Senior Design Project Report for I-395 Reconstruction

Senior Design Project Report
Clout Consulting & Construction
November 30th
2016
Jhon Hurtado
Audry Rugambwa
Cristian Español
Graciela M. Alonso
Virginia Lloret
Demitrius R. Tyler

Table of Contents
I. Introduction…………………………………………………………………………………………………………
A. Description of Work.…………………………………………………………………………………….
B. Our Responsibilities………………………………………………………………………………………
2-3
3
3
II. Scope of the Project…………………………………………………………………………………………. 4-5
III. Company History………………………………………………………………………………………………..
A. Organizational Chart…………………………………………………………………………………….
B. Assignment Project Responsibilities…………………………………………………………….
C. Resumes For Project Personnel…………………………………………………………………….
6-14
7
7-8
9-14
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…………………………………………………………………………………………………
21-26
22
23
24
25-26
VII. Drainage………………………………………….…………………………………………………………………. 27-36
VIII. Geotechnical Study……………………………………………………………………………………………. 37-48
IX. Structural Aspects……………………………………………………………………………………………….
A. Calculations……………………………………………………………………………………………………
49-55
53-55
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 aspec ts 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. Hurtado
Transportation 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. Alonso
Environmental 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. Tyler
Civil 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 Rugambwa
Chief 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 Lloret
Civil 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 Español
Geotechnical 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 acc ordance 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 Engineering
Associates | 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
AutoCad
Revit
Microsoft Office
Design 1&2
Drawing 1
Courses
Urban Transportation Planning
Highway Capacity Analysis
Extensive use and knowledge of Highway
Capacity Manual 2010
Fluid Mechanics
Water Resources
Sustainable Hydraulics
Membership
FES since 2015
ASCE since 2015
ACI 2016
Languages
Fluent in English
Fluent in Spanish
FE License
Will be acquired by December 2016
Contact
jhurt029@fiu.edu 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 2009
15900 SW 56th St, Miami, FL 33185
Florida International University
Expected graduation December 2016
11200 SW 8th St, Miami, FL 33199
Bachelor 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 - 1/21/09
Volunteer
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 - 4/21/13
Barista
Helped 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) 665-7477
10/07/13 – Present
Student Intern
Assisted civil and environmental engineers,
geologists
 Inputted and organized pump station
data.
 Created water-well field reports.
Language Skills
Fluent in English and Spanish
Contact:
galon008@fiu.edu 305 – 898 – 5723

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
assistant
Experiences: 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.
Contact
demitrius.tyler@gmail.com 202 – 787 – 8865

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
Contact
rugambwaaudry@gmail.com 305 – 508 – 0138

Work Experience
Nexus RD, Santo Domingo, Dominican Republic
Director’s Assistant
August 2014 -August 2015
 Manage the permissions for the constructions
 Helping with legal documents
 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
vlloretirala@gmail.com 786 – 413 – 0542

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.
Contact
cris_espanol@hotmail.com 305 – 766 – 7367

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.
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 Plan
Our 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 construc ted 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 treat ment 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 bec ause 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 Area
Wet 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 /Topography
Wet ponds can be used in almost all soils and geology, with minor design adjustments for
regions of karst topography.
 Groundwater
Unless 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.
 Pretreatment
Pretreatment 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.
 Treatment
Treatment 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.
 Conveyance
Stormwater 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 Reduction
Several 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.
 Landscaping
Landscaping 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 Collectors
Drainage 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

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= 5
Deck top cover covert= 2.5in
Deck bottom cover covert= 1in
Concrete unit weight w= 0.15kcf
Reinforcement £= 60ksi
Slab
Min slab thickness stmin= 7 in
Min overhang thickness Ovmin= 8in
Assumed slab thickness 9 in
Assumed overhang thickness 10 in
From Dead loads
Slab 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 ft
Of vehicle wheel to parapet
Minimum Distance between DWWmin = 5 ft
Wheels of two adjacent vehicle
Dynamic Load Allowance IM = 0.4
Load 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

Roadway Design & Maintenance of Traffic
Characteristic Code Standard Code Section
Classification Urban Freeway
Design Exceptions Package for Vertical
Alignment and Stopping Sight Distance
Highway System
National Highway System
Florida Interstate System
Strategic Intermodal System
State 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
Speed
60 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 Lanes
Inside 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 2.3.1
Inside/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 lanes
1: 170 for 8 lanes
Superelevation
Ratio
20:80 preferred
50:50 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+
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 -
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
- Constructnewwestboundtwonorthboundtemporarydetourroadwhile maintainingtrafficasis
Constructnewwestboundmainlandsectioneastof Miami Avenueandknew I95 westbound
connectorsto justeastof NorthW. 3rd Ave.
- BuildnewwestboundI-95westboundconnectionincludingnew westboundtwosouthboundI-95
flyoverramp
Phase 2
- Buildtemporarydetourroadfromnew westboundI-95connectedtowestboundSR836 withinthe
Midtowninterchange
- Finishthe restof the proposedwestboundsectionfromN.Miami Ave.tothe midtowninterchange
Phase 3
- BuildtemporarydetourroadfromeastboundI-395 to new westboundmeanthenjustwestof NW
3rd Ave.any temporaryconnectionfromthe newlyconstructedwestboundmainlandsectiontothe
existingwestboundstructurednearN.Miami Ave.25
- DetoureastboundSR836 trafficviathe newlyconstructeddetourfacility
Phase 4
- Provide temporaryconnectionfrompartial eastboundmainlandsectionbuiltpreviousphase2
existingeastboundfacilitynearN.Miami Ave.
- DetourI 95 eastboundtrafficvianewlyconstructedfacilityandnodetourroad
Phase 5
- Provide temporaryconnectionfromnewlyconstructedeastboundfacilityduringface 32 existing
structure justeast of N. Miami Ave.
- Detoureastboundtrafficviapartiallyconstructedeastboundfacilityandtemporaryconnection
Phase 6
- DetoureastboundtrafficcomingfromsouthboundI-95vianew eastboundfacilitypreviouslybuilt
duringphase 3 construct remainingportionof the new I-95to eastboundI395 connection
- DetoureastboundtrafficcomingfromI95 via southernmosttrafficlane previouslybuiltduring
phase 4
- Constructremainingeastboundmainlandportioneastof 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 Poles
Figure 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.

Senior Design Project Report for I-395 Reconstruction

Senior Design Project Report for I-395 Reconstruction

Recommended

Recommended

More Related Content

Similar to Senior Design Project Report for I-395 Reconstruction

Similar to Senior Design Project Report for I-395 Reconstruction (20)

Senior Design Project Report for I-395 Reconstruction