City of orlando db colonial ped overpass technical

RFP 16-0017 | March 23, 2016
Request for Proposal for
Design-Build Services
(Technical Proposal) for Colonial
Pedestrian Overpass
Submitted to
City of Orlando
RFP16-0017, Orlando Urban Trail Colonial Drive
(State Road 50) Pedestrian Overpass - Technical
David Billingsley, Chief Procurement Officer
Attention: Teddi McCorkle, C.P.M., CPPB,
Senior Contract Administrator
Procurement and Contract Division
400 South Orange Avenue, 4th Floor
Orlando, Florida 32801
Submitted by
Gibbs & Register, Inc.
232 S. Dillard Street
Winter Garden, FL 34787
Vanasse Hangen Brustlin, Inc.
225 E. Robinson Street, Suite 300
Orlando, FL 32801
In Association with
Borrelli + Partners, Inc.
Florida Bridge and Transportation, Inc.
Geotechnical and Environmental Consultants, Inc.
HDR Engineering, Inc.
Southeastern Surveying and Mapping Corp.

March 23, 2016
City of Orlando
GIBBS & REGISTER, INC.
232 South Dillard Street
Winter Garden, Florida 34787
Telephone: (407) 654~6133
Facsimile: (407) 654~6134
David Billingsley, CPSM, CPM, Chief Procurement Officer
4th Floor, City Hall
400 South Orange Avenue
Orlando, Florida 32801
Re: Design-Build Services for Colonial Pedestrian Overpass (SR50), RFP16-0017
Technical Proposal
City Project No. TRE0003_G
Dear Mr. Billingsley:
Thank you for shortlisting our team and allowing us to provide our Technical Proposal for the project.
We are truly excited about working for the City ofOrlando and also about working alongside our
teammates once again. Ours is a team that has a history ofworking together and we have successfully
delivered a Design-Build project together in the past.
The G&RNHB Team has gained a thorough understanding ofthis project through a comprehensive
review of site conditions and design concepts. We have reviewed concept plans, visited the project
site, and familiarized ourselves with the issues facing this project. We have arrived at a very innovative
approach to the project, which we look forward to presenting to you.
Our team believes that successful design-build projects result from thorough planning, exceptional orga-
nization, seamless teamwork, and a "do whatever it takes" attitude. The Colonial Pedestrian Overpass
Project requires a team with proven design-build experience, technical expertise with this type ofproject
delivery and the commitment to proactively resolve any issues. The G&RfVHB team possesses all of
these attributes and more. We are the "can do" team!
We are a team committed to providing the professional and financial resources required to successfully
design and build this exciting project for the City ofOrlando. In accordance with the RFP, we have
enclosed our technical proposal and look forward to a favorable review of our capabilities.
Respectfully submitted,
GIB7J~
By: Theodore Ferguson, DBIA
President
TFerguson@gibbsandregister.com

Section 1
Section1:ProjectApproach
Project Approach

City of Orlando
Design Build Services for the Colonial Pedestrian Overpass (SR50) - Technical Proposal
Project No. TRE0003_G
Project Approach
Alignment
Our team walked the site and collected additional information regarding the I-4 Ultimate
project, more specifically – drainage calculations and pond details for Pond P-15A and P-15B
and the I-4 schedule of events within the State Road 50 (SR 50/Colonial Drive) interchange
area. Based on review of this data, we have proposed an alternative alignment that will
eliminate construction within the actual pond area by spanning the pond with a prefabricated
steel box-truss. Piers and foundations will be constructed outside the pond to support the truss,
removing the need to puncture the pond lining and boot piles. Please note this alternative
alignment remains within the pond parcel as required in the RFP and will not impact the
oil-cooled underground electric utility adjacent to the existing Garland Avenue.
The alternative alignment is slightly longer than the original; however, it maintains the general
smooth flow characteristics of the original alignment. It also allows the walls along the east side
of the pond where the alignment diverges to be reduced in height from 12 feet to 5 feet.
The above proposed modifications in the alignment and use of a prefabricated box-truss
structure to span the pond dramatically reduce construction risks, costs, and time. By reviewing
the I-4 schedule, we determined the timing of construction activities for the two projects should
not interfere with each other.
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G&R | Project Approach
Structures
Several options for foundation, substructure, and superstructure elements were analyzed based
on the constraints and conditions at the proposed site and considerable discussion with the
project team, various fabricators, and suppliers. We carefully weighed constructability,
schedule, maintainability, safety, and cost during that process. We are confident in our analysis
and the recommendations contained within our proposal for the design and construction of the
pedestrian and bicycle trail over SR 50 and the CFCR railroad.
A solid foundation is critical to every bridge project. The three
main piers supporting the two prefabricated steel truss bridge
sections and the architectural pylons will be supported by
18-inch square precast pre-stressed concrete (PPC) piles with
a cast-in-place concrete pile cap. These deep foundations
are the most appropriate substructure type to withstand the
larger-than-typical loads associated with the two 220-foot
prefabricated steel truss bridges and all the accompanying
architectural elements. Gibbs & Register (G&R) will monitor
all vibrations during pile-driving operations as required by FDOT. Each of the truss sections
will span between cast-in-place two-column piers. The two main crossings, one over SR 50 and
the CFCR railroad and the other over the pond, will each span 220 feet and will consist of a
prefabricated steel box-truss with a cast-in-place concrete deck, two-inch square mesh fencing,
and lighting for safety and enhanced aesthetics. Curbing will line the truss spanning the railroad
and roadway to prevent any water from falling onto the restricted right-of-way below. All water
will be collected at the piers via scuppers and funneled to ground level in a controlled manner
through pipes located inside the pier columns.
