfinished freeway is that the finished version is often the quieter neighbor. A signalized arterial has stopping, starting, engine braking and acceleration at every junction, and it puts all of that into the streets nearest the intersections. A grade-separated freeway with a reserved median moves the same traffic at a steadier speed on a fixed alignment, and it is a known quantity rather than a changing one.
What sits between here and there is the construction, and it is the part to price. Two lanes each way inside a live median, 25 new bridges, and rebuilt cross streets, alongside the road that carries essentially all of this city's eastbound movement, is a multi-year condition rather than a summer of cones. Anybody looking at an address within a few streets of the corridor should be asking about that window rather than about the finished road.
The wider read is the one these Herriman pages keep arriving at. This is a city where the houses came first and the infrastructure is catching up in visible, dated stages, and the corridor is the largest and most legible example of it. Knowing which stage you are buying into is most of the work. Living in a city that tripled is where that question gets answered properly.
Before you offer
Four questions about a corridor address
- Which cross street the property actually uses, and whether that junction is in the planned freeway conversion.
- How far the front of the house is from the reserved median, because that is where the lanes would go.
- What a construction window would look like, given work that is planned but not yet under way.
- Whether the shared-use path is reachable on foot, because that part of the corridor already exists.
Scott Buehler
Moving Utah About Scott
Keep reading
More of Herriman on The Local
Things to do
The top 8, ranked
A sand beach on an irrigation pond, a shut canyon road, and an ice ribbon in December.
Read the guideThe reservoir
Blackridge Reservoir
A seven acre secondary water pond with a beach, a 15 dollar weekend and a permit street.
Read the guideThe canyon
Butterfield Canyon
A seasonal road to a 9,000 foot overlook, closed partway up by a washout.
Read the guideThe park
J. Lynn Crane Park
A splash pad from Memorial Day, an ice ribbon from 1 December, and two addresses.
Read the guideMoving here
Living in a city that tripled
What a street built in 2006 has that a street built in 2022 does not, and when.
Read the guideThe companion
Herriman, the whole picture
The reservoir, the canyon road, the corridor, the park and the growth, in one place.
Read the pageQuick answers
The corridor, answered
Not through Herriman. Here it is a pair of roads either side of a reserved median, with signalized cross streets rather than interchanges, because Herriman has the first stage of a corridor UDOT built in stages. The outer roads opened in 2012, two miles between Rosecrest Drive and 12600 South in June and seven more from Porter Rockwell Boulevard to Old Bingham Highway that October. The open ground down the middle is reserved for freeway lanes that, as of 2026, are planned but not built here.
There is no date to rely on. UDOT has the freeway conversion of the stretch from Porter Rockwell Boulevard in Herriman to Old Bingham Highway in West Jordan in design, with two general-purpose lanes each way inside the existing median, 25 new bridges and new ramps onto the divided highway. As of 2026 that work had not started construction, and no completion date had been set. At the southern end, a separate freeway section did open in December 2025, running from Porter Rockwell Boulevard toward Lehi.
About seven miles run inside the Herriman boundary, along the eastern side of the city. That is a large share of one city's road network to hand to a single state route, and it is the practical reason Herriman traffic behaves the way it does: with a mountain range closing the western side, nearly everything leaves eastward, through a handful of cross streets onto this one arterial.
They are cross streets rather than exits for now. From north to south the ones that matter are 11800 South at the South Jordan boundary, 12600 South at Herriman Boulevard through the middle of the city, 13400 South by the commercial ground on the Towne Center side, Rosecrest Road for the bench neighborhoods, Academy Parkway and Real Vista Drive for the stadium campus, and Porter Rockwell Boulevard at the southern end. All of them are set to change character if the freeway conversion is built.
Yes, and it is the part of the corridor package that arrived early rather than late. The Mountain View Corridor Trail is a shared-use path of about 21 miles running alongside SR-85 from SR-201 in West Valley City south to Porter Rockwell Boulevard at Redwood Road, through West Valley City, West Jordan, South Jordan, Riverton and Herriman. It is paved and flat, which makes it the north-to-south cycling spine that the road itself is not yet.
The corridor was planned as highway, transit and trail together, including a fixed-guideway transitway of roughly 20 miles from Herriman to Salt Lake City International Airport, and Herriman City says it is preserving a corridor through the city in case mass transit eventually reaches it. Preserving ground is a genuine planning act, not a service, a funded project or a timetable. Nobody should buy an address here on the strength of a transit line that currently exists as reserved land.
Between its big stages, the corridor gets incremental work: resurfacing of the original 2012 pavement, usually done overnight, and small junction improvements. The large job, the freeway conversion inside the median, was in design as of 2026 and had not started construction. For current lane closures, check UDOT before a trip rather than relying on any single date.
The counterintuitive answer is that the finished version is likely to be the quieter neighbor, because a grade-separated freeway on a fixed alignment moves traffic at a steadier speed than a signalized arterial that has vehicles stopping and accelerating at every junction. The condition to plan for is the middle: building two lanes each way inside a live median with 25 new bridges, beside the road carrying nearly all of this city's eastbound traffic, is a multi-year works period rather than a season of cones.
Because the right of way was bought long before the demand existed, and building the outer roads first lets the freeway lanes go into the reserved median later without tearing up what is already carrying traffic. It is a sensible way to build across ground that is filling in. The consequence for Herriman is a long gap between the outer roads opening in 2012 and the freeway lanes, which are still planned rather than built, a stretch longer than most households stay in one house.
One road out, and nearly everyone takes it
The corridor is the reason modern Herriman exists, and it is also the single largest variable in what an address here will feel like, from the cross street it uses to the construction window whenever the freeway lanes are built. That is a street-by-street question rather than a city one. Tell me which streets are on your list, and a Salt Lake County partner agent who knows this corner does the ground work while I stay on the homework and the financing side.
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