2019 Engineering

Excellence Awards

Benham Design, LLC,

Honored as Engineering

Excellence Award "Grand

Conceptor" for the I-235

Broadway Widening at

50

th

 Street and the BNSF

Railroad project.

2019 GRAND

CONCEPTOR

The   Oklahoma   Department   of   Transportation   (ODOT)   and Benham   Design   partnered   to   widen   I-235   from   four   lanes   to six   from   NW   36th   Street   to   NW   50th   Street.   The   project included   rebuilding   NW   50th   Street,   an   entrance   and   exit ramp,   Sewell Avenue   and   realigning   the   BNSF   Railway.   The existing     BNSF     bridge     was     also     replaced,     removing     a bottleneck   to   the   widening   without   reducing   the   number   of traffic lanes during construction. This   was   ODOT’s   largest   construction   package   in   history,   at a    contract    bid    price    of    $81    million.    Accelerated    Bridge Construction    (ABC)    minimized    disruption    to    the    115,000 daily   commuters   and   BNSF   rail   traffic.   ABC   methods   also prevented   the   contractor   from   constructing   the   trusses   over traffic    or    reducing    the    number    of    travel    lanes    during construction.   The   contractor   erected   the   trusses   offsite   and moved     them     into     place     using     Self-Propelled     Modular Transports,   avoiding   a   reduction   to   one   lane   each   way   on   I- 235   for   several   months.   Instead,   highway   closure   time   was only   needed   for   a   single   three-day   weekend,   and   rail   for   less than   a   day.   Implementing   ABC   greatly   improved   safety   for workers and the public. The   project   re-built   the   NW   50 th    Street   entrance   to   I-235   SB and   the   exit   ramp   from   I-235   NB   to   50 th    Street   and   Santa   Fe. The   project   extended   the   Deep   Fork   Creek   drainage   structure and   bored   a   96-inch   storm   sewer   line   underneath   existing 50th   Street   ramps   to   alleviate   perpetual   flooding   and   closures of I-235 after heavy rains. Innovative   techniques   allowed   30-foot   tall   retaining   walls   to be   constructed   adjacent   to   the   interstate   without   disrupting utilities   or   requiring   the   relocation   of   businesses   adjoining the interstate. The   contract   time   of   850   days   was   reduced   to   700   days   using A+B   bidding   and   careful   planning.   Ultimately,   the   project finished   nearly   a   year   ahead   of   schedule,   allowing   ODOT   to proceed   with   the   last   phase   of   widening   I-235   to   six   lanes through this vital corridor.

2019 HONOR AWARD

Winners

GUY Engineering Services -

Bridge #15 over Mud Creek,

Pawnee County

S    3460    Rd    in    Pawnee    County    is    an    important    road    to    citizens    in    this    rural community,    providing    a    direct    connection    from    SH-15    to    an    Arkansas    River crossing.   Bridge   #15   over   Mud   Creek   caused   problems   and   inconvenience   to   those using    this    roadway:    The    unsafe    and    dilapidated    40ft    single    span    pony    truss, constructed   in   1932,   required   frequent   maintenance   and   repair   and   was   thus   often closed   to   traffic.   When   this   happened,   drivers,   including   emergency   vehicles   and school buses, were forced on a inconvenient detour. GUY   Engineering   Services   (GUY)   developed   an   innovative   steel   arch   bridge   design   that   fit   the   unique   canyon-like   shape   of   the   channel.    The   new   bridge   was   the   first ODOT-let   steel   arch   bridge   in   Oklahoma.    In   addition,   the   64ft-2in   span   x   19ft-7in rise   steel   plate   structure   was   the   longest   steel   arch   span   available    at   the   time.   With this   arch   design,   GUY   was   able   to   minimize   excavation   costs   and   environmental impact in comparison to a standard PC beam bridge design. With   a   new   bridge   in   place,   drivers   in   Pawnee   County   now   have   easier   access   to   the Arkansas   River   crossing   as   well   as   improved   response   time    for    emergency   vehicles . The   new   bridge   also   provides   an   economic   benefit   to   Pawnee   County,   as   it   requires nearly   zero   maintenance .   In   addition,   the   aesthetic   value   of   the   bridge   has   received positive reviews, as the fascia blends in with the scenery. ODOT   used   the   construction   of   this   bridge   as   an   opportunity to   provide   training   to   their   engineers   on   the   use   of   such bridges.   In   addition,   other   counties   and   engineers   are   looking at the design and considering its use

