Building Blocks

The use of geofoam blocks played a key role in the overall success
of the 16-mile long, $750 million West Davis Highway.
By Reuben Wright

Crews working on bridge sections of the project did the majority of heavy-lifting—as seen with these giant cranes lifting heavy girders—during the wee hours of the night, part of UDOT’s expectations of keeping traffic moving by limiting road closures. (night photos by Kjell Gerber, BuildWitt)

Innovation remains a calling card for the Utah Department of Transportation (UDOT) on its major highway projects, with the recent completion of the mammoth $750 million design-build West Davis Highway (WDH) project utilizing geofoam blocks to combat challenging soil conditions and provide a solid foundation on one of the major ramps.


Comprised of expanded polystyrene, the use of EPS geofoam blocks in construction originated more than 50 years ago in Norway and was used significantly in Utah on the Interstate 15 Reconstruction from 1997-2001, which coincided with the International Geofoam Conference being held in Salt Lake City in 2001.

UDOT has implemented geofoam on various projects since then, including the 1100 South bridge over I-15 in Brigham City and the 5600 West bridge near 700 South in Salt Lake City.


"Sometimes there are unique challenges on our projects, and they require innovative solutions," said Corey Nelson, UDOT Project Manager on WDH. "Geofoam is another tool in our toolbox to efficiently build the roads, trails and bridges we all need to get where we want to go."


Nelson said approximately 3,000 geofoam blocks were used to build the ramp that connects West Davis Highway with southbound I-15 in Farmington. These blocks are considerably lighter than dirt, allowing crews to build the new ramp in close proximity to I-15 as well as the Union Pacific Railroad (UPRR) and Utah Transit Authority (UTA) tracks without concern of additional shifting or settlement.


Each block weighs about 200 pounds and measures 4 ft. by 5 ft. by 9 ft. The blocks were brought to the construction site and then either placed as-is or cut to fit as needed. Once all the blocks are in place, a concrete slab is poured on top to evenly distribute the load of the ramp pavement and traffic, and concrete walls are installed along the sides.



"The geofoam blocks helped [solve] potential issues that would have resulted from a large [tall] fill embankment being built next to a very sensitive rail corridor," said Jared Hobbs, Deputy Project Manager for Ogden-based Staker Parson Materials & Construction. "The lightweight fill helped alleviate settlement concerns and met the needs of a zero-settlement tolerance for the UPRR/UTA rail facilities."

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Giant EPS geofoam blocks played a key role on the construction of this bridge ramp that connects West Davis Highway to Southbound I-15. Aerial view of the massive bridge structure, one of the true highlights of this $750 million project. (photo by Bobby Gibson; courtesy UDOT)

Three-firm JV Offers Great Depth and Unique Skillsets

Spanning six Davis County cities and constructed by the three-way joint venture of three prominent general contractors known as Farmington Bay Contractors (FBC)—Ames Construction, Wadsworth Brothers Construction, and Staker Parson—the project benefitted from having a deep pool of resources and specific expertise from each company.


Ames served as managing partner, and its self-performed work included primarily mass earthwork, retaining wall and drainage work, as well as some structural support. Wadsworth Brothers was tasked with constructing the 15 bridges and 15 box culverts on the project. Staker Parson provided earthwork, drainage, wet utility installation/relocation, aggregate base placement, and asphalt paving.


"Each partner brought unique abilities and resources to the team that complimented each other very well," said Hobbs.


Nelson added that a JV with three firms allows the team to share in the ownership, risks and returns of each project and is considered a more responsible and productive way to tackle a project the size of West Davis Highway. He praised the FBC team's ability to "work seamlessly together and deliver the project early. In this unified effort, each company shared in the overall scope of work."


West Davis Highway is a new 16-mile, 4-lane divided highway that serves primarily the west side of Davis County. The first phase of construction connects to I-15 and Legacy Parkway at approximately Glovers Lane in Farmington and extends west and north, terminating at 4500 West and the future extension of S.R. 193 in West Point. It is expected to reduce traffic delays by more than 30% on local roads west of I-15 in the county.


The project also includes over 14 miles of new trail and trail connections to create a consolidated trail system connecting Emigration Trail to Legacy Parkway Trail. The project also preserved 1,100 acres of wetlands near the Great Salt Lake to help safeguard the environment.


