Crunch Time

The recent completion of the nearly $20 million 300 West Reconstruction highlights a slate of critical road and infrastructure projects in Utah's capitol city. 
By Milt Harrison

Aerial images (below) show an overlay of what part of 200 S will look like once improvements are completed. The images are looking East from State Street to 200 East. 

John Coyle has been working at Salt Lake City Corporation (SLC Corp) for more than 22 years and has never experienced this brisk of a construction cycle—one that has been especially challenging due to an overwhelming workload coupled with internal labor shortages.  

"Absolutely," remarked Coyle, Senior Engineering Project Manager, when asked if this is the busiest his department has been during his career at SLC Corp. "And we're short staffed, so it's been crazy. We've lost people and haven't been able to fill those positions. The past three years have been brutal trying to get people on board." 

The work rolls on, nonetheless, with numerous critical infrastructure projects happening throughout Utah's capitol, including the replacement of aging arterial roads and decades-old water and sewer pipelines. 

"The need is certainly there, and we're making good progress," Coyle said, citing the recent completion of one of the largest single road projects in SLC history—the reconstruction of 300 West from 900 South to 2100 South, a corridor that was more than 70 years old and finally completed this summer after nearly 2.5 years. 


300 West Illustrates City's Widespread Needs
It's no secret that certain roadways within Salt Lake City are in worse shape than others, particularly those that serve as major traffic corridors/arteries like 2100 South, 1700 South, 1300 South, State Street, 700 East, 1300 East, Highland Drive—and that's not counting heavily trafficked downtown roads north of 600 South and east of I-15. 

The construction process on projects like 300 West is always painful and challenging to residents, and particularly businesses along the busy street that often get ignored by the public when access becomes compromised. 

At a cost of $19.8 million, 300 West was funded by a 2018 voter-approved Funding our Future $87 million bond, designed to address the most crucial roadway and transportation needs in Salt Lake over a 5-year period from 2020-25. 

The bond was in response to a 2017 pavement condition survey that showed that nearly two-thirds of City streets were in poor to worse condition. Many of these streets were in such poor condition that they required a total rebuild, with immediate action needed to avoid continued degradation of the system as a whole. With a 25% backlog and a system where the majority of roads are at least 30 years old, the bond was sorely needed.

SLC's Engineering Division used various criteria to determine which projects to tackle first, including roads with high travel demands and safety needs, pavement condition, existing or upcoming utility projects, transit improvements, and overall benefit to the city. 

"[300 West] is the first major project from the bond," said Leah Jaramillo of David Evans & Assoc. Inc. who is serving as Interim Public Engagement Manager for SLC Engineering. "That was the critical reason for the bond. We have some of the oldest infrastructure in the valley and have real needs for new roads and utilities. The bond looked at the big arterials that carry the most traffic."

These major projects are significant advancements in creating a transportation network that meets the multimodal needs of city residents. Coyle and Jaramillo insist SLC Corp as a whole is doing everything it can to lessen the impact of traveling from point A to point B within the city. 

"These projects provide us the opportunity to think beyond the traditional road design to improve safety and make streets more comfortable and accessible for the people who use them every day," said Coyle. "We’re not just improving the roads themselves; we’re improving the transportation network." 

Crews were diligent in their efforts on this complex, heavily-trafficked street, one of the most important arteries in Salt Lake City. (photos courtesy SLC Corp.)

300 West Challenges: Traffic Control, Utilities, Business PR

Maintaining traffic on a road with enormous amounts of heavy/semi-trucks, while building in a confined area between I-15 and UTA's TRAX line—with few alternate routes—was extremely challenging during the first year of construction, said Jaramillo.


“Our public engagement partners from Avenue Consultants used in-person, virtual, and media outreach to encourage drivers to travel the corridor outside of peak commute times and use other routes to avoid congestion and delays” she added. Aging water line utilities would sometimes crumble as sections of the 100-year-old pipe were being replaced. This created delays and re-work when attempting to loop them. As much as possible, utility work was scheduled before and after normal hours of operation for businesses on the corridor.


Third-party utility coordination, scheduling and work performance caused significant delays to the project construction schedule and service disruptions for businesses, especially in 2021. Improved and more frequent coordination with the project team and utility companies was initiated in remaining phases of work to avoid future impacts to stakeholders.


Unknown and misidentified existing utilities that conflicted with the approved design also caused production delays, while work was designed in the field to accommodate utilities and existing conditions. SLC Corp and Granite Construction of North Salt Lake prioritized resolution of these conflicts in the field to enable work to proceed as quickly and as close to the original design as possible, while striving to minimize downtime.


The project team did a significant amount of engagement with the public to design a road that more safely moves traffic, accommodates existing businesses and future growth while adding more space for people to walk, bike, and use mobility devices on 300 West, including more mid-block pedestrian crossings, the two-way bikeway and other bike improvements like lean rails and racks to encourage multi-modal use of the roadway for the long-term.


The project also added innovative ways to manage storm water and improve water quality through percolation in storm drain planters, which was new to the City.


Major construction scope elements included:

• Installing or upgrading storm water, sewer, and water line utilities to support growth and future development.

• Upgrading or adding missing sidewalk so there is full accessibility along both sides of the road, installing two new signalized crosswalks.

• Adding a new 10-ft, two-way bike lane to support casual riders and commuters.

• Planting 200 trees and 2,100 shrubs to create shade and adding new “bioswale” storm water treatment options in the planted park strips to improve water quality.

