technical proposal ELECTRONIC COPY For SR-836/I-395 from West of I-95 to MacArthur Causeway Bridge and I-95 Pavement Reconstruction and I-95 Southbound to SR-836 Westbound and SR-836 from West of NW 17th Avenue to Midtown Interchange (SR-836/I-395/I-95) Volume 1: Design and Construction Approach to the Total Project

Financial Project Number(s): I-395 Reconstruction 251688-1-52-01 (F.A.P. 3951-501-I), MDX 423126-1-52-01, I-95 Pavement Reconstruction 429300-2-52-01 (F.A.P. 0951-685-I), Miami Dade Water & Sewer 251688-1-56-02, I-95 SB to SR 836 WB Connector 423126-2-52-01, MDX Work Program Number: 83611

Contract Number: E-6J53

Submitted to: Florida Department of Transportation, District 6

Submitted by:

MIA MI C MMNI T BI DERS Transmittal Letter TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MIAMI COMMUNITY BUILDERS, joint venture TRANSMITTAL LETTER E6J53 I-395 Reconstruction technical proposal, volume 1 Procurement ffice RE: Miami Community Builders JV Technical Proposal for the SR 836/I-395/I-95 Project, Contract Number: E-6J53 successfully delivering local and national proects with significant aesthetics and community involvement requirements. L/CAC led the oint venture for the reconstruction of the SR-/ 3 Interchange, right here in Miami, which is FDT and MDs largest Design-Build-Finance (DBF) proect to date. Parsons has led proects such as the kcICN proect featuring a new cable-stayed we are unique in that our design team is an actual partner in the joint venture construction team construction team. In other words, we are a true design-build oint venture where every partner has a financial interest in ensuring the proect succeeds. This means that our design and construction teams obectives are completely aligned and that our collective success will be determined by delivering the proect on time, on budget, and with a high degree of quality. This integrated teams + An iconic Signature Bridge – ur bridge design passed the ARC review in the first round. e have provided a Signature + approach bridges use cast-in-place (CIP) construction, enhanced aesthetics and pier location exibility (minimizing pier locations). This opens up the underlying local streets for community use and minimizes construction impact on Florida East Coast Railway (FECR). + enhancement of the urban environment + Maximized mobility and safety to the traveling public and residents by eliminating construction maintenance of traffic (MT) phases and utility conicts. + Geometric Enhancements - Significant reductions in structure complexity, interchange height and maintenance requirements were achieved by two dramatic geometric enhancements. The SR-3 EB CD road was shifted into the median of the SR-3 mainline to improve constructability, minimize complexity, and reduce the impacts on existing development. The geometry of the I-35 B Connector was modified to reduce the height of the Midtown Interchange, which reduced structure length and

Miami community builders Exceeds Expectations TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNITY BUI LDERS MIAMI COMMUNITY BUILDERS, joint venture TRANSMITTAL LETTER E6J53 I-395 Reconstruction technical proposal, volume 1 the Proect Solutions Map in Volume 1 of this technical proposal. All 3 approved APTEs are included in the proposal and explained in Volume . MCB was able to include all approved and conditionally approved ATCs and APTEs in this Proposal (except ATC 1, ones that ultimately deliver this iconic proect to FDT/MD and the City of Miami.

�,r-- Community Asphalt/L Minority JV partner/Lead Designer of Miami Community Builders (MCB)

Miami community builders Exceeds Expectations Table of Contents

TABLE OF CONTENTS TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MIAMI COMMUNITY BUILDERS, joint venture Table of Contents E6J53 I-395 Reconstruction technical proposal, volume 1 A. Understanding and Approach to the Total Project 1 A.1 The Project and Unique Issues A.2 Design Management A.3 Approach to Segmenting the Total Project A.4 Interface with Stakeholders and Public during Construction A.5 Design and Construction Quality Management Plans A.6 Exceeding Stipulations and Requirements A.7 Collection and Conveyance Systems A.8 Construction Phasing/Sequencing . Traffic oveents, Operations, and Safety B. Team Stang and Experience 17 B.1 Key Personnel B. CB Organization B. Staffing uality and vailaility B.4 Experience on Similar Projects B. Benefits of the CB Organization Organization Chart C. Design-Build Value Added 20 C.1 Broader Value Added Features C.2 Additional Value Added Features C.3 Additional Warranties C.4 Signature Bridge Service Life D. Construction Methods 23 D.1 Construction Management D. Coordination Plan to iniize Construction Changes D.3 Quality and Suitability of Project Elements D.4 Environmental Design and Erosion/Sediment Control Plan D.5 Incident Management Plan Implementation D.6 Noise Mitigation Plan and Understanding of Limits D. iniize iration and Settleent pacts to Neary Structures D.8 Utility Coordination and Construction E. Maintenance of Trac 35 E. iniizing pacts to the Environent,Pulic, dacent Properties, and Structures E. Seuencing of Bridge Construction and Roadway Traffic Control Plans E. Traffic Control Plan Consistency with Proect Segentation, Phasing, and Schedule E. iniize Traffic Phase Changes E. Benefits of Construction PhasingSeuencing Miami community builders Exceeds Expectations TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MIAMI COMMUNITY BUILDERS, joint venture Table of Contents E6J53 I-395 Reconstruction technical proposal, volume 1 F. Innovative Aspects 42 . iniize or Eliinate tility Relocations F.2 Materials F.3 Workmanship F.4 Enhance Future Expansion of the Transportation Facility F.5 Exceeding Materials to Enhance Durability F.6 Unique Concepts and Cost Savings G. Maintainability 46 G.1 Maintainability and Durability G.2 Approach to Life-Cycle Cost Analysis G.3 Structure Health Monitoring System (SHMS) G. Signature Bridge nspection and aintenance anual Benefits G.5 Signature Bridge Inspection Access G. Signature Bridge esthetic Lighting aintenance Benefits H. Conformance with MDX Aesthetics Manual 50