In order to reduce project costs, the main span pier on the north side of SR 50 will sit within
the railroad right-of-way. FDOT and American Railway Engineering and Maintenance-of-Way
Association (AREMA) require any bridge pier located less than 25 feet from the centerline of
the nearest tracks be protected by a crash wall. The crash wall will stand slightly more than 18
feet from the centerline of and run parallel to the nearest tracks. It will extend 12 feet in each
direction beyond the face of the adjoining column. At a minimum, the crash wall will extend
6 feet above the lowest ground elevation and be 2.5 feet thick in compliance with FDOT and
AREMA requirements.
The remainder of the elevated approach ramp bridge structure will be supported by spread
footing foundations. Each approach ramp bridge span shall consist of either cast-in-place flat
slab sections (on the curved portions) or a pair of precast pre-stressed concrete double-tee
beams (on the straight portions) spanning between cast-in-place single-column piers. As the
deck element is already an integral part of the beams, the use of double-tee beams ensures a low
maintenance component which facilitates reduced construction times and the most economical
use of available funds.
Use of the double-tee beams and the box-truss structures that are designed and fabricated early
in the Design-Build schedule will also reduce construction time. Each truss will arrive in six
pieces with the side fencing pre-installed and will be lifted from the delivery trucks and placed
on low elevation temporary supports for final assembly. Once assembled, metal pans will be
attached while still on the ground. Not only will these assembly methods reduce the
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construction time, they will also greatly reduce the personnel required to attach fencing and
metal pans at higher elevations over a busy roadway and minimize coordination with the
railroad. This is discussed in further detail in the Construction section that follows.
We chose to support the majority of the remaining approach
ramp on the north side of SR 50 on retained earth (RE) walls
for several reasons – ease of construction, decreased project
schedule, safety, and aesthetics. Not only are the precast
walls faster to construct, they can be installed without the
use of heavy construction equipment that may prove difficult
to maneuver within the limited project right-of-way and
easements on the north side of the SteelHouse Apartments,
as well as avoid adjacent ditches and other obstructions. To
complete the picture, ADA compliant 54-inch aluminum handrails will secure pedestrians on
the approach ramps, providing a durable, low-maintenance, and aesthetically pleasing structure
that the City and its patrons can enjoy in the heart of downtown Orlando for many years to
come.
Stormwater
The proposed bridge lies within the Lake Concord Basin of the St. Johns River Water
Management District (SJRWMD). The bridge and trail will be constructed across and around
proposed Pond P-15 from the Proposed I-4 Expansion. A portion of the trail will be constructed
on the top of the maintenance berm that separates the two lobes of the pond (Ponds P-15A and
P-15B). The top of the maintenance berm in this area is 97.0 feet, and the peak stage in the
proposed pond is approximately 96.5 feet for the 25-year 96-hour storm event. Therefore, the
proposed construction of the trail will have no impact on the storage capacity of the proposed
pond.
According to 62-330.051(10) F.A.C., trail projects are exempt from permitting. In addition,
since there are no proposed wetland or surface water impacts, a permit will not be required
from the SJRWMD and the Army Corps of Engineers (ACOE).
Schedule/Construction/MOT
Upon receipt of the Notice to Proceed (NTP), our team will schedule a kick off meeting with
the City and FDOT. During this meeting, our team will present a formal project schedule and
determine the lines of communication for the project. Because we already have design survey,
we will begin preparing final design plans immediately and develop milestone dates for the
30%, 60%, 90% and final plans. Each phase will be submitted to the City and FDOT for review.
VHB will transmit the plans to FDOT via their ERC system upon approval from the City.
During the 30% phase, we will schedule stakeholder meetings to gather input on the project. We
will also initiate utility coordination efforts since we already are aware of at least two utilities
that will be impacted, TECO gas and electric. Our goal is to work with the utility companies to
relocate the utilities prior to the start of construction. Geotechnical explorations will be initiated
during the 60% design phase. Traffic control plans will be developed and approved as part of
the final plans and coordinated with stakeholders. This will be critical so that adequate notice
can be given for road and lane closures. Construction activities and sequencing are outlined in
detail in the following paragraphs.
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The overpass and first ramp span to the south will be constructed utilizing prefabricated
pedestrian bridges. These two spans will be supported on three deep foundations consisting of
18-inch precast pre-stressed concrete piles with a dual column, cast-in-place concrete
substructure that is finished per the BA-8 aesthetic agreement. These piles will be driven from
crane access that is outside of the CFCR right-of-way as well as SR 50. The approach ramp
spans will be constructed from a combination of cast-in-place decking and double-tee beams
that will be supported by spread footing foundations at each pier. Construction costs for these
spread footings are lower than driven piles, and there are no issues due to vibration or noise
impacts normally associated with pile driving. Each precast approach ramp will span 55 feet
and shall consist of a pair of precast, pre-stressed concrete double-tee beams spanning between
cast-in-place single-column piers. The precast beams will be connected through a closure pour
after all sections have been set. As mentioned previously, the deck element is already an
integral part of the beams and closure pour, which ensures a low maintenance component,
facilitates reduced construction times, and provides the best value for funds expended.
