senior design report

Senior Design Project Report

Clout Consulting & Construction

November 30th 2016

Jhon HurtadoAudry RugambwaCristian Español

Graciela M. AlonsoVirginia Lloret

Demitrius R. Tyler

Table of Contents

I. Introduction…………………………………………………………………………………………………………A. Description of Work.

…………………………………………………………………………………….B. Our

Responsibilities………………………………………………………………………………………

2-333

II. Scope of the Project………………………………………………………………………………………….

4-5

III. Company History………………………………………………………………………………………………..A. Organizational

Chart…………………………………………………………………………………….B. Assignment Project

Responsibilities…………………………………………………………….C. Resumes For Project

Personnel…………………………………………………………………….

6-147

7-89-14

IV. Community Awareness……………………………………………………………………………………….

15-19

V. Quality Control/Quality Assurance Plan…………………………………………………………….

20

VI. Environmental Impact Analysis………………………………………………………………………….A. Surrounding Wildlife…..

………………………………………………………………………………..B. Contamination……………………………………………………………………………

…………..…….C. Air

Quality……………………………………………………………………………………………………..

D. Noise Impact…………………………………………………………………………………………………

21-26222324

25-26

VII. Drainage………………………………………….………………………………………………………………….

27-36

VIII. Geotechnical Study…………………………………………………………………………………………….

37-48

IX. Structural Aspects……………………………………………………………………………………………….A. Calculation

s……………………………………………………………………………………………………

49-5553-55

X. Roadway Design & Maintenance of Traffic 56-60

………………………………………………………

XI. Lighting……………………………………………………………………………………………………………….

XII. Aesthetics…………………………………………………………………………………………………………….

61-65

66

XIII. Safety………………………………………………………………………………………………………………….

67

XIV. Schedule………………………………………………………………………………………………………………

68-71

XV. Cost Estimates………………….…………………………………………………………………………………

72

Introduction

BMDX and FDOT will start a collaborative project in the construction of the modifications and expansions to the SR836/I-395 system.. The Total Project consists of four components:

- The reconstruction of I-395 from the I-95/Midtown Interchange to the C/L Pier 8 of the MacArthur Causeway Bridge (I-395 Specific)

- The concrete pavement reconstruction of I-95 from NW 8th Street to NW 29th Street (I-95 Specific)

- The construction of a SR 9A/I-95 Southbound Ramp to 836 WB Connector (836 WB Connector Specific)

- The reconstruction of SR 836/I-395 from west of NW 17th Ave to the I-95/Midtown Interchange (MDX Specific)

This proposal will revolve solely around the Reconstruction of I-395, with extreme significance placed on the design of a “signature bridge”. This bridge will be designed so that it is both functional and visually appealing. The idea is that the new bride will become a part of Miami’s skyline and will be immediately related to Miami area. This is being accomplished by tying design and constructions to a concept “Context Sensitive Design (CSD) – which is a technique which intertwines project characteristics such as streetscape, lighting, and visual consistency to produce not only the most effective but most aesthetically pleasing final result.The task at hand is how to accomplish this, combined with the many restrictions, limitations and promises set upon the project. The Department has prepared a set of Reference Documents, including Conceptual Plans, which convey established sets of design objectives required to accomplish in this component of the project. The I-395 Reconstruction consists of the reconstruction of 1.4 miles of I-395 from I- 395/SR 836/I-95 Interchange (Midtown Interchange) to the MacArthur Causeway Bridge, and the partial widening of the EB

MacArthur Causeway Bridge. Moreover, as part of the I-395 Reconstruction project enhancements to the surface streets in the area under and adjacent to I-395 will also be included.

The enhancements vary by street and are described below. With the exception of Biscayne Blvd. (US-1), which is maintained by the Department, the streets are all owned and maintained by local agencies, either Miami-Dade County or the City of Miami. This project component also includes the widening of ramps connecting to SR 836; improvements to the N Miami Ave/NE 2nd Avenue/NE 1st Avenue/Biscayne Boulevard intersection; and on/off ramp construction as shown in the Concept Plans. Within the I-395 mainline three thru lanes in each direction with distinct and direct connections to and from I-95 NB and SB to/from mainline I-395 will be included. Improvements to surface streets in areas under and adjacent to I-395 are included as part of this project component as well which includes roadway lighting, streetscape lighting, approach span aesthetic lighting and Signature Bridge aesthetic lighting.

Description of Work

This project, located in Miami, Florida, includes the reconstruction of I-395 from the I-95/Midtown Interchange to the C/L Pier 8 of the MacArthur Causeway Bridge as well as the design and construction of a signature bridge stretching across Biscayne Blvd, as shown in Figure I-1. All designs and Construction will be in accordance to both the Florida Department of Transportation (FDOT) specifications and all other governing regulations. The “signature bridge” span element over Biscayne Blvd. will expressly include roadway lighting, streetscape lighting below, approach span aesthetic lighting and “signature bridge” aesthetic lighting. Moreover, as part of the I-395 Reconstruction project enhancements to the surface streets in the area under and adjacent to I-395 will also be included.

Figure I-1: Illustration of the project corridor.

Our Responsibilities

Clout Consulting & Construction will be responsible for: - Carefully considering character, quality and quantities of work performed and

materials to finished - Coordination with other agencies and entities such as local/ state government, and/or

the public - Project Scheduling & Estimating - Survey, geotechnical investigation, design, maintenance of traffic, construction on or

before project deadline providing existing conditions investigations, engineering, design, preparation of technical specifications, permitting, construction, testing and commissioning services, and customer contact for the relocation of a MDWASD existing 20-inch water main, and an existing 10-inch and 20-inch sanitary sewer mains, and a new 8-inch water main.

Scope of the Project

The I-395 Reconstruction consists of the reconstruction of 1.4 miles of I-395 from I- 395/SR 836/I-95 Interchange (Midtown Interchange) to the MacArthur Causeway Bridge, and the partial widening of the EB MacArthur Causeway Bridge. Moreover, as part of the I-395 Reconstruction project enhancements to the surface streets in the area under and adjacent to I-395 will also be included. The enhancements vary by street and are described below.

With the exception of Biscayne Blvd. (US-1), which is maintained by the Department, the streets are all owned and maintained by local agencies, either Miami-Dade County or the City of Miami. This project component also includes the widening of ramps connecting to SR 836; improvements to the N Miami Ave/NE 2nd Avenue/NE 1st Avenue/Biscayne Boulevard intersection; and on/off ramp construction as shown in the Concept Plans. Within the I-395 mainline three thru lanes in each direction with distinct and direct connections to and from I-95 NB and SB to/from mainline I-395 will be included.

Improvements to surface streets in areas under and adjacent to I-395 are included as part of this project component. This project component includes a Signature Bridge Span over Biscayne Blvd. This project element includes roadway lighting, streetscape lighting, approach span aesthetic lighting and Signature Bridge aesthetic lighting.

The purpose of a hypothetical design project is to ensure that future engineers are capable of conveying all the theoretical concepts that they have learned throughout the course of their academic career into something tangible for their field of work. It serves as the ultimate trial, a practice run that shows if a person is truly prepared to become a full-fledged engineer. In this case, by preparing a bridge proposal, the ability to efficiently work in a team with other individuals is tested, and every skill is combined to demonstrate what a person has truly learned about engineering over the years.

The scope of the entire project consists of several key points, which is two compete for two contracts. One is for the reconstruction the McArthur Causeway Bridge, concrete pavement

reconstruction of sections of the I-395 highway, and the construction of a southbound ramp to westbound connector.

The second contract will is called the MDX Contract, which consists of reconstructing of other sections of the I-395 highway. As an engineer, it is important to know how to present a well-composed proposal that secures a contract for the building firm that one represents. In a highly competitive work market, an engineer must prove to possible employers that they can further productivity and bring something innovative to the company that chooses to hire them.

There are many technical aspects that must be factored in when constructing a bridge. While designing the actual structure appears to be the most crucial element, it only entails a portion of the overall design. In order to win a competitive bid with a proposal, engineers must show that they have covered all the aspects of the project, such as all the environmental, geotechnical, structural, transportation, and economical factors involved when reconstructing segments of the highway.

When designing a project, several important topics must be mapped out. It is important to address several subjects, such as the supplemental agreements that must be acquired, the marketing aspects, the special provisions suggested, the schematics, the specifications that are needed, the design standards that must be met, the feasibility of the design, and the pricing of all the services that will be required. Everything from the building materials, to a timely schedule of when each section of the project is expected to be completed must be touched upon.

Environmental concerns are ranked high in the South Florida area, and permissions must be obtained by the Water & Sewer Department (WASD) when a structure is being constructed, even when it doesn’t pertain to piping or sewage. Since the construction process will require the use of water, WASD must be informed of the project plan. It falls on the building firm to obtain the require paperwork for the project at hand. This concept applies to other departments such as the Florida Power & Light Company, and any utility or public service provider that will affected by the construction and addition of the proposed structure. Resource mitigation, construction restrictions and land use distribution, are all aspects that must be thoroughly researched.

Unfortunately, a hypothetical project has limits, since permits and inspections won’t actually be required by a project that isn’t actually being implemented. In an ideal world, all the necessary paperwork and information can be presented in a consist manner. However, when presenting a real project proposal and plan, there is likely to be setbacks that are out of the building firm’s control. It is important realize that certain items, such as written permission from the WASD, FPL, fire department, and other third-parties, would be acquired at a timely manner. Since the bridge is being built over the Biscayne Bay, the effects that the construction of the structure will have on the environment is a huge factor. The Department of Environmental Resources Management (DERM) will have to be notified of the project, and their guidelines will have to be accommodated to.

Therefore, an actual design proposal is not something that can be put together so quickly, and it usually requires information that are unavailable to students who are making a mock plan. Building contractors must be hired, experts must be consulted, and material purchases must arranged. Obstacles that a real project will encounter depend a lot on interchanging information and obeying the guidelines that are required to pass various inspections. In simple terms, an actual design project requires a lot more than six engineering students can obtain in a short span of time. In the end, the senior design project is a perfect way of theoretically culminating everything that an engineer is supposed to know, but under the idealistic notion that everything in the designing process is being resolved hypothetically.

Company History

Clout Consulting & Construction (C3) was founded in 1981 by Dr. Kenneth Mosley, P.E. PhD. & Timothy Ward, P.E. Utilizing Kenneth’s knowledge of Construction Management and Timothy’s educational background in Civil Engineering, their initial vision was to provide high level consulting services to private entities. After successfully completing consultations on major projects within the private sector, C3 expanded to not just consulting but both design and construction of various structures, roadway design, and surveying.

Throughout the years, C3 has acquired a vast range of skills and capabilities. The firm is able to provide any service from structural design & construction management to geotechnical engineering, environmental engineering, and waste management.

As a company comprised of 202 employees who are professional, C3 is keen to good client relations and service quality, earning praise and references from contractors who have collaborated with the company firm.

