223197211102015104004778

PRELIMINARY DESIGN REPORT

CITY OF OKLAHOMA CITY, OKLAHOMA

PROJECT BC-0180

SKYDANCE PEDESTRIAN BRIDGE OVER I-40

REVISED NOVEMBER 13, 2009

OCTOBER 1, 2009

TABLE OF CONTENTS

Preliminary Design Report 2 SkyDance Pedestrian Bridge Oklahoma City Project BC-0180 Revised Nov. 13, 2009 Oct. 1, 2009

TABLE OF CONTENTS I. PROJECT SCOPE II. HISTORY III. CONCEPT OF PROJECT IV. DESIGN

A. Skydance Pedestrian Bridge 1. Structural Design 2. Structural Protection System 3. Bridge Deck Surface and Railing 4. Approaches 5. Site Photos

V. TESTING VI. RIGHT OF WAY AND UTILITIES VII. DETAILED COST ESTIMATE VIII. DISCUSSION AND CONCLUSION IX. BACKUP INFORMATION

A. 30% Plans B. Parcel and Tract Maps C. Updated Imagery D. Schedule

PROJECT SCOPE


PROJECT SCOPE The scope of this project includes designing a pedestrian bridge over the proposed re-located Interstate-40 east of Union Station, near the existing Harvey Avenue right-of-way. The bridge will extend approx. 387 feet across ten (10) lanes of vehicular traffic and the Union Pacific Railroad (UPRR) tracks.

In his letter dated June 3, 2008, Mayor Mick Cornett also requested that the bridge meet the following criteria:

That it be an iconic, signature design feature That it reflect the vibrant cosmopolitan City that is Oklahoma City That it be recognizable as part of Oklahoma City

The design team believes that the SkyDance Bridge meets all three of these criteria.

The bridge must also meet vertical clearance requirements for both I-40 and the UPRR tracks. The bridge will be a total of 30 in width, with a clear walking surface of 24ft. The scope includes design of approaches to meet ADA requirements, lighting, landscaping and proposed plaza areas. Additional design considerations include drainage, utility relocations as required, and connections to the proposed Central Park on the north side, and connection to S.W. 10th St. on the south.

The funding of this project will include Federal funds, and therefore the project will be bid through the Oklahoma Dept. of Transportation (ODOT). The plans and specifications will be prepared based on current ODOT requirements. In addition to 10% and 30% plan submittals, 50%, 70% and 90% plan review submittals will be required. Approval of the plans and specifications by the City of Oklahoma City, ODOT, UPRR, and the State Historic Preservation Office (SHPO) is required on this project.

HISTORY


HISTORY

In 2007, the City of Oklahoma City completed its Core to Shore master plan study. The product of 18 months of public meetings and design professionals research and recommendations, the Core to Shore master plan formalized a recommendation that a pedestrian bridge to be located over the relocated I-40 Interstate, just east of historic Union Station along the Harvey Avenue right-of-way. An earlier planning study commissioned by the City of Oklahoma in 2000 recommended a pedestrian bridge adjacent to the Hudson Avenue right-of-way. A pedestrian bridge along the Harvey Avenue R.O.W. would more effectively connect existing City amenities from the central business district to the Oklahoma River to the south. Additionally, the lack of any public right-of-way for the Hudson Avenue location southwards towards the Oklahoma River made such a recommendation difficult to implement.

In early 2008, the City of Oklahoma City published a request for qualifications for the design of the aforementioned pedestrian bridge as part of an official two-step international design competition. From 15 qualifications submissions, four teams were selected to participate in the second phase of the competition. Each team submitted a design concept that was to adhere to various criteria established by the City. In August 2008, the teams of ARUP, Rosalles Transportation, Elliott Architects and Associates and Butzer Design Partnership/Obelisk Engineering as SXL presented their concepts to a jury comprised of City and state officials, community leaders, and leaders of local arts organizations. In September 2008, the pedestrian bridge concept named Oklahoma City SkyDance Bridge as prepared by Butzer Design Partnership/Obelisk Engineering as SXL, in collaboration with MKEC Engineering Consultants was selected. SXL, in collaboration with MKEC Engineering Consultants, was placed under contract for the design of the Oklahoma City SkyDance Bridge in April 2009.

CONCEPT OF PROJECT


CONCEPT OF PROJECT

Conceptual Inspirations

Like Oklahoma Citys skyline, SkyDance Bridge pierces the expanding blue sky against horizons of waving wheat. Much of this Capitol City and states history is defined by the sweeping Oklahoma wind. From images of the tall grass prairie to the achievements of Wiley Post, Braniff Airlines and Tinker Air Force Base, to the expanding wind farms in the west, sculpted blades rise up to slice the wind. Graceful boat sails glide across our countless lakes and waterways. The flight of the Scissor-tailed Flycatcher perhaps best evokes the shaping forces of our wind. This State Birds skydance of spring is a v-shaped flight drawn against the sky. Its wings and tail feathers angled by nature cut like blades through the wind. So, it is from these that SkyDance Bridge takes foothold and projects its iconic form onto the Oklahoma City skyline.