The main crossing over CFCR and the SR 50 right-of-way will span 220 feet and shall consist
of a prefabricated box-truss with hot-dipped galvanized mesh on all three exposed sides of the
structure. This mesh will be powder-coated to match the truss members for aesthetic tie-in and
lighting. Our proposed design has the ramp to the south spanning the entire stormwater pond
being constructed for the I-4 Ultimate project. G&R will be utilizing another 220-foot long
prefabricated box-truss that will be set with a 4.9% downward slope and contain hot-dipped
galvanized mesh on the two exposed vertical sides, powder-coated to match the truss members.
Both of these structures will arrive in six separate sections and will be assembled on low
elevation temporary supports where the metal deck
pans and most of the electrical components will be
added prior to lifting into their final position. Our plan
will utilize the abandoned alignment for the current
configuration of Garland Avenue as our staging and
assembly yard. This will allow G&R to have both
structures assembled and ready for installation on-site
so the restricted hours of work associated with CFCR
and SR 50 closures can be fully utilized for placements.
Our research revealed that SR 50 has been closed on
occasion to support the I-4 construction. We anticipate
using the same detour plan previously approved by
FDOT and the City of Orlando for the main span lift
(Figure 1 (taken from the I-4 Ultimate website)). The
timing of this will be coordinated with the City, FDOT,
and CFCR.
Due to G&R’s previous experience with placing structures over and within the CFCR right-
of-way and their full understanding of the safety and coordination efforts required to complete
such time sensitive and high-profile operations; we have developed the following plan for
setting the 220-foot span over the rail and SR 50 right-of-way. Final placement will be
accomplished utilizing one 600-ton crawler crane. This crane meets the CFCR required safety
factor of having a lift capacity capable of picking 150% of our structure’s weight at the same
radius and boom angle as the designed pick. This requirement ensures that no failure due to
undersized cranes causes damage or disruption to the traveling rail corridor. In addition to the
Figure 1. Detour Plan
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150% pick capacity, CFCR requires an equal lifting capacity back-up crane(s) to be assembled
and ready in case of the primary crane’s failure or malfunction. G&R will accomplish this
by having two 400-ton hydraulic truck cranes assembled and staged near each of the bridge
piers. Please see calcualtions package for graphics for crane and bridge staging. These two
cranes have the capacity to dual-pick our entire bridge, and their location will allow them
to set the structure in its final location, satisfying the CFCR back-up criteria. Our 600-ton
crawler crane will be assembled on the east side of the I-4 stormwater pond in the FDOT right-
of-way. This assembly location will allow the crane to “walk” to its pick location which will
be a crane-matted area in the center of SR 50, just south of the current driveway apron for the
Amerinational Management Services parcel.
Due to the constraints of lane closures on SR 50, as well as having restraints on access to
working over the CFCR rail, we propose to transport our prefabricated, pre-assembled box-truss
to its pick location on a “heavy haul transport” trailer. This hydraulic lifting trailer will allow us
to walk the fully-assembled structure into its picking position without restaging any of our
cranes during the outage. Once the pedestrian bridge is in place at the center line of SR 50, our
600-ton crawler crane will pick the entire structure and set it in place over the CFCR rail and
SR 50 right-of-way. By utilizing this system, we anticipate being able to set this structure
within a seven hour detour/rail available condition. This will provide the least amount of impact
for road and rail traffic.
Once the main span crossing the CFCR rail right-of-way has
been set, the second prefabricated, pre-assembled structure
will be loaded onto the “heavy haul transport” for installation
on the following day. We will walk the 600-ton crawler crane
to the northeast bridge pier which shares the two 220-foot
prefabricated bridges. One of the 400-ton hydraulic cranes
will mobilize to the southwest pier near the bridge-assembly
area. The “heavy haul transport” will mobilize the second
prefabricated bridge at the northwest corner of the I-4
stormwater pond. This span will be placed into final position with a dual-crane pick, using the
600-ton crawler and one 400-ton hydraulic crane. This plan and sequencing allows G&R to
best utilize the mobilization expenses for these large cranes and expedites the completion of
440 lineal feet of elevated structure. This design and construction methodology minimizes the
amount of work to be performed over the CFCR and SR 50 right-of-way. The prefabricated
structures eradicate the need for placing an exposed concrete deck within these highly trafficked
areas. In turn, the installation and removal of overhang brackets and installation of SIP decking
and railing under detoured conditions are also eliminated. Once our prefabricated structures are
set, the remaining items of work (i.e. lighting, deck placement and electrical/CCTV) will be
accomplished within the box-truss structure previously enclosed with fencing, reducing the risk
of drop hazards onto the active rail line and roadway.