Appendix Forms Addenda and Questions/Answers Acknowledgment Key Staff Resumes

Miami community builders Exceeds Expectations Section A understanding and approach to THE total project Section A – Understanding and Approach to the Total Project TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS A. Understanding and Approach to the Total Project Fenced work zones, way-finding signs, protective MCB’s Key features and benefits in this section: enclosures, smart work-zones, and appropriate detours will + Iconic constructable Signature Bridge keep the public safe during construction. MCB will work with + Solutions integrate aesthetics and constructability FDT to disseminate public information notifying changes, + Geometric enhancements to improve safety, durability, incidents, and closures with ample time to accommodate and minimize impacts the work. ur team has worked with FDT and MD on + Project-wide MOT to reduce user impacts other proects and we understand good traffic operations + Proven project delivery techniques to ensure success will ensure the continuity of toll revenue on SR-3. + Our integrated JV includes our designers and builders Performance of the ITS and Smart ork zone is crucial for – we build what we design optimal traffic ow. ur phasing is set up to ensure continual ITS coverage, and our team is available / to support A.1 The Project and Unique Issues repairs should any part of the system malfunction. MCB has teamed with FIUs Professor adi who will improve the Total Project performance of our SMZ equipment by utilizing his state of the art traffic analysis software developed for FDT. Further details of our approach to maintaining traffic movements are financial stake in the delivery of the proect. MCB combines the provided in Sections A. and E. Our phasing plan allows construction expertise of Community Asphalt (CAC) and Parsons us to construct a third of the proect efore the first Construction Group (PCG) with the engineering and design aor traffic shift. expertise of Parsons Transportation Group (PTG). MCB can 3. Utilities and Third Parties – MCBs strategy for minimizing uniquely demonstrate a unified design-build team will be fully conicts with utilities is avoidance. This is accomplished by proect. e have specifically structured our solutions to provide the best value to the Florida Department of Transportation feedback to satisfy the goal of being utility clear, with (FDT), Miami-Dade Expressway Authority (MD), maximum efforts made to avoid utility conicts. e have stakeholders, and the traveling public with an optimized eliminated or reduced 70 percent of the impacts schedule to meet critical milestones. MCB has identified eight to utilities by modifying the span arrangements along I-35, critical aspects by which we will deliver a successful proect. by revising alignments and by refining the design. 1. Stakeholder and Community Involvement – MCB has . Aesthetics – MCB was one of ust two teams meeting the met with numerous stakeholder groups, including the City of aesthetic scoring criteria on the first round of the Final Miami, Miami-Dade County, the Arsht Center, and several Aesthetic Submittal. Figure A.1.1: View of Proposed Corridor the reconstruction. As a result, MCBs design for the new structures and the open space under the bridges was public. MCB will continue public involvement and the engagement process to ensure critical obectives are met. e have addressed all of the Contractor Commitments as enhancements through our numerous ATCs and APTEs as described on page 3 of this section, with accompanying volume for the APTEs. Section A. outlines the MCB plan for interfacing with the public and stakeholders. . aintenance of Traffic OT MCBs MT reduces the number of traffic switches from five to four. This will simplify Key aesthetic features include the following: through-travel, minimize traffic accidents, and optimize level of service during construction. Furthermore, we recognize + A Signature Bridge unique to Miami that provides a the construction zone will be traversed by pedestrians and landmark that will be recognized worldwide. bicyclists and will provide for their safety. + Integrated design elements to create a unified visual language for all proect elements. Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 1 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS + pen connections between the neighborhoods to revitalize CAC owns its own eet of Road Rangers to provide incident the area from vertown to the Bay. response during its construction proects. The Road Rangers + igh-quality landscape and streetscape design treating vehicles are operated by CAC employees working in the each zone equitably. proect area to keep traffic owing during an incident and/or to + pen spaces that link venues and allow festivals, provide any required clean-up. CAC is the only local company community events, and markets under the bridges. with their own internal eet of vehicles with experienced, + pen spaces that accommodate development and ob certified, professionals providing this type of service to growth in the area under the bridge. FDTanother unique advantage of the MCB Team. + Meet and exceed the MD Aesthetic Guidelines. e are aware of the critical importance of emergency Aesthetic elements are further discussed in significant detail in Volume Aesthetics Manual. usable 100 percent of the time. Consistent with this 5. Durability and Maintenance Access – MCB team brings approach, we recognize the importance of hurricane 100+ years of service life severe weather events. MCB will exceed the requirement environment. ur team members have designed, built, to stabilize the structure within 24 hours’ notice to resist inspected, and maintained bridges worldwide, including the 142 mph wind by designing all temporary stages for this award-winning /3 Interchange with more than 0 wind speed. Based on our previous experience with maor structures in Miami. e have integrated the knowledge proects such as the John James Audubon Bridge and the Cooper River Bridge, we know workers protect their families maintenance cost and increase service life for the Signature during the final hours before a storm hits and they may not Bridge, as identified in Section G.. e will provide FDT be available to secure the construction site. Therefore, the and MD with a service life team that integrates designers, proect will be storm prepared at all times, allowing the service life specialists, and construction quality. workers to tend to their families. For more information on our approach to safety, see Section D.1. Our 100+ year service life design provides access to every maintained element, including all aesthetic . Project Commitments – MCB will meet or exceed all lighting features. ur approach, based on experience with the inspection and including the I-35 aesthetic requirements in our proposed maintenance of similar structures throughout the United design. ur methods address all commitments related to States and around the world, provides access for hands-on Grove Park, parking availability, the Florida East Coast Railway (FECR), the MetroMover, the MetroRail, the Miami features, while minimizing confined spaces, maximizing River crossing, Biscayne Bay, and working near agner safety relative to potential work zone conditions, and Creek. MCB will formally track each of these commitments to confirm they are met. Based on previous MCB experience activities. Further details on our approach to durability and working with FDT and MD, there is assurance that our maintainability are provided in Sections G and . team will proactively cooperate and track actions to ensure all shared commitments are achieved. Sections A., and A. . Public Safety and Emergency Management – MCB further explain our approach to proect commitments. shares FDTs commitment to safety, implementing a zero-incident safety culture to protect the safety of the public, . Meeting Design Requirements – MCB has achieved the FDT, and construction personnel. MCBs safety plan will overall goal of exceeding the systems performance on all drive a zero-incident safety culture for all employees and four proects (I-35, SR-3, I-5, and the B Connector) subcontractors. MCBs safety performance is demonstrated through the measures as detailed within Figure A.1.3: MCB by our experience modification factor (see Table A.1.), I-35 Reconstruction Corridor Solutions Map on the which is below the industry standard for all firms. following page. Tale .. Experience odification actor Year OHL Community Parsons C.J. Mahan 01 0. 0. 0.5 0. 015 0. 0. 0.55 0.0 01 0. 0. 0.55 0.3 013 0./0.1 0./0.1 0.5 1.00 01 0. 0.0 0.5 1.00