Cowan Group Engineering -

City of Mustang Water Reuse

Facility

Today,     very     few     municipal     wastewater     dischargers     in Oklahoma   are   reclaiming   and   reusing   water   and   the   City   of Mustang    is    leading    the    way    as    an    example    to    other municipalities    for    innovative    reuse    projects.        The    City’s vision   and   partnership   with   Cowan   Group   Engineering   made it   possible   to   provide   an   example   to   other   municipalities.     The   Category   II   Water   Reuse   system   they   worked   to   design, construct,   and   implement   became   an   apparent   need   to   them in   2010   as   they   realized   that   they   were   one   of   the   number one   users   of   potable   water   to   irrigate   City   facilities.      This realization    brought    them    to    seek    other    sources    of    water rather   than   well   field   water   or   purchase   water.      They   knew that    they    had    a    reliable    source    of    water    in    the    water reclaimed   at   the   wastewater   treatment   plant.      Rather   than send   that   water   on   to   the   nearest   river,   they   could   augment   a portion   of   the   discharge   to   the   irrigation   facilities   thus   saving in    produced    and    purchased    potable    water.        This    would provide   a   cost   savings   to   the   City   as   well   as   the   customer base   which   pays   for   infrastructure   through   the   purchase   of potable drinking water. The    water    reuse    system    was    incorporated    into    a    larger expansion   project   of   the   existing   wastewater   treatment   plant which   increased   the   capacity   of   the   plant   from   2.0   million gallons    per    day    to    3.0    million    gallons    per    day    and    also allowed    the    renaming    of    the    plant    to    the    Reclamation Facility.            Strong      partnerships      and      open      lines      of communication     were     created     between     State     agencies, internal   operations   staff,   the   engineering   team,   contractor, management,   and   Parks   and   Recreation   were   instituted   early to ensure that the project went smoothly from start to finish.  The   project   was   considered   a   success   in   that   it   will   allow   the City   to   augment   approximately   15   million   gallons   of   potable water   either   produced   or   purchased   for   the   irrigation   of   City facilities.      The   payback   period   of   the   reuse   system   is   at   a minimum   5   years   and   after   that   time   the   City   can   look   to expand    the    system    to    provide    more    reuse    water    where applicable.   The   City   is   very   proud   of   the   project   and   the ability    to    provide    insight    to    other    municipalities    as    they begin the utilization of the water reuse facility.

Garver - Del City Wastewater

Treatment Plant

Improvements

The   City   of   Del   City   (the   City)   was   in   immediate   need   of upgrades   to   their   wastewater   treatment   plant   (WWTP)   and processes,   some   of   which   had   gone   without   upgrades   for over     30     years.    As     a     result,     their     Plant     struggled     to consistently   meet   discharge   permit   requirements,   especially during   periods   with   high   flow.   The   City   utilized   Oklahoma’s Clean   Water   State   Revolving   Fund   (CWSRF)   to   finance   the project,   and   Garver   worked   within   the   City’s   budget   and requirements   of   the   CWSRF   to   prioritize   the   most   critical elements    and    provided    a    means    to    immediately    address potential catastrophic failures. Due    to    the    aging    infrastructure    and    equipment    operating beyond   its   useful   life,   the   Plant   staff   had   a   difficult   time maintaining   compliance   with   its   Oklahoma   Department   of Environmental       Quality       (ODEQ)       discharge       permit requirements.    In    addition    to    a    consent    order    mandating improvement   to   meet   discharge   requirements,   the   City   was also   facing   a   new   regulation   for   a   minimum   of   three   basins for    sequencing    batch    reactors    (SBR)    processes        and    the existing Plant only had two. Garver’s   initial   report   also   identified   the   existing   headworks was   not   salvageable   and   would   need   to   be   replaced.      To complete    priority    headworks    upgrades    while    maintaining service   to   the   community,   Garver   completed   a   custom   design to   fit   a   new   headworks   within   a   tight   footprint.   Confirmed, careful   sequencing   allowed   construction   adjacent   to   the   old headworks    facility,    keeping    it    operational    until    the    new headworks could be brought online. The   project   also   included   the   integration   of   a   non-contact UV   system   into   an   existing   building,   replacing   a   chlorine   gas system   and   providing   a   safer   operating   environment.   The non-contact    system    is    one    of    the    first    in    the    state    of Oklahoma,      requires      significantly      less      operation      and maintenance. During   construction,   systems   were   kept   online   to   continue service   to   the   community.   The   SBRs   were   rehabbed   with new   blowers   and   coarse   bubble   diffusers   to   improve   their efficiency,   while   the   contractor   was   required   to   keep   at   least one   SBR   in   service   at   all   times.   Utilization   of   the   Plant’s storm   holding   pond   helped   with   receiving   the   influent   flow, and    its    capacity    also    helped    justify    not    constructing    an additional   SBR,   given   that   the   community   isn’t   expected   to see significant growth for the foreseeable future. Garver   provided   all   improvements   and   upgrades   under   loan budget     and     helped     the     City     effectively     manage     the construction   to   preserve   around   $1.2M.   Garver   also   assisted the   City   with   utilization   of   available   funds   to   complete   cost effective   implementation   of   several   upgrades   by   identifying items City staff could complete in-house .  