The four lighted, decorative spires at the main span will be erected during road-closure and
CFCR outage times. These spires are constructed of precast panels attached to a structural
steel member internally. This design allows for lighter picks and smaller cranes during their
assembly. The smaller crane will be set up on the east side of the northern pier, north of the
existing SR 50 for its spire construction. The south spire will have the crane staged in the
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FDOT right-of-way east of the I-4 stormwater pond. This will reduce the time of lane closure
and flagging at each pier for crane set-up, thereby reducing overall cost and impact for the
public.
In an effort to reduce construction time, the double-tee beams and the box-truss structures are
designed and fabricated early in the Design-Build schedule. During the design and fabrication
period, G&R will immediately begin clearing and preparing the site for the elevated members.
This includes forming and erecting the proposed abutments and piers to receive the beams and
then the box-trusses. Upon delivery, the beams for the north approach ramp will be removed
from the trucks on west-bound SR 50, utilizing a lane closure for truck staging. Due to the
limited access in between CFCR right-of-way and the SteelHouse Apartments, G&R will
construct the double-tee beams from north to south utilizing a multi-pick operation that uses a
100-ton hydraulic, rough terrain crane for the first three spans. This will allow us to fly the
beams to their final position with minimal impact to the CFCR traffic by relocating the crane
during periods of no train movements. The final two spans will be set from a crane staging
location at the southwest corner of the SteelHouse Apartments building. The south approach
beams will be placed from the abandoned Garland Avenue area to complete the span across the
narrow portion of the stormwater pond. All double tee beams will be connected utilizing a
closure pour between the structures. All pours will be pumped for quick and safe material
delivery, reducing flagging time for the CFCR right-of-way. The two cast-in-place elevated
sections of ramp will be completed outside of the CFCR right-of-way, limiting railway flagging
to times for pumping of concrete and flying of forming material to the north approach. Both
approaches will have ADA compliant, 54-inch aluminum handrails and trail lighting installed
once the deck pours are complete.
As discussed in the Structures section, we chose to support
the remaining approach ramp on retained earth (RE) walls
for several reasons – ease of construction, decreased project
schedule, decreased flagging operations at the CFCR right-
of-way, safety, and meeting the required aesthetics. Not only
are the precast walls faster to construct, they can be installed
without the use of large construction equipment or cranes
that may prove difficult to maneuver within the limited
project right-of-way. Materials for the RE walls will be
shuttled in from the Orange Avenue access, and the walls will be built working our way back to
grade and toward Orange Avenue. Once the entire at-grade trail has been constructed, conduit
and acorn lighting will be installed to complete the project and provide the City and trail users
an enjoyable experience right in the heart of downtown Orlando.
Communications/Video Design
VHB is experienced with the City of Orlando’s Intelligent Transportation System (ITS)
including the City’s Traffic CCTV subsystem. VHB ITS Engineer, Erik Spillmann, has over
17 years of experience in ITS and traffic engineering. Erik served as Project Manager for
Metropolitan Orlando Computerized Signal System and was involved in the evaluation of
controllers, communication systems and traffic management system alternatives for the upgrade
of the Regional Computerized Signal System (RCSS) for the City. His work in this project
included designing the fiber optic backbone; developing City of Orlando’s Signal System
GIS by incorporating regional signal information with geographic information; developing
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intersection design package plans, CCTV incident detection plans and system detector loop
plans; inspecting fiber optic cable installation and fiber optic equipment; fiber optic testing;
assisting in project management, as well as other tasks.
Erik also served as Engineer of Record (EOR) for the City’s recent Downtown Orlando ITS –
Phase II Design-Build project as well as other City ITS projects. With his work in the RCSS,
and other City of Orlando projects, Erik has gained added experience in communication
systems, gig Ethernet networks, fiber optics, and CCTV design. CCTV placement will be at
locations outside the railroad ROW while maximizing the view of SR 50. Consideration will
include avoiding maintenance vehicles encroaching on railroad ROW. CCTV’s will be
integrated into the City Traffic Ethernet Communication Network and the City’s CCTV
Surveillance System. Tree pruning will be required for some of these sites. Our team will
coordinate with the City’s urban forester for any tree obstructions that may occur. Tree
trimming is anticipated to be minimal for CCTV installations. Maintenance considerations will
be of extreme importance.
Our team is familiar with the City’s existing ITS/traffic
system. Each of the City’s ITS devices are interconnected to
the central hardware/software (HW/SW) via a hybrid WAN
communications system. GB Backbone communications links
are made from each of 9 hubs located throughout the city. Each
hub has a Layer 3 switch connected in a ring topology to the
Central Core Layer 3 switch. The Backbone and Core Switches
are Juniper GB Model EX3200 full layer 3 router switches.
The distribution layer interconnects the ITS devices – including
traffic signal controllers to each of the hubs via a combination of twisted pair copper and SM/
MM fiber optic cable. Layer 2 switches of various makes and models are used for this purpose.
Our team proposes to integrate the bridge CCTV to the City’s system via a drop run to one of
the hub switches located just east of Orange Ave on SR 50.
Systems Communication Equipment – The proposed IP based communications will be
designed to seamlessly integrate with the City’s existing communication network. Previously
implemented equipment makes and models will be utilized where appropriate.
