The corridor splits off from Interstate 15 (I-15) and U.S. Route 89 (US-89) along with the Legacy Parkway (SR-67) in Farmington and goes through the western confines of the Ogden–Clearfield metropolitan area before ending at an T-intersection with SR-193 in West Point.

[3] The highway begins at an interchange with I-15/US-89 and Legacy Parkway just south of Glovers Lane in Farmington, proceeding to the northwest as a four-lane freeway.

It swings to the north, following the shoreline of the Great Salt Lake, before turning northwest at an interchange with a proposed connection to Shepard Lane.

Farr West opposed any route coming close to the Weber County line, while Hooper residents would support a highway provided it would only carry local traffic.

[9] However, most of these disputes had been resolved by July of that year, when the committee was finally able to select a route through northern Davis and southern Weber counties.

[12] Possible connections between the proposed corridor (then referred to as Legacy North) and Legacy Parkway were identified in a 2007 UDOT study, which identified a preferred alignment beginning at a combined interchange with I-15/Legacy Parkway and roughly following the old Denver & Rio Grande Western Railroad alignment northward.

However, Farmington was unhappy with this result and commissioned its own study, which recommended waiting to adopt an alignment until a full environmental analysis could be conducted.

[14] To avoid legal battles similar to the Legacy Parkway controversies, UDOT reached out to environmental groups early on in the process.

[18] The draft environmental impact study was released in May 2013, outlining one proposed route that would begin at I-15 and Legacy Parkway in Centerville, proceeding generally northwest and north to 4100 West in Weber County.

A coalition of several groups including the Sierra Club, Great Salt Lake Audubon, and Utah Physicians for a Healthy Environment proposed a "shared solution" and distributed it to several top officials.

However, several concessions were made to environmental groups; in particular, UDOT agreed to use dark-sky lighting designs, ground-level construction, and noise-reducing pavement.

[24] The Federal Highway Administration and UDOT issued a final record of decision in September 2017, with property acquisition and design continuing through 2018 and 2019.

[27] By March 2023, completion had reached 70 percent, but the expected opening was pushed back to fall 2024, in part due to construction delays caused by the unusually snowy winter that year.

[28] Despite these delays, significant progress was made over the following spring and summer, and by September, UDOT hoped to have the highway open by the end of the year.