C3’s past and current projects are:

I-75 from NW 170 St in Miami-Dade County to I-595 in Broward County (ECD. 2018) CSX Railroad Bridge Replacement (New River, Fort Lauderdale) (ECD. 2017) Flagler Memorial Bridge Replacement (2012) Jupiter Federal Bridge Rehabilitation (2000) Philadelphia Co. Bridge Preservation (Pennsylvania, I-95) (1990) Variety of Private Commercial and Residential Projects

Figure CH-1: Flagler Memorial Bridge Replacement (2012)

Figure CH-2: I-75 from NW 170 St in Miami-Dade County to I-595 in Broward County (ECD. 2018)

Due to our diverse portfolio the firm considers itself ready to perform any activity imperative to finishing and delivering a project that the client and community will value and enjoy. During projects, C3 commits itself to the health safety and welfare of the community and the environment. We strive to deliver the best on any project, in any environment, safely for the benefit of our clients and constituents as well as community we serve.Organizational Chart

Clout Consulting & Construction’s work performed and directed by the key personnel identified below. Our firm has a professional staff that both meets and exceeds the minimum training and experience set forth in Florida Statute Chapter 455. Each of our personnel are highly motivated and dedicated to the success of this project. We are confident in our ability to provide a high quality product and excellent management services in order to complete the project efficiently and on time.

Assignment Project Responsibilities

Jhon A. HurtadoTransportation Engineer – Project Manager & Leader

Jhon Hurtado is the Project Manager and team leader, tasked with the responsibility of ensuring that all aspects of the project are operating at optimum capacity. Every team member must coordinate with him when making a decision that will affect other areas of the project. As the expert in transportation, he is also in charge of traffic safety and management when it comes to the construction of the bridge.

Graciela M. AlonsoEnvironmental Engineer – Safety & Documentation

Graciela Alonso is in charge of analyzing the environmental effects a project has on its surrounding habitat, as well as the impact it has on the community. She will be responsible for keeping the locals informed of job opportunities in relation to the project, and of keeping

the public updated via an easy accessible page on our company website, in which she will display information in an understandable format.Graciela has generated and organized this report, presenting it in a consistent layout that appeals to the audience.

Demitrius R. TylerCivil Engineer – Cost Estimate & Scheduler

Demitrius Tyler is responsible for estimating cost of material and the construction as well as the scheduling aspects. He will have the responsibility to drive the department to function at peak performance setting deadlines, reviewing the schedule, estimating and approving cost of materials and service. Demitrius will have as his main goal to keep the project on schedule, as well as collaborating directly with the Project Manager to ensure that the team is efficient and produce quality work.

Audry RugambwaChief Structural Engineer - Design Specifications

Audry Rugambwa is in charge of the structural plans and specifications of the project. As the chief structural engineer, he will make sure the project is designed to meet the requirements of the FDOT. He will also make sure the project is in good condition to operate under the conditions that have been established as the most efficient standards.

Virginia LloretCivil Engineer – Waste Management

Virginia Lloret is the head specialist in stormwater and waste management. For the project, she will design a drainage system that provides adequate service but doesn’t delay the predetermined schedule, as well as ensuring that it is cost efficient. Since Florida is prone to heavy rains, Virginia has an area of expertise that serves as invaluable asset.

Cristian EspañolGeotechnical Engineer – Bridge Foundation

Cristian Español is in charge of the geotechnical aspects of this projects. His work involves performing the tests required to analyze the soil profile and determine its bearing capacity underneath the proposed construction site. He also has the responsibility of designing driven pile foundations for the signature bridge, in accordance to the specifications provided by the FDOT, to ensure a stable and safe structure for the years to come.

Education

Bachelors of Science | December 2016 | Florida International University- Major: Civil EngineeringAssociates | December 2013 | Miami Dade College - Major: Civil Engineering

Course Project

Team Captain, Balsa Wood Bridge Design | April 2016 | Florida International University- Constructed and designed the bridge to withstand a load of 46lb while weighing only

0.24lb- Provided guidance for the group- Designated duties to the group- Used AutoCAD to design Floor Plans of different views

Sustainable Hydraulic Engineering Project | May 2016 | Florida International University- Designed a Deep Root Irrigation System, to minimize the consumption of power and

water, for Agricultural or Residential use. - Determined appropriate flow, pipe, pump lengths and power requirement

respectively.- Analyzed limitations, and derived recommendations.

Work Experience

Fleet Service Clerk | American Airlines | February 2011- Present- Assisted both management and designated supervisors, as squad leader. Planned

efficient pickup/drop-off routes for squads to ensure on time dispatch of cargo and or luggage.

- Helped create pickup/ drop-off protocol standers to increase and meet deadlines- Assisted in the training for 18 new hires

Related Skills

Computer Programs

AutoCadRevit

Microsoft OfficeDesign 1&2Drawing 1

CoursesUrban Transportation Planning

Highway Capacity AnalysisExtensive use and knowledge of Highway

Capacity Manual 2010Fluid MechanicsWater Resources

Sustainable Hydraulics

MembershipFES since 2015

ASCE since 2015ACI 2016

LanguagesFluent in EnglishFluent in Spanish

FE LicenseWill be acquired by December 2016

Contact

[email protected] 305 – 215 – 1374

Summary Of Qualifications Abundant administrative and

organizational experience. Extremely skillful with several

computer programs and software. Knowledgeable with programming

languages and Java. Plenty of experience in dealing with

people and social work place environments.

Hardworking and able to self-direct while also able to cooperate in groups.

Adaptable to any various types of tasks.

Education

John A Ferguson Senior High School June 200915900 SW 56th St, Miami, FL 33185Florida International University Expected graduation December 2016 11200 SW 8th St, Miami, FL 33199Bachelor of Science, Civil-Engineering

Member of the American Society of Civil Engineers

Member of the Association of Cuban America Engineers

Course emphasis in environmental concepts and waste management

GPA: 3.25/4.00 FE exam passed in 2016

Computer Skills ArcGIS, Microsoft Office (Word, Excel, PowerPoint, Outlook), MathCAD, MATLAB, Adobe Acrobat Pro, AutoCAD, Vegas Movie Studio, Windows Movie Maker, Basic Computer Programming knowledge

Experience Kendall Public Library, Miami, FL 33176 - (305) 279-0520 11/14/08 - 1/21/09Volunteer

Managed the organization of books, DVDs, and audio books.

Helped visitors apply for library cards, provided patrons with guidance and answered their inquiries.

Starbucks Coffee, Miami, FL 33177 - (305) 971-5659 09/14/09 - 4/21/13BaristaHelped customers with menu selection, taking orders, suggesting the most popular coffee blends, knowledge of basic cashier responsibilities.

Ensure cleanliness and sanitization of all work areas

Balancing the till.

Miami-Dade County Water and Sewer

Department, Miami, FL 33146 - (305) 665-747710/07/13 – PresentStudent InternAssisted civil and environmental engineers, geologists

Inputted and organized pump station data.

Created water-well field reports.

Language Skills Fluent in English and Spanish

Contact:


Education

2015 – Expected Graduation Date, December 2016 – Florida International University, [Civil Engineering] 2011 – 2015 – FAMU/FSU School of Engineering, [Civil and Environmental Engineering]

Experience

- Fall 2015 to Present – Graduate Research – Ultra-High Performance Concrete Casting Experiences: Mixed and Casted Concrete around rebar for further analysis in a graduate study dealing with the implication of a new mixed design which would be three times lighter than the currently used concrete mixed design.

- Fall 2007 to Present – Collage Bound, Inc. – Mentee / Student Ambassador (2007-2009) Experiences: Academic and life issues mentoring; organizational spokesperson; community activism; scholarship opportunities.

- Spring 2011 – AmeriCorps City Year Heroes Program (Internship) - Fall 2008 to Summer 2010 – City Year Young Heroes & City Heroes – Corps

Member / Junior Team Leader / Intern Experiences: Member of DC’s City Heroes pilot program; community service projects with young children, the homeless, HIV/AIDS patients and the elderly; community renewal projects at local schools, parks, rivers and streams; weekend lock-in work retreats; teambuilding; diversity; problem solving; peer leadership; project planning, direction and execution.

- Fall 2009 – Office of the Chancellor of the District of Columbia Public Schools Secondary School Transformation Team (Internship) - Summer 2008 – JWAHIR Aerospace Flight Academy – Student participant Experiences: Aerospace classes; plane fabrication; flight simulation; small plane piloting.

- Fall 2003 to 2009 – Washington Tennis & Education Foundation – Center for Excellence (CFE) – Student participant / Student coaching assistantExperiences: After-school program activities; tennis skills; student coaching assistant.

- Fall 2002 to Summer 2006 – NASA/SEMAA – Student participant Experiences: Classes in engineering, computer science and non-numerical math; flight simulations; engineering mini-projects; rocket building; professional networking.

Current Scholarships

2011 – 2014 – Herbert Lehman Education Fund Scholarship 2011 – 2013 – MTTG Dream Design Build Scholarship

Relevant Memberships

2008 – Present – National Society of Black Engineers

2012– Present – American

Society of Civil Engineers 2012– Present – Engineers

without Borders

Skills - Autodesk – AutoCAD 3-D, AutoCAD 2014 - Coursework in: Geomatics – Surveying, Structural Analysis, Highway Geometric Design, Highway Capacity Analysis, -Strength of Materials, Engineering Mechanics, Hydraulics - Microsoft Office: PowerPoint, Word, Excel - Internet savvy

Accomplishments

7 consecutive President’s Volunteer Services Awards, 2005 – 2010 (including two in 2007) for over than 750 hours of community service Accepted to the JWAHIR Aerospace Flight Academy, Summer 2008 – Obtained 5 flight hours during this program Elected “Student Ambassador” – College Bound, Inc., 2008–2009 Designated “Junior Team Leader” – City Year Young Heroes, 2007–2008 Attended the Johns’ Hopkins Center for Talented Youth Program, 2004– 2006 Personal Qualities

- Positive attitude towards work and great ability to focus on results oriented outputs.

- Capable team member also comfortable with leadership roles.

- Excellent communication/interpersonal skills to interact individuals at all levels.


Education BS in Civil Engineering : September 2013- December 2016| Florida International University (Miami, FL) Associate degree of science: January 2010 – May 2013 | Buena Vista University (Storm lake, IA) High School Diploma: January 2007- December 2009 | Riviera High School ( Kigali, Rwanda) Experience Graduate Research: Ultra High Performance Concrete Casting | May 2015- Dec 2015 Mix and cast concrete to achieve higher compressive strength and do so by also reducing the overall weight of the concrete.

BVU Library | February 2010 – May 2013 · Run daily Library inventory · Help Patrons with research and finding books Skills & Abilities Autodesk – AutoCAD 3-D, AutoCAD 2014 Coursework in: Surveying, Structural Analysis, Highway Geometric Design,

Strength of Materials, Heavy construction Microsoft Office – PowerPoint, Word, Excel OSHA 30 certified Communication Full Oral and written skills in: English French Swahili Kinyarwanda

Leadership · President of Hope for the Future (September 2009- present): Charitable

organization that provides help with basic education for the less fortunate in Kigali, Rwanda.