SkyDance Bridge is unique in the world and to its place, and it projects the best of Oklahoma City. Optimism Confidence Resourcefulness Efficiency Sustainability Elegance Strength Inspiration

Experiencing SkyDance Bridge

SkyDance Bridge is an artistic yet purposeful sculpture within our City. It is intentionally scaled and proportioned to expand and embrace the Oklahoma City skyline, without challenging it. Its taller wing reaches 199 above the road surface. Called to be iconic in status, its elegant form and soaring height are memorable and provide orientation in ways meaningful and unique to Oklahoma City. Walkers, bicyclists and runners are guided by the bridges prominence, whether moving north- or southwards through the park. Visitors driving I-40 will always remember the moment they chose to pass through Oklahoma City.

SkyDance Bridge is a destination as well as a pathway. Once in construction, it will instantly give shape to the scale and civic magnitude of the Core to Shore Master Plan. It will clearly draw residents and tourists of Oklahoma City towards the Oklahoma River. Couples will share their first kiss in its shadows, while long-lost friends will choose to meet at its bend. Marathon runners will raise their arms in victory while passing under its wings. SkyDance Bridge will symbolize the euphoria of Oklahoma Citys renaissance.

By day, its cascading surface of stainless steel flat-lock panels will shimmer in the sun. Wall clouds to the west will visually blur into the wings chameleon-like silver-grey-white

CONCEPT OF PROJECT


color tones. The crisp towers of SkyDance Bridge will outline the white snow squalls of winter. Cool tones of sunrise and warm tones at dusk will be reflected in its skin.

A bicyclist will typically take only 17 seconds to cross the bridge, while the average pedestrian may require 79 seconds. As such, the SkyDance team has focused on how to enhance the experience of crossing the bridge by carefully framing views to the City skyline, Union Station and the new City park. Ornamental railing guides the bridges users along its sides, providing a sense of shelter and visual interest. With a filtered railing height of 66 inches, eyes will gaze out and upwards away from highway sightlines. The careful manipulation of the extended protection height over the rail lines also contributes to a provocative shift in space on the northern one-third of the bridge. Shadows cast by the shifting lines of the ornamental railings will also contribute to the positive experience of the bridge. Working from an overall outside width of 30 feet, generous lanes of movement are possible and offer a sense of safety. Textures and color delineate the paths of north-south traffic, along with zones where fast and slower-paced travel can take place. It is here that the bend in the bridges path also helps suggest greater interest, as it shortens the perceived length of the bridge.

At night, the structure takes flight as its city-side surfaces emit an inspiring glow skyward. A limited number of interior placed fixtures cast their light through layered panels of translucent cladding, which expands across the superstructures north face and well above the critical line of sight of road-level drivers. Low-glare exterior deck lighting is supplied in the form of lines of light that dot paths of safe passage across the bridge. Light bollards are proposed in the north and south plazas.

Urban Design, Accessibility and Union Station

SkyDance Bridge is about connecting people to place. Intended to be multi-directional, it is symbolic of the American crossroads as it marks the X where east meets west, and where Core meets Shore. Two skyward-reaching wings frame paths for travelers driving I-40 and for pedestrians moving through Oklahoma Citys new central park. SkyDance Bridge becomes a gateway through which one can pass.

The gentle fold in the deck reconciles the shifted Harvey Avenue axis, while transitioning pedestrians from a two block-wide City park to a single block-wide park to the south. SkyDance Bridge folds in an act of deference to historic Union Station, pulling the center of gravity of the bridge back from the south of Union Station while expanding views to it from the highway. Spatially, the dual winged bridge turns to embrace Union Station and its single landmark tower. Views of Union Station from the bridge itself are enhanced as the bend helps bring the historic building more into ones line of sight.

The north plaza of SkyDance Bridge sits eastwards of Union Station and mediates the iconic bridge with the proposed Oklahoma City Central Park. Fast-moving cyclists and runners ascend the 1:20 North Bridge of the SkyDance Bridge, while an adjacent set of stairs connects them with Union Station to the east and portions of the central park to the east. The North Bridge is conceived as an extension of the SkyDance Bridge into the

CONCEPT OF PROJECT


City park and the parks own series of pedestrian bridges that cross over lakes and through the sloping topography of the proposed central park.

At the south approach, the bridge eases into a less formalized landscape, mediated by 1:20 slopes and the southward anchoring of the SkyDance Bridge. This immediate area defines the southern bounds of this projects scope.

While beyond this projects scope, this team recommends a strong connection toward the Robinson Avenue Bridge, which enhances a sense of flow around the highway cut, up to either the Harvey or Robinson Avenues axes. This connection should utilize the southward slope to create places for public art, public gathering, outdoor performances and general orientation towards the southern portion of Oklahoma Citys central park and the Citys shore. To its west, soccer fields could be nestled into the slope along I-40s edge, where soft terraces accommodate sport-loving crowds.