Former UDOT Project Director Rex Harris praised the FBC team for its cohesiveness and for its research during the pursuit of the project. Harris said FBC found out that the first four miles of the project had excessively soft soils, so the team did a test fill area that sat for 8 months before the project bid. It gave the team solid data about how the soil would behave and helped shape a forward-thinking design and construction schedule. FBC was able to lower overall risk and be more confident with its cost estimate.   


"Farmington Bay Contractors [shares] UDOT's commitment to enhancing quality of life by keeping Utah moving," Harris said at the time the contract was awarded. "Their proposal provided the best value through innovation, safety, quality, and reduced impacts to local communities—at a very competitive cost."   



Material Shortages, Labor and Tight Schedule Among Top Project Challenges

Like countless other construction projects around the state, supply shortages were a recurring challenge on this 30-month project. These shortages, particularly with materials like concrete, required strategic scheduling of deliveries, helped FBC to minimize schedule impact and ensure consistent material supplies.


Consistently staffing a project of this size required a sizeable workforce. Despite severe labor challenges, FBC prioritized tasks based on their importance. By strategically allocating resources and focusing on essential aspects of the project first, FBC ensured key milestones were met. FBC's strategic approach helped optimize productivity within the constraints of available resources.


The team was also able to meet the strict project schedule by successfully handling issues such as the settling of surcharge dirt, third-party utility work, a brutal winter season, and material shortages. When aspects of the schedule went beyond its control, FBC shifted focus to other tasks that could be completed in parallel and minimized the impact of delays on the overall schedule.


One of the key decisions of the entire project was determining whether to temporarily close a major arterial road in Syracuse or employ a hefty traffic management plan that would ultimately cause a longer schedule. Through extensive collaboration with the city, local emergency services, and proactive communication with stakeholders well in advance, the team garnered support for a two-month closure by emphasizing its potential to expedite the project. Remarkably, the closure progressed smoothly, with minimal complaints from the community.


Clear communication enabled residents to navigate alternative routes effectively, and the effort propelled the project significantly ahead of schedule.

Another significant challenge was moving and hoisting precast concrete and steel beams exceeding 200 ft. in length. Careful coordination was required for their placement between dozens of organizations—from orchestrating travel arrangements for the beams to scheduling road closures, the process was complex and intense. Detailed erection plans, some spanning 200+ pages, showed the intricacy of the undertaking. Critical areas such as I-15 in Farmington and Antelope Drive in Syracuse necessitated extensive planning. Transporting and erecting the beams required Utah Highway Patrol escorts and specialized semi-trucks, with only two trucks available statewide.


According to Dustin Belnap, Project Superintendent for WBC, the giant I-15 structure is an eight-span bridge with approximately 1.25 miles of total girder length, clocking in at a mind-boggling four million pounds. It spans over I-15 in both directions, over the UTA and UPRR tracks, under high-voltage power lines, and over both directions of Legacy Highway, allowing northbound I-15 traffic to access the West Davis Corridor.


The erection process took months of planning between Farmington Bay Constructors, UDOT, UPRR and Rocky Mountain Power all working together in a highly collaborative process. The duration of erecting the steel took approximately four months to complete using nighttime lane closures and weekends, to ensure that traffic, as well as trains, kept moving as much as possible during the process.


Asphalt paving crews performed admirably, given that they placed over 433,000 tons of material, a special performance-grade asphalt that includes additional polymers for added durability. The highway also had a 1.5-in. layer of SMA (stone matrix asphalt) placed on top. Crews also placed more than 71,000 cu. ft. of curb and gutter, 162,000 LF of pipe, 267 bridge supports, 246,000 LF of fence, 281 new lights, and over 1,100 new signs.


Hobbs said one unique aspect of the paving process was that the pavement section had a lot of variance in the final design, with it based on projected traffic counts of future roadway use. For example, at different longitudinal sections where anticipated traffic counts are less than other sections, that section was thinned (or thickened) to handle the future demand. Another example is ramps and outside shoulders having different pavement sections than the two mainline general-purpose lanes. In all, crews placed 330,000 tons of granular borrow (subbase), 850,000 tons of untreated base course, and 430,000 tons of asphalt mix material.