Garver - Claremore (GCM)

Runway & Taxiway

Rehabilitation

Claremore    Regional   Airport’s    Runway    17-35    is    the    only runway   at   the   airfield,   so   any   construction   could   potentially close     the     airport     and     impact     over     70     based     aircraft, emergency   medical   services,   and   multiple   flight   schools   that regularly   use   the   airport.   The   project   funding   had   originally been   programmed   for   a   traditional   pavement   rehabilitation consisting    of    milling    the    existing    bituminous    surface    and constructing a bituminous overlay. However, as design commenced, it was determined   that the   existing   runway   pavement   had   been   constructed   without a   base   course   and   was   not   adequate   to   handle   the   growing aircraft   fleet   mix   using   the   airport.   The   necessary   pavement design    required    an    asphalt    overlay    and    extensive    crack repair,   but   this   was   well   beyond   the   available   budget   for   the project. Garver    was    tasked    with    developing    an    engineering solution    to    improve    the    pavement    condition,    preserve runway   capacity,   sustain   access   to   the   airport   during construction, and maintain the project budget. To    overcome    these    challenges,    Garver    developed    a solution   that   had   never   been   implemented   on   an   airfield in     Oklahoma.     The     solution     integrated     the     use     of reclaiming    the    existing    bituminous    surface    course    to serve   as   a   stabilized   base   course   for   a   new   bituminous surface    course.    This    innovative    runway    rehabilitation method   required   collaboration   with   the   FAA   to   update   an outdated    reclamation    specification    to    include    modern testing    standards    and    methods,    and    incorporate    the addition   of   cement   and   asphalt   emulsion   to   the   stabilized base    to    add    strength    while    also    staying    flexible    to mitigate   the   development   of   large   block   cracking   in   the   future. The     FAA     ultimately     approved     the     bituminous pavement   reclamation   specification,   which   significantly reduced   project   costs   and   pavement   closures.   With   the approval   of   this   specification,   the   FAA   now   has   another option   for   use   on   future   airfield   pavement   rehabilitation projects that was not available prior to this project. In     order     for     the     airport     to     remain     open     during construction,   Garver   designed   the   use   of   the   parallel taxiway     as     an     alternate     landing     surface     during construction,   and   a   new   haul   road   was   built   so   that construction   vehicles   could   access   the   runway   work area without crossing the alternate runway safety area. This    project    also    provided    significant    benefit    to    the research   and   educational   community.   Faculty   and   students from   the   University   of   Arkansas   used   this   project   as   an opportunity      to      collect      field      data      on      workability, compatibility,   and   cohesion   gain   of   the   reclaimed   asphalt material   during   the   recycling   process.   This   data   collected proved   extremely   valuable,   as   they   work   with   the Asphalt Emulsion    Manufacturing    Association    to    improve    mix design procedures for Cold In-Place Asphalt Recycling. These    innovations    resulted    in    a    project    that significantly    improved    the    runway    pavement condition,     maintained     access     to     the     airport throughout     construction,     and     was     completed below the original budget.