Sustainability

SkyDance Bridge is conceived as a highly sustainable contribution to the Oklahoma City environs. Alone, its powerful imagery and potential to instill pride in this community make it a strong and worthy investment of limited resources. Using guidelines found on LEED checklists, the following highlights underscore the responsibilities undertaken by the SkyDance team in this proposals sustainable conception. The selected site is a grey-field, urban redevelopment site. It is also within mile of public transportation opportunities, and facilitates walking and bicycling. The design seeks overwhelming compatibility with Union Station, reinforcing an existing and historically significant structure. Plaza landscaping includes highly permeable walking surfaces, indigenous or climate-appropriate perennial plant material, and locally recommended tree selections. Overhead shade and light-colored ground surfaces reduce the heat island effect. Lighting sources wherever possible will be energy-saving LED. Steel, which is used for 95% of the bridge structure and is the most recycled material in the world, has a recycled content around 80%. A considerable number of steel fabrication companies are located in Oklahoma, some within a mile of the site. Adjacent rail lines offer highly efficient modes of material transport directly to the site. The concrete used for abutments shall contain up to 40% fly ash, while aggregate may be sourced from recycled or locally supplies. Stainless steel is a 200-year material, and requires no maintenance beyond occasional cleaning. The effects of vandalism are reduced through the use of resilient materials such as concrete and steel. The superstructure of the bridge is set approximately six feet away from pedestrians, keeping the stainless steel and translucent glazing materials out of reach. Regular inspection of the steel structure and internal lighting is easily facilitated through access ports. The kit of parts can be easily phased and speedily constructed, saving time and money.

CONCEPT OF PROJECT


The materials and fabrication techniques required for SkyDance Bridge are widely and readily available within 500 miles of the construction site, thus offering limited transportation and construction costs while supporting local or regional economies.

Constructability

The design of SkyDance Bridge is a nexus of art and engineering. Artistic and urban considerations are shaped by the demands of a most efficient structural system. The cable-stay concept allows for a long, efficient north span. The shorted south span is conceived as a self-supporting simple long span steel girder. In order to achieve a sense of gateway in both the east-west and north-south directions, two vertical masts are used instead of one. Two masts are more compatible with and respectful toward Union Station in this teams opinion. These two masts, or wings, are pipe trusses working in compression. The northward cables, supporting the long span along with the w-section deck beams, are balanced to the south with two-paired backstay cables anchored to a single location. The tail, also a cladded truss, stabilizes the wings and allows them to focus on compressive forces. The lower portions of the two vertical mounts handle axial and lateral loads and meet at a cast-in-place concrete pier.

Among the first goals set by the team was that the design be highly practical, affordable, easily executed and cost-effectively maintained while also being deeply symbolic, usable and elegant. The overwhelming majority of material systems are common, allowing a large number of bidders to compete. Steel pipe welding is ubiquitous in the region. Located only a few miles from the site of the pioneering Wild Mary Sudik well oil, the craft of pipe welding becomes an appropriate basis for the bridges structural concept.

The steel cables are stock product available in many fabricators catalogs. The ornamental railing lends itself to competitive bidding. The stainless-steel flat-lock panel system proposed for the wings is common to both residential and commercial construction. Because of the efficiency of the basic structure, a significant portion of the budget is set aside for the structural protection system, which includes the stainless steel flat-lock panels.

SkyDance Bridge is easily fabricated off-site. Once transported on-site, possibly using adjacent rail lines connected to any number of regional steel fabricators, elemental steel truss segments are assembled in simply conceived phases. A series of bents to support the deck during assembly, and a crane, are required for the bridges construction. As described in the attached construction schedule and cost estimate, the fabrication and erection of SkyDance Bridge are time-efficient and achievable within the given budget.

In the 1930s, Oklahoma City witnessed two of its most prominent skyscrapers dueling to be the first completed and added to the Citys skyline. Today, we eagerly await the construction of two more City landmarks. Due north of the bridge site along Harvey Avenue, Devons new headquarters will soon begin its ascent. So too, the SkyDance Bridge team stands ready to commence work on the next Oklahoma City icon: a bridge that connects the City skyline to Oklahomas expanding horizon.

DESIGN


DESIGN:

SkyDance Structural Design

Structurally SkyDance Bridge is composed of two systems which transition at a pier located between Eastbound and Westbound I-40. The center pier, in addition to supporting the bridge segments, supports two extensions of the pylon structure used to transfer loads between the bridge stays and stay anchors. The pylon structure is a simple pipe truss covered by a structural protective system.

The 150 ft simple span bridge over Eastbound I-40 is a conventional through welded plate girder design which uses a variable depth plate girder section to support the deck section. At the center of I-40 the bridge transitions into a 240 ft cable stayed bridge spanning Westbound I-40 and the Union Pacific Railroad. The cable stayed bridge deck section is very similar to the simple span section over eastbound I-40 but incorporates rolled beams to support the deck section. The cable stay system incorporates standard bridge strand and anchorage sockets. Structural Protection System (SPS)

The primary purpose for the exterior skin is to provide weather protection to the steel structural system. The exterior skin consists of two panelized material systems: stainless steel and translucent glass. These skin systems should provide decades of low-maintenance servicing. Primary maintenance is anticipated to include a yearly cleaning. The skin materials are easily cleanable and should hold up well in the case of graffiti.

The stainless steel portion is configured in horizontal bands approximately 40 tall. Each panel overlaps the panel below it in a shingle arrangement, will be approximately 0.105 in thickness, and will be finished with a multi-directional brushed finish. The proposed stainless steel finish will visually appear silver in color while maintaining a low level of reflectivity. The substrate supporting the stainless steel panels is comprised of steel angle girts that are mounted directly to the primary pipe structure of the wings themselves.