Our Team will propose CCTV subsystem equipment that has been successful in previous ITS
projects for the City’s system. CCTV Installation will include the following FDOT Approved
Product List devices:
■■ Bosch CCTV Dome Assembly w/J Bracket
■■ ITS Express Ethernet GB Switch
■■ FO Termination Panels
■■ 336 Equipment Cabinet with UPS battery backup
■■ Surge Suppression
■■ Miscellaneous Cables
Cabinet power will be obtained from the bridge’s power service point. Early in the design-
build process, the existing conduits will be checked for blockage and repaired as needed. The
conduits will then be tested. Once passed, a pull string will be blown-in for subsequent fiber
cable installation.
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Fiber Optic cable and trace wire will be installed that meet the requirements of FDOT
Specifications Section 783 and the RFP. The proposed fiber cable will be 12 SM. Fusion
splices will be used throughout the project with all splices meeting the latest FDOT standard
specifications and design standards. Fiber optic attenuation, splice and termination values will
meet or exceed the requirements of the RFP and Section 783. All testing will be documented as
required.
A new conduit line will be installed between the proposed ITS cabinet to the City’s existing
fiber network at SR 30 and Orange Avenue. Each fiber optic pull box will have the appropriate
length of coil neatly placed and labeled. Upon completion (within the project limits), the cable
and trace wire will be tested. Test plans will be developed for CCTV field installation and
integration into the City’s existing CCTV subsystem.
Railroad (R/R) Coordination
Our Team is aware of the coordination and permitting requirements to construct over railroad
tracks. This railroad crossing is owned by Sunrail (Formerly CSX) within the project limits.
In order to operate within the railroad right-of-way, a proper agreement and permit must be
obtained during the design phase. Our Team has extensive experience with the procurement of
Railroad agreements and permits during the design phase. We are well aware of the time factor
involved with the procurement of such agreements/permits and provide for this time in the
development of our schedules. Additionally, our team is well aware of the required coordination
between the Team and the railroad companies during the construction phase of the project. We
fully understand and will implement:
■■ Close coordination with R/R owners during all construction activities within railroad right-
of-way.
■■ Any operations that will affect the in-service rail lines will require a flagman/watchman. R/R
owners shall be notified at least 72 hours prior to start of construction activities, to schedule
this work.
■■ We are aware of the railroad regulations and requirements and will be proactive in notifying
the owner as per the General Specifications. Various members of our team have extensive
experience working closely with CSX personnel and have been trained/certified in railroad
safety in order to work around active railroad tracks.
■■ Right-of-way fencing will be furnished and installed per the air space agreement.
Aesthetics/Safety/Lighting
The gateway pedestrian bridge over SR 50 between
Gertrude’s Walk and Dinky Line segments of the
Orlando Urban Trail project will consist of gradient
approach ramps at the north and south. These will be
constructed with mechanically stabilized earth walls
that follow the I-4 Ultimate Aesthetics Guidelines
in form, material and finish. The approach ramps
transition to elevated flying incline ramp structures
supported on architecturally detailed and relief,
single column piers, to the crossing elevation of the two 220-foot bridge structures, which spans
SR 50 at a 38-degree skew. These bridges will consist of a steel framed box-truss superstructure
and an internal pedestrian shelled mesh canopy. Along the bottom chord of the structural truss
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will be a 4-foot blue steel ribbon, which will shield the electrical and drainage system from
public view and house the LED illuminated cut out of the marquee sign “Orlando,” at the main
span welcoming visitors and residents alike as a threshold and gateway into the downtown of
“The City Beautiful.”
Significant architectural elements associated with this design are the individual threshold
nodes throughout this portion of the pedestrian bridge that serve as visual benchmarks and
way-finding elements associated with the north and south bridge approach ramps, transition
points where separate trail ramps merge, and threshold openings of the bridges themselves.
These will consist of re-imagined iconic I-4 Ultimate precast concrete pylons with a top
illuminated spire that will have the capability to provide themed illumination in conjunction
with the overall bridge architectural display lighting package. The lighting design allows the
form of the bridge’s architecture and structure to speak for itself, creating a sense of place,
while responding to surrounding environmental context and in special social and cultural
thematic events, such as holidays, city-based sporting events and other cultural celebrations
with programmable colored LED lighting washing the bridge in different theme colored hue.
The “ORLANDO” sign that stretches across the base of the bridge and SR 50 is envisioned to
be cut out of the horizontal beam and shadowed box with a white interior base color, which
is illuminated from the interior by LEDs. Again, during special events and occasions these
LED lights can be programmed in multiple ways for thematic events like Orlando Magic and
Orlando City Soccer Club game nights, the Fourth of July, Breast Cancer Awareness, etc.
The threshold nodes of the trail heads are appropriate locations for special architectural
detailing and way-finding elements that provide a sense of place, origin and transition. These
areas will incorporate human-scaled architectural pylons similar in design to the iconic I-4
Ultimate precast concrete pylons with similar architectural LED thematic lighting systems.
These areas will also be natural places to provide Orlando Urban Trail map signage, heritage
signs, and directional signage to aide in user way-finding. They will serve as locations for rest,
reprieve and taking in the unique urban sights associated with these vantage points along
Orlando Urban Trail.
