The first proposals for a north-south expressway on the west side came in July 1946 with hopes to begin construction in June 1947. The project was deemed “too important” to be delayed. Salt Lake City’s Planning and Zoning Commission approved a plan to place the expressway through the west side of the city in 1948 with a tentative location along Seventh and Eighth West. This caused concern for the residents who would be relocated by the 250-foot right-of-way.[1] 

West side residents suggested locating the expressway either further west of the city (past the airport) or closer to the railroad tracks instead of through their neighborhoods. Other residents expressed concern that the proposed route might create a “pocket” between the expressway and the railroad that would become “blighted” over time.[2]  

Jack and the members of her hand-picked committee of west side residents. 

Nellie “C. L.” Jack 

On January 10, 1948, Jack led a fifty-citizen delegation to the Governor's office in protest of the prospect of a major highway running through the west side. The same day, Governor Maw commissioned her to lead a highway study committee. A few days later, Jack and her committee stood in staunch opposition to the Seventh to Eighth West route.

"We are definitely opposed to any construction project which will demolish homes, schools and other civic gains made on the west side. We see no reason why the highway cannot be so placed as to avoid this mass destruction."

– Nellie Jack, 1948 [4] 

First elected in 1939, Representative Nellie Jack dedicated her career to public service. She previously led the charge on transferring ownership of the Jordan River to Salt Lake County for cleanup. She would go on to serve as a county recorder and state senator.[4] 

The Oct. 1957 issue of the Roads Commissions’ Highways and Byways Newsletter announced the coming highway with a bold new promise of travel in America. Courtesy of the Utah State Archives. 

Setbacks 

After the agreements from 1951 to begin purchasing the right-of-way along Seventh West fizzled in 1953, the Road Commission continued to work with the city to try to reach an agreement on location. The following two years saw further tentative agreements to build the express highway along Seventh West. Even so, facing funding issues, the Road Commission abandoned the right-of-way in 1955 and asked the city to release the land for development. Governor Lee involved himself to preserve the right-of-way, but after the Commission went to the legislature to explain the rising costs of the project—estimated at more the $50,000,000 for this section of highway—all agreements between the city and the Road Commission were dissolved and the land was opened for development. [10]  

While the opposition to the expressway garnered success through the 1950s, it was often the financial or bureaucratic woes that resulted in setbacks rather than continued community organizing.