· Member of American society of Civil Engineers (ASCE) : September 2014 – present · Member of National Society of Black Engineers (NSBE) : January 2015 – present


Work Experience

Nexus RD, Santo Domingo, Dominican RepublicDirector’s Assistant

August 2014 -August 2015n Manage the permissions for the constructionsn Helping with legal documentsn Manage the plots tittles

Education

Florida International University Spring 2016(Expected)Bachelor of Civil Engineering

Universidad Iberoamericana (UNIBE)Bachelor of Civil Engineering Spring 2017(Expected)

Skills

Fluent English and Spanish

Knowledge of AutoCAD

Microsoft (Word, Excel, Power Point)

Analytical and Organizational skills

Dynamic problem solver

Focused on positive communication

Teamwork and Leadership

Contact


Background • Born and raised in the Dominican

Republic • Aviation Enthusiast • Excited to innovate in international

markets

Education Universidad Iberoamericana*, UNIBE // August 2012 - July 2015

[Santo Domingo, Dominican Republic] Bachelor of Science in Civil Engineering Florida International University*, FIU // August 2015 – Present (EGD December 2016)

[Miami, Florida] Bachelor of Science in Civil Engineering

*Dual Degree Program Entrenamientos Aeronauticos Las Américas, ENALAS // June 2012 – January 2013 [Santo Domingo, Dominican Republic] Private Pilot Course Flying Academy Miami // January 2016 – October 2016 [Miami, Florida] Instrument Flight Rules Course

Skills -Fluent in Spanish -Microsoft Office: Excel, Word, PowerPoint -AutoCAD Working Proficiency -MatLAB Working Proficiency -EPANET Working Proficiency -GoPro Studio Video-Editing

Work Experience BERCRIS & ASOC. [Santo Domingo, Dominican Republic] Executive Assistant // August 2013 – March 2014

Worked on-site in the office and storage doing clerical jobs, keeping inventory of the materials used and delivered. I was also in charge of receiving the materials being delivered to the construction site prior to completing inventory. I was in charge of payroll along with the Project Manager twice a month. I also provided information about the project to potential clients.

Project Manager Assistant // March 2014 – August 2015

Supervised with Project Manager the proper installation of many components of the project: floors, windows, doors, electrical systems, plumbing systems, stairs, and in-situ beam and column construction. Additionally, I continued to be in charge of payroll along with the Project Manager twice a month. I led clients and potential clients around the construction site showing them the development and progress of the project.

Relevant Coursework -Topography -Roads & Infrastructure -Material Mechanics -Reinforced Concrete Design -Hydraulics -Geotechnical Engineering -Aqueduct & Sewerage -Construction Management

Certification Master Builder // Escuela Nacional de la Construcción Dominicana (ENACO) May – October 2014

Actively participated in a theoretical and practical course which involved mixing concrete, marking the foundations of a small house to know where to excavate, cutting rebars, building wood casings for columns and pouring of the concrete for these, building non-structural walls using

concrete blocks and the planning and marking of a staircase, and placement of floor tiles.


Community Awareness

The firm is responsible for determining how construction on the project might affect the community and the landmarks that surround it. Precautions must be enforced in other to avoid any damages or disturbances to occur.

The area around the project sites is very urbanized, which means that construction workers must be vigil for any wondering pedestrian or tourist. Historic sites and archaeological sites will not be used for staging or stockpiling activities. This includes those listed below and those sites that may be encountered during construction.

According to the Environmental Policy Act (EPA), the public must be kept well-informed of the status of the projects. Throughout the phases of the project, the community must able allowed access to information such as the project description, large aerial maps of the project area and proposed project design, public comment logs, brochures, and local job postings in relation to the project.

A page on our company website, as shown in Figure CA-1, will be dedicated to this project. It will be updated constantly in order to ensure that the public knows which areas will be under construction and when they will be inaccessible to travelers.

mailto:[email protected]

mailto:[email protected]

Figure CA-1: Screenshot of the C3 website displaying the I-395 construction project page.

The website will also contain listings and details about any job opportunities available to the community. Information on the project will be included in nontechnical terms that everyone can understand.

There are several schools located in the project corridors, which means that construction workers must be aware of risk they pose to children. Air monitors must be placed at school grounds in order to observe that the air quality remains at a safe level. Locations susceptible to changes in air quality within approximately 500 feet of the project corridor include single and multi-family homes located between I-95 and N. Miami Avenue and the following schools, parks, religious facilities and other cultural resources:

Miami-Dade County Public Schools Miami Skills Center - 50 NW 14th Street

St. Francis Xavier School (private) - 1682 NW 4th Avenue

Bicentennial Park - 1075 Biscayne Blvd.

Theodore Gibson Park - 401 NW 12th Street

St. John’s Baptist Church - 1325 NW 3rd Avenue

Mt. Olivette Baptist Church - 1450 NW 1st Court

St. Francis Xavier Church - 1682 NW 4th Avenue

New Hope Primitive Baptist Church–1301 NW 1st Place

Miami-Dade County Department of Human Resources Culmer/Overtown Neighborhood Center, 1600 NW 3rd Avenue

Miami-Dade County Dept of Youth & Family Development, 1460 NW 3rd Avenue

City of Miami Neighborhood Enhancement Team Service Center (NET), 1490 NW 3rd Avenue.

Culmer – Overtown Branch Library is located at 350 NW 13th Street

Adrienne Arsht Center for the Performing Arts of Miami-Dade County, 1300 Biscayne Boulevard

Public Involvement

The following boards and associations must be kept well-informed of any changes that will be occurring throughout the completion of the project pertaining to their establishments, either indirectly or directly.

- St. John’s Community Development Corporation- Overtown Chamber of Commerce- Greater Miami Convention and Visitors Bureau- Poinciana Village Homeowners’ Association- Historic Overtown Folk Life District Improvement Association- Miami/Overtown Community Redevelopment Agency (CRA)- Office of County Commissioner Audrey Edmonson- Venetian Island Homeowners’ Association- Perez Art Museum Miami- Downtown Miami Partnership- Power U Center for Social Change- Urban League of Greater Miami- Historic Overtown Folk Life District Improvement Association- Greater Bethel AME Church- Miami Downtown Development Authority- Miami-Dade College, Wolfson Campus- Booker T. Washington Alumni Association- Greater Miami Chamber of Commerce- Omni Advisory Board- City of Miami Beach- Miami Parking Authority- Office of Commissioner Marc Sarnoff- American Airlines Arena- Palm, Hibiscus and Star Island Homeowners’ Association- Adrienne Arsht Center for the Performing Arts- Office of County Commissioner Bruno Berreiro- Bayfront Park Management Trust- Offi ce of Miami City Commissioner Michelle Spence-Jones- Frost Museum of Science- Overtown Community Oversight Board- Miami-Dade County Public Schools- Transportation Division – Public Works Department, City of Miami Beach- Parks, Recreation, and Open Spaces, Miami-Dade County

- City of Miami

Recreational Parks

Theodore Gibson Park, located at the west end of the project corridor by the Midtown Interchange, and Bicentennial Park, located at the east end of the project corridor, on the Bay, are the only two parks adjacent to the project corridor. Since the proposed project will only implement minimal changes in vertical alignment will result in no impacts to the park. The proposed improvements to I-395 have been coordinated with the City, and there will be no impacts to the parks.

I-395 is an existing facility in a highly urbanized environment and will continue to be with only minor elevation changes. There will be no impairment of the functions or uses of either park by direct or indirect impacts. As shown in Figure CA-2, neither park is located within the project range.

Archeological and Historical Properties

Five significant historic properties are located within the vicinity of the I-395 project area, two of them are listed on the National Register of Historic Places (NRHP) and the three other sites were determined eligible for NHRP listing:

Sears, Roebuck, and Company Department Store Tower (Sears Tower) (1300 Biscayne Boulevard)

St. Johns Baptist Church (1328 NW 3rd Avenue) Dr. William A. Chapman House (526 NW 13th Street) Black Police Precinct Building (1009 NW 5th Avenue) FECR. (NW 1st Avenue) The locations of these sites are provided in the 2014 Cultural

Resource Assessment Survey (CRAS)

Four significant historic properties are located within the vicinity of the MDX project area, the four sites were determined eligible for NHRP listing:

Grove Park Historic District (Between NW 17th Avenue and Miami River) Tatum House (1501 NW South River Drive) Merrill-Stevens Dry Dock Company (1270 NW 11th Street) Dr. William A. Chapman House (526 NW 13th Street).

There are no recorded archeological sites identified within the any of the project sites. However, Our firm shall act in accordance to the procedures required if/when human remains are encountered, which means that all activity that might disturb the remains shall cease and may not resume until authorized by the state medical examiner and the state archaeologist.

Figure CA-2: Illustration of the proposed project’s location, both the Bicentennial Park and the Gibson Park are located outside the project corridors.

Quality Control/Quality Assurance Plan

In order to ensure quality control, Clout Consulting & Construction, has appointed a department solely dedicated to quality control (QC) and quality assurance (QA). The quality control plan consists of two provisions, the Design Quality Control Plan and the Construction Control Plan. The Design Plan shows the development of design specifications, calculations and ideal construction progression; whereas the Construction Plan notes the approach to the quality of management, safety, design, and plans of production, environmental monitoring and geotechnical investigation.

Design Quality Control Plan

The Design Quality Control Plan can initiate once the design calculations, shop drawings, geotechnical, specification and construction documents are completed by the engineers. These documents will be reviewed and checked for quality assurance before being formally presented to the Project Manager.

Once the documents are approved, the letter of approval to the Quality Control, including the final package of documents will be delivered. These will then be sent to the construction management Department, which will ensure the correct procedures were followed and in turn prepare the documentation that will be given to the clients

Construction Quality Control and Assurance PlanOur ideal hopes are to finalize a product that is inferior to no other design. Our quality of work will be dependent upon the understanding of the project outcomes and individuals responsibilities. Our experiences construction staff will develop and maintain the construction quality control plan in accordance to Section 105 of Standard Specifications, which will describe the Quality Control procedures to verify, check, and maintain control of key construction processes and materials. The sampling, testing and reporting of all materials used will be in compliance with the sampling, testing and reporting of all materials will be in compliance to the Sampling Testing and Reporting Guide (STRG) provided by the FDOT.

Environmental Impact Analysis

The location of the proposed project must be analyzed in order to identify the kind of area that surrounds it, which would allow us to determine the environmental factors that should be taken into account.

Figure E-1: Illustration of the proposed project’s location, the Florida State Road 836 area and the I-395 area, as well as the location of the completed Port Tunnel.

As shown in Figure E-1, the Florida State Road 836, also known as the Dolphin Expressway, and the I-395 area are not surrounded by any significantly large bodies of water or any rural terrain. This lessens some of the dangers to the environment that the construction work might impose.

No wetlands, marsh areas, or natural geologic formation can be found within the project corridor, but the Biscayne Bay area, which provides an outlet for the Miami River, is located at the end of I-395.

Surrounding Wildlife

Although no wetlands were identified within the direct project’s range, the Biscayne Bay area and the Miami River would fall under the surrounding limits of the construction area.

These natural ecosystems can be affected by the proposed modification project and precautions must be taken in order to protect the living creatures that reside in these habitats.

The Biscayne Bay and the Miami River provide a home to the following creatures that are federally-listed as threatened and endangered species:

- The West Indian manatee (Trichechus manatus),- Johnson’s seagrass (Halophila johnsonii)- Smalltooth sawfish (Pristis pectinata)- Wood stork (Mycteria americana)- Sea turtles

The US Fish and Wildlife Service (USFWS) and National Marine Fisheries Service (NMFS) have determined that the Project will have no effect on Johnson’s seagrass, smalltooth sawfish, wood storks, and sea turtles.