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 2 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Figure A.1.3: MCB I-395 Reconstruction Corridor Solutions Map DESIGN FEATURES ATCs BENEFITS F1 5 I-35 B Ramp Modifications - B Conn, ES Conn, Lowered profiles by as much as 0 feet improved aesthetics F2 10 Refined alignments to accommodate the footprint of our Signature Bridge project F3 limit 13 Improved the weaving on EN Connector. Reduced ramp profiles by as much as 1 ft. Simplified C-bents straddle bents F4 15 Revised Design for bridge 5 idening Grove Park Area F5 Reduced number of MT phases down from five to four I-95 24 Segment F6 28 F7 29 Column Box Girder Soffit idth F9 30 Fiberoptic Structural ealth Monitoring System Improve reliability accuracy of SMS 32 F9 40 Improved geometry operations for traffic, bicycles pedestrians F10 50% of utility conicts avoided, 0% reduced 100% mitigated 41 F11 Approach bridges accommodate exible filler clearance over FECR 45 F12 46 F13 47 Revised Transition Pier for Bridges 1, , F14 48 Clarified new location of bridges F15 86 53 Decreased ramp grade from .0% to .5%, eliminated a DV by providing the Geometric Revisions to Ramp D-1 D- Gap Acceptance Distance, increased acceleration distance by more 00 ft F16 F14 54 F17 ork at Jury parking completed first, to maintain available parking capacity 87 58 F18 Ret. walls east of Biscayne Blvd are designed to withstand ooding sudden water-drop 59 F12 F19 All Signature Bridge temporary phases designed for 1 MP wind 60 F20 Side shifter on bridge 1 keeps cranes off bridge 72 Zone - Parking Access F5 F21 F3 79 F22 F6 86 F12 59 47 87 Simplifies MT reduced impacts to the public F7 5 ZONE 1 F5 ZONE 2 Maintenance of Traffic 48 58 ZONE 3 NW 14th St 14 13 F20 F8 40 41 NE 13th St BiscayneBlvd F18 project limit MetroRail F4 54 NW 3rd Ave I-395 NW 12th Ave 79

NW 7th Ave Segment F2 53 NW 10th Ave 72 NE 11th Ter F9 60 Miami River Wagner Creek FECR Signature Bridges F10 F17 F13 F19 10 Approach Bridges NE 1st Ave N Miami Ave

NE 2nd Ave F15 F16 28 NW 17th Ave 15 F1 F11 24 45 project F22 30 32 limit F10 F21 29 46 mdx N Segment project limit

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 3 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS I-395 Specific ind tunnel testing will demonstrate the cable-stayed structure Signature Bridge – The Signature Bridge concept reects the proposed by MCB will not be susceptible to galloping or wind unique nautical, natural, and cultural history of Miami and instability. ur ind Engineer, Peter Irwin, is the professor of provides a monumental urban icon that will proudly take its place practice in wind engineering at Florida International University on the citys skyline. The Signature Bridge meets the desires of (FIU) and will involve FIU throughout the whole process. the community with an iconic, durable, high-performing structure Approaches to the Signature Bridge – The approach bridges exceeding the RFP requirements, see following Table A.1.: leading to the Signature Bridge continue the theme of the natural Table A.1.4: MCB Signature Bridge Enhancements Miami environment with an expression of palm fronds on the reveal of the pier. The pier shapes (per APTE 55) also subtly reect the Feature CB Benefit RFP Minimum gentle curves of the pylon structures. The approach bridges are Min. Apex of Pylon 50/300 ft. 5 ft. comprised of CIP, post-tensioned box girders (per ATC 5) Min. Deck Thickness/Planing Tol. w/ 0.5 .5 w/ 0.5 Min. eight of ighest Stay 0/0 ft. 10 ft. Min. Signature Bridge Length 53 ft. 50 ft. prestressed driven concrete (PSC) piles. The span arrangement Suspended Length 500 ft. 500 ft. proposed by MCB via ATC 24 eliminates eight columns Stay Corrosion Protection Three Layers Three Layers RFP Concept and aligns the columns with the north-south street grid to reduce visual impact from street level. ATC revised The inclined pylons create a dynamic profile and asymmetrical the RFP straddle bents to reduce the number of bearings and to cable arrays, providing a profile that changes when seen from reduce maintenance. verall, we have reduced the number of different locations in the city. The B and EB structures bearings from 246 to 165. MCBs approach provides a smooth complement each other with their gently curving pylons stepping down in scale to the north. The smooth concrete box girders and a structure with smooth lines and a constant depth throughout, allowing for enhanced aesthetics and pier location exibility. This which define a steel box girder solution. MCB ATC 24 eliminated eight out of 86 columns and aligns minimizes construction impact on FECR. them with street grid and facilitate box girders with MCBs concept allows for all exterior girder webs to transition constant depth and overhang width, to improve urban smoothly along the length of the proect while maintaining a landscape beneath the bridges. constant overhang width and structure depth (ATC ). Figure RDI, a leader in wind engineering, will provide its expertise in A.1.5 - Comparison of Span Lengths provides a rendering of the mitigating the risk of unacceptable wind-induced vibration. concept illustrating the visually pleasing aspects of this concept.