In future phasing, the highway will extend to 1800 North in West Point, with long range plans for it to possibly extend further into West Haven and Hooper, ultimately connecting back to I-15.


Grade-separated interchanges were constructed at Legacy/I-15 (Farmington), 950 North (Farmington), 200 North (Kaysville), 2700 West (Layton), 2000 West (Syracuse), and Antelope Drive (Syracuse).



"It goes without saying that any successful project can be attributed to a team of individuals working together towards common goals," Hobbs concluded, offering praise to all firms who contributed to this mighty effort, including UDOT Region 1, Salt Lake-based HDR and Pleasant Grove-based Horrocks Engineers (program management), Midvale-based Raba Kistner (QA/QC), many key subcontractors and other third-party representatives.


West Davis Highway

Location: Davis County (Centerville, Farmington, Kaysville, Layton, Syracuse, West Point)

Cost: $750 Million

Start/Completion: May 2021/January 2024

Delivery Method: Design-Build

Length: 16 miles

Surface: Asphalt

No. of Bridges:  15


Project Team

Owner: Utah Department of Transportation

Owner's Rep: Corey Nelson (PM)

 

Design Team

Program Management Team: HDR; Horrocks Engineers

Design: HNTB; FBC

 

Construction Team

General Contractor: Farmington Bay Contactors (FBC)—JV of Ames Construction; Wadsworth Brothers Construction; Staker Parson Materials & Construction

Earthwork: FBC (Ames; Staker Parson)

Retaining Walls: FBC (Ames)

Bridges/Box Culverts: FBC (Wadsworth Brothers)

Paving: FBC (Staker Parson)

Steel/Rebar: Utah Pacific; Harris Rebar

Subcontractors/Role: Cache Valley Electric (ATMS/Electrical/Signal; Gateway (Painting); Restruction Corp (Polymer); Craghead (Curb Gutter/Sidewalk; Harper Precast (Noise Walls); Comers (Concrete Barrier and Coping); RECO (MSE Walls Fabrication); CellCrete




Q&A with Nathan Goodrich

By UC&D • August 1, 2025
Nathan Goodrich

100 Years & Five Generations

By Brad Fullmer • August 1, 2025
Paul founded Paulsen Construction in 1925 after immigrating from Norway 16 years prior. Sprague Library in Sugar House was originally built by Paul, and then restored nearly 100 years later, led by current President John Paulsen.

State of Industry; State of Progress

By Utah C&D • August 1, 2025
West Valley City Veteran’s Memorial Expansion Owner: West Valley City Architect: EDA Architects GC: Okland Construction Estimated Completion Date: September 2025

Showroom Showstopper

By Taylor Larsen • August 1, 2025
Commercial office is not dead. The market is alive and well, according to the design pros at HB Workplaces team. Their new office and showroom in Draper, and what it has done for employees and clients, is a case in point. All it took was a change in scenery. Transitioning from the B'Nai Israel Temple, built in 1890, to a new space was a welcome change for the team. "I just remember working between 2015 and 2020, and it was just," Keilian Meyer trailed off as he described the former office, a historic religious building converted into an office and showroom in 1987. Minimal natural lighting, rooms and layouts misaligned for team needs—their space wasn't bringing out anyone's best work. Meyer, Marketing Director for HB Workplaces, said going to work didn't engender a sense of engagement. "It was kind of punch in and punch out." But everything coalesced with their move. "The timing aligned perfectly," Meyer said of the June 2024 move and their rebrand from the year before from Henriksen/Butler to HB Workplaces. Dual Purposes Come to Life It aligned with every real estate broker's favorite word: location. Planting the HB Workplaces flag in the award-winning Baltic Pointe made perfect sense, especially with its epicenter locale between the booming economies of Salt Lake and Utah counties. HB Workplaces CEO Dave Colling summed it all up succinctly: "Our new headquarters is not just another building; it's a statement of our appreciation and stewardship of design, built upon decades-long heritage of our own, along with MillerKnoll, underscoring our commitment to excellence." The mass timber ceilings in HB Workplaces' first-floor office in Baltic Pointe—the first of their kind for a commercial building in Utah—are part of that commitment. Everything seems warmer, healthier, and better under the all-lumber ceiling. "We've always been drawn to inspiring architecture, and the natural warmth and intentionality of this structure made it a natural fit," said Meyer. HB Workplaces sought to make their mass timber home a showpiece for the beautiful and wide-ranging possibilities of today's commercial interiors, serving as an office for the HB Workplaces team and a showroom for interior designers and architects looking to envision their next project. That dual nature comes through perfectly across the space, with the showroom piece especially highlighted in the "Living Room" and its 382 SF of mid-century modern glory. The unforgettable Eames Lounge chair catches the eye, but closer inspection reveals some nods to the B'Nai Israel Temple's stained glass windows and other homages to the deep histories of the Herman Miller and Knoll brands. The room's mid-century-style lounge chairs, couches, ottomans, and side tables—all MillerKnoll line, of course—combine with gentle lighting to create the perfect spot for hosting. Brit Badger, HB Workplaces' VP of Client Development, explained how the Living Room is ideal for getting to know their design partners and clients, especially for a first meeting. "It's not all the same seating everywhere, like it would be at a conference room," she explained of how the varied seating choices—the Nelson Coconut Lounge Chair is often first dibs—help to create a relaxed and comfortable environment. "It's cool to see who chooses what. It's a fun way to start."