However, to avoid any adverse effects on the West Indian manatee, we must accommodate with the following conditions:

- Bridge widening will be conducted from the top of the bridge only.- No in-water work.- The Standard Manatee Conditions for in-water work shall be followed.- Foreign material shall not enter the Biscayne Bay and the Miami

River.

In order to ensure that the wildlife is protected, all the required precautions will be taken in regards to the guidelines established by the USFWAS and the NMFS.

Within the project corridors, no wetlands were identified. Therefore, the construction will have no impact on any surface water environment.

During construction at the I-385 area that is situated nearby the Biscayne Bay area, all hazardous materials shall be prevented from entering the water, which means that turbidity levels must not exceed zero nephelometric units (NTUs) above ambient background levels.

While the firm will monitor for any unprecedentedly presence of the aforementioned endangered species, no further mitigation is required.

Contamination

The FDOT has already dealt with several areas that were susceptible to possible petroleum and oil contamination. As shown in Figure E-2, the parcel areas of 100, 102, 103, and 140, were drained and cleaned.

Figure E-2: Illustration of the parcel areas that were drained and cleaned but will be under observation.

No further action is required, but C3 will notify construction workers about the procedures performed at these locations for the purpose of full-disclosure.

Areas with sufficient capacity to stockpile, sample and subsequently dispose of contaminated soils must be provided. Furthermore, we should try to incorporate reusable soils within the project corridor at no additional costs to the Department.

Several precautions will be taken in other to ensure that construction at project sites does not negative affect the surrounding area, such as:

Cover piles of building materials like cement, sand and other powders, regularly inspect for spillages, and locate them where they will not be washed into waterways or drainage areas.

Use non-toxic paints, solvents and other hazardous materials wherever possible to prevent the release of harmful substances.

Segregate, tightly cover and monitor toxic substances to prevent spills and possible site contamination.

Cover up and protect all drains on site. Collect any wastewater generated from site activities in settlement tanks, screen,

discharge the clean water, and dispose of remaining sludge according to environmental regulations.

Use low sulfur diesel oil in all vehicle and equipment engines, and incorporate the latest specifications of particulate filters and catalytic converters.

No burning of materials on site.

All the materials that are necessary to prevent any leakage from the identified contaminated areas will be provided, such as the bedding materials, suitable fill materials, structures, pipe, and more if needed.Air Quality

The proposed project has the potential to alter traffic conditions and influence the air quality within the project study area. Potential air quality impacts in the area surrounding the project corridor were assessed for all viable project alternatives.

The pollutants of primary concern with roadway traffic are ozone (O3), oxides of nitrogen (NOx), hydrocarbons (HC), small particulate matter (PM10) and carbon monoxide (CO). Ozone, NOx, HC and PM10 are analyzed at the program level unless specific review of an individual project is requested by appropriate reviewing agencies.

As of June 2005, Miami-Dade County is an area designated as attainment for ozone standards under the criteria provided in the Clean Air Act Amendments of 1990, therefore transportation conformity no longer applies.

Since CO is a localized pollutant that is emitted directly into the atmosphere by vehicles, it is analyzed for individual roadway projects where substantial changes to the traffic conditions are anticipated. The National Ambient Air Quality Standard (NAAQS) for CO is 35 parts per million (PPM) for one-hour periods and 9 PPM for eight-hour periods.

To ensure the safety of the employees who come in contact with air that is contaminated with harmful dusts, fogs, fumes, mists, gases, smokes, sprays, or vapors, the firm will follow all the guidelines set by the Code of Federal Regulations (CFR.)

The CFR also requires that all work must maintain the levels of lead (Pb) at 0.15 µg/m3 in order to protect public health and welfare.

During any burning, torch cutting, or any operation which would cause the existing paint to be heated above 506°F, the paint shall be vacuum shrouded power tool cleaned to bare metal a minimum of 4 inches from the area of heat application or the e within the regulated area shall be protected by supplied air respirators.

An air-purifying respirator will be provided to each worker. This is essentially a respirator with an air-purifying filter, cartridge, or canister that removes specific air contaminants by passing ambient air through the air-purifying element.

Dust can be controlled through fine water sprays used to dampen down the site, screening down the whole site to stop dust spreading, or alternatively, place fine mesh screening close to the dust source.

Noise Impact

Although a primary source of existing traffic noise at most of the noise sensitive sites along the project corridor is vehicular traffic on I-395, many of these sites are also significantly affected by traffic noise from I-95 and/or the local roadway network.

Construction of permanent noise barriers within the available highway right-of-way was considered the most feasible alternative for providing noise abatement along the project corridor. The other abatement alternatives are either clearly infeasible or are not applicable to this project corridor. Given the elevation of the roadway, the only location that noise barriers could be constructed along this corridor would be at the edge-of-pavement of the elevated traffic lanes nearest the impacted sites.

In order to preserve the scenic view that is available to commuters on the bridge, transparent sound barriers will be installed. These devices have been increasingly demanded by highways, railways, overpasses and bridges which cross populated urban areas.

Figure E-3: Image of the transparent sound barriers that will be used on the bridge.

As shown in Figure E-3, the clear sound wall has been proven an optimum alternative for solving visibility and noise abatement problems. Unlike metal or masonry blocks sound wall, a clear sound barrier will not break the continuity of scenic landscapes while blocking traffic noises.Transparent sound barriers are purely reflective acoustic barrier and always cooperate with sound absorbing elements. They will be constructed using polycarbonate; a material that has a glass-like appearance, but is virtually unbreakable and will not deform or crack when cut, drilled or milled using the right tools.

Thanks to its high light transmission up to 95%, this transparent sound barrier can substantially abate noise pollution while preserving visual views along the soundproofing barriers. Polycarbonate sheets are very lightweight. Furthermore, they will be installed on aluminum solid flames. Conventional concrete sound barriers require a longer installation time and a higher project cost.

Figure E-4: Image of the blue-tinted polycarbonate sheets that will be used on the noise barriers.

For glass sound barrier, bird protection designs are also needed because bird can’t distinct the clear barrier during flying. Potential problems with birds flying into transparent barriers will be reduced by using blue-tinted polycarbonate sheets, as show in Figure E-4, ensuring environmental safety and giving the noise barrier an aesthetically unique look.

The benefits of choosing transparent sound barriers:

Increase road safety; light-transmitting property allows sunlight through and prevents shadows being cast onto the roadway.

Long life expectancy; both excellent resistance to all weathers and strength to damage from hail, wind and storm contribute long service life. It can be used throughout many years in harsh outdoor environment.

Adding extra view to landscapes; in contrast with non-transparent sound barrier, clear barrier is an impressive and charming element to cement buildings.

No visual pollution but giving an opening for light and views; clarity allows for enjoying beautiful views along the way or bridge.

Easy installation; adaptable to any ground-mounted noise barrier system. Win-win solution of sound pollution and visibility; significantly reducing installation

time and project cost.

Drainage

Wet ponds and dry ponds are often used for flood control and treatment of water caused by the storm runoff. The main function of both systems is to settle suspended sediments and others types of solid that is present in the runoff of water from storm.

The only bodies in or near the project are not wetlands. They are three retention ponds of the Midtown interchange and Biscayne bay. The proposed stormwater management plan involves modification of the three retention ponds of the midtown interchange to increase their storage capacity.

As the existing drainage system directly conveys untreated stormwater from both I-395 and local roadways to Biscayne bay, it will be necessary to improve the drainage and stormwater management systems of both i-395 and the affected local roadways. The proposed stormwater management system for I-395 will employ primarily retention/detention ponds, and also swales and deep wells. The existing retention/detention ponds within the Midtown Interchange will be modified and expanded to accommodate the needs of the western sub-basin, and a retention/detention pond is proposed to be constructed below the elevated bridge section. Deep wells will be used as necessary to dispose of the required water quality treatment volumes, with excess run-off routed to the existing positive systems. Deep wells will be limited to areas where standard treatment methods are not practicable. The use of exfiltration trenches is limited by the area’s existing groundwater contamination issues. Run-off from the project bridges will be partially routed to the roadway 4-53 approaches. Another portion will be collected by bridge scuppers and discharged, either directly or through pipes, to new facilities or the local roadway drainage systems.

Wet Ponds

Wet ponds are constructed basins that have a permanent pool of water throughout the year (or at least throughout the wet season). Ponds treat incoming stormwater runoff by settling and algal uptake. The primary removal mechanism is settling while stormwater runoff resides in the pool. Nutrient uptake also occurs through biological activity in the pond. Wet ponds are among the most cost-effective and widely used stormwater treatment practices. While there are several different versions of the wet pond design, the most common modification is the extended detention wet pond, where storage is provided above the permanent pool in order to detain stormwater runoff in order to provide greater settling.

Applicability

Wet ponds are a widely applicable stormwater treatment practice. While they may not always be feasible in ultra-urban areas or arid climates, they otherwise have few restrictions on their use.

- Regional Applicability: Wet extended detention ponds can be applied in most regions of the United States, with the exception of arid climates. In arid regions, it is difficult to justify the supplemental water needed to maintain a permanent pool because of the scarcity of water.

- Ultra Urban Areas: are densely developed urban areas in which little pervious surface exists. It is difficult to use wet ponds in ultra urban areas because enough land area may not be available for the pond. Wet ponds can, however, be used in an ultra-urban environment if a relatively large area is available downstream of the site.

- Stormwater Hotspots: are land use or activities that generate highly contaminated runoff that has pollutant concentrations that exceed those typically found in stormwater. A typical example is a gas station or convenience store. Wet ponds can accept runoff from stormwater hotspots, but need significant separation from groundwater if they are used to treat hotspot runoff.

- Stormwater Retrofit: is a stormwater treatment practice (usually structural) put into place after development has occurred, to improve water quality, protect downstream channels, reduce flooding, or meet other watershed restoration objectives. Wet ponds are widely used for stormwater retrofits, and have two primary applications as a retrofit design. In many communities, dry detention ponds have been designed for flood control in the past. It is possible to modify these facilities to develop a permanent wet pool to provide water quality treatment (see "Treatment" under Design Considerations), and modify the outlet structure to provide channel protection. Alternatively, new wet ponds may be installed in streams, or in open areas as a part of a comprehensive watershed retrofit inventory.

- Cold Water (Trout) Streams: Wet ponds pose a risk to cold water streams because of their potential to warm streams. When water remains in the permanent pool, it is heated by the sun. A study in Prince Georges County, MD found that wet ponds increased temperatures by about 9 F from the inlet to the outlet (Galli, 1990).

Site and Design Considerations

Designers need to ensure wet ponds are feasible for the site in question. The following section provides basic guidelines for locating wet ponds.

Drainage AreaWet ponds need sufficient drainage area to maintain a permanent pool. In humid regions, a drainage area of about twenty-five acres is typically needed, but greater drainage areas are needed in arid and semi-arid regions.

Slope

Wet ponds can be used on sites with an upstream slope up to about 15%. The local slope within the pond should be relatively shallow, however. While there is no minimum slope requirement, there must be enough elevation drop from the pond inlet to the pond outlet to ensure that water can flow through the system by gravity.