Craig & Keithline - Gilcrease

Expressway North Mitigation

The   Gilcrease   Expressway   North   project   is   a   new   alignment, controlled   access,   divided   expressway   extension   located   in Tulsa,   Oklahoma   connecting   US-75   Highway   and   the   L.L. Tisdale   Parkway.      It   is   approximately   3.5   miles   long.       The facility    is    located    in    a    partially    de veloped    mixed    use (residential   /   commercial   /   light   industrial)   area   of   the   City.     It   is   located   in   an   older,   urbanized   part   of   Tulsa   and   the   area population   is   below   the   median   income   range.      Funding   for the   project   is   a   mixture   of   local,   state,   and   federal   funds accrued   and   expended   over   many   years.      This   entry   focuses on   the   environmental   mitigation   efforts   developed   for   the facility. Craig   &   Keithline,   Inc.   was   selected   to   provide   the   design services   for   the   project,   including   environmental   mitigation a nd   permitting.      Early   in   the   planning   process   the   mitigation requirements     were     subdivided     into     four     categories     – environmental,   stormwater,   regulatory   (404   permitting),   and additional. Environmental constraints and solutions included Avoid     impacts     to     cultural     resources     (Community Centers, Churches, School). o 2   community   centers,   4   churches,   1   school identified   and   avoided.      1   underpass   relocated in    design    to    accommodate    projected    church growth. Avoid impacts to automotive salvage yards. o 2   salvage   yards   identified   and   avoided   with tree screening provided. Remove   and   close   old   gas   stations,   oil   wells   and   oil production related facilities. o Closed   &   remediated   3   gas   stations,   7   wells, general oilfield cleanup. Provide    multiple    city    street    underpasses    to    maintain neighborhood connectivity o 5   underpasses   provided,   each   with   decorative sidewalks   and   underpass   lighting.      Ultimately sidewalks   were   provided   for   9   sections   of   city streets. Provide    a    multi-use    trail    with    a    connection    to    the existing “Midland Valley Trail”. o Included     the     “Gilcrease     Trail     Phase     1” connecting Cincinnati to the MVT. Stormwater       constraints       (solutions       incorporated       into regulatory constraints) Design    a    naturalized    regional    detention    pond    (Amos Hall ~ 50 Acre-Feet required). Remove    a    portion    of    Dirty    Butter    Creek    from    the mapped       floodplain       and       provide       appropriate compensatory storage. Regulatory constraints and solutions The    primary    permit    constraint    was    the    USACE    404 permit   process.      Craig   &   Keithline,   Inc.   developed   a conceptual   “full   corridor”   mitigation   plan,   portions   of which      were      incorporated      into      the      individual construction projects, and included: o Define    and    protect    natural    areas    (woods, wetlands and riparian habitats). o Establish      a      man-made      riparian      habitat (meandering stream with plantings). o Establish    the    regional    detention    pond    as    a man-made wetland habitat. Additional   mitigation   solutions   not   required   but   provided   to address community concerns Compensatory   storage   area   is   wet   bottom,   contoured, landscaped, with trail. Detention   pond   is   wet   bottom,   contoured,   naturalized, with trail and overlook. Hardscaping,       vinyl       coated       fencing,       multi-use neighborhood trails, and landscaping.

Garver - Hazardous Waste &

Spill Response Training

Garver    led    the    team    responsible    for    providing    eight, eight-hour     Hazardous     Waste     Generator     and     Spill Response   Training   (HWGSRT)   Courses   to   members   of the   Oklahoma   National   Guard   (OKNG)   on   behalf   of   the Oklahoma   Military   Department   (OMD).   The   members   of the   OKNG   have   a   responsibility   to   stay   current   on   their training   in   order   to   be   prepared   for   a   variety   of   situations that may arise and need their services. In   this   particular   instance,   the   OMD   and   OKNG   needed to   update   training   in   regards   to   hazardous   waste   and   spill response.   The   OMD   enlisted   the   help   of   the   Garver   Team in   order   to   fully   train   nearly   80   members   of   the   OKNG   at eight different locations across Oklahoma. Garver   led   a   kick-off   meeting   with   the   client   and   team subconsultant      Harbor      Environmental      and      Safety (Harbor).   After   the   kick-off   meeting,   the   team   began   to draft   the   curriculum   that   would   be   taught   to   the   OKNG members.    Upon    course    completion,    the    Garver    Team compiled   the   final   curriculum   and   presented   certificates of completion to the HWGSRT Course attendees. When    the    OMD    knew    they    needed    to    provide    more training    for    their    soldiers,    they    knew    Garver    was    the company     to     do     it.     Close,     constant     communication between   key   stakeholders   the   OMD,   the   OKNG,   Garver, and    Harbor,    allowed    the    Garver    Team    to    provide    the needed training on budget and ahead of schedule.