Figure A.1.5: Comparison of Span Lengths

RFP SPAN ARRANGEMENT

PROPOSED SPAN ARRANGEMENT Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 4 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS The CIP box girders are fully prestressed longitudinally and + ATC-53 improves ramps D-1 and D- to reduce the grade transversely to minimize cracking. The nature of the CIP and provide additional acceleration length. construction has proven to be a better option from both a + Maximized stopping sight distance on the NE connector, a maintenance and aesthetics stand point. CIP does not critical ramp carrying trucks to Port of Miami, providing safer require the use of concrete with extremely rapid strength and better traveling experiences. (ATC 5) gain, hence, improving the long-term durability of the + Improved alignment of N 1st Avenue connecting to N structure through the reduction of thermal cracks. The 13th Street to improve stopping sight distance and elimination of segment joints and provision of continuous dramatically increase the curve radius (ATC 0). reinforcing over the entire length of the span eliminates The MCB teams experience and information provided in the water leaage through the oints, iproves exural RFP demonstrate subsurface conditions are consistent with the perforance, and results in a etter final product. inally, overall geology of the area. hile the RFP borings terminated at the damage that inevitably occurs on precast segments a depth of approximately 5 feet, in our experience, the lower from stripping, match casting, storage, transportation, and Fort Thompson formation transitions at about -100 to -110 feet erection is eliminated. into limestones of the Tamiami formation. MCB will mitigate the The box girders have transversely prestressed deck slabs and risk of variability in depth to get pile capacity through supplemental geotechnical investigation with deeper soil borings with exible filler. The spacing between expansion oints has and by using 100 percent PDA during installation of the piles. been optimized with the span lengths and is generally around MSE walls and fill embankments are planned for all of the bridge 1,50 feet. Finger oints will be used to accommodate the abutments and the fill area east of the FECR. The near-surface movements. In order to reduce the maintenance associated with soils and limestone can adequately support the proposed fill, with acceptable factors of safety for external and global stability frame. The remainder of the piers will support the box girder with and acceptable settlements. a single line of elastomeric bearings. Local Roadways, Urban Design, and Landscape – MCB has The span length for the approach viaducts has been optimized made numerous improvements to the city road network. Shifting near the preferred 5 feet and adusted to provide the highly and realigning NE 13th Street and NE 11 Terrace significantly street grid. Furthermore, the number of columns has been resources, like the Arsht Center and Frost Perez Museums. reduced by 11 percent (eight columns) by incorporating wider The alignment of the piers provides a greater sense of order and box girders to provide a brighter soffit as viewed from below (ATC ). All post-tensioning has been designed to meet the safety. The reduced number of columns and the eliminated fill requirements of the Structures Design Guidelines (SDG) and the section ust east of the FECR allowed the bike/pedestrian RFP. MCB has also accommodated the addition of 10 percent proect and provided space for the ramps to the SUP crossing of corrections. The phasing of the bridges has been coordinated the railroad track. with the MT plans, and all footings have been placed to avoid conicts with existing foundations. The infrastructure under the bridges, from simple benches to pieces of art, a pet area, utility drops, and a football field, are designed to Bridges and E (EB connector) are continuous, with no fill plug in this region. This provides a continuous bicycle and bridges. igh quality trees will remain in place and tree worth pedestrian connection in the proposed greenway zone on the preserving transplanted. ver 1,00 new trees will be planted, south side of the alignment with a shared-use path (SUP) bridge including over 1,00 palm trees, which more than 50 are mature over the FECR and the opening of the area under the EB Royal Palms up to 50 feet tall. connector at this pinch point. I-95/I-395 Interchange – MCB has made several changes to the MCB recognizes critical clearances affecting the design and construction of the viaducts in this region. This also affects the SUP to FDT. Bridge 13 has been shortened and I-35 B placed on bridge. Construction over the FECR is addressed in section D.3. fill ust west of N 3th Avenue. This provides a clean termination The functionality of the connections in the RFP has been of both EB and B I-35 bridges and minimizes maintenance by maintained, but the details have been improved, as follows: reducing bridge length. Bridges 1, , and 3 are steel plate girders, + ATC-5 moved the gore point of the EN connector farther similar to bridges 0 and 1 for visual consistency and their layout east, reducing the height of bridge over I-35 and the was revised through ATC 5. The transition of structure type for length of bridge 1 and associated maintenance. bridges 1, , and occurs naturally ust east of N 3rd Avenue at Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 5 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS the gore point for the EN and ES connectors (per ATC ). This These reductions are a maintenance benefit to MD, further eliminates the transition in bridge type over I-35, as well as the improving operations by moving traffic farther from existing buildings. need for falsework for a concrete straddle bent over active lanes Figure A.1.6: ATC 15 Improved Piers Near Grove Park of I-35 B during construction. Widening of the MacArthur Causeway – This work has been 4 replacing part of the deck. Span 1 will require partial removal 2 and replacement to provide the required cross-slope. MetroMover Pier Replacement Structure – MCBs solution for 2 the MetroMover structure, approve through ATC 5, provides a 3 and allows the Signature Bridge to become the dominant visual statement for EB and B travelers on I-35. MCB proposes to 1 two cross beams and bearing on four reinforced concrete columns at the ends of the two box girders. This concept offers a number of advantages over the RFP design: 1 Partial Demolition 3 Build New Pier + Prefabricated elements minimize disruptions to MetroMover operations 2 Widen Pier Cap 4 Closure Pour + Eliminate specialized stay cables for more economical Available geotechnical data shows an upper layer of limestone at a relatively shallow depth. Many of the bridges will be + Eliminates dead load moments on foundations, which can supported on prestressed precast square concrete piles. Piles in proximity to existing bridges will be predrilled through upper + No temporary pylons needed, which reduces traffic impacts, limestone to minimize vibration to existing structures. All piles reduces MetroMover closures, and improves driver safety will be monitored dynamically utilizing the Pile Driving Analyzer Redundant drilled shafts are used to support the MetroMover (PDA) in order to minimize pile overdrives and vibrations. Bridge. Drilled shafts were successfully used to support the The continuous, elevated EB CD road will be constructed using nearby MacArthur Causeway Bridge. prestressed driven piles for reliability, except at five locations MDX Specific where multi-shaft drilled-shaft foundations will be used due to The first element of the proect is the widening of the bridge sensitive tolling facilities. Drilled shafts are used for Piers to 10 (bridge 5) over the Miami River. MCB has developed an of the EB Connector bridge in the median of SR-3 for the river attractive solution to the widening of the piers in the Grove Park pier foundations and pier strengthening on the Grove Park piers District by minimizing the foundation strengthening required and of bridge 5, and for two bents on bridge 3. respects FDTs commitments to the local community, please see Figure A.1.. The proposed scheme does not require The superstructure type will be consistent among these four post-tensioning, includes columns similar in size to the existing, structures, using low-maintenance and reliable Florida I-Beam and provides a fully new foundation for the new column. The (FIB) girders. All structural elements, including walls, piers, and mudline foundations for the Miami River Crossing will be girders, will meet the MD Aesthetic Guidelines, including pier constructed on drilled shafts to minimize the impact to navigation shape, color, and texture treatments. and reduce scour potential. A new low-maintenance fender The widening of bridges required to achieve the additional lane system will be constructed using ultra-durable composite widths, new lanes, and shifted alignments will be done using elements and equipped with a new navigational lighting system. superstructure types (including matching AAST girder The new EB collector-distributor (CD) road starts at N 1th shapes) to match the existing bridge. MCB is also providing an Avenue with a new Florida I-beam underpass. The MCB concept alternative alignment eliminating north side widening, new for this CD road makes a dramatic improvement to the operation beams, and substructures for bridge 033 carrying the N and complexity of the new structures by shifting them into the connector over N th Avenue. median of SR-3 instead of keeping them on the south side. All concrete pavement will be replaced in kind, providing greater ith significantly shorter spans, it reduces the nuer of durability than asphalt options, and all new alignments have cantilever piers Cents fro eight to five. been optimized to remain within the provided right-of-way.