Soils /TopographyWet ponds can be used in almost all soils and geology, with minor design adjustments for regions of karst topography.

GroundwaterUnless they receive hotspot runoff, ponds can often intersect the groundwater table. However, some research suggests that pollutant removal is moderately reduced when groundwater contributes substantially to the pool volume (Schueler, 1997).

There are some design features that should be incorporated into all wet pond designs. These design features can be divided into five basic categories: pretreatment, treatment, conveyance, maintenance reduction, and landscaping.

PretreatmentPretreatment features are designed to settle out coarse sediment particles before they reach the main pool. By trapping these sediments in the forebay, it is possible to greatly reduce the maintenance burden of the pond. A sediment forebay is a small pool (typically about 10% of the volume of the permanent pool) located near the pond inlet. Coarse sediments are trapped in the forebay, and these sediments are removed from the smaller pool on a five to seven year cycle.

TreatmentTreatment design features help enhance the ability of a stormwater treatment practice to remove pollutants. Several features can enhance the ability of wet ponds to remove pollutants from stormwater runoff. The purpose of most of these features is to increase the amount of time that stormwater remains in the pond.One technique to increase pond pollutant removal is to increase the volume of the permanent pool. Typically, ponds are sized to be equal to the water quality volume. Designers may consider using a larger volume to meet specific watershed objectives, such as phosphorous removal. Regardless of the pool size, designers need to conduct a water balance analysis to ensure that sufficient inflow is available to sustain a permanent pool.

In addition, the design should incorporate features to lengthen the flow path through the pond, such as underwater beams designed to create a longer flow path through the pond. Combining these two measures helps ensure that the entire pond volume is used to treat stormwater. Another feature that can improve treatment is to use multiple ponds in series as part of a "treatment train" approach to pollutant removal. This redundant treatment can also help slow the rate of flow through the system.

ConveyanceStormwater should be conveyed to and from all wet ponds safely and to minimize downstream erosion potential. The outfall of pond systems should always be stabilized to prevent scour. In addition, an emergency spillway should be provided to safely convey large flood events. In order to prevent warming at the outlet channel, designers should provide shade around the channel at the pond outlet.

Maintenance ReductionSeveral design features can be incorporated to ease the maintenance burden of wet ponds. Maintenance reduction features include techniques to reduce the amount of maintenance needed, as well as techniques to make regular maintenance activities easier.One maintenance concern in wet ponds is potential clogging of the pond outlet. Ponds should be designed with a non-clogging outlet such as a reverse-slope pipe, or a weir outlet with a trash rack. A reverse slope pipe draws from below the permanent pool extending in a reverse angle up to the riser and establishes the water elevation of the permanent pool. Because these outlets draw water from below the level of the permanent pool, they are less likely to be clogged by floating debris. Another general rule is that no low flow orifice should be less than 3" in diameter (smaller orifices are more susceptible to clogging).Direct access is needed to allow maintenance of both the forebay and the main pool of ponds. In addition, ponds should generally have a drain to draw down the pond or forebay to enable periodic sediment clean outs.

LandscapingLandscaping of wet ponds can make them an asset to a community, and can also enhance the pollutant removal. A vegetated buffer should be created around the pond to protect the banks from erosion, and provide some pollutant removal before runoff enters the pond by overland flow. In addition, ponds should incorporate an aquatic bench (a shallow shelf with wetland plants) around the edge of the pond. This feature provides some pollutant uptake, and also helps to stabilize the soil at the edge of the pond and enhance habitat and aesthetic value.

Bridge Drainage

The objective of this design is to support sound, economic, and low maintenance design for bridge deck and bridge end drainage facilities. For the designer of bridge drainage systems, water and its removal is a many-faceted problem. Water may collect in pools or run in sheets; its presence can slow traffic and cause hydroplaning.

In addition to its ability to disrupt the main traffic function of the bridge, rain may also pick up corrosive contaminants, which, if allowed to come into contact with structural members, may cause deterioration. Uncontrolled water from bridge decks can cause serious erosion of embankment slopes and even settlement of pavement slabs. The rain that falls on a structure may cause stains and discoloration on exposed faces if it is not collected and disposed of properly. Poor bridge deck drainage is rarely a direct cause of structural failure and thus, bridge designers often view drainage as a detail.

Nevertheless, proper design provides benefits related to traffic safety, maintenance, structural integrity, and aesthetics. Furthermore, in light of the movement to control urban stormwater pollution, the potential to improve water quality using off-bridge detention facilities to settle out solid particles in the drainage is sometimes considered. The detrimental effects of runoff emphasize the importance of getting water off the bridge deck as soon as possible. This points up the need for an efficient drainage system that is always in good working order. Proper designs and procedures can ensure that drains are working and bridge decks are free of standing water.

Design Objectives

In designing a system to remove water from the bridge deck, the engineer must develop solutions that:

- Control the spread of water into traffic lanes, as well as the depth of water available to reduce tire traction.

- Do not interfere with the architectural beauty or structural integrity of the bridge.

- Will function properly if clogging is maintainable.

Minimization of Spread

As water accumulates and spreads across the width of the gutter and into the traffic lane, it can reduce service levels and cause safety problems. Inlets must be adequately sized and spaced to remove rainfall-generated runoff from the bridge deck before it encroaches onto the traveled roadway to the limit of a design spread.

Avoidance of Hydroplaning

Precipitation produces sheet flow on pavement, as well as gutter flow. If sheet flow or spread is of sufficient depth, the tire can separate from the pavement surface. To reduce the risk of motorist hydroplaning, the drainage system must be designed to prevent the accumulation of significant depths of water.

Integration into Structural Dimensions

The drainage system must conform with the structural requirements of the bridge. Drainage details affect structural design: inlets for reinforced concrete bridge decks must fit within the reinforcing bar design. If drainage is not needed, structural design is free of inlet details. In addition, the drainage system should prevent water, road salt, and other corrosives from contacting the structural components.

Aesthetics

A pipe system conveying water from deck inlets to natural ground can be affixed to exterior surfaces of a bridge or encased within structural members. Exposed piping can be unsightly. Pipes affixed to exterior surfaces of structures, running at odd angles, can present an unpleasant silhouette and detract from a bridge's architectural aesthetics. To avoid this, pipes can be run in slots up the backs of the columns or can be hidden behind decorative

pilasters. However, encased piping poses serious maintenance considerations and is not typically used in Northern States due to potential freezing damage.

Minimization of Maintenance

An ideal solution is no inlets. The fewer inlets, the easier to maintain them--clogged inlets are a widespread maintenance problem. The drainage design engineer should first consider whether or not bridge drains are essential. If drains are required, the system design should provide means for convenient maintenance.

Bicycle Safety

The design engineer should also consider the hazards that inlets themselves present to cyclists. Grates with bars parallel to the centerline may be unsafe for bicyclists. Remedy this by putting crossbars or vanes at right angles to the flow or using a reticuline composite grate. The safety remedy, however, does reduce the efficiency of the inlet to admit water. If bicyclists are not allowed, then parallel bar grates without crossbars are the most efficient hydraulic solution.

Systems

The bridge deck drainage system includes the bridge deck itself, bridge gutters, inlets, pipes, downspouts, and bridge end collectors. The details of this system are typically handled by the bridge engineer and coordinated with the hydraulic engineer. Coordination of efforts is essential in designing the various components of the system to meet the objectives described in the previous section.

Deck and Gutters

The bridge deck and gutters are surfaces that initially receive precipitation and debris. If grades, super-elevations, and cross-slopes are properly designed, water and debris are efficiently conveyed to the inlets or bridge end collectors. Bridge deck designs with zero grades or sag vertical curves are poor hydraulic designs and can cause water problems. Super-elevation transitions through a zero grade cause water problems as well.

Other Hardware

From the deck and gutters, water and debris flow to the inlets, through pipes and downspouts, and to the outfall. Various grate and inlet box designs are available to discourage clogging. Collector pipes and downspouts with a minimum of T-connections and bends help prevent clogging mid-system. Collector pipes need sufficient slope to sustain self-cleansing velocities. Open chutes are not recommended for downdrains because of difficulties in maintaining chutes and capturing, and then containing the flow. Inlets, and associated hardware, should be called for only when necessary. Super-elevated bridge decks only need inlets on the low side, if any.There are numerous approaches to the design of bridge deck inlets and scuppers. Different States use different materials to make inlet boxes. Some specify all cast-iron boxes. Others specify the box size and shape and allow it to be either cast or made of fabricated steel. Many States require all their metal drainage hardware to be galvanized. Although galvanizing is the most popular finish, it is expensive. Painting and asphalt dipping of boxes is considerably cheaper than galvanizing them and experience has shown that, in most

locations, boxes treated in either way will perform as well as galvanized boxes (TRB, 1979). Especially corrosive conditions may require special treatment, such as heavy galvanizing or an epoxy coating.

Figure D-1: Grates with cast-iron inlet chambers

Figure D-2: Grates with welded-steel inlet chambers

Figure D-1 and Figure D-2 show grates with cast-iron and welded-steel inlet chambers, respectively. Because of thinner members, less dead weight, and greater structural strength, the welded-steel alternate allows larger openings than cast iron. The Figure D-2 steel frame measures 16½ inches x 18 inches. Tilted or curved vanes would improve the hydraulic performance shown in Figure D-1, and Figure D-2.

For inlet grates that project 12 to 18 inches toward the centerline and a spread of 10 feet, the capture efficiency is 25 to 35 percent.

Figure D-3 illustrates extra slab reinforcement for a grate that projects 3 feet from the curb. The advantage of the extra projection generates the need for extra reinforcing. The inlet chamber should have as large a transverse slope as possible to avoid clogging. For this grate, projecting 3 feet toward the centerline, and a spread of 10 feet, the interception efficiency is 61 percent. This assumes all flow within the 3 feet of width is intercepted. Flow across the grate will reduce the interception efficiency of the inlet on higher slopes because the grate is only 8 inches long in the direction of the flow and rapid flow will splash over the gap.

Figure D-3: Detail of slab reinforcement modification

Figure D-4: Vertical scupper showing beam clearance

Figure D-4 illustrates a vertical scupper with several well-thought-out design details. An eccentric pipe reducer enlarges the circular opening at deck level to 10 inches. While this enlargement is hydraulically beneficial, bars are necessary to reduce the potential hazard of the rather large circular opening. Smaller openings of 4 to 6 inches, without the eccentric pipe reducer, are more typical, but less effective. Note that the pipe discharges below the girder. Such free discharge can be directed on slight angles to erosion-resistant splash surfaces like the concrete surfaces placed on side slopes under overpass bridges. A 6-inch diameter vertical scupper has a capture efficiency of 12 percent for 10 feet of spread and a 2 percent cross slope; a 4-inch diameter scupper has an efficiency of 7 percent.