Our Crime Prevention Through Environmental Design
(CPTED) certified design professionals have a proven
track record related to providing safe, secure, unobtrusive
and economic solutions to our public trails, bridges
and park projects. Fear of criminal victimization would
threaten the ultimate success for this project – an essential
component to the City of Orlando’s desire to being
a bicycle, alternative transportation and recreational
friendly City. Our design will incorporate strategic
elements of surveillance, access control, public territorial
reinforcement and maintenance control to limit conditions that would give rise to unwanted or
illegitimate activities associated with criminal behavior. Our proposal incorporates integrated
LED lighting systems to illuminate the walkway, as well as provide illumination for facial
recognition, a key component to trail CPTED principals. Furthermore, the pedestrian safety
screening along the bridge sections will incorporate LED strips along the bridge length to
provide additional illumination for both safety and part architectural expression and show.
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Our team’s experience has proven the importance of providing modular, prefabricated and
maintenance orientated bridge sub-components, such as guardrails, railing and pedestrian
safety fencing. Not only do they prove economical to install, but they are easy to maintain
and refurbish providing significant savings in operational maintenance cost. Additionally,
our experience has confirmed the substantive value in providing dedicated integrated bridge
subsystem service, such as dedicated electrical and lighting control cabinets, in-facilities that
are secure and visually isolated from public view, providing for increased ease of inspection,
service and repair, as well as enhancing the visual aesthetic and appeal of the finished project.
Likewise, integrated or shielded electrical and drainage systems infrastructure, in established
right-of-ways, concealed raceways and conduit that are incorporated as part of the overall
bridge design provide direct benefits to in-service operations and public perception for this city
icon project, where detailing such as this matters.
Public Involvement Program
Public Involvement and Stakeholder Outreach
While the practice of involving the public and other interested groups on a project is nothing
new, the level of stakeholder influence and engagement required on complex projects being
completed in an urban situation like this has never been higher. Accordingly, effective and
timely stakeholder and public involvement are more important than ever to the successful
completion of this project.
Advisory Boards and Internal Stakeholders
We will ensure the project goes smoothly within the City and its processes and approvals
because we understand the process and the internal stakeholders. This will result in a project
with no surprises. The internal City process involves providing the City Project Management
team with an up-to-date fact sheet and easily understood schedule that City project management
staff can have easily available should a last second call or question come from a Commissioner.
We are also there to assist with briefings and other internal meetings with other departments
as necessary in order to support the City’s Project Manager. We have team members with
established relationships throughout the City. Our schedule will be proactive and ensure that we
meet the requirements of the following:
■■ City Appearance Review Board (ARB) – We are aware that the ARB Coordinator, Doug
Metzger, has been involved in the development of the urban design of the project, and we
will work with him to provide what is needed to engage and receive timely approvals of the
ARB.
■■ Historic Preservation Board (HPB) – Our team has worked with the City’s Historic
Preservation Officer, Richard Forbes. Working through the City Project Manager, we will
make sure Richard has information early so he can make any determinations that could be
necessary.
■■ Downtown Development Board (DDB)/Community Redevelopment Agency (CRA) Board–
Our team knows the DDB/CRA Staff and Advisory Board members can be deeply engaged
in the process and key projects such as this one. We have extensive experience with the staff
and the Advisory Board and will ensure they are informed regarding the project design and
schedule. The City Project Manager and Kelly Moody with DDB will likely be the most
involved in working with these groups, and we have a history of working with both. We also
know the importance of working with Bob Fish who leads the Downtown Clean Team to
keep him in the loop so the maintenance and upkeep will be smooth.
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■■ City Bicycle and Pedestrian Advisory Committee – This City committee will be deeply
interested in the direction and progress of this project. We will work to make sure the Project
Manager and Ian Sikonia with Transportation Planning can keep this group informed early
with clear materials and engaging presentations.
■■ Streets & Parks Division Maintenance Staff – Upfront work and coordination with the
City’s Streets and Parks Divisions will help guarantee the project has a smooth transition
from construction into maintenance. This will be key to minimize long-term costs and
maintain the image of The City Beautiful.
Public Involvement and Stakeholders
While the footprint of the project may not be large, the public involvement and stakeholder
interaction that needs to be completed must be planned, thorough and comprehensive. This
outreach will keep the project on track. These stakeholders are also enduring the long I-4
Ultimate Construction. We will coordinate the outreach timing as much as possible with the I-4
Ultimate to be sensitive to the stakeholders’ construction fatigue. The approaches to outreach
can be public presentations, press releases, group meetings and one-on-one interactions. We
have extensive experience with social media, blogs, and interactive tools that the City has
used such as mySidewalk (formerly Mindmixer). We have worked with the Public Information
Team from the Mayor’s Office and with City staff from the Office of Communications and
Neighborhood Relations. We know they are a great resource to help successfully complete
this project in a smooth and efficient way for the City. Some, but not necessarily all of the
stakeholders that we will need to engage include:
■■ Bicycle Community and Bike/Walk Central Florida – The entire bike community will be
interested in the project and can be kept informed through reaching out through the City
Bike Committee along with local bicycle shops and Bike/Walk Central Florida. Bike/Walk’s
newsletter reaches a wide audience and can help get information out early.