ASCE 2025 Report Card For Utah

By Brad Fullmer • August 1, 2025
Bragging about a “C+” might seem gauche, but Utah is one of only four states to earn that high a grade, according to the May 28 release by the Utah Section of the American Society of Civil Engineers (ASCE) of the 2025 Report Card for Utah’s Infrastructure. The cumulative “C+” for the Beehive State is the highest mark ever given by ASCE to any individual state—the report card itself spans 12 categories of infrastructure and is virtually unchanged from 2020 (ASCE issues report cards every four years). Utah's grade is also one step higher than the national infrastructure average grade of “C” in the ASCE 2025 Report Card for America’s Infrastructure, which dropped in March. Roads (B+) and Bridges (B) remain the stars of the class, as the Utah Department of Transportation (UDOT) continues to receive consistent state funding in furthering its aggressive program of building new projects to meet ongoing demand, while diligently maintaining existing infrastructure. “Our transit and transportation are doing fabulous," said Anna Lisonbee, President of ASCE Utah and an Engineer-in-Training at South Jordan-based Hansen, Allen & Luce. “UDOT and UTA are lauded as some of the most efficient [organizations] nationwide, so we’re doing very well in that category.” Aviation infrastructure was the only category to see a grade increase—somewhat predictable given the sheer amount of capital investment made over the past decade at Salt Lake International Airport, Provo Airport, and other regional airports statewide. Three categories—bridges, s tormwater, and transit—saw grade decreases. The remaining eight categories held steady from 2020. "Utah is one of the fastest-growing states in the country, and state leaders have taken steps to ensure the reliability of infrastructure systems as more people move here to enjoy Utah's thriving communities, amazing outdoors, and high quality of life," said Craig Friant, Utah Civil Practice Lead for South Jordan-based Wilson & Company and Chair of the 2025 Report Card for Utah's Infrastructure. Utah grades per category: Roads: B+ Bridges: B Drinking Water, Solid Waste, Transit: B- Aviation, Dams, Hazardous Waste: C+ Stormwater, Wastewater: C Canals: D+ Levees: D-