While pipes hung on a bridge may lack aesthetic appeal, pipes buried in concrete or concealed within the structure have inherent maintenance challenges. Therefore, a designer is cautioned against placing the drainage system within the superstructure. Drains are frequently located adjacent to bents or piers. Such drains may conveniently lead into pipes running into pier caps and then within a pier column, discharging at the base of the column.When piping is enclosed in the concrete of a pier shaft, it should be daylighted above the ground to provide access for backflushing, rodding, or air-pressure cleaning equipment. If the discharge is into a storm drain, it ideally should first go into a manhole. The manhole may be tightly covered, but the cover should be removable for cleaning. The manhole invert

should match the invert of the outgoing drain pipe. Also, the outgoing invert should be at least 0.1 foot below all other pipes connected to the manhole to allow for minor energy losses.

Bridge End CollectorsDrainage collection devices placed at the ends of bridges are essential and have two basic purposes. First, they control the amount of upslope drainage that can run onto the bridge deck. Second, they intercept runoff from the bridge deck at the downslope end. An inlet should be provided just off the upslope end of the bridge in each gutter to intercept the drainage before it gets onto the deck. Collectors at the downslope end catch flow not intercepted by bridge inlets. If there are no bridge inlets, downslope inlets intercept most of the bridge drainage.

Figure D-5: Bridge end drainage system

Figure D-5 shows typical features of a bridge end drainage system. The outlet pipe is corrugated metal. The corrugated metal offers resistance to sliding and minimizes outlet velocities. The system incorporates an energy dissipater. A horizontal length of pipe is necessary leading into the energy dissipater. Figure 12 also implies the need to consider settlement of the inlet structure and the interaction with the guardrail. While grates on drop inlets are more efficient hydraulically, slotted inlets may be more appropriate in this setting to avoid traffic loads.

Figure D-6 shows a precast shoulder slot inlet that is placed directly on compacted fill. The shoulder slot inlet does not often bear traffic loads. The inlet floor acts as a spread footing. The shoulder slot inlet has a minimum drop to the inlet box and thin wall and floor thickness. A variable length is used so as to design interception properly; openings 10 to 20 feet long are typical to capture 100 percent of the flow. The device functions as a curb inlet. This design also uses 15-inch-unperforated corrugated plastic pipe rather than metal pipe in this setting. This large diameter landscaping pipe is light and does not corrode. It is suitable to be embedded in embankment fills with no pipe bedding where no traffic load is expected.

Figure D-6: Precast shoulder slot system

Figure D-7: Precast shoulder slot system

Figure D-7 shows a bridge end drainage system that utilizes a concrete ditch outlet. However, concrete ditches are not recommended because water tends to overtop the sides and undermine the facility. One advantage of this approach is the low clearance required in the drop inlet, which cuts down on the weight and the associated settlement potential. A rolled bituminous concrete curb design with a flared-end corrugated metal pipe is used in Wyoming. The rolled curb is formed to provide fall from the gutter invert into the flared metal entrance. The flared end may need to be modified with bars to make the opening safe. The flared pipe entrance is angled to the gutter flow line to promote inlet efficiency; the flow line turns 20 degrees to 30 degrees rather than 45 degrees. This necessitates both horizontal and vertical realignments to bring the pipe out perpendicular to the toe of the fill. This design may be appropriate and economical.

Geotechnical Study

The I-395 reconstruction project involves the rebuilding of the I-395 corridor from the I-95/Midtown Interchange to MacArthur Causeway with a Signature Bridge, which will increase the traffic capacity, improve safety and improve the area underneath the structure.

As requested by the Florida Department of Transportation (FDOT), the geotechnical engineer is required to complete a minimum of 60 tests, including Standard Penetration Tests, Static and Dynamic Load Tests and Borehole Percolation Tests. The purpose of this study is to evaluate the underground conditions (i.e. subsurface and groundwater) existing under the proposed construction site of the Signature Bridge.

Site Conditions

This section is based on our understanding of the site conditions based on our observations during the initial field review and information gathered through other companies that have done site exploration and characterization near our proposed construction site. We noted that the existing freeway manages a high volume of traffic and is surrounded by commercial and residential buildings. The areas beneath the structure will be repurposed in accordance to what the communities nearby dictate, most likely recreational areas and public parking spaces.

According to a geotechnical study conducted by GEOSOL Inc. in 2012, in which it included the performance of Standard Penetration Test (SPT) borings, and asphalt pavement coring program and borehole percolation testing.

Their results are shown on the “Past Boring Test Results” section of this report.

Past Boring Test Results

The results shown below were obtained from a geotechnical study the company did near the proposed construction site in 2012. These borings show the subsurface soil layers and their divisions. Also, the groundwater table along different boring stations is measured. As it will be appreciated on the boring tests, the groundwater table remains steadily between 4.0-4.3 feet below the surface. The subsurface soil layers are composed of brown slightly silty fine to medium sand and brown sandy limestone which forms part of the Miami Limestone Formation, or our bedrock. The bedrock is located in between 6-8 feet from the surface.

From this information we could estimate the bearing capacity of the soil. According to the Appendix D, Table A.1 (BS 8004), for limestone the presumed bearing capacity is 4000 kN/m^2. This will total to 83,540 lb/ft^2.

New Boring Tests Locations

Load Tests Locations

Since our scope focuses on the Signature Bridge, the tests will be done only on the stations where the proposed bridge will be constructed.

Driven Pile Design

Our foundation design was done by using the GEO 5 (2016) software. After computing the soil profile underneath the proposed construction, we were able to design piles according to the forces that the structural engineer provided. The piles (shown below) were 1.5 m (5 ft) in diameter, the depth of the piles will be 18 m (60 ft) deep. The thickness of the pile cap is 1.5 m (5 ft), while its width is 10 m (33 ft) and the length is 12 m (39 ft). Finally, each pile cap will have 12 piles with a separation of 3.5 m (11 ft) in between each pile (4 piles in the length direction, 3 piles in the width direction).

Structural Aspects

The seven existing I-395 bridge structures include an eastbound ramp span at NW 3rd Avenue (2,924 ft), a westbound span at NW 14th Street/N Miami Avenue (3,959 ft) and eastbound span at NW 14th Street/N Miami Avenue (4,014 ft), a ramp span at the NE 1st Avenue (184 ft), a ramp span at NE 2nd Avenue Interchange (533 ft), plus westbound and eastbound spans at Ramp “F” (each 135 ft). All structures date from 1970 except Ramp “F” which dates from 1971. The first three are currently rated structurally deficient, with the bridge over NW 3rd Avenue having the lowest sufficiency rating (36.8); the other two are rated 62.0 and 65.2, respectively. All spans are likely to be replaced. In addition, within the Midtown Interchange, there are another two bridges and six ramps. All of the existing I-395 bridges pass over land, not water. The U.S. Coast Guard (USCG), in their Advance Notification response letter of April 20, 2005 stated that no navigable waterway crossing is involved, and that no USCG Bridge Permit would be required. Also, no comments regarding Navigation were received through the FDOT Efficient Transportation Decision Making (ETDM) process.A good signature bridge requires a unique design that reflects the identity of the city it is built in.A bridge usually consists of three parts: foundation, superstructure and the deck. Drill shafts foundations will be used for this particular project mainly due to the location of the project. The superstructure which supports the deck will be made of box girders. The superstructure will be supported by steel cables in addition to hammerhead piers.

Foundation

Figure SA-1: Drill shaft foundations.

Taking into consideration the location of the project, which is in the middle of a highly populated urban area (downtown Miami), drill shaft foundations are recommended, as shown in Figure SA-1.

Another reason to use this specific type of foundation would be to try to preserve landmarks around this bridge since most types of foundations require heavy drilling which causes a lot of soil vibration hence affecting the structures surrounding it.

Superstructure

The superstructure consists of a concrete deck (rigid pavement) and supported by box girders. Box girders are preferred because they have a high torsion resistance and easy to maintain. It is easy to maintain mainly due to the fact that empty spaces underneath provide easy access to any part of the bridge for maintenance or any other action. The clean lines of a box girder bridge, usually with no external stiffening along with the reduced width of the slab makes box girder bridges more appealing to the eye, which is an essential aspect when it comes to signature bridges.

The superstructure was designed in accordance with AASHTO LRFD bridge design specifications, FDOT standard specifications and FDOT structure design manual.

Figure SA-2: Concrete deck and box girders.

Support of the Bridge

The superstructure is going to be supported by hammerhead piers and steel cables, as shown in Figure SA-3. The cables are going to be made of high tensile strength steel wires with 0.27-0.39in diameter.

These cables have a yield and tensile force of 172KSI and 228 KSI respectively. High tensile strength steel wires have 4 times the strength of regular steel. As stated earlier, since a rigid pavement is needed, the slab was made of concrete and the girders made with steel plates.

Figure SA-3: Hammerhead piers and steel cables.

Figure SA-4: Section reaction without interface.

Figure SA-4 illustrates how a typical section would react if there were no interface to connect them. The force would act on them as two different sections. To achieve composite action, headed stud shear connectors will be used. In addition to making the flange and the girder react as one, shear connectors increase stiffness and overall strength of the bridge.

Materials

Concrete, reinforced steel and steel plates will be used and will be in accordance with the applicable FDOT standard specifications for road and bridge construction.

28-DAY STRENGTH MODULUS OF ELASTICITY

PRECAST DECK 7000 PSI 3.8×106 PSI

PRECAST SLABS 5000 PSI 3.5×106 PSI

Reinforced steel used will be ASTM grade 60 steel. The covers will comply with FDOT specifications design guidelines. Structural steel will conform to ASTM A709, grade 36. The modulus of elasticity for the structural steel used for this design is 29000 ksi. The painting of the structural steel will be in compliance with section 560 and 975 of the specifications.

Typical Section and Load Distribution

Figure SA-5: A typical cross sectional view of the bridge.

A typical cross sectional view of the bridge is show in Figure SA-5. The dead loads (permanent including self-weight) and live loads (temporary like traffic for example) on the bridge will be transferred from the slab to the steel cables and also to the pier and foundation through the girders.