■■ Downtown Condo Association – This group operates similarly to a homeowner’s association
in Downtown Orlando. We will keep the overall group informed along with the individual
associations nearest the project such as the China Glass Warehouse owners.
■■ China Glass Loft Condominium Owners and/or Residents – The China Glass project was
one of the early historic renovation residential projects completed in the City. We will work
with these residents and owners as the construction will be just on the other side of the rail
line from their residences. Many will understand the benefits and purpose of the overall
project, but we will need to keep them informed and engaged in order to keep things moving
smoothly.
■■ Camden Orange Court Apartments – Residents, Property Owner’s and Property
Management – The Camden Orange Project dedicated and constructed a tract intended to be
Gertrude’s Walk. Many residents and the owner will be interested and engaged in a project
that is occurring immediately adjacent but not tying into or using the original section. The
upfront meetings will help make sure things go smoothly.
■■ SteelHouse Residents, Property Owner and Property Management – The SteelHouse
Project has been tied to the project from the beginning with the initial trail bridge easement
dedication that occurred at the time the property received abandonment of right-of-way
in the area. Even with this upfront knowledge, we will still need to remind and work with
these three different constituencies related to the property. We know each has a different
perspective, but keeping all of them on the same page with this project, the I-4 related work
(including changes to SR 50) and the additional quiet zone rail crossing work will be key.
Coordinating construction activities along the north property line will also be important as
we work with individual residents.
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■■ 790 North Orange Owners and Tenants – Engaging the property owner and the tenants
immediately north of the SteelHouse will be important as the project will connect back into
North Orange in this area. This property also has construction fatigue from all the recent
projects that have been under construction.
Coordination with I-4 Ultimate/Project Schedule
As previously indicated above, we have begun coordination
with the I-4 project management team, working through Loreen
Bobo as instructed. This coordination effort will continue
throughout the project phase to ensure the projects will not
impact each other. Our schedule of events was developed
based on the I-4 construction activities as provided in the
schedule dated February 16, 2016. The Garland Avenue Ramp
C over State Road 50 should be ready for traffic by April 2017,
thereby freeing up the pond area and existing Garland Avenue
for construction of the bridge scheduled to begin in June 2017. The remaining construction
activities outside the pond area will occur independent of the I-4 construction.
Coordination with FDOT LAP
G&R/VHB are thoroughly familiar with the FDOT LAP program, both design requirements and
construction reporting. In addition, we understand this project will be completed in compliance
with FDOT specifications as if it were a FDOT project. Our experience with FDOT LAP
includes the recent Design-Build project, Semoran Boulevard Streetscape improvements for
the City of Orlando as well as two ongoing trail/pedestrian bridge LAP projects for the City of
Titusville and Volusia County, both within District 5.
Utilities
Once we receive the NTP for this project, we will initiate utility coordination efforts for the
known impacts, namely the TECO gas line and the five utility poles adjacent to the SteelHouse
Apartments. We anticipate advancing the utility work prior to commencing construction so that
once construction begins, the utility impacts will have already been resolved.
We will also work closely with utility companies to identify facilities within the area of the
directional bore that will be required for the communication conduit associated with the video
camera and electrical leads.
Geotechnical
The subsurface conditions along this trail alignment are predominantly loose to medium dense
fine sands to fine sands with silt in the top 30 to 40 feet. A very loose silty to clayey fine sand
layer was then encountered from 40 to 60 feet. This very loose layer was underlain by medium
dense clayey fine sand and firm to very stiff clay to a depth of 95 feet. At approximately 95
feet, a very dense silty fine sand to stiff to hard clay bearing layer was encountered. Seasonal
high groundwater tables are estimated to be greater than 7 feet below ground surface and are
not anticipated to adversely impact trail design and construction. Substructure environmental
classification is anticipated to be moderately aggressive for concrete and steel substructure
design.
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For the main spans of the pedestrian bridge, 18-inch PPC piles driven into the bearing layer
to about 100 feet will achieve Nominal Bearing Resistances (NBR) of 225 tons each. Pile
minimum tip elevations will be provided to ensure the pile tips are below the very loose soil
layer encountered in the borings. Of particular concern for the selection of foundations is the
TCE contamination plume near this location. The contaminant plume is present above the
clayey sand layer at a depth of about 45 feet. GEC aided FDOT District 5 in a detailed pilot
study to determine the effect of driving deep piles through this plume. The results of the pilot
study indicated that driven piles did not cause a breach in the confining layer below the plume
and allow the TCE contamination to migrate downward. Therefore, driven PPC piles are
suitable for constructability at this site.
Additional concerns with PPC piles are noise and vibration in the downtown urban setting with
existing structures nearby. Based on the soils at this site, we have estimated structures located
more than 150 feet from pile driving operations will not incur any structural damage due to pile
driving vibrations. As a precaution, pre-construction surveys and vibration monitoring will be
conducted during pile driving operations.
For pedestrian ramp segments approaching the main spans, the existing soils are suitable for
supporting shallow foundations with allowable bearing capacities up to 4,000-5,000 psf. GEC
and VHB have analyzed the various approach ramp footing loads and determined settlements to
be within the acceptable range.