• 17,000 tons of new asphalt pavement for a safe, smooth ride.
• 17,800 linear feet of new curb and gutter.
• 225,000 SF of new concrete sidewalk and bike lane.
• 8,200 LF of sewer lining, installed using an innovative technology that maintains the system without having to rebuild the actual pipes
• 8,800 LF of new waterline
• 5,000 LF of new storm drain
• Two new mid-block crosswalks at Paramount Avenue and American Avenue, with signals and overhead lighting for improved safety and connectivity for people walking, biking, and using mobility devices.


In addition to 300 West, two significant current projects in Sugar House including the reconstruction of Highland Drive from I-80 to 1700 South, and a sewer replacement (via pipe bursting) line on 2100 South from 900 East to 1300 East are ongoing. In addition, the following are current/recent key projects for SLC Corp.

 

200 South Transit Priority Corridor

The reconstruction of 200 South is another key project from the 2018 Funding our Future bond (and other funding sources), as it is one of the busiest transit streets used by 10 routes and 34 buses per hour. The project includes the following improvements:

• Transit priority lanes

• In-lane concrete roadway bus stops with floating bus boarding platforms

• Buffered bike lanes channelized behind bus islands with intersection safety upgrades.

• Sidewalk and curb ramp repairs to meet ADA standards.

• Midblock crossings with curb extensions and/or refuge islands and flashing crosswalk lights

• Curbside parking and loading zones.

• New landscaping trees (50+) and repairs to existing plantings


900 South: 9-Line Extension

Envisioned in 2015, the 9-Line Trail is an urban trail that will ultimately provide people the opportunity to walk, bike, and roll between the future Surplus Canal trail and the mouth of Emigration Canyon. The 9-Line Trail follows the railroad corridor along 900 South between the Jordan River Surplus Canal and 200 W. Various segments of the trail have already been constructed, notably the section between Redwood Road and 700 West.


Phase 2 of the 9-Line Trail was incorporated into the Funding our Future bond reconstruction of 900 South from 900 West to State Street, which was completed in June 2023. A County grant was also used to help fund the trail portion of the project. As part of the project, the 9-Line Trail corridor will be an attractive, safe, and inclusive place for neighbors, businesses, and street users. A new trail will also introduce a walking and bicycling connection between east and west Salt Lake City, linking neighborhoods, business districts, and cultural destinations.


The final phase of this project, from 900 East to State Street is anticipated to complete before the end of 2023. Salt Lake City worked closely with area businesses and the East Liberty Park Community Organization (ELPCO) to coordinate a 30 day closure of the 9th and 9th intersection for reconstruction, leading to better quality and smoother concrete in the intersection and reducing the overall duration of impact to area businesses from approximately 60 days a phased construction approach would have needed.

 

Neighborhood Byways

Neighborhood Byways create pleasant and convenient routes for people using active modes of transportation by encouraging safe travel speeds, discouraging cut-through vehicle traffic, providing safe crossings of busy streets, and connecting people to destinations.


Improvements that make a street a neighborhood byway include bicycle and pedestrian crossing improvements (signals, crosswalks, curb extensions aka bulb-outs, curb ramps, signage, street markings, and other traffic calming techniques), way-finding signage, and connectivity enhancements to existing bicycle and pedestrian routes.

 

The following routes are planned for upgrades to convert them to neighborhood byways:

600 East (complete)

Kensington Avenue (under construction)

800 East (under construction)

800 West (under construction)

Westpointe and Jordan Meadows (2024)

Westminster Ave to Sunnyside Ave (concept development)

Poplar Grove (concept development)

Rose Park & Fairpark (concept development)

 

Green Loop

Salt Lake City residents have expressed the desire for more trails, parks, and green spaces in multiple city plans, studies, and surveys over recent years. As more people call downtown home, the need for improved public green spaces and shade increases, as does the need for more comfortable transportation options for short trips without a car. Salt Lake City is exploring a concept to improve the quality of life for people living, working, and traveling downtown by adapting the existing street space to include more trees, shade, and comfortable options for a variety of transportation choices.


Green spaces also provide critical ecosystem services and contribute to a more resilient city by managing storm-water, reducing the heat island, and improving air quality. In 2023, a study and design phase of the Green Loop project will develop goals, objectives, and guiding principles for the entirety of the Green Loop. Design plans will show how goals and objectives would be applied along 200 East from North Temple to 900 South.



Authorities need to consider general recommendations and a preferred route from northern and western legs of the loop connecting 200 East to North Temple. The project will also explore routing options from North Temple to 500 or 600 West. SLCGreenLoop.Com

Notable Current Projects

200 South Phase 2 (200 East to 400 West)

900 South Phase 2 (State Street to 900 East

1100 East (900 South – 1700 South)

Highland Drive Phase 1 (I-80 to 2100 South)

Life on State (600 S-800 S)

 

Notable 2024 Projects

Highland Drive Phase 2 (2100 South-1700 South)

2100 South (700 East to 1300 East)

West Temple (North Temple to Market Street)

Virginia Street (South Temple to 11th Avenue)

300 North (300 West to 1000 West)

Multiple 'traffic calming' projects

 

300 West Reconstruction—900 South to 2100 South

Cost: $19.8 million

Start/Completion: March 2021/July 2023

Owner: Salt Lake City     

Design Team

Civil: Avenue Consultants

Survey: Redcon, Inc.

 

Construction Team

General Contractor: Granite Construction

Concrete: Aarrow Landscape; Harper Concrete

Electrical: Hamiton Brothers Electrical

Sewer Lining: Inliner

Waterline: Silver Spur Construction

Roadway Milling: Coughlin Company, Inc.

Reclaimed Aggregate: Infrastructure Research

Striping/Signing: RoadSafe

Utility Adjustments: Western Paving, Inc.

Concrete/Soil Testing: Wood Environment & Infrastructure

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)