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 6 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS This includes eliminating a nonstandard horizontal alignment pavement is replaced (pavement is removed, the slab is placed, (non-collinear compound curve) on the ramp to North River and pavement is placed back temporarily). This reduces the amount of work required to be performed during pavement Ramp to SR-3 EB by providing an additional lane. This will replacement, which improves available cure time. allow more vehicle storage at the intersection on the red light A.2 Design Management EB SR-3. Impacts to toll facilities have been eliminated at ur design team is an integrated part of the JV staff, thereby the 12th Avenue SB ramp to SR-836 by starting the reconstruction after the toll zone. The SR-3 IB CD road has processes: One Project - One Design-Builder. The MCB team is been moved farther away from the existing Spring ill Suites a fully integrated design-build team with Parsons leading the and ighland Park Lofts, minimizing the impacts on the design supported by local design subconsultants. The design residents. Finally, the profiles have been optimized to provide team will utilize a host of best practices developed from our additional stopping sight distance. here the pavement crosses experience on 3.5 billion design-build of proects such as: the agner Creek Box Culvert, we will use lightweight, high- strength materials to avoid adding loads. + Co-location - Key design and construction personnel will be co-located in the proect office adacent to the proect. MCBs realignment of SR-3 EB associated with our ATC 13 Both design and construction management teams will be allows for a significant reduction in the widening required for bridge , see Figure A.1.. It also eliminates all of the straddle bent amongst each other and with FDT. This will facilitate columns in the parking areas, as shown in the RFP Concept. Figure A.1.7: Future EB and WB CD Roads facilitate quick resolution of issues as they arise. + Discipline Task Forces - Pioneered by Parsons in the mid-10s, the task-force approach is a proven technique to resolve technical issues quickly and correctly. This design discipline leads and DB coordinators. The goal of these groups is to bring designer, contractor and owner together to discuss critical technical issues and empower them to develop solutions. It also offers opportunity for over-the-shoulder reviews by all parties, including FDT, MD, and stakeholders to facilitate issue resolution. The addition of the B connector from I-5 SB to local exits will + Integrated Design/Construction Schedule - The schedule provide desperately needed connections from I-5 SB to the western side of the interstate. There are significant challenges the proect. MCB has integrated the design tasks and with bridges to providing the connection. MCB has dependencies with the construction activities to identify significantly reduced the offset distance for several cantilever priorities and prevent delay of critical path activities. The piers (C-bents) by up to 5 feet. e will be using FIB girders for schedule will consider third-party review requirements and this section to provide consistent appearance with bridges 1 to 1. MCB will maintain all parking areas during construction. or accelerated as necessary to meet proect deadlines. I-95 Specific + Interdisciplinary/Constructability Reviews - Construction engineers and superintendents will perform a As with MD, MCB has chosen to use the FDT provided proven constructability review of each design submittal to confirm pavement design for the I-5 portion. The main two issues for design details, means/methods, and material availability, as in-place pavement reconstruction are safety of the work zone and well as safe construction access. The design discipline task the amount of time the pavement concrete can cure before traffic leads will review each design package consistency with is placed back on it. This cure time dictates the required cement their discipline. An Internal Review Meeting will be held to in the mix, which is directly related to durability issues. MCB will resolve comments into the design. maximize the use of the longer multiple lane closures. This will + Document Checking - A comprehensive review by the both improve safety of the work zone because it avoids the use of discipline lead will be made for conformity with the contract, work zone islands with traffic on both sides, and increases the accuracy, completeness, and presentation. Checklists will time available for concrete cure. An important aspect of this work is the need to place sleeper slabs near the bridges per Index 30. throughout the disciplines and the various subconsultants. e will set up a separate operation placing the slabs before the Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 7 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS These activities and others will be fully described in the form of and technically proficient in the discipline correlating directly to policy and procedures in the Proect Management Plan (PMP). the challenges of their assigned segments. Included in the PMP will be a basis of design which compiles the Bill will be responsible for monitoring design progress with design task protocols including design criteria, standards of Frank, the segment managers, and discipline leads to make practice, design codes, and proect specific quality and technical sure the design stays on schedule and all design packages are requirements for each design task. These protocols guide the coordinated across the disciplines. development of plans, calculations and specifications. The Design uality Plan identifies how we control our design content and Document Management - Control of design information is of quality as summarized in Section A.5 and is also part of the PMP. which multiple users, both local and remote, require up-to date The proect Safety Plan will include policies and procedures information. MCB will be using a web-based information ensuring safety of our employees and guests. Even in design, management system, SharePoint, for document interfacing with we consider the safety of construction crews and traveling public FDT and stakeholders as well as for internal communications. throughout the design process. Safety will be discussed in each All documents will be revision controlled, ensuring correct task force and input from designers and construction staff, along access to the current version of each document, while with maintenance aspects, will be incorporated into the design. maintaining record copies of all previous versions. All Organization and Responsibility - The design management requirements for design submittals will be followed and will be team is led by our Design Manager, Bill Little, and our Deputy detailed in the PMP. Design Manager, Frank Liston. Bill will be responsible for the For design drawings and model management, we will be using production, quality, and timeliness of the design packages. is Proectise software which allows for remote access while experience with FDT District and as Deputy Design Manager controlling baseline drawings. All updates to the design will be on the adacent Port Miami Tunnel Proect is invaluable in done in real-time minimizing proect re-work and conicts. understanding the unique corridor character. This experience will be leveraged to develop a compliant, safe, and practical design. A.3 Approach to Segmenting the Total Project Through the use of an integrated design/construction schedule MCBs three Segment Managers will manage the development, they will set priorities for the design team to support the submittal, and review of the design packages in their respective construction schedule. ur Segment Managers and discipline segment, I-35, MD, and I-5. hen it is necessary to deliver leads and, most importantly, our overall Structures Design Lead, component submittals, MCB will deliver all components related Greg Shafer, PE will work closely with Bill and Frank to ensure to the particular design package in one submittal (for example, full coordination with the critical structures discipline. all piers for a bridge). Based on the sequence of construction, MT requirements, and duration of design and construction MCB will have a designated Design Proect Controls Manager activities, the priority for each design package has been (PCM). The PCM will be responsible for maintaining the design established. Efficiency in design is an obective, as it results in tasks on the proect schedule, evaluation of earned value, and monitoring design budget. where feasible. The day-to-day interface with the construction team will be Table A.3 on the following page indicates the anticipated design through our Design-Build Coordinator, Martin Bolster. Martin will packages and anticipated order of delivery. The design coordinate between design, corresponding construction segment, packaging follows the construction schedule, and packages and discipline teams to minimize construction delays. Martin has have been prioritized in order to facilitate early transiting of MT been heavily involved in this proect with the entire team from day phases. For I-35, the first priority is to open the B and EB one and will continue that dedication until final completion. connectors to allow traffic to be moved from the existing I-35 This organization will be in place on day 1 and is especially bridges and facilitate the reconstruction of the mainline bridges. important for early construction packages, where critical f course, the Signature Bridge for B traffic is the most coordination is required with other proect activities, such as complicated activity in this phase, with the longest duration. utility relocation and permitting. To facilitate design management Therefore, the design package will be submitted with component and effectively manage the schedule, we have segmented the proect design into the same three segments identified in the remainder of the bridge. Design limitations require the RFP: I-35, I-5, and SR-3. Dedicated Segment Managers will be responsible for the delivery, reviews and comment these components are submitted together. Similarly, a resolution of the work performed in their segment. These component package for the foundations and piers of bridge will Segment Managers are proven proect managers, Florida PEs, be made in order to facilitate the early start of work.