Toward The Promised Land

By Taylor Larsen • August 1, 2025
"What gets you out of Egypt doesn't take you to the promised land." The quote, as I first heard it, came from Ron Dunn, Founder of Salt Lake structural engineering firm Dunn Associates. While he was talking about the differences between founding and growing a company, the same principle holds true in developing a robust transportation infrastructure. In other words: "What got us here will not take us there." What has taken us here has been development dedicated to personal vehicles and last-mile freight—a stellar network of roads and highways from massive investments in horizontal construction. But what will get us "there" to the promised land? What will bring us to a future where Utahns can have the freedom to move without a car? Unified Plan for a Connected Utah? We'll certainly wander in the West Desert without a plan. Lucky us, we have hundreds of agreed-upon proposals across metropolitan planning organizations, cities and towns, counties, and even the Utah Department of Transportation. The Beehive State's guiding document toward long-term transportation plans, whether for cars or not, is found in the Utah Unified Transportation Plan, also known as the Unified Plan. The visionary document aims to prioritize funding across multiple transportation options and give residents choices, ranging from personal vehicles to mass transit and active transportation. Residents and metropolitan planning organizations across the state have added their input to further unify the state's trajectory. Key in Utah's Unified Plan, as documented, is analyzing and ultimately determining how transportation projects in Utah should be funded between 2023 - 2050. With projected needs across that timeline estimated at $153 billion in today's dollars, current revenue sources generating just under a projected $95 billion, and future revenue streams projected to generate just over $18 billion, we're going to be short. But where is that money going? Most often, it's funding roads. According to the Unified Plan, transportation needs from road capacity, maintenance, preservation, and operations project at a whopping $110 billion between 2023 - 2050, with a $29 billion funding gap in revenue. Funding future mass transit capacity ($14.8 billion) and operations ($19.8 billion) over the next 25 years costs a fraction of the projected costs for roads and highways. It's an apples-to-oranges comparison, admittedly, as massive funding for highways and freeways has created so much, but where do state priorities lead? Budget at a Glance Utah continues to tread the asphalt and concrete highway to prioritize highway funding. UDOT's FY2026 funding document shows $2.5 billion in funding. Estimated Transportation Investment Fund (TIF) expenditures, primarily used for improving or optimizing capacity, are projected at $1.2 billion. Within the TIF, Class B & Class C Roads, county roads and city streets, respectively, will receive $261 million, Highway Systems Construction $205 million, and Operations/Maintenance $254 million. It makes sense when $883 million in projected revenue for FY2026 comes from user-based fees, permits, and gas tax revenues (set to be 40 cents per gallon in 2026). On the other hand, UDOT-funded mass transit receives a bulk of its budget from the above-mentioned Transportation Investment Fund—35% of the index fuel tax sales tax goes into the Transit Transportation Investment Fund. For FY2026, transit and commuter rail projects will receive $103 million. John Gleason, UDOT's Sr. Public Information Officer, said there is a major shift happening within UDOT over the last decade-plus to give some "gas" to other forms of transportation. "All transportation is important to us. For every project we undertake, we are looking at the different components across all modes—cars, transit, bikes, trails," Gleason said. "We need to keep an eye on how the entire transportation system can function across the state." The words and shift in priorities are welcome, but what "Keeps Utah Moving", will not be more highway lanes or highway construction that receives the lion's share of transportation funding. Utah highways, like those in so many other states, are the victims of induced demand. The phenomenon is a matter of economics. For vehicle transportation, each lane added, highway developed, or road widened helps to expand capacity on these newly modified transportation corridors. However, expanding capacity does not mean solving traffic concerns. While capacity expands, more people are "induced" to use these freshly expanded corridors, lanes fill back to capacity, and commutes return to their sluggish nature. This never-ending quest to meet our transportation needs is set to play out again on I-15. UDOT is set to add another lane on I-15 from Farmington to Salt Lake, and do so at a multi-billion-dollar price tag. Surely this lane will be "The One" that fixes the traffic problem on Utah's busiest transit corridor? Utah may still be adjusting to roundabouts, but will we ever get out of this circle?