Section Dimensions and Properties

BRIDGE WIDTH 137 FT

SLAB THICKNESS 8.5 IN

OVERHANG THICKNESS 9 IN

PARAPET HEIGHT 3.5 FT

CONCRETE DENSITY 0.15 KCF

CONCRETE STRENGTH (FY) 60 KSI

Calculations

Deck Properties

Girder spacing s= 10ft

Number of girders N= 5Deck top cover covert= 2.5inDeck bottom cover covert= 1inConcrete unit weight w= 0.15kcfReinforcement £= 60ksi

Slab

Min slab thickness stmin= 7 inMin overhang thickness Ovmin= 8inAssumed slab thickness 9 inAssumed overhang thickness 10 in From Dead loadsSlab and parapet ᵧpDmax = 1.5 ᵧDmin = 0.9

For future wearing surface ᵧDWmax = 1.8 ᵧDWmin = 0.65

Compute Live Loads

Minimum Distance from center DWPmin = 1.2 ftOf vehicle wheel to parapet

Minimum Distance between DWWmin = 5 ftWheels of two adjacent vehicleDynamic Load Allowance IM = 0.4Load factor for Live load strength ᵧLL = 2

Presence Factors mL1 = 1.4 mL2 = 1.2 mL3 = 0.8 mL4 = 0.65 Resistance Factors For Flexure

Strength Limit ᵩstr = 0.9 Service Limit ᵩser = 1.0 Extreme event Limit ᵩext = 1.0

Sectional Plans

Roadway Design & Maintenance of Traffic

Characteristic Code Standard Code Section

Classification Urban Freeway Design Exceptions Package for Vertical Alignment and Stopping Sight Distance

Highway SystemNational Highway SystemFlorida Interstate System

Strategic Intermodal SystemState Highway System

Design Exceptions Package for Vertical Alignment and Stopping Sight Distance

Access Classification Class 1 (Area Type 1) PPM Vol. 1, Table 1.8.1

Number of Lanes[proposed eastbound and

westbound of connection at I-395 and MacArthur

Causeway]

Proposed design and alignment; minimum number of lanes on Urban

Other Freeway/Expressway and Urban Interstate

Design Speed/Posted

Speed60 mph/ 55mph PPM Vol. 1, Table 1.9.2

Lane Widths

Typical 12 ft. PPM Vol. 1, Table 2.1.1

Outside/Right Shoulder Width 12 ft. (10 ft. paved) PPM Vol. 1, Table 2.3.1

Inside/Left Shoulder Width 12 ft. (10 ft. paved) PPM Vol. 1, Table 2.3.1

Bridge Width Travel lanes (typ.) + 12 ft. shoulders PPM Vol. 1, Figure 2.0.1

Vertical Clearance

Roadway over Roadway (Biscayne

BLVD)16 ft. 6 in. PPM Vol. 1, Table 2.10.1

Grades Maximum 4% PPM Vol. 1, Table 2.6.1

Cross Slopes

Travel LanesInside 3 lanes sloped

towards the outside @ 0.02. Remaining lanes are sloped @ 0.03 towards the outside.

PPM Vol. 1, Figure 2.1.1

Outside/Right Shoulders 6%

PPM Vol. 1, Table 2.3.1Inside/Left Shoulders 5%

Bridge Deck 2% in each direction with no break in slope PPM Vol. 1, Section 2.1.5

Superelevation

Maximum Superelevation Rate 5% (Urban Highways) PPM Vol. 1, Table 2.9.1

Superelevation Transition Rate

1:180 for 6 lanes1: 170 for 8 lanes

PPM Vol. 1, Table 2.9.3

Superelevation Ratio

20:80 preferred50:50 minimum

PPM Vol. 1, Section 2.9

Horizontal Alignment

Max. deflection without curve 0° 30’ 00” Refer to Design Criteria

Min. length of horizontal curves

15v minimum = 900 ft.30v preferred = 1800 ft.

PPM Vol. 1, Table 2.8.2a

Maximum curvature 5° 15’ for normal crown PPM Vol. 1, Table 2.8.3

Auxiliary lane length N/A N/A

Vertical Alignment

Max change in grade w/o curve 1% PPM Vol. 1, Table 2.6.2

Min. length of crest curve

6% for ramp speed less than 35 mph

5% for ramp speed of 35 mph+

PPM Vol. 1, Table 2.8.5

Min. length of sag curve - PPM Vol. 1, Table 2.8.6

Min. crest K value - PPM Vol. 1, Table 2.8.5

Min. sag K value - PPM Vol. 1, Table 2.8.6

Stopping Sight Distance All other facilities: 495 ft. PPM Vol. 1, Table 2.7.1

Horizontal Clearance

Bridge piers Outside Clear Zone PPM Vol. 1, Table 2.11.6

Above ground fixed objects -

PPM Vol. 1, Table 2.11.3PPM Vol. 1, Table 2.11.9

Light poles - PPM Vol. 1, Table 2.11.2

Median width - PPM Vol. 1, Table 2.2.1

Maintenance of Traffic

- Provisional overnight closures of the I-395 and MacArthur Causeway eastbound mainlines and westbound mainlines Avenue entries.

- Right-most Lane closures of the I-395 mainline by means of concrete median barriers.

- Rare closure of the right two lanes for staging- Lane closure of the left-most lane of the I-395 mainline via concrete median barriers.- Brief closure of the MacArthur Causeway exits to Biscayne Blvd in the eastbound and

westbound directions

Closing the right most lane on the I-395 is necessary because of it being near the realignment of entry and its subsequent super-elevated transition into an elevated roadway for entrance to MacArthur Causeway. For PCM’s, advance warning arrows, work zones etc.

DSM will be referenced. To better service future traffic, eventual tie-in of an extra lane will be done, responsible for the closure of the right-most lane of the MacArthur Causeway mainline.A second lane will be closed occasionally, if the night time is not sufficient o complete work on the eastbound and westbound approaches of Biscayne Blvd. This area is confined by retaining wall and highways. Momentary closure of the eastbound I-395 and MacArthur Causeway overnight, in order to minimize traffic impact. Detour plans follow FDOT DSM index 600 indicate the routes of diversion for entry of all facilities services by the eastbound approach of I-395 west of the MacArthur Causeway Interchange. This would include I-395, and the eastbound and westbound directions of both connectors. Candidates for detour facilities are the following:· Biscayne Blvd· NE 2nd Avenue· NE 11th Terrace· NE 12th Street· NE 13th Street

Figure T-1: Several of these may be used.

Phase 1

- Construct new westbound two northbound temporary detour road while maintaining traffic as isConstruct new westbound mainland section east of Miami Avenue and knew I 95 westbound

connectors to just east of North W. 3rd Ave.- Build new westbound I-95 westbound connection including new westbound two southbound I-95

flyover ramp

Phase 2

- Build temporary detour road from new westbound I-95 connected to westbound SR 836 within the Midtown interchange

- Finish the rest of the proposed westbound section from N. Miami Ave. to the midtown interchange

Phase 3

- Build temporary detour road from eastbound I-395 to new westbound mean then just west of NW 3rd Ave. any temporary connection from the newly constructed westbound mainland section to the existing westbound structured near N. Miami Ave. 25

- Detour eastbound SR 836 traffic via the newly constructed detour facility

Phase 4

- Provide temporary connection from partial eastbound mainland section built previous phase 2 existing eastbound facility near N. Miami Ave.

- Detour I 95 eastbound traffic via newly constructed facility and no detour road

Phase 5

- Provide temporary connection from newly constructed eastbound facility during face 32 existing structure just east of N. Miami Ave.

- Detour eastbound traffic via partially constructed eastbound facility and temporary connection

Phase 6

- Detour eastbound traffic coming from southbound I-95 via new eastbound facility previously built during phase 3 construct remaining portion of the new I-95 to eastbound I 395 connection

- Detour eastbound traffic coming from I 95 via southernmost traffic lane previously built during phase 4

- Construct remaining eastbound mainland portion east of Biscayne Boulevard

Lighting

Lighting have an important role in the overall display of the signature design.Light trespass (obtrusive lighting) is defined by three major interrelated elements. The three elements are:

- Spill light: Light that falls outside the area intended to be lit. It is typically measured in lux in the vertical plane with the light meter oriented towards the light source.

- Glare: Light that is viewed at the light source (luminaire), which reduces one's visibility. Glare is further defined below.

- Sky glow: Light reflected from the light source, road or other surfaces up into the atmosphere. Sky glow in effect reduces one's ability to view stars in the night sky by casting unwanted light into the atmosphere. Though this is not a safety or security issue, groups such as the International Dark-sky Association (IDA) have mounted strong campaigns to reduce sky glow and protect visibility of our night sky.

There will be three general categories of lighting: General lighting, roadway lighting, and streetscape lighting. The following gives the baseline lighting for all three categories.

General Lighting- All lighting components shall be vandal resistant.- All lighting components shall be corrosion resistant, with specific care taken to

address the marine environment.- All lighting components shall minimize maintenance wherever possible.- Illumination shall be from down-lighting only, except for the Signature Structure

cable/stay aesthetics lighting. Where up-lighting is used for the Signature Structure aesthetics lighting, it shall be designed to minimize lighting spillage through careful fixture placement and settings and through the use of shielding

Roadway Lighting- In meeting the demands of CSD & CSS, the poles shall be evenly spaced to create a

consistent rhythm throughout the corridor. This creates a “boulevard” style of spacing.

- The light fixtures shall be Mongoose (or similar) throughout.- The light source for the luminaires must blend with the local landscape and enhance

the other aesthetic elements along the corridor.- The light source for the luminaires along the entire corridor shall be ceramic metal

halide or LED (no higher than 4000K CCT+/-10% and no lower than 70 CRI). Either of these sources will provide a high-color rendering, white light source that matches the roadway and site lighting around the AACPA.

- High-pressure sodium light sources are not allowed.

Streetscape Lighting- Portal Lighting. At the street level along the entire corridor, portals are defined as

areas where streets or trails pass beneath the structure for vehicular and pedestrian traffic traveling north or south. Lighting shall be used to identify each of these portals and to provide an aesthetic, as well as a functional marker that adds a level of safety

and security within those areas. Portal lighting shall be down-lit from the underside of the superstructure soffit.

- Secondary Area Lighting. Down lighting mounted on the superstructure soffit shall illuminate the ground-plane spaces not already lit by the portal lighting. It will eliminate shadows and increase pedestrian comfort and safety.

- Abutment Lighting. Vertical abutment wall faces shall be continuously down-lit from the top of the wall.

- Pole mounted lights are allowed only where the required light levels cannot be achieved by structure-mounted down lighting (e.g. parking areas in Zone 2). Since pole mounted lights present a vandalism threat, they should be used sparingly

Lighting designs need to be performed in full coordination with the features of roadway and surrounds. In some cases, site conditions may dictate if roadway lighting can be installed, or may place certain constraints on the design.

Therefore, the following site conditions should be investigated:

Availability of Power – The availability of power is a major factor in determining if roadway lighting can be provided. If power is not available, the local utility should be consulted and cost estimates for power supply should be determined.

Proximity to Aircraft Landing Facilities – Prospective installations in close proximity to airports and helicopter landing pads may pose problems with defined glide paths and air traffic control operations. Typically, an airport authority or their governing authority will have specific pole height limitations and/or optical requirements for the luminaires. Where a lighting installation is proposed in close proximity to an aircraft landing facility, the facility should be contacted so requirements specific to that facility can be met.

Presence of Overhead Distribution and Transmission Lines – Distribution and transmission lines often conflict with lighting poles. Where transmission or distribution lines exist, or are proposed, and lighting is required, the designer should consult the local utility provider and investigate applicable codes and standards to determine clearance requirements.

Typically the higher the voltage of the overhead lines, the greater the clearance distance required. In the case of overhead transmission lines, the local electrical utility may define additional clearance requirements due to the potential sag of the transmission lines. Line sag will vary with the change in ambient temperature and power demand.

Proximity to Railroads – Lighting systems near railroad tracks will have specific clearance requirements from the tracks.

Environmental Issues – The presence of offsite glare, light trespass and skyglow should be taken into consideration in urban areas. The designer should consider these issues prior to undertaking any design and be aware of community concerns and local requirements. Local lighting ordinances may also dictate the type of lighting, which may be installed, and may dictate light trespass and skyglow limits.

Maintenance and Operations Considerations – Maintenance should be considered as part of the roadway lighting design. Where possible, maintenance personnel should be consulted by those undertaking the roadway lighting design. In some cases, products with a higher initial purchase cost can significantly reduce operating or maintenance costs over the life of the project. Products specified should be both corrosion-resistant and durable. All luminaires will require regular service for lamp replacement and cleaning. It is critical that the luminaires be safely accessible via available service vehicles (used by those undertaking the maintenance with minimal disruption to traffic. The height limits of maintenance equipment may impact pole height and location.