The glass portion of the exterior skin will be constructed of glass, both tempered and sandblasted. The glass will appear green-ish white in color. Each glass panel is framed by a horizontal aluminum mullion system at both the top and bottom of each panel. The glass is supported from behind by a girt system similar to the stainless steel panels. The girts and the mullions are placed at 40 on center.

Given its potential for landmark status, the SPS seeks to be a stunning aspect of the bridges design. The stainless steel material will be lit from the exterior along the cables with simple fixtures mounted at deck level. At dusk and at night, an opportunity is seized through the dramatic backlighting of the translucent portion of the skin from within.

DESIGN


Bridge Deck Surface and Railing

In contrast to the towering wings of the bridge, the pedestrian zone beneath is conceived as an area of protection and comfort. To contrast the stainless steel cladding of the wings, and in order to provide a more haptic, pedestrian-scaled experience, the walking surface and railing material is proposed as a long-lasting hardwood. Supported by steel substrate, the wood deck and railing create a pattern of light and views. During the day, the nest-like effect of the railing is fostered through folded planes of vertical wood pickets. The railing height keeps pedestrians views focused up towards the skyline, while the mass of the hardwood railing helps absorb the din of cars and trains passing below. At night, lighting placed behind the vertical rails will cast shadows and lines of light back onto the deck walking surface, ensuring that the walk across the bridge is safe and carefully scaled to its users. The wood deck surface will provide pedestrians with the type of warmth, sounds and rhythms that trail-users expect from a landmark pedestrian bridge.

The proposed hardwood will come from FSC-certified sustainably managed forests. Often referred to as One hundred year wood, it is durable, visually attractive, and requires very little maintenance. It has a Class A fire rating, and its density and hardness makes it an ideal material for helping absorb the loud sounds emanating from the roadway and train rail bed below. The proposed hardwood also provides bridge users with an attractive and strong rail/protection system.

Bridge Approaches

With the development of the Core to Shore Central Park concept and the development of the Harvey Promenade (which connects the bridge and park to the downtown and the river), the design team hired for that conceptual work introduced the idea of transforming what was originally an on-grade ramp on the north approach of the SkyDance Bridge into a separate elevated bridge, under which park visitors can pass. This concept for the north landing as a north bridge was officially adopted by the City of Oklahoma City during a meeting on September 3, 2009 with members of the Public Works Department.

The north bridge is conceived as a transition zone between the SkyDance Bridge and the Harvey Promenade of the proposed Central Park. It is anticipated that it will have blending qualities of both the SkyDance Bridge and the Harvey Promenade. These qualities may relate to the steel structure, railing, decking and/or lighting of the SkyDance Bridge or to the walking surface, railing and/or lighting of the Harvey Promenade.

The south approach will extend to the south side of S.W. 10th St. This approach will be set on large berms, approx. 18 in height at the bridge abutment. The walking path will be 24 wide minimum. The proposed design is a porous pavement system called gravelpave. It is created by installing an HDPE grid containing small cylinders connected together. The cylinders are filled with gravel. The grid system keeps the gravel in place, and also creates an ADA approved surface. This is a low-maintenance

DESIGN


system, and reduces increased runoff created by concrete or asphalt pavement. The slope of the south approach will also be 5% maximum, meeting ADA requirements. The berms will be designed with maximum 4:1 slopes. They will be seeded or sodded upon completion.

SIGHT PHOTOS


SITE PHOTOS

Between SW 6th St. and SW 7th St. on Harvey Ave Looking South

On SW 7th St. Looking South Toward End of Project

SIGHT PHOTOS


On S. Robinson Ave, North of Railroad Looking West

On Railroad Track (North Side) Looking Northwest Toward Project Site

SIGHT PHOTOS


On Railroad Track (North Side) Looking Southwest Toward Project Site

On Railroad Track (North Side) Looking Northwest Toward Union Station

SIGHT PHOTOS


On Railroad Track (North Side) Looking Southeast Toward Project Site

On Middle of Railroad Track Looking South Toward Project Site

SIGHT PHOTOS


On SW 10th St. Looking North Toward Beginning of Project

On SW 10th and Harvey Ave Looking Southeast Toward Project Site

TESTING


TESTING Geotechnical testing will be required for this project. Soil borings should be taken at the north and south abutments and at the center pylon. Two borings at each location should provide adequate information for design of the footings and foundations. One additional boring will be required south of the bridge at the backstay anchor location. The design team will provide precise locations for these borings based on the bridge geometry.

The design team has acquired soil boring information from ODOT for the adjacent traffic bridges on Walker Ave. and Robinson Ave. for preliminary design. However, additional borings as described above will be required.

Testing of all materials used to construct the bridge and approaches will be required per the ODOT Standard Specifications.

RIGHT OF WAY AND UTILITIES


RIGHT OF WAY AND UTILITIES

Right of Way

Additional right-of-way will be required for construction of this project. A parcel map is included in Appendix B showing ownership of the parcels surrounding the site. Parcels 2, 3 and 9 on the Parcel Map will need to be acquired to allow for construction of the bridge and subsequently the Central Park. Parcels 5, 11, and 12 will also be affected, however, these are currently owned by the Oklahoma Dept. of Transportation, and will be deeded to the City upon completion of the I-40 re-alignment project.

Tract maps for the properties needing to be acquired are included in Appendix B.

Utilities

A preliminary utility plan is included in the 30% plans showing required relocations and installation of proposed utilities. Existing sanitary sewer lines under both the north and south approaches are proposed to be replaced and encased for ease of maintenance in the future. An existing fire hydrant and water valve will need to be relocated near the north end of the north approach. Existing gas lines are also present under both approaches and may need to be relocated. The existing overhead electric line within the Harvey Ave. right of way is being relocated to the east side of the proposed bridge. Plans for this relocation are already underway. The design team is working to verify possible conflicts with an existing fiber optic line near the south abutment.

Proposed utilities include storm sewer on the north approach extending from the north abutment to an existing storm sewer manhole on the west side of Harvey Ave. Storm sewer will also be extended from the south abutment to a proposed rain garden on the east side of the bridge. Electrical conduit will be extended from the intersection of S.W. 7th and Harvey along the north approach and across the bridge to provide power for lighting.

DETAILED COST ESTIMATE


DETAILED COST ESTIMATE

Item Description Quantity Unit Unit Cost Estimate

General Items1 Mobilization 1 ls $75,000.00 $75,0002 Clearing 1 ls $10,000.00 $10,0003 Erosion Control 1 ls $12,000.00 $12,000

Bridge4 North Abutment 1 ls $113,350 $113,3505 South Abutment 1 ls $113,350 $113,3506 Center Column(s) 1 ls $263,125.00 $263,1257 Tail Footing/Anchorage 1 ls $161,675.00 $161,6758 Deck Steel* 9124 sf $66.00 $602,1849 Superstructure (Wings & Tail)* 140 Tons $12,500.00 $1,750,00010 Deck Structure* 110 Tons $9,400.00 $1,034,00011 Bridge Cladding (stainless steel panel) 10,000 sf $52.93 $529,30012 Access Ladder 2 ea $35,850.00 $71,70013 Fore Cables* 3100 Lin.Ft. $200.00 $620,00014 Aft Cables* 460 Lin.Ft. $850.00 $391,00015 Rail 780 lf $79.50 $62,01016 Ipe Wood Deck Surface 9,124 sf $20.52 $187,22417 Bridge Lighting 1 ls $220,000.00 $220,000

South Approach18 Fill 7,777 cy $7.00 $54,43919 6" Concrete 164 sy $55.00 $9,02020 Gravel Porous Paving System 985 sy $35.00 $34,47521 Conc. Retainer Edge 710 lf $15.00 $10,65022 8" San. Sewer Pipe 100 lf $30.00 $3,00023 16" Steel Casing 90 lf $100.00 $9,00024 Std. MH 2 ea $3,000.00 $6,00025 18" SWS 130 lf $55.00 $7,15026 Rain Garden 1 ea $12,000.00 $12,000

North Approach27 Fill 9,649 cy $7.00 $67,54328 6" Concrete 1,360 sy $55.00 $74,80029 Wheelchair Ramp (Custom) 1 ea $500.00 $50030 8" San. Sewer Pipe 130 lf $30.00 $3,90031 16" Steel Casing 100 lf $100.00 $10,00032 Std. MH 2 ea $3,000.00 $6,00033 18" SWS 138 lf $55.00 $7,59034 Connect to Exist SWS MH 1 ea $1,500.00 $1,50035 Relocate FH and Valve 1 ea $2,500.00 $2,50036 Landscape 1 ls $86,307.00 $86,30737 Irrigation 1 ls $9,000.00 $9,00038 Metal Fabrication 1 ls $7,400.00 $7,40039 Signage 1 ls $5,000.00 $5,00040 Plaza Furnishings 1 ls $9,600.00 $9,600

Subtotal $6,653,292North Approach

41 North Bridge & Approach 1 ls $1,408,360.00 $1,408,360

Additional Anticipated Costs42 Increased cost due to Bridge only fabricators* 1 ls $1,590,000.00 $1,590,00043 Right-of-Way Acquisition* 1 ls $237,000.00 $237,00044 Clearing/Demolition* 1 ls $190,000 $190,00045 Damping system & Vibration Engg. 1 ls $600,000.00 $600,000

Subtotal $10,678,652$2,135,730

$12,814,383*Cost Item Notes

8 Includes approx. $136,860 due to additional wheel loading (10 ton vs. 5 ton)9 Includes approx. $487,500 for additional steel for increased loading criteria.10 Includes approx. $423,000 for additional steel for increased loading criteria.13 Includes approx. $393,700 for additional loading criteria.14 Includes approx. $184,000 for additional loading criteria.41 Represents the additional cost to construct the proposed bridge section.42 Original cost estimate assumed bridge and building fabricators would be allowed to bid

Currently ODOT will not allow building fabricators to bid this project.

Contigency (20%) = Project Total =

DISCUSSION & CONCLUSION


DISCUSSION & CONCLUSION The cost estimate presented at the August, 2008 competition presentation was $4,991,000. This estimate was based on a preliminary design which was based on several key assumptions:

The bridge design must be adequate to handle a 5-ton truck. The Federal bridge design requirements at that time allowed a pedestrian live

load of 65 pounds per sq. ft. Buy-America clause would not be in effect. Steel fabricators allowed to bid the project would include both building and

bridge certified contractors. The bridge would be constructed within the existing Harvey Ave. right-of-way. The north and south approaches would be constructed on-grade ramps. The project contingency would be included in the soft costs, and was not

considered to be included in the cost estimate referenced above.

Since the time of the competition presentation referenced above, several of these assumed criteria have changed. Each of these changes has had significant effects on the project cost estimate. These are noted under Cost Item Notes just below the estimate provided in the previous section of this report, and are also summarized below:

Current Federal bridge design guidelines updated to require design for a 10-ton truck and pedestrian live load of 85-psf. The design team was directed by City staff to use the latest bridge design guidelines. Resulting Estimated Cost Effect: $1,625,060

ODOT has indicated that only bridge certified fabricators would be allowed to bid on this project. This is expected to significantly reduce the number of bidders, especially those within a 500-mile radius of Oklahoma City. Resulting Estimated Cost Effect: + $1,590,000

In order to meet federal requirements, the original Environmental Impact Study must be updated to show the planned location of the bridge east of Union Station. This required approval of the State Historic Preservation Office. They requested that the bridge be moved east of the Harvey Ave. right-of-way in order to preserve access to Union Station. This change in alignment will require additional right-of-way acquisition, along with demolition of several existing buildings. Resulting Estimated Cost Effect: + $437,000

The current design of the Central Park to the north of the bridge includes an elevated bridge on the north approach to allow visitors to pass underneath. Resulting Estimated Cost Effect: + $1,700,000

DISCUSSION & CONCLUSION


A 20% contingency has been included with the cost estimate to cover future design changes and unexpected items that may arise during design development. Resulting Estimated Cost Effect: + $2,135,730

As indicated above, revisions in design criteria, bridge location, federal requirements and changes in scope have all contributed to the increased cost of this project as compared to the estimate presented in August, 2008. Each item contributing to the increased cost has been documented above for the Citys review and consideration.

The SkyDance pedestrian bridge over the proposed Interstate-40 will be an iconic, unique experience for all who pass over and under it. The bridge is expected to become a signature of Oklahoma City. It will be immediately recognized by those who travel through on I-40. The bridge will become a vital connection between proposed park areas within the Core-to-Shore plan.

This report has highlighted the elements and requirements for construction of the bridge based on 30% plan development. The design team has given careful and diligent consideration to each and every detail, including surfacing, railing, and the structural elements and overall cost. The team is dedicated to continuing to develop the design along with City staff to make this signature icon a reality.

BACKUP INFORMATION


BACKUP INFORMATION Appendix A: Skydance Pedestrian Bridge 30% Plans Appendix B: Parcel Maps and Tract Maps for required Right-of-way Appendix C: Updated Imagery Appendix D: Schedule

30% PLANS

Preliminary Design Report SkyDance Pedestrian Bridge Oklahoma City Project BC-0180 Oct. 1, 2009

APPENDIX A:

30% PLANS

A-23

J-23

B-23

BACKER ROD AND SEALANT

LEVELING BOLT

CLIP ANGLE

PRIMARY STRUCTURE

0 3/8"

WELD TABS BETWEEN SHINGLESSLOTTED ANGLE GIRT

3

'

-

4

"

3 X 3 X 3/16 ANGLE GLASS SUPPORT, SLOTTED

3M VHB TAPE

GLAZING SHEAR BEARING

TECH SCREW

FACE CAP, KAWNEER 2500

CLIP ANGLE AT PRIMARY STRUCTURE

PRIMARY STRUCTURE

GLASS

LEVELING BOLT

3 X 2 X 3/16" GIRT, SLOTTED

2

1

/

2

"

BOTTOM EDGE OF SS SHINGLE (TYP)


3 X 2 X 3/16" GIRT, SLOTT

LEVELING BOLT

PRIMARY STRUCTURE

SS SHINGLE

SS SHINGLE FLANGE BREAK

12 GAUGE CONTINUOUSBENT 12 GAUGE SHEET METAL1/2" WELDS AT 12 " O.C.

3

'

-

4

"

1/4" SAND BLASTED, GLASSSAND BLASTED INSIDE FACE,TEMPERED

VENTILATION LOUVER

L-23

G-23

M-23

K-23

F-23E-23

D-23

D-23 SIM

ACCESS LADDER

A-23

F-23F-23 SIM

ACCESS LADDER

F-23

F-23E-23D-23

LED LIGHTIN@ 80" O.C

3 X 2 X 3/16" GIRT, SLOT


PRIMARY STRUCTURE

LEVELING BOLT

3 X 2 X 3/16" GIRT, SLOT

12 GAUGE CONTINUOUSBENT 12 GAUGE SHEET META1/2" WELDS AT 12 " O.C.

LEVELING BOLT

12 GAUGE LOUVER

SS SHINGLE

SS BIRD SCREEN

1

"

1"

3"

20 GA. SS3M VHB TAPE12 GA. BENT PLATE

1/2" BOLT AND SLOT

BACKER ROD AND SEALANT

PRIMARY STRUCTURE

SUPPORT CLIP ANGLES

SLOTTED ANGLE GIRT

WELD TAB BETWEEN SHINGLES

EDGE OF SS SHINGLE FLANGE

SS SHINGLES

ADJUSTMENT BOLT AND SLOT

PRIMARY STRUCTURE

SS SHINGLE

SS SHINGLE FLANGE

STEEL CHANNEL, SLOTTED

ANGLE GIRT,WELD TO CHANNEL

MULLION CAP

BREAK SS SHINGLE

SS ANGLE FRAME

3M VHB TAPE

CLIP ANGLE

GLASS

MULLION CAP

GLASSSEALANT

3M VHB TAPE

SS SHINGLELEVELING BOLT

SS ANGLE FRAME

PRIMARY STRUCTURE

ANGLE GIRT

SLOTTED CLIP ANGLE

30% SUBMITTALPRELIMINARYNOT FOR CONSTRUCTION09-08-09

REVISIONS

628 W. SHERIDAN AVE.

SHEET 23 of 24CA#3594 EXPIRES 6/30/11

REV. NO.

4 0 5 - 2 9 0 - 7 6 7 6

DESCRIPTION

SPS ELEVATIONS AND DETAILS

OKLAHOMA CITY, OK 73102

DATE

STC

9/8/09

STC

Date:

OKLAHOMA COUNTY

Check

Detail

Design STCSTC

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S K Y D A N C E B R I D G EO K L A H O M A C I T Y

1-1/2"= 1'-0"

H-23. WEST ELEVATION

J-23. HORIZ STAINLESS DTL.

1-1/2"= 1'-0"

K-23. HORIZ GLASS MULLION L-23. LOUVER VENT1-1/2"= 1'-0"

M-23. PYLON SECTION

G-23. PYLON SECTION1-1/2"= 1'-0"

1-1/2"= 1'-0"

F-23. STAINLESS CORNER DTL.E-23. GLASS/SKIN JOINT

1"= 20'-0"

B-23. VERTICAL PANEL JOINTA-23. CORNER DTL.

1"= 20'-0"

D-23. GLASS CORNER DTL.

C-23. NORTH ELEVATION

1/2"= 1'-0"1-1/2"= 1'-0"

1-1/2"= 1'-0"

1/2"= 1'-0"

1-1/2"= 1'-0"

30% SUBMITTALPRELIMINARYNOT FOR CONSTRUCTION09-08-09

DATE

628 W. SHERIDAN AVE.

DESCRIPTION

SPS ELEVATIONS

REV. NO.

OKLAHOMA CITY, OK 73102

SHEET 24 of 24CA#3594 EXPIRES 6/30/114 0 5 - 2 9 0 - 7 6 7 6

REVISIONS

STC

OKLAHOMA COUNTY STCSTC

STC

Date:

Detail

Design

9/8/09

Check

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S K Y D A N C E B R I D G EO K L A H O M A C I T Y

1"= 30'-0"

A-24. WEST ELEVATION

D-24. NORTH ELEVATION1"= 30'-0"

1"= 30'-0"B-24. SOUTH ELEVATION

1"= 30'-0"

1"= 30'-0"

C-24. EAST ELEVATION E-24. CENTER COLUMN

PARCEL AND TRACT MAPS

Preliminary Design Report SkyDance Pedestrian Bridge Oklahoma City Project BC-0180 Revised Nov. 13, 2009 Oct. 1, 2009

APPENDIX B:

PARCEL AND TRACT MAPS

UPDATED IMAGERY


APPENDIX C:

UPDATED IMAGERY

SCHEDULE


APPENDIX D:

PROJECT SCHEDULE

ID Task Name Duration Start Finish

1 0 days Mon 8/1/05 Mon 8/1/05

2 Skydance Bridge Design 1 day Mon 8/25/08 Mon 8/25/083 City of Oklahoma City, OK 1 day Mon 8/25/08 Mon 8/25/08

4 Design Development 576 days Mon 8/25/08 Sun 6/27/105 Consultant Selection / Agreement 35 days Mon 8/25/08 Fri 10/10/086 Scope/Schedule/Fee/Approval 35 days Mon 8/25/08 Fri 10/10/087 10% Plan Submittal 63 days Mon 10/13/08 Wed 1/7/098 Begin Design/Plan Preparation 1 day Mon 10/13/08 Mon 10/13/089 Data Gathering 5 days Tue 10/14/08 Mon 10/20/08

10 Design/Plan Preparation 15 days Tue 10/21/08 Mon 11/10/0811 Plan Submittal to ODOT/OKC 0 days Mon 11/10/08 Mon 11/10/0812 ODOT/City/UPRR Review 41 days Tue 11/11/08 Tue 1/6/0913 Project Review Meeting 1 day Wed 1/7/09 Wed 1/7/0914 30% Plan Submittal 82 days Mon 8/3/09 Fri 10/23/0915 Design/Plan Preparation 37 days Mon 8/3/09 Tue 9/8/0916 Preliminary Design/Plan Preparation 26 days Mon 8/3/09 Fri 8/28/09

17 Design Review and Coordination 11 days Sat 8/29/09 Tue 9/8/09

18 Plan Submittal to ODOT/OKC 0 days Tue 9/8/09 Tue 9/8/0919 ODOT/City Review 21 days Wed 9/9/09 Tue 9/29/0920 Project Review Meeting 1 day Wed 9/30/09 Wed 9/30/0921 UPRR Review complete 45 days Wed 9/9/09 Fri 10/23/0922 50% Plan Submittal 78 days Thu 10/1/09 Thu 12/17/0923 Design/Plan Preparation 33 days Thu 10/1/09 Mon 11/2/0924 Design and Plan Preparation 21 days Thu 10/1/09 Wed 10/21/09

25 Design Review and coordination 12 days Thu 10/22/09 Mon 11/2/09

26 Plan Submittal to ODOT/OKC 0 days Mon 11/2/09 Mon 11/2/0927 ODOT/City Review 21 days Tue 11/3/09 Mon 11/23/0928 Project Review Meeting 1 day Tue 11/24/09 Tue 11/24/0929 UPRR Review complete 45 days Tue 11/3/09 Thu 12/17/0930 70% Plan Submittal 76 days Wed 11/25/09 Mon 2/8/1031 Design/Plan Preparation 29 days Wed 11/25/09 Wed 12/23/0932 Design and plan preparation 23 days Wed 11/25/09 Thu 12/17/09

8/28

8/29 9/8

9/8

9/9 9/29

9/30 9/30

9/9 10/23

10/1 10/21

10/22 11/2

11/2

11/3 11/23

11/24 11/24

11/3 12/17

11/25 12/17

Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sepug '0 ep '0 ct '0 ov '0 ec '0 an '1 eb '1 ar '1 pr '1 ay '1 un '1 Jul '10 ug '1 ep '1 ct '1 ov '1 ec '1 an '1 eb '1 ar '1 pr '1 ay '1 un '1 Jul '11 ug '1 ep '1

Exhibit ASkyDance Bridge

Project Design Schedule

SXL & MKECSept. 29, 2009

Page 1

ID Task Name Duration Start Finish

33 Design Review and Coordination 6 days Fri 12/18/09 Wed 12/23/09

34 Plan Submittal to ODOT/OKC 0 days Wed 12/23/09 Wed 12/23/0935 ODOT/City Review 21 days Thu 12/24/09 Wed 1/13/1036 UPRR Review Completed 46 days Thu 12/24/09 Sun 2/7/1037 Project Review Meeting 1 day Mon 2/8/10 Mon 2/8/1038 90% Plan Submittal 73 days Tue 2/9/10 Thu 4/22/1039 Design/Plan Preparation 28 days Tue 2/9/10 Mon 3/8/1040 Finalize Design and Plan Preparation 21 days Tue 2/9/10 Mon 3/1/10

41 Design Review and Coordination 7 days Tue 3/2/10 Mon 3/8/10

42 Plan Submittal to ODOT/OKC 0 days Mon 3/8/10 Mon 3/8/1043 ODOT/City/UPRR Review 45 days Tue 3/9/10 Thu 4/22/1044 Project Review Meeting 0 days Thu 4/22/10 Thu 4/22/1045 100% Plan Submittal 21 days Fri 4/23/10 Thu 5/13/1046 Address Comments and Final Review 21 days Fri 4/23/10 Thu 5/13/1047 Plan Submittal to ODOT/OKC 0 days Thu 5/13/10 Thu 5/13/1048 ODOT Approval 45 days Fri 5/14/10 Sun 6/27/10

49 ODOT/City/UPRR Review 45 days Fri 5/14/10 Sun 6/27/1050 Bidding 92 days Mon 6/28/10 Mon 9/27/1051 Advertise for Bids 35 days Mon 6/28/10 Sun 8/1/1052 Bid Opening Date 1 day Mon 8/2/10 Mon 8/2/1053 Contract Approval By ODOT/OKC 25 days Tue 8/3/10 Fri 8/27/1054 Issue Work Order 31 days Sat 8/28/10 Mon 9/27/1055 Construction 338 days Tue 9/28/10 Wed 8/31/1156 Submittal Preparation and Review 50 days Tue 9/28/10 Tue 11/16/1057 Fabrication 120 days Mon 10/18/10 Mon 2/14/1158 Site Prep & Foundations (No Falsework) 30 days Mon 11/1/10 Tue 11/30/1059 Begin Construction of Falsework 0 days Tue 11/30/10 Tue 11/30/1060 Construction on Falsework 153 days Wed 12/1/10 Mon 5/2/1161 Erection of Bridge Steel Elements 120 days Mon 1/3/11 Mon 5/2/1162 Removal of Falsework Complete 0 days Mon 5/2/11 Mon 5/2/1163 Lighting, Deck, Rail, Skin and Approaches (Rubber Tire Crane Req'd) 150 days Mon 4/4/11 Wed 8/31/1164 ODOT Construction Window as Provided 211 days Mon 10/4/10 Mon 5/2/11

12/18 12/23

12/23

12/24 1/13

12/24 2/7

2/8 2/8

2/9 3/1

3/2 3/8

3/8

3/9 4/22

4/22

4/23 5/13

5/13

5/14 6/27

6/28 8/1

8/2 8/2

8/3 8/27

8/28 9/27

9/28 11/16

10/18 2/14

11/1 11/30

11/30

12/1 5/2

1/3 5/2

5/2

4/4 8/31

10/4 5/2

Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sepug '0 ep '0 ct '0 ov '0 ec '0 an '1 eb '1 ar '1 pr '1 ay '1 un '1 Jul '10 ug '1 ep '1 ct '1 ov '1 ec '1 an '1 eb '1 ar '1 pr '1 ay '1 un '1 Jul '11 ug '1 ep '1

Exhibit ASkyDance Bridge

Project Design Schedule

SXL & MKECSept. 29, 2009

Page 2

Documents

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