Limitless Sky

By Brad Fullmer • August 1, 2025
Standing atop the now-tallest building in Utah—the dynamic 451-foot, 680,000-SF Astra Tower in downtown Salt Lake City—Lance Shields was succinct in describing the otherworldly, 360-degree views available from the 41st-floor rooftop patio. “Pretty amazing, isn’t it?” mused Shields, a Principal with Salt Lake-based HKS Architects and one of a half-dozen architects on HKS’ team who contributed to the design of Astra Tower, which features 377 total units, two levels of penthouse suites, and more than 40,000-SF of top-shelf amenity space. Peering southeast to majestic views of the Wasatch Mountains, Shields referenced the striking cantilever structure gracing the building’s southeast corner—a concession that preserved the breathtaking view by eliminating what would have been a structural column. Adding this approximately $2 million change to the bottom line only further illustrated the owner’s desire for a world-class luxury apartment tower. “The uninterrupted views of the valley are really breathtaking at the top floor and is the one thing that visitors I have taken through the project consistently comment on as the best experience they have had,” said Shields, adding that it would have been easy to justify a column in that corner. “I have to hand it to the vision of our team and the owner to see the value of the views and taking steps to preserve it.” Indeed, Boston-headquartered Kensington Investment Company (KIC) had been eyeing the Salt Lake market since 2017, ready to make a splash. In 2018, it purchased the site once home to Carl’s Jr. and hired HKS in 2019 to get the ball rolling on the design side. The pandemic forced KIC to pause its timeline, with construction formally kicking off in January 2022, led by Salt Lake-based Jacobsen Construction. “We were taking an enormous risk and writing a massive check while making sure we had as many people with experience on our team as we practically could,” said Ed Lewis, CEO of KIC. “We asked ourselves if Salt Lake City was ready for this kind of product—with no [like-building comparisons] to look to—while making the project financially successful. Putting together the capital stack with no comps in the state, and ensuring the team knew what they were doing, was challenging.” Engagement with the community was a priority from the start, said Shane Rensmon, President of Real Estate Development for KIC, as was finding local A/E/C firms with the moxie to take on a unique hybrid design-build project of this magnitude, a delivery method “not common in Salt Lake City, but common across major markets,” he said. “Ownership wanted to utilize local consultants and vendors as much as possible to get the community involved and engaged with the project, which presented new challenges in designing and constructing Astra Tower,” said Rensmon. “We leveraged [KIC’s] skills and experiences to help guide the design and construction teams on issues that they have not seen before or had little to no experience in.” Hotel-like Vibe with Unmatched Amenities Emir Tursic is no stranger to massive projects, having cut his teeth in the hospitality realm as a draftsman-turned-project architect for HKS on Block A of the enormous $10 billion MGM City Center project in Las Vegas from 2007-2008, which included the 61-story, 600,000-SF Aria Hotel. “It was a project I grew up very quickly with,” recalled Tursic, Office Director for HKS’ Salt Lake office, who ended up managing part of the project before it ended. “After this, I could go to the moon and not be scared of anything.” Even amidst the challenges for Tursic and his team, Astra Tower proved to be one of the most exciting, generational opportunities in the realm of world-class residential high-rise design that—ho-hum—also sets a record as the state’s tallest-ever building. “We wanted to create a sustainable urban community that focuses on wellness and sustainability,” said Tursic. “Sustainability is not just about energy and carbon footprint, it’s also [about] health and wellness and the environment. We have this huge amenity program—40,000 SF of indoor and outdoor amenities space focused on physical and mental health.” Tursic said dispersing major amenities across three building levels was a key functional design consideration. Level 8 kicks things off with an expansive club lounge that includes a demonstration kitchen and entertainment area, a state-of-the-art fitness center where views overlook Gallivan Plaza, a remote office space with a conference room and meeting rooms, and what Tursic calls “The bonus space”—an expansive 10,000 SF outdoor urban park. “Instead of a roof on top of the eight-story parking structure, we created a space with an outdoor lawn, hammocks, fire pits, grills—it’s a great social space for Astra’s residential community,” he said. Level 23 includes the outdoor pool and indoor spa, highlighted by a wellness center, steam room, sauna, recovery spas, treatment rooms, and private locker rooms. The pool deck overlook offers excellent views of the Oquirrh Mountains to the west. Level 41 tops the amenity spaces—literally—with an outdoor kitchen, entertainment area, and a spacious outdoor viewing deck that looks down on Salt Lake’s adjacent tallest buildings. “We wanted to provide a variety of experiences,” said Tursic. “The 41st floor is meant for quiet and solitude.” ROAM Interior Design of Los Angeles provided interior design on every level. "With Astra Tower, we set out to design interiors that reflect both the soul and natural beauty of Utah, infused with the energy of modern city living," said Deanne Teeter, Design Director at ROAM. “Every amenity—from the tranquil spa on the 23rd floor to the rooftop lounge with panoramic views—is intentionally crafted to foster wellness through biophilic connection and a true sense of home in the sky." “Astra Tower was purposefully designed to exemplify KIC's commitment to o perating market-leading apartment buildings, featuring state-of-the-art amenities and an unwavering dedication to service excellence,” said Joe Bird, Vice President of Real Estate Development for KIC. “This intentional design ensures an unparalleled living experience, blending sophisticated facilities with exceptional resident-focused service to set a new standard for urban residential excellence in Utah.”

