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
TABLE OF CONTENTS
I.
II.
III.
IV.
V.
VI.
VII.
VIII.
IX.
PROJECT SCOPE
HISTORY
CONCEPT OF PROJECT
DESIGN
A. Skydance Pedestrian Bridge
1. Structural Design
2. Structural Protection System
3. Bridge Deck Surface and Railing
4. Approaches
5. Site Photos
TESTING
RIGHT OF WAY AND UTILITIES
DETAILED COST ESTIMATE
DISCUSSION AND CONCLUSION
BACKUP INFORMATION
A. 30% Plans
B. Parcel and Tract Maps
C. Updated Imagery
D. Schedule
Preliminary Design Report

SkyDance Pedestrian Bridge
Oklahoma City Project BC-0180
Revised Nov. 13, 2009
Oct. 1, 2009
PROJECT SCOPE
PROJECT SCOPE
The scope of this project includes designing a pedestrian bridge over the proposed relocated Interstate-40 east of Union Station, near the existing Harvey Avenue right-ofway. 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.

Oct. 1, 2009
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.

Oct. 1, 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 vshaped 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
Oct. 1, 2009
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 slowerpaced 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
Oct. 1, 2009
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 I40s 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.
Oct. 1, 2009
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.
Oct. 1, 2009
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 lowmaintenance 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.

Oct. 1, 2009
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
Oct. 1, 2009
10
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.

Oct. 1, 2009
11
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

Oct. 1, 2009
12
SIGHT PHOTOS
On S. Robinson Ave, North of Railroad Looking West
On Railroad Track (North Side) Looking Northwest Toward Project Site

Oct. 1, 2009
13
SIGHT PHOTOS
On Railroad Track (North Side) Looking Southwest Toward Project Site
On Railroad Track (North Side) Looking Northwest Toward Union Station

Oct. 1, 2009
14
SIGHT PHOTOS
On Railroad Track (North Side) Looking Southeast Toward Project Site
On Middle of Railroad Track Looking South Toward Project Site

Oct. 1, 2009
15
SIGHT PHOTOS
On SW 10th St. Looking North Toward Beginning of Project
On SW 10th and Harvey Ave Looking Southeast Toward Project Site

Oct. 1, 2009
16
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.

Oct. 1, 2009
17

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.

Oct. 1, 2009
18

Item
Description
Quantity
1
2
3
General Items
Mobilization
Clearing
Erosion Control
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Bridge
North Abutment
South Abutment
Center Column(s)
Tail Footing/Anchorage
Deck Steel*
Superstructure (Wings & Tail)*
Deck Structure*
Bridge Cladding (stainless steel panel)
Access Ladder
Fore Cables*
Aft Cables*
Rail
Ipe Wood Deck Surface
Bridge Lighting
18
19
20
21
22
23
24
25
26
South Approach
Fill
6" Concrete
Gravel Porous Paving System
Conc. Retainer Edge
8" San. Sewer Pipe
16" Steel Casing
Std. MH
18" SWS
Rain Garden
7,777
164
985
710
100
90
2
130
1
27
28
29
30
31
32
33
34
35
36
37
38
39
40
North Approach
Fill
6" Concrete
Wheelchair Ramp (Custom)
8" San. Sewer Pipe
16" Steel Casing
Std. MH
18" SWS
Connect to Exist SWS MH
Relocate FH and Valve
Landscape
Irrigation
Metal Fabrication
Signage
Plaza Furnishings
North Approach
41 North Bridge & Approach
42
43
44
45
Additional Anticipated Costs