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 8 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Table A. 3: Anticipated Design Packages and Order of Delivery A.4 Interface with Stakeholders and Public during Construction Package Contents Seg Priority ver the past few years, FDT and MD have held numerous Survey, geotechnical, wind studies, water sewer Preliminary + community and stakeholder meetings as part of the Submittals relocation, and design exceptions/variances environmental process and programs development. In addition, Total Master Plans + As listed in the RFP. Prior to 0% design packages Permitting + Per agency requirements MCB has individually met with FDT, MD, the City, the County, + New Approach bridge (Component Submittal for Foundations/Substructure) businesses, public organizations, and other stakeholders (see + New approach bridges 5E, , and 10 list) during the procurement phase of the contract. These efforts Bridges New interchange bridges 1, , 3, and interchange Phase 1 + bridge widening (03) allowed MCB to further enhance our understanding of the issues + New B Signature Bridge (including component important to the stakeholders. ur team took this valuable submittal for foundations) + Roadway, embankment, retaining walls, signing, I-395 Roadway misc. structures, and pavement marking mitigation measures/approach that best addressed stakeholder + New approach bridges 5 and 11 concerns/issues. ur solutions were then communicated to Bridges Phase + New interchange bridge 13 and interchange bridge confirm their acceptance. This proactive approach established widening (05) an effective interface with stakeholders. This provides which New EB Signature Bridge Bridge + Phase 3 + New MetroMover pier replacement structure Landscape + ardscape/softscape and parking Stakeholders: Roadway + Median work (temporary and permanent) + South East Overtown and Phase 1 Omni/ Midtown CRAs New B CD road bridges , 3, and . Bridges + + Miami Commissioners for D2 Phase 1 + idening of Miami River Bridge and D5 Bridge widening on SR-3 (0300 and 0150). Bridges + + City of Miami Departments MDX Phase + Bridge widening on B CD Road (033) + Miami-Dade County Departments Roadway, embankment, retaining walls, signing, Roadway + construction phase. misc. structures, and pavement marking + Utility Companies New EB CD Road bridges 1, 1, 1, 0, and 1. MCB will continue to + Permitting Agencies Bridges + Phase 3 + I-35/I-5 interchange bridge widening + AACPA + Frost and Perez Museums I-95 I-5 Complete + MT roadway, drainage, and bridge modifications ensure we are + Miami Parking Authority + AA Arena The construction of the new I-35/SR-3 interchange bridges + ll oard lorida Brightline and widening of existing bridges are not on the critical path, so efficiently interfacing + The Underline with stakeholders and + Local Medical Facilities construction team for sequencing, however they will not compete the public. with critical path items for design resources. For the steel girder ighlights of features we included in our design and construction bridges, ordering steel plate material is often on the critical path. methods to ensure stakeholder acceptance are described below: Therefore, this item is included in the planning for delivery of related design packages. The top priority for the MD work is + Per ATC 10, the Signature Bridge does not encroach the the SR-3 median work, including both temporary widening AACPA buffer and does not require additional R/ or and permanent improvements. Also critical is the start of easements. construction of the B CD road bridges (, 3, and ). After + A lane is added on NE 13th Street to mitigate the AACPA the median work is complete, it will be necessary to widen traffic ow concerns (APTE 1). bridges 01 and 0 on the SR-3 mainline. + School bus staging is added for the PAMM and the Frost Museum (APTE 3). The packages identified represent large blocks of work + Improved pier alignment in vertown promotes more open and inviting space (APTE ). construction. Each bridge will be assigned its own design + Recreational areas and a shared-use greenway connect package (DP) designation so the work can be tracked and, if vertown to downtown (APTE , , 3). + Significantly reduced utility conicts. remaining elements of the designated package. + Construction impacts to FECR and the MetroMover are minimized, as explained in Section D. + Monitoring of traffic and adustment of our smart work zone minimizes impact to the traveling public.