Roadside Safety Considerations – Poles can be a potential hazard to errant motor vehicles. Clear zones and pole placement issues should be known and addressed. Additional information can be found in the AASHTO Roadside Design Guide.

Historical Safety Performance – It is recommended that historical crash data be reviewed in an effort to identify what may be problematic crash locations. This can be done by first driving, walking or cycling the road and establishing possible problematic locations. Municipal agencies, road authorities and maintenance contractors can be contacted to confirm whether these locations have any recorded crash statistics. Problem areas should be identified and solutions discussed with the owner.

Lighting systems should be selected based on the most beneficial life cycle cost of the system.

Type of Light PolesFigure L-1 illustrates the two types of light poles considered for within our design.

Figure L-1: The two types of light poles that will be used.

Spacing of Light Poles

In addition to the height of the light source, appropriate spacing of light fixtures is critical to achieving consistent illumination of streets and sidewalks, and to preventing the pedestrian from encountering intervals of darkness. Consistent light coverage is important, particularly along the sidewalk, because the perception of light is relative to its surroundings. Therefore, a poorly lit area will seem so much darker in contrast to a brightly lit area nearby.The minimum required space between lights might meet lighting standards, but may or may not achieve the desired effect. For example, a typical DOT lighting scheme for an average street 40′ in width (two traffic and two parking lanes) would have 25′ to 40′ cobra head lights every 125′-150′, staggered on either side of the street. An alternative to this vehicle-oriented scheme is to reduce the height of the fixtures to 13′ and place them every 50′ and opposite each other.

- Staggered arrangement: Staggering light posts across the street from each other allows for an arrangement that is less formal, and can potentially use fewer lights, since there will be some overlap illumination.

- Opposite arrangement: Light fixtures that are aligned directly across the street from each other set up a more formal condition. Opposite arrangement allows for spanning the street with banners or holiday lights.

The spacing and alignment options are shown in Figure L-2.

Figure L-2: The two types of arrangements that can be used.

Aesthetics

An essential part of this project, in terms of presentation to the public. 3 considerations are taken for this matter, the first is tone should match the downtown context. Cool tones around the area dominate from the bay water nearby, and the white and glass of high-rise and Arsht Center buildings.Second, the color should support the form. Shadows are going to bring this project to life and lighter tones favor this. Last, the project should present a holistic family of finishes.

Baseline Concrete FinishSteel forms should be used for piers and walls. Class 5 Applied Finish coating for all surfaces except riding surfaces. Zones 1, 2, 3 shall be coated with Federal Color FS37925 Insignia White

Baseline Steel FinishAll structural steel east of NW 3rd Avenue, including the Signature Structure, shall be coated with a High Performance Coating System. Color shall be Federal Standard 37925 Insignia White. Overhead sign structures shall be steel tubes consistent with FDOT standards. Destination signage shall be provided to help promote areas adjacent to I-395 (e.g. Perez Art Museum, Arsht Center for Performing Arts, Overtown.

Baseline Signature Structure- The Signature Bridge must have a constant depth superstructure- Number of Piers is to be reduce- Barriers are the same as the ones on the approach- Cables are to be white, but not reflective.

SignageBaseline SignageOverhead sign structures shall be steel tubes consistent with FDOT standards (Chapter 7).Destination signage shall be provided to help promote areas adjacent to I-395 (e.g. Perez Art Museum, Arsht Center for Performing Arts, Overtown.

• 29 post mounted signs (25 single posts + 4 multi-posts);• 11 overhead signs (7 Overhead Spans);• 3 cantilevered signs (7 overhead cantilevers); and• 4 bridge mounted signs.Safety

Crash data for the corridor was collected and analyzed in the PER for the recent five (5) year period of 2001-2005. The five year summary identified crash rates higher than the statewide per-mile average for similar freeways in all five years evaluated. This trend is anticipated to worsen without project implementation. For this five-year period, the I-395 location had 248 total crashes, including three (3) fatalities, 155 injuries, 90 property damage type of crashes. Minor events were not recorded. Many of these were related to the weaving of traffic caused by lane drops and ramps on both sides of through lanes. The estimated average annual cost of crashes involving injuries within the project area is 10.8 million dollars (2005 dollars). Based on the crash analysis in the PER, the most frequent type of crash was rear-end (26%). Rear-end crashes reflect a mix of slow and fast traffic speeds, trucks and cars. The next most frequent types of crashes are with walls or fences (18%), followed by sideswipe (12%), and angle (8%). More crashes occurred by day (52%) than dusk/night (46%), except for a peak of dusk/night crashes on Fridays and Saturdays. The South Beach entertainment district is a weekend trip destination.

The proposed project is intended to address the numerous operational and safety deficiencies already established for the facility and should reduce both accident and injury potential. The proposed improvements should also improve response times for emergency services.

The southeast Florida coastal region is recognized as one of the most hurricane-vulnerable areas of the United States. The MacArthur Causeway/I-395 corridor was identified by the Federal Emergency Management Agency (FEMA) as the principal Hurricane Evacuation Route for southern Miami Beach, to be utilized for all categories of storm evacuations. The expenditure of public funds in recent years on major improvements to the adjoining MacArthur Causeway and West Channel Bridges of the MacArthur Causeway were based partially on providing capacity for the emergency evacuation of Miami Beach. The westbound lanes of this project corridor are a link in the prime evacuation route for a large population. Serviceability for hurricane evacuation is a safety consideration.

Conceptually, the proposed improvements to the existing I-395 facility, including the Midtown Interchange, should facilitate hurricane evacuation from Miami Beach, the Bay Islands (Fisher, Star, Hibiscus, Palm and six Venetian Islands), downtown Miami, and the Bayfront area. The proposed capacity improvements would reduce evacuation times and provide better traffic flow, especially for the critical westbound emergency evacuation traffic over the MacArthur Causeway from Miami Beach and the Bay Islands. Of the build alternatives under consideration, only the elevated designs maintain an evacuation roadway elevation above floodwaters associated with a major event. Mandatory evacuation orders and road closures occur prior to flooding from actual storm events. The alternative designs featuring depressed (open cut, tunnel) segments in this coastal location may be fatally flawed in regard to emergency evacuation.

Schedule

Construction schedule of the reconstruction of I-395, only. The construction schedule is preliminary and is subject to change at any time. All financial correspondents and County officials will be informed of any changes. C3 has an explementary Scheduling and Estimating Department. All of our past project have not only been completed before or on project deadlines. The best example would be our involvement in the CSX Railroad Bridge Replacement project at Fort Lauderdale, which was completed 65 days ahead of schedule, our success with this project lead to a final Contractor Past Performance Rating of 98. Another project that shows our attention to detail and the excellence of the department would be the Flagler Memorial Bridge Replacement project which not only completed 35 days prior to the deadline but also received a perfect technical score and at 12.5% lower than the initial cost estimate. The figures below summarize the schedule down to the main milestone points.

ITEM DESCRIPTION UNITS UNIT PRICE QUANTITIES ITEM COST

SUPERSTRUCTURE ELEMENTS

SEGMENTAL CONCRETE STRUCTURES

PRECAST SEGMENTAL STRUCTURES CY $1,250 13246 $16,557,500

LONGITUDINAL POST -TENSIONING LB $2.50 713095 $1,782,737.50

TRAVERSE POST -TENSIONING LB $4 75215 $300,860

OTHER ELEMENTS

BRIDGE DECK SF $2.60 172209 $447,743.40

MODULAR EXPANSION JIONT ASSEMBLY LF $700 278 $194,600

TRAFFIC RAILING BARRIERS LF $85 5738 $487,730

STRUCTURAL POT BEARING ASSEMPLY KIP $4.84 35962 $174,056.08

SUPERSTRUCTURE SUBTOTAL $19,945,227

SUBSTRUCTURE ELEMENTS

PRESTRESSED CONCRETE PILES:

24" PILES-FURNISHED AND INSTALL (PLUMB) LF $86.34 36937 $3,189,140.58

24" TEST PILES LF $312.21 275 $85,857.75

24" PILE SPLICE EA $392.77 44 $17,281.66

OTHER ELEMENTS

REINFORCED STEEL LB $0.73 967382 $706,188.86

CLASS IV CONCRETE (MASS-SUBSTRUCTURE) CY $525.64 119 $62,551.16

CLASS IV CONCRETE (SUBSTRUCTURE) CY $423.76 6542 $2,772,237.92

SUBSTRUCTURE SUBTOTAL $6,833,257.93

MISCELLANEOUS SUB-TOTAL PERCENTAGE COST

MOBILIZATION LS $24,331,545.87 10% $2,433,154.59

MAINTANENCE OF TRAFFIC LS $27,331,545.87 10% $2,733,154.59

URBAN CONSTRUCTION PREMIUM LS $21,331,545.87 6% $1,279,892.75

ENGINEERING SERVICES LS $26,265,463.45 12% $3,151,855.61

TEMPORARY STRUCTURES LS $24,331,545.87 6% $1,459,892.75

DRAINAGE SYSTEM LS $21,331,545.87 7% $1,493,208.21

PAVING LS $24,331,545.87 4.50% $1,094,919.56

EARTHWORK LS $21,331,545.87 7% $1,493,208.21

RIGHT-OF-WAY (ROW) LS $27,331,545.87 20% $5,466,309.17

STREETSCAPE LS $21,331,545.87 12% $2,559,785.50

MISCELLANEOUS & WALLS TOTAL $23,165,380.96

LIFE CYCLE COST ELEMENTS (PRESENT WORTH)

REPLACEMENT OF POT BEARINGS EA $1,497.39 36 $53,906.04

REPLACEMENT OF MODULAR EXPANSION JOINTS LF $215 263 $56,545

SUBTOTAL LIFE CYCLE COST $110,451.04

TOTAL COST $50,054,316.91

Cost Estimate

The chart below exhibits a summary of solely the cost estimate of the signature bridge, furthermore a more detailed cost summary in terms of things such as temporary structures, the maintenance of traffic and the mobilization cost. Moreover with vast prior experience we

have some item/work estimations that are lumped on a percentage scale and the actual price may be higher or lower than quoted.

BRIDGE ESTIMATE SUMMARY

SUBSTRUCTURE SUBTOTAL $6,833,257.93

SUPERSTRUCTURE SUBTOTAL $19,945,226.98

MISCELLANEOUS & WALLS SUBTOTAL $23,165,380.96

LIFE CYCLE COST SUBTOTAL $110,451.04

GRAND TOTAL $50,054,316.91

The overall estimated project cost is $556,731,490. One of the sources that we used to estimate the cost was the FDOT Bridge Development Report. This report uses the current pricing values for projects completed throughout the states. We also used Average Pay Item Cost History List between the years of 2010 and 2016 that are posted on the FDOT website. These prices are currently accepted by the FDOT and though more cumbersome it provides a more accurate measure of cost since the labor hours for each type of quantifiable construction is added to the rate values.

Florida International UniversityCollege of Engineering and Computing10555 W Flagler St, Miami, FL 33174