Increased cost due to Bridge only fabricators*
Right-of-Way Acquisition*
Clearing/Demolition*
Damping system & Vibration Engg.
1
1
1
Unit
ls
ls
ls
Unit Cost
Estimate
$75,000.00
$10,000.00
$12,000.00
$75,000
$10,000
$12,000
$113,350
$113,350
$263,125.00
$161,675.00
$66.00
$12,500.00
$9,400.00
$52.93
$35,850.00
$200.00
$850.00
$79.50
$20.52
$220,000.00
$113,350
$113,350
$263,125
$161,675
$602,184
$1,750,000
$1,034,000
$529,300
$71,700
$620,000
$391,000
$62,010
$187,224
$220,000
cy
sy
sy
lf
lf
lf
ea
lf
ea
$7.00
$55.00
$35.00
$15.00
$30.00
$100.00
$3,000.00
$55.00
$12,000.00
$54,439
$9,020
$34,475
$10,650
$3,000
$9,000
$6,000
$7,150
$12,000
9,649
1,360
1
130
100
2
138
1
1
1
1
1
1
1
cy
sy
ea
lf
lf
ea
lf
ea
ea
ls
ls
ls
ls
ls
$7.00
$55.00
$500.00
$30.00
$100.00
$3,000.00
$55.00
$1,500.00
$2,500.00
$86,307.00
$9,000.00
$7,400.00
$5,000.00
$9,600.00
$67,543
$74,800
$500
$3,900
$10,000
$6,000
$7,590
$1,500
$2,500
$86,307
$9,000
$7,400
$5,000
$9,600
Subtotal
$6,653,292
ls
$1,408,360.00
$1,408,360
1
1
1
1
ls
ls
ls
ls
$1,590,000.00
$237,000.00
$190,000
$600,000.00
$1,590,000
$237,000
$190,000
$600,000
Subtotal
Contigency (20%) =
Project Total =
$10,678,652
$2,135,730
$12,814,383
1
ls
1
ls
1
ls
1
ls
9124
sf
140 Tons
110 Tons
10,000
sf
2
ea
3100 Lin.Ft.
460 Lin.Ft.
780
lf
9,124
sf
1
ls
*Cost Item Notes

8
9
10
13
14
41
42
Includes approx. $136,860 due to additional wheel loading (10 ton vs. 5 ton)
Includes approx. $487,500 for additional steel for increased loading criteria.
Includes approx. $423,000 for additional steel for increased loading criteria.
Includes approx. $393,700 for additional loading criteria.
Includes approx. $184,000 for additional loading criteria.
Represents the additional cost to construct the proposed bridge section.
Original cost estimate assumed bridge and building fabricators would be allowed to bid
Currently ODOT will not allow building fabricators to bid this project.

Oct. 1, 2009
19
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.

Oct. 1, 2009
20
A 20% contingency has been included with the cost estimate to cover future
design changes and unexpected items that may arise during design
development.
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.

Oct. 1, 2009
21
BACKUP INFORMATION
BACKUP INFORMATION

Appendix A:
Appendix B:
Appendix C:
Appendix D:
Skydance Pedestrian Bridge 30% Plans

Parcel Maps and Tract Maps for required Right-of-way
Updated Imagery
Schedule

Oct. 1, 2009
22
30% PLANS
APPENDIX A:
30% PLANS

Oct. 1, 2009
REVISIONS
REV. NO.
0 3/8
"
VENTILATION
LOUVER
DESCRIPTION
DATE
BACKER ROD AND SEALANT

WELD TABS BETWEEN SHINGLES
SLOTTED ANGLE GIRT
L-23
20 GA. SS
LEVELING BOLT
3M VHB TAPE
1"
CLIP ANGLE
12 GA. BENT PLATE
G-23
1"
PRIMARY STRUCTURE
3"
A-23
ACCESS
LADDER
M-23
A-23. CORNER DTL.
B-23. VERTICAL PANEL JOINT
1-1/2"= 1'-0"
1-1/2"= 1'-0"
K-23
D-23
PRIMARY STRUCTURE
PRIMARY STRUCTURE
E-23
SLOTTED ANGLE GIRT
LEVELING BOLT
SS SHINGLE
ANGLE GIRT
F-23
SUPPORT CLIP ANGLES
CLIP ANGLE
STEEL CHANNEL, SLOTTED
SS ANGLE FRAME
3M VHB TAPE
GLASS
1/4" SAND BLASTED, GLASS
SAND BLASTED INSIDE FACE,
TEMPERED
D-23 SIM
3M VHB TAPE
SEALANT
GLASS
SS ANGLE FRAME
SLOTTED CLIP ANGLE
MULLION CAP
F-23
F-23 SIM
PRIMARY STRUCTURE
SS SHINGLES
ANGLE GIRT,
WELD TO CHANNEL
1/2" BOLT AND SLOT
SS SHINGLE FLANGE
EDGE OF SS SHINGLE FLANGE

BACKER ROD AND SEALANT
SS SHINGLE
MULLION CAP
WELD TAB BETWEEN SHINGLES
ADJUSTMENT BOLT
AND SLOT
BREAK SS SHINGLE
D-23. GLASS CORNER DTL.
E-23. GLASS/SKIN JOINT
F-23. STAINLESS CORNER DTL.
G-23. PYLON SECTION
1-1/2"= 1'-0"
1-1/2"= 1'-0"
1-1/2"= 1'-0"
1/2"= 1'-0"
C-23. NORTH ELEVATION
PRIMARY STRUCTURE
LEVELING BOLT
1"= 20'-0"
3 X 3 X 3/16 ANGLE
GLASS SUPPORT, SLOTTED
12 GAUGE CONTINUOUS
BENT 12 GAUGE SHEET METAL
1/2" WELDS AT 12 " O.C.
12 GAUGE CONTINUOUS
BENT 12 GAUGE SHEET META
1/2" WELDS AT 12 " O.C.
3M VHB TAPE
LEVELING BOLT
GLAZING SHEAR BEARING
SS SHINGLE FLANGE BREAK

3 X 2
TECH SCREW
X 3/16" GIRT, SLOTT
3 X 2
X 3/16" GIRT, SLOT
F-23
FACE CAP, KAWNEER 2500
CLIP ANGLE
AT PRIMARY STRUCTURE
CLIP ANGLE
CLIP ANGLE
SS SHINGLE
ACCESS
LADDER
PRIMARY STRUCTURE
GLASS
3'-4"
12 GAUGE LOUVER
3'-4"
PRIMARY STRUCTURE
LED LIGHTIN
@ 80" O.C
SS BIRD SCREEN
BOTTOM EDGE
OF SS SHINGLE (TYP)
LEVELING BOLT
LEVELING BOLT
2 1/2"
A-23
J-23
D-23
B-23
F-23
E-23
M-23. PYLON SECTION

1/2"= 1'-0"
3 X 2
X 3/16" GIRT, SLOTTED
3 X 2
X 3/16" GIRT, SLOT
PLOTTED: Wednesday, September 02, 2009 @ 03:22PM
SS SHINGLE
J-23. HORIZ STAINLESS DTL.
K-23. HORIZ GLASS MULLION
L-23. LOUVER VENT
1-1/2"= 1'-0"
1-1/2"= 1'-0"
1-1/2"= 1'-0"
30% SUBMITTAL
PRELIMINARY
NOT FOR CONSTRUCTION
09-08-09
OKLAHOMA COUNTY
SPS ELEVATIONS
AND DETAILS
H-23. WEST ELEVATION
1"= 20'-0"
OKLAHOMA CITY
S K Y D A N C E
B R I
D G E
628 W. SHERIDAN AVE.

OKLAHOMA CITY, OK 73102
405 - 290 -7676
CA#3594 EXPIRES 6/30/11
Design
STC
STC
Detail
STC
STC
Check
Date: 9/8/09
SHEET 23 of 24
REVISIONS
PLOTTED: Wednesday, September 02, 2009 @ 03:22PM
REV. NO.
A-24. WEST ELEVATION
B-24. SOUTH ELEVATION
1"= 30'-0"
1"= 30'-0"
C-24. EAST ELEVATION
D-24. NORTH ELEVATION
E-24. CENTER COLUMN
1"= 30'-0"
1"= 30'-0"
1"= 30'-0"
DESCRIPTION
DATE
30% SUBMITTAL
PRELIMINARY
NOT FOR CONSTRUCTION
09-08-09
OKLAHOMA COUNTY
SPS ELEVATIONS
Design
STC
STC
Detail
STC
STC
Check
Date: 9/8/09
OKLAHOMA CITY
S K Y D A N C E
B R I
D G E
628 W. SHERIDAN AVE.

OKLAHOMA CITY, OK 73102
405 - 290 -7676
CA#3594 EXPIRES 6/30/11
SHEET 24 of 24
PARCEL AND TRACT MAPS
APPENDIX B:
PARCEL AND TRACT MAPS

Oct. 1, 2009
UPDATED IMAGERY
APPENDIX C:
UPDATED IMAGERY

Oct. 1, 2009
SCHEDULE
APPENDIX D:
PROJECT SCHEDULE

Oct. 1, 2009
Exhibit A
SkyDance Bridge
Project Design Schedule
ID
Task Name
Duration
1
2
3
4
5
6
7
Skydance Bridge Design

City of Oklahoma City, OK
Design Development
Consultant Selection / Agreement
Scope/Schedule/Fee/Approval
10% Plan Submittal
Begin Design/Plan Preparation
Data Gathering
10
Design/Plan Preparation
11
Plan Submittal to ODOT/OKC
12
ODOT/City/UPRR Review
13
Project Review Meeting
14
15
30% Plan Submittal

Start
Finish
0 days
Mon 8/1/05
Mon 8/1/05
1 day
Mon 8/25/08
Mon 8/25/08
1 day
Mon 8/25/08
Mon 8/25/08
576 days
Mon 8/25/08
Sun 6/27/10
35 days
Mon 8/25/08
Fri 10/10/08
35 days
Mon 8/25/08
Fri 10/10/08
63 days
Mon 10/13/08
Wed 1/7/09
1 day
Mon 10/13/08
Mon 10/13/08
5 days
Tue 10/14/08
Mon 10/20/08
15 days
Tue 10/21/08
Mon 11/10/08
0 days
Mon 11/10/08
Mon 11/10/08
41 days
Tue 11/11/08
Tue 1/6/09
1 day
Wed 1/7/09
Wed 1/7/09
82 days
Mon 8/3/09
Fri 10/23/09
37 days
Mon 8/3/09
Tue 9/8/09
ug '0 ep '0
Aug Sep
16
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 8/29
0 days
Tue 9/8/09
Tue 9/8/09
21 days
Wed 9/9/09
Tue 9/29/09
18
19
ODOT/City Review
20
1 day
Wed 9/30/09
Wed 9/30/09
21
UPRR Review complete
45 days
Wed 9/9/09
Fri 10/23/09
78 days
Thu 10/1/09
Thu 12/17/09
33 days
Thu 10/1/09
Mon 11/2/09
22
23
50% Plan Submittal

24
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
0 days
Mon 11/2/09
Mon 11/2/09
21 days
Tue 11/3/09
Mon 11/23/09
Tue 11/24/09
Tue 11/24/09
26
27
ODOT/City Review
28
1 day
29
UPRR Review complete
45 days
Tue 11/3/09
Thu 12/17/09
76 days
Wed 11/25/09
Mon 2/8/10
29 days
Wed 11/25/09
Wed 12/23/09
23 days
Wed 11/25/09
Thu 12/17/09
30
31
32
70% Plan Submittal

Design and plan preparation
ct '0
Oct
ov '0 ec '0 an '1 eb '1 ar '1

Nov Dec Jan Feb Mar
8/28
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
11/24
11/3
11/25
Page 1
11/23
11/24
12/17
12/17
SXL & MKEC

Sept. 29, 2009
pr '1
Apr
ay '1 un '1 Jul '10 ug '1 ep '1

May Jun
Jul
Aug Sep
ct '1
Oct
ov '1 ec '1 an '1 eb '1 ar '1

Nov Dec Jan Feb Mar
pr '1
Apr
ay '1 un '1 Jul '11 ug '1 ep '1

May Jun
Jul
Aug Sep
Exhibit A
SkyDance Bridge
Project Design Schedule
ID
Task Name
33
Duration
Start
Finish
ug '0 ep '0
Aug Sep
ct '0
Oct
6 days
Fri 12/18/09
Wed 12/23/09
ov '0 ec '0 an '1 eb '1 ar '1

Nov Dec Jan Feb Mar
12/18
12/23
0 days
Wed 12/23/09
Wed 12/23/09
12/23
34
35
ODOT/City Review
21 days
Thu 12/24/09
Wed 1/13/10
12/24
36
UPRR Review Completed
46 days
Thu 12/24/09
Sun 2/7/10
12/24
1 day
Mon 2/8/10
Mon 2/8/10
73 days
Tue 2/9/10
Thu 4/22/10
28 days
Tue 2/9/10
Mon 3/8/10
21 days
Tue 2/9/10
Mon 3/1/10
7 days
Tue 3/2/10
Mon 3/8/10
0 days
Mon 3/8/10
Mon 3/8/10
45 days
Tue 3/9/10
Thu 4/22/10
0 days
Thu 4/22/10
Thu 4/22/10
21 days
Fri 4/23/10
Thu 5/13/10
21 days
Fri 4/23/10
Thu 5/13/10
0 days
Thu 5/13/10
Thu 5/13/10
45 days
Fri 5/14/10
Sun 6/27/10
45 days
Fri 5/14/10
Sun 6/27/10
92 days
Mon 6/28/10
Mon 9/27/10
37
38

90% Plan Submittal
39
40
Finalize Design and Plan Preparation
41
42
43
44
45
100% Plan Submittal
46
Address Comments and Final Review
47
48

ODOT Approval
49
50
Bidding
SXL & MKEC

Sept. 29, 2009
pr '1
Apr
ay '1 un '1 Jul '10 ug '1 ep '1

May Jun
Jul
Aug Sep
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
Mon 6/28/10
Sun 8/1/10
52
Bid Opening Date
1 day
Mon 8/2/10
Mon 8/2/10
8/2
53
Contract Approval By ODOT/OKC
25 days
Tue 8/3/10
Fri 8/27/10
8/3
54
Issue Work Order
31 days
Sat 8/28/10
Mon 9/27/10
338 days
Tue 9/28/10
Wed 8/31/11
50 days
Tue 9/28/10
Tue 11/16/10
120 days
Mon 10/18/10
Mon 2/14/11
30 days
Mon 11/1/10
Tue 11/30/10
0 days
Tue 11/30/10
Tue 11/30/10
Submittal Preparation and Review
57
Fabrication
58
Site Prep & Foundations (No Falsework)
59
Begin Construction of Falsework
60
Construction on Falsework
153 days
Wed 12/1/10
Mon 5/2/11
61
Erection of Bridge Steel Elements
120 days
Mon 1/3/11
Mon 5/2/11
62
Removal of Falsework Complete
0 days
Mon 5/2/11
Mon 5/2/11
63
Lighting, Deck, Rail, Skin and Approaches (Rubber Tire Crane Req'd)
150 days
Mon 4/4/11
Wed 8/31/11
211 days
Mon 10/4/10
Mon 5/2/11
64
ODOT Construction Window as Provided
ay '1 un '1 Jul '11 ug '1 ep '1

May Jun
Jul
Aug Sep
2/8
35 days
56
pr '1
Apr
2/7
Advertise for Bids
Construction
ov '1 ec '1 an '1 eb '1 ar '1

Nov Dec Jan Feb Mar
1/13
51
55
ct '1
Oct
6/28
8/1
8/2
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
10/4
Page 2
8/31
5/2

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PRELIMINARY DESIGN REPORT

CITY OF OKLAHOMA CITY, OKLAHOMA

REVISED NOVEMBER 13, 2009

Preliminary Design Report

That it be an iconic, signature design feature

Preliminary Design Report

Preliminary Design Report

The design seeks overwhelming compatibility with Union Station, reinforcing an

Plaza landscaping includes highly permeable walking surfaces, indigenous or

Lighting sources wherever possible will be energy-saving LED.

Stainless steel is a 200-year material, and requires no maintenance beyond

Preliminary Design Report

Preliminary Design Report

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

On S. Robinson Ave, North of Railroad Looking West

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

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

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

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

On Middle of Railroad Track Looking South Toward Project Site

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

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

Preliminary Design Report

RIGHT OF WAY AND UTILITIES

RIGHT OF WAY AND UTILITIES

Preliminary Design Report

DETAILED COST ESTIMATE

DETAILED COST ESTIMATE

Additional Anticipated Costs

*Cost Item Notes

Preliminary Design Report

DISCUSSION & CONCLUSION

DISCUSSION & CONCLUSION

The bridge design must be adequate to handle a 5-ton truck.

In order to meet federal requirements, the original Environmental Impact Study

Preliminary Design Report

DISCUSSION & CONCLUSION

Preliminary Design Report

Skydance Pedestrian Bridge 30% Plans

Preliminary Design Report

Preliminary Design Report

BACKER ROD AND SEALANT

12 GA. BENT PLATE

B-23. VERTICAL PANEL JOINT

SLOTTED ANGLE GIRT

SUPPORT CLIP ANGLES

STEEL CHANNEL, SLOTTED

1/2" BOLT AND SLOT

EDGE OF SS SHINGLE FLANGE

WELD TAB BETWEEN SHINGLES

D-23. GLASS CORNER DTL.

E-23. GLASS/SKIN JOINT

F-23. STAINLESS CORNER DTL.

G-23. PYLON SECTION

C-23. NORTH ELEVATION

SS SHINGLE FLANGE BREAK

X 3/16" GIRT, SLOTT

X 3/16" GIRT, SLOT

FACE CAP, KAWNEER 2500

M-23. PYLON SECTION

X 3/16" GIRT, SLOTTED

X 3/16" GIRT, SLOT

PLOTTED: Wednesday, September 02, 2009 @ 03:22PM

J-23. HORIZ STAINLESS DTL.