One for the Ages

By Brad Fullmer • August 1, 2025
Ralph L. Wadsworth watches demolition activity on the I-80/1300 East Bridge Slide in August 2023 with granddaughter, Bradynn Wadsworth (Tod’s daughter), illustrating his genuine passion for construction. (all photos courtesy RLW Construction)

Community First

By Taylor Larsen • August 1, 2025
First. Best. Leader. These are some of the many positive ways people described the late Marshall White, the civic hero and namesake of Ogden's past and future community centers. Marshall White is remembered as the first black police officer in Utah killed in the line of duty after being fatally shot in 1963. Equally important was his dedication to other causes outside of police work: the loving father of seven children; veteran and military doctor who helped establish a clinic at Hill Air Force Base post-WWII; youth mentor who partnered with the Elk's Club to establish the Wall Avenue Recreation Center; President of the Ogden chapter of the National Association for the Advancement of Colored People. Marshall White embodied community, and the original Marshall White Community Center, constructed five years after he died in 1968, was its physical manifestation. The building became a safe haven for youth, especially those with darker skin and different ethnicities from those of Utah "pioneer" ancestry, to learn to swim, take art classes, and participate in sports. But as time passed, the building fell into disrepair as Ogden's population shrank from the 1970s through the 1980s. Structural issues in the building appeared before a crack in the pool grew into a metaphorical chasm as COVID and its effects further disconnected society. Ogden needed champions who would follow in White's footsteps to bring people together, and create a space that would continue his community-building legacy. New Center; Relit Community Beacon Salt Lake-based VCBO was hired in 2020 to evaluate the old facility and propose future alternatives. It began, as VCBO Principal Brent Tippets described, "to replace a failing pool and building. […] It quickly became apparent that this community revolved around the Marshall N. White Community Center as both a gathering space and a historical icon for all minorities and people of humble circumstances." "Budget is always a challenge, but perhaps meeting all the affected parties' expectations was more so," said Tippets. "What was originally a pool and gymnasium replacement became a versatile destination with a plethora of participation options. He and the VCBO team worked with an Ogden City-appointed steering committee of passionate residents who provided valuable input on the importance and utilization of recreation and community spaces. "The Mayor, City Council, and City administration were committed to funding the project at the required level to achieve the grander vision for the facility," said Tippets. The Ogden City Council initially set aside $18 million and later increased the budget to $32 million for a new, 68,900-SF community building, doubling the size of the previous structure. Construction Challenges But challenges arose as soon as excavation commenced. Construction teams led by Vernal-based BHI encountered a dark, organic-looking soil that was previously undiscovered in geotechnical test borings. The surprise soil raised immediate concerns due to its lack of stability and reliability in compaction. BHI's history as an industrial contractor, where safety and lightning-fast communication are treasured, escalated the soil problems immediately. They collaborated and aligned with ownership, geotechnical engineers, and designers amidst evolving conditions to create a plan. Instead of utilizing native soils as initially planned, excavation teams removed the unsuitable material and imported structural fill from Ogden and nearby Plain City to meet compaction and bearing requirements, all while maintaining oh-so-important project momentum. "Working with Ogden City involved a different set of communication and coordination protocols than our typical projects," said BHI Superintendent Scot Marrot. "There was a greater emphasis on public transparency and adherence to specific city regulations. However, it was incredibly fulfilling to collaborate with the city officials who were passionate about providing a valuable resource for their community. The partnership fostered a strong sense of shared purpose and pride in the final outcome."

Daybreak: Then and Now

By Taylor Larsen • August 1, 2025
Thoughtful consideration on Oquirrh Lake transformed the initial idea for the water feature into a community and ecological asset. The 67-acre lake weaves around the 130-acre recreation space, residential area, and wildlife habitat. (Main rendering and photo pictured courtesy LHM)