Due to the presence of the very loose silty to clayey fine sand from 40 to 60 feet deep, the width
and length of the shallow foundations will be designed so the stress influence from the heavily
loaded shallow foundations does not extend down into the very loose layer thereby causing
excessive settlements. The footings provided will provide adequate bearing capacity with
settlements within the tolerable range of less than one-inch.
The potentiometric elevation of the Floridian Aquifer is documented to be approximately +50
feet NGVD. Ground surface elevations are approximately +95 feet NGVD; therefore, artesian
conditions are not expected. Additionally, sinkhole potential is not considered to be a high risk
in this area. Shallow foundation-supported structures are very typical in this area and the ramp
approach structure loads are relatively low so that shallow footings will provide considerable
construction cost savings as compared to driven pile foundations for this structure type.
Contamination Approach
This section of the proposed Orlando Urban Trail is in the
vicinity of several documented areas of contamination impact.
The contamination sites are as follows:
1. Railroad line - The SunRail railroad corridor is
located immediately adjacent to the proposed alignment.
Historical rail spurs are likely to have been located within the
alignments. Historical rail lines have several common chemical
constituents of concerns as follows:
■■ Arsenic: The most commonly used arsenic-containing products were herbicides, pesticides,
insecticides, and wood-treating agents such as chromated copper arsenate.
■■ Creosote: Creosote is used to coat railroad ties.
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■■ Polynuclear aromatic hydrocarbons: Polynuclear aromatic hydrocarbons are a coal tar and
creosote by-product. Coal tar is more commonly associated with rail yards.
■■ Other inorganic constituents used in herbicides.
Due to its residual nature, arsenic is the most commonly occurring chemical constituent
related to railroad beds because of liberal applications of herbicides used to keep the railroad
free of vegetation. The creosote and polynuclear aromatic hydrocarbons are commonly found
associated with railroad ties and rail yards.
2. Former Orlando Steam Laundry – This facility was historically located on the north side
of Concord Street, east of the SunRail line. A solvent contamination plume is documented
extending towards the northwest from the facility, crossing the rail line between Concord
Street and SR 50. The plume is located at shallow and intermediate depths (roughly 10 feet
to 50 feet below ground surface). This contamination plume extends approximately 25 to
30 feet west of the rail line.
3. Orlando Sentinel Plume B – This contamination plume extends beneath West Colonial
Drive and the SunRail railroad intersection on a northwest/southeast axis. The
contaminant levels range from 2.5 micrograms per liter (ug/l) to 1,300 ug/l in the vicinity
of the intersection. The contamination was detected in monitoring wells ranging from
approximately 38 to 47 feet below the ground surface.
4. Orlando Sentinel Plume A – This contamination plume extends beneath the West Colonial
Drive and North Orange Avenue intersection, continuing on to I-4, on a northwest/southeast
axis. The contaminant levels range from not detectable to 140 ug/l in the vicinity of the
proposed alignment. The contamination was detected in monitoring wells ranging from
approximately 40 to 45 feet below the ground surface.
5. Union 76 Station – This facility is also called the SteelHouse Brownfield Site and is located
on the north side of West Colonial Drive, east of the SunRail rail line. This facility has
petroleum groundwater impacts, at depths of less than 20 feet below the ground surface
that are located in the proximity of the East Colonial Drive and North Orange Avenue
intersection.
These contamination sites appear to have very limited potential to impact the proposed Orlando
Urban Trail based on the following:
■■ The trail construction will be limited to surficial impacts and is not expected to extend more
than 2 to 3 feet in depth.
■■ The groundwater is located approximately 10 feet below the ground surface in the area of
the trail; therefore no construction dewatering activities are proposed.
■■ Deep driven PPC concrete piles are proposed to be used to support a pedestrian bridge
that will span the West Colonial Drive and SunRail track intersection. GEC performed a
February 22, 2008 Pile Foundation Study Report for the I-4 project. The report found that
driven piles are not likely to create preferential pathways for the contaminants in the surficial
aquifer to migrate into deeper aquifers.
GEC will review all contamination information available to guide the design and construction
of the trail and structure foundations. Plan notes will be developed to inform the contractor
of the contamination horizontal and vertical limits so that it can be avoided during design
and construction and to provide guidance to the contractor in the event contamination is
inadvertently encountered during construction.
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Overall, we are consciously sensitive to the fact that the pedestrian bridge over the SR 50
project will serve not only as a practical connector linking communities and the downtown
business district and surrounding neighborhoods, but will stand as a very visual and
tangible symbol of the City’s values and dedication to providing, safe, economic and livable
environments on a civic scale furthering the goals of “The City Beautiful.” We look forward to
providing a complete turn-key Design-Build project that will exceed this City’s expectations.
1-15

Section2:PlansandTechnicalSpecialProvisions
Plans andTechnical Special Provisions
Section 2

City of Orlando
Design Build Services for the Colonial Pedestrian Overpass (SR50) - Technical Proposal
Project No. TRE0003_G
Plans and Technical Special Provisions
Plans and Technical Special Provisions have been submitted under separate cover.
2
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City of orlando db colonial ped overpass technical

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