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 9 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS To continue our successful management of the stakeholders, we MCB understands the importance of traffic impacts to the public have provided a full-time Stakeholder Manager, Sudie and is sensitive to avoid complaints due to unclear traffic Bredemeyer (L), who has been intimately involved in the situations. As evidences by our award winning superintendent outreach efforts conducted to date from the onset. She will be John Baarda (see Figure A.), MCB provides excellent supported by our Utility Manager, Lydia Santiago (Aleman), who coordination of our MT to make sure FDT and MD do not will coordinate with all utility owners and related permitting receive complaints from the public. e added a traffic and public agencies, and by Jose uintana (Marlin Engineering), our liaison (TPL) to our staff to keep the traveling public abreast of Maintenance Liaison, who will coordinate with FDT, MD, construction progress. e will post signs throughout the proect County, and City to ensure the constructed improvements will be with the contact information, and the TPL will take all calls and maintainable in an efficient and safe manner. e have also connect the callers with the best person to address their issue, employed Professor Mohammed adi to coordinate the ITS and whether it is the PI, our maintenance and litter crews, or one of traffic design with local urisdictions and to monitor and improve our construction leads. ow during our temporary traffic phases. These senior managers Impact Mitigation Approach - Another element of efficiently have strong relationships with the stakeholders they interact with and effectively interfacing with stakeholders is to develop a and will facilitate the design and approval processes with them. They will maintain effective lines of communications with the during construction. ur approach will minimize inconveniences stakeholders to ensure the information we have as the and effectively communicate anticipated construction activities. project progresses is up to date and decisions involving the ur mitigation strategy consists of three phases: staeholders are ade in a transparent and efficient anner. 1. Proactive counication four wees efore To maintain an efficient and effective interface with the public, construction This phase consists of using all the we have assigned a Public Relations Lead, Dana Politt (Adept), communication tools available in a strategic way to increase to support FDTs Public Information fficer (PI) on all public public awareness of potential impacts prior to the involvement and community awareness efforts, and we propose construction. providing weekly proect tours, where our management provides . onitor and refine during construction The second the public an explanation of the work at hand. These tours have phase is triggered once construction begins. MCB will monitor the area surrounding construction activity. public. MCB will initiate an educational program for Miami-Dade Communication with the stakeholders identified in Phase 1 schools, where the students learn about highway construction provides useful feedback regarding the level of the and the Signature Bridge. MCB will engage a local artist to inconvenience and possible refinement of mitigation finalize the pattern of the light features in vertown (per APTE strategies. 3). e will also discuss the preferred activities included in Zone 3. Respond to issues and ipleent solutions during 1 (i.e. volleyball, soccer, basketball, pet areas, etc) per APTE 5 construction The third phase includes the implementation with the vertown CRA, the City of Miami, and the County. In all cases this coordination will occur before the 0% plans are issues and complaints from impacted stakeholders. completed, allowing FDT to retain the final say. This three-phased approach provides stakeholders an Figure A.4: MCB Minimizes MOT Impact to the Public opportunity to receive real-time information, provide feedback, and collaborate regarding the construction activity or impacts. The typical required mitigation approaches during construction activities include: 1. Traffic, dust and noise/vibration control . Maintenance of pedestrian and vehicular access 3. Business access . Minimizing property impacts 5. Utility disruption and relocation The combination of the outreach efforts conducted, coordinated design, construction methods proposed, added stakeholder issues, and the relations of our managers with stakeholders, MOT superintendent, John Baarda, receiving an award from Governor Scott allow MCB to significantly exceeds requirements for efficiently for his role on the SR 826/SR 836 Interchange Project. and effectively interfacing with the stakeholders.