Cabbiness Engineering, CEC

Corporation, Triad Design

Group - MAPS 3 Trail

Improvements at Like Stanley

Draper

For   decades,   the   City   of   Oklahoma   City   (OKC)   had   desired to   turn   Lake   Stanley   Draper   into   an   economic   engine   for southeast   Oklahoma   City.   Small   pockets   of   development   and continued   recreational   opportunities   have   slowly   improved the   area,   but   it   still   lacked   the   one   connective   component   to tie   everything   together.   In   2015   the   Oklahoma   City   MAPS Program   (MAPS   3)   desired   to   design   and   construct   a   new multi-modal    trail    system    around    Lake    Stanley    Draper    in hopes   to   kick-start   the   desired   economic   engine   and   bring   an unparalleled   recreation   opportunity   for   all   of   Oklahoma.      In order   to   achieve   this   goal   in   a   timely   and   efficient   manner, the   MAPS   3   planners   ultimately   divided   the   trail   system   into three    (3)    separate    segments    that    connect    and    create    a continuous,   13.5-mile,   multi-modal   trail.   The   three   design segments       were       ultimately       awarded       to       Cabbiness Engineering,   LLC,   CEC,   and   Triad   Design   Group   (a.k.a.   the Comprehensive Design Team). The   Comprehensive   Design   Team’s   role   in   the   Lake   Stanley Draper    Trail    system    was    to    analyze    and    design    a    new interconnected   12-foot   wide,   multi-modal   trail. As   part   of   the design     contract,     our     Team     created     design     alternative solutions    that    address    the    trail’s    functionality,    the    trail’s connectivity,      and      the      trail’s      construction      feasibility. Additionally,    included    in    our    project    design    were    utility relocations,   right-of-way   and   easement   needs,   construction traffic     control,     geotechnical     concerns,     trail     amenities, permitting and estimated construction costs. Some     of     the     challenges     and     highlights     encountered throughout this project, include: More elevation changes and vistas than any other trail around the Oklahoma City Metro that cleverly winds around and adjacent to Lake Stanley Draper. Careful trail routing to avoid extensive tree mitigation and protecting environmentally sensitive areas. Addressing challenging construction conditions, while also providing lake views—ultimately being one of the keys to the project’s successful completion. Maintaining the area’s scenic integrity, while coordinating between the three design firms—ultimately allowing our Comprehensive Team to deliver a successful, interconnected trail. Varying degrees of public involvement with the overall design and effectively conveying the trails vision to representatives and staff members of OKC, MAPS 3, the MAPS 3 Citizen Advisory Board, MAPS 3 Trails and Sidewalk Subcommittee, and the City Council. Construction inspection and administration services—throughout the construction phase, in-house construction inspectors performed regularly scheduled site inspections, documenting progress, deliverables, and coordination of any field changes necessary. The Comprehensive Design Team was able to work together to analyze various alignments and designs. Ultimately, the team proposed unified, innovative design and construction solutions, and allowed the delivery of this $10-Million trail project within its challenging construction schedule and budget. Additionally, this project created a scenic and sustainable lifestyle initiative for the community,  that connects to a network of 10 interconnected trails that can take users to almost every point in the City of Oklahoma City. This trail system will be used for generations to come and help spark economic development for southeast Oklahoma City and other surrounding communities.

Garver - Miami, OK (MIO)

Electrical Upgrades

Miami    Regional    Airport’s    original    lighting    system    and NAVAIDs   were   past   their   usable   life   and   were   showing significant   signs   of   unreliability   and   maintenance   issues. As a     result,     Garver     worked     with     the     FAA,     Oklahoma Aeronautics    Commission    (OAC),    and    the    local    Owner (Sponsor)    to    develop    a    two-year    project    to    replace    all existing   lighting   equipment   and   infrastructure   as   well   as add   additional   equipment   to   improve   nighttime   and   low- visibility   use   of   the   airfield.   The   project   was   designed   in year   one   and   constructed   in   year   two.   This   allowed   the airport   to   provide   better   cash   flow   for   the   project   from   both their    FAA    entitlement    funds    as    well    as    local    matching funds. The project included the following scope: • replacement    of    existing    stake-mounted    and    direct- buried    incandescent    runway    lights    with    new    base- mounted can and conduit LED runway lights; • addition of LED guidance and hold signs; • replacement   of   existing   failing   airport   rotating   beacon with new high intensity rotating beacon; • replacement   of   unreliable   2-box   incandescent   Precision Approach    Path    Indicator    (PAPI)    system    with        more precise    4-box    LED    PAPI    systems    for    both    runway approaches; • installation    of    new    Runway    End    Identifier    Light (REIL) system for the south runway approach; • installation      of      new      Omni-Directional      Approach Lighting    System    (ODALS)    for    the    north    runway approach; • installation of new LED wind cone; • installation    of    new   Automated    Weather    Observation System    (AWOS-IIIPT)    complete    with    precipitation indication and thunderstorm detection; • installation   of   new   airfield   electrical   vault   to   house   the power and control equipment; • and   installation   of   a   new   airport   access   gate   complete with keypad access control. All    of    these    modifications    and    additions    provided    the airport   with   more   reliable,   energy-saving,   and   maintenance- friendly   equipment.   Prior   to   this   project,   the   airport   did   not have    certified    weather    reporting    on    the    airfield—this addition   is   extremely   beneficial   to   transient   pilots   as   they fly long distances into the   airfield. With   a   project   attempting   to   complete   this   extensive   list   of improvements,   funding   was   the   pinnacle   concern.   In   order   to ensure   the   project   could   be   awarded   on   bid   day   as   well   as maximize   the   scope   awarded,   it   was   determined   that   a   base bid   of   the   runway   lighting   system   and   vault   building   coupled with   additional   alternatives   for   the    other   equipment   was   the best    way    to    achieve    this    goal.    This    allowed    the    most imperative   item   to   be   awarded   first   and   the   alternatives   to   be awarded   as   the   budget   allowed. The   contractor’s   bids   came   in below   anticipated   cost,   so   all   alternatives   were   awarded.   The alternatives   also   allowed   the   components   of   the   project   to   be divided between the FAA grant and the OAC grant.

Garver - U.S. 77 Bridge over

South Canadian River and

BNSF Railroad

The    US-77    Bridge    over    the    Canadian    River    and BNSF   Railroad,   also   known   as   the   James   C.   Nance Bridge,    connects    Purcell    and    Lexington,    and    was originally    built    in    1938    as    a    deck    truss    two-lane bridge.      It   serves   as   a   lifeline   between   the   two   cities which   function   as   one   community.      The   originally constructed     bridge     was     listed     on     the     National Register     of     Historic     Places     (NRHP)     and     was regarded   as   one   of   the   most   historic   bridges   in   the state   of   Oklahoma.   It   was   the   third   longest   bridge   in the   state,   sat   fifty   (50)   feet   high,   and   was   the   highest deck   truss   bridge   in   the   state   serving   over   11,000 vehicles per day. Due    to    the    age    of    the    structure,    in    2013    ODOT solicited   for   a   proposal   to   analyze   the   feasibility   and assessment   of   a   3-phase   design   replacement   of   the bridge. Garver   responded   to   the   RFP   and   was   selected   for   the project   with   a   5-year   design   schedule.   After   selection, Garver   developed   plans   for   US-77   over   the   Canadian River   in   McClain   and   Cleveland   Counties.   The   project included      environmental,      roadway,      bridge,      traffic, hydraulics,   preliminary   engineering   and   final   design   for the    replacement    of    an    approximately    3,750-foot-long bridge. In    February    of    2014,    during    the    structure’s    fracture critical   inspection,   significant   cracks   were   found   in   key structural    components,    requiring    ODOT    to    close    the bridge.   The   closure   meant   a   45-mile   long   detour   for   the daily    commuters    of    Lexington    and    Purcell,    creating significant   hardship   and   leading   the   Governor   to   declare a     State     of     Emergency.     The     cities     received     state imbursement   funds   for   incurred   expenses   and   a   shuttle service.    The    detour    impacted    businesses,    temporarily causing   a   loss   in   revenue   and   unforeseen   expenses   for the cities of Lexington and    Purcell. Garver   was   asked   to   accelerate   the   project   schedule   due to      the      closure.     The      revised      schedule      required performing   all   three   phases   of   the   project   concurrently for   a   24-month   delivery.   Garver   proceeded   to   analyze alternatives    while    simultaneously    designing    the    new bridge, a first for ODOT and Garver. The    environmental    NEPA    analysis    was    also    initiated early     and     successfully     negotiated     the     complexities associated   with   the   historic   structure   as   well   as   critical habitat    for    threatened    and    endangered    species.    Four months   later,   after   widespread   temporary   and   terminal repairs   were   made,   the   bridge   was   re-opened   to   traffic with    heavy    load    restrictions.    Staged    construction    was utilized    to    construct    the    bridge    in    a    partial    offset alignment   to   continuously   maintain   two   lanes   of   traffic across the bridge at all times during    construction. The    new    bridge    was    opened    on    July    26,    2019.    The ribbon   cutting   celebrated   unity   for   a   common   purpose: improving   infrastructure   of   the   communities   in   a   state where we work and live.