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 10 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS A.5 Design and Construction Quality Management Plans Figure A.5: Design Quality Plan Quality Organization - To avoid compromising quality for production, we have established an independent reporting structure for our quality organization. This Design Quality Management Plan - The JV Members of MCB are IS 1 LEGEND 001:00-certified company for quality procedures. Parsons standard policy is team members from the construction management team. ur uality Control INTRODUCTION to provide a design quality management plan (DMP) for every proect, which Manager, Alirio Barrero will be responsible for the implementation of our quality incorporates standard quality procedures, along with client procedures. The management system (MS) and is empowered with stop work authority. ur MP is prepared to ensure consistency in reviews and quality of all work quality management process is delivered using a detailed process to track,

analyze, and report all aspects of the work before and during construction. This packages. The DMP will be developed based on the PACE approach outlined in the Figure A.5. The development and implementation of the plan will be 2–8 processes using management training, rigorous inspection, and testing. e overseen by our Design Manager, Bill Little, PE, and uality Assurance accomplish this by doing the following: Manager, Dennis Leahy, PE. The team will proactively manage the design PLAN P + Developing work plans that detail every aspect of construction for any submittals to provide complete and accurate plans and specifications the first element of work, including construction methods, equipment and manpower time. ur independent peer reviews for the Category structures will be performed by Garcia Engineers, except for the Signature Bridge, which will be incorporation in the work, C hold points, and quality expectations. These plans performed by McNary Bergeron Engineers. The DMP will incorporate the are reviewed by the entire proect team before starting work on any activity. following elements, consistent with our corporate IS 001 quality procedures: + Setting expectations for our field crews to perform the work in compliance Continual Constructability Reviews - ur proposed Design-Build (D/B) with our work plans and contract documents. 9–12 Coordinator, Martin Bolster, PE, has managed the investigation and design + Providing a quality management process to ensure work is performed in during the pursuit phase by including our proposed construction staff from MCB ACT accordance with the work plans and contract documents. to maximize the design for quality, construction, and sequencing, resulting in A Deficiencies During the course of construction, C inspections and testing overall value for FDT. This provides the team with the confidence to move into may determine particular work element is not in accordance with the the proect design and execution phase while fine-tuning the design in lieu of specifications. Alirio and his staff will record the deficiency with a non- maor design changes. Martin will manage the constructability reviews, an conformance report (NCR). The MCB JV team will maintain a log of NCRs and essential component of design and plan development for D/B proects. 13–16 submit this log to FDT weekly. NCR resolutions are subect to FDT approval. Constructability reviews will continue during post-design using prompt and diligent shop drawing reviews and transparent engagement with the construction Constant monitoring of the work, regularly reviewing scheduled responses, and CHECK C timely follow-up will make sure that requests for information (RFIs) and NCRs and engineering inspectors (CEIs) team. PROJECT EXECUTION AND DELIVERY PROJECT EXECUTION are acted upon and revised documents are distributed to the field as scheduled. Construction uality Control Plan CCP The CCP will cover both ur Construction Manager, Randy Svilar, is responsible for implementing all preconstruction and construction phases, as well as temporary and permanent corrective actions necessary to bring work into compliance and to resolve NCRs. work produced by MCB, our subcontractors, and vendors. Construction C uality is central to the culture at both MCB JV companies. e are proud that includes examining, inspecting, checking, sampling, and testing materials for in-process or completed work to determine conformity with the RFC plans, 17–20 work and they maintain quality standards during each work activity. ur field design standards, and specifications. The plan will provide guidance for the EXCEL E engineering staff perform C checks before our inspectors and the CEI perform development of subordinate quality systems and procedures mentioned above. the final inspections. e are committed to exceeding FDTs expectations for Our team is committed to delivering a quality system and providing value to C on the I-35 Proect. FDOT. The CCP will apply to all activities, including material source inspections, equipment and services, qualifications, certifications and training of personnel, the continual calibration and maintenance of the measuring and testing equipment and will environmental compliance, records, and procedures, as well as the construction itself. e maintain required certifications. The C labs will be AAST accredited. A.6 Exceeding Stipulations and Requirements understand FDT will provide CEI and quality assurance engineering. MCB is will partner with MCB is delivering solutions that meet and exceed the requirements of the RFP. ur the CEI and will abide by to FDTs independent assurance (IA) procedures. The MCB JV teams C inspectors and technicians will perform sampling and testing in accordance with all applicable standards. FDT and its partners will have the opportunity to experience working with FDT and District gives us a clear understanding of FDTs aterials Testing and nstallation erification C inspectors and testing technicians will perform sampling and testing at the production and proect facilities to confirm that production procedures for delivering design documents for design-build proects, as well as the specific have the necessary experience, training, and certification required for their respective processes are providing work conforming to contract requirements. All documents will be design requirements outlined in the Plans Preparation Manual, Structures Design Manual, assigned tasks. Inspectors and testing technicians will have no tasks other than C-related reviewed and approved in accordance with the CCP to validate that the information in is Drainage Manual, and the other applicable requirements and guidelines. MCB recognizes this activities. The work of the MCB JV team and all subcontractors performing construction, accurate and all work complies with requirements of the contract. is a structures-dominant proect, inclusive of a complex interchange with up to four levels. This fabrication, or installation will be inspected and/or tested by the C staff and will be subect to requires careful attention to the roadway design requirements early in the process to allow the Materials will be tested either by our on-site personnel or an off-site lab. This includes FDT monitoring and audits. The CCP will include quality control procedures (CPs) structures design to proceed with reliable alignment and profile information. detailing responsibilities, testing/sampling, processes, inspection procedures, methods, and materials that are traditionally tested in the field, such as concrete slump and air tests. Air, MCB has reviewed the concept design for compliance with all roadway design criteria and has record keeping. CP will verify tools, gauges, instruments, and other measuring devices are soil, and asphalt density tests will be performed by our on-site C technicians. Materials made changes and improvements where necessary. A summary of our design enhancements properly maintained, controlled, calibrated, and adusted. C laboratories are responsible for traditionally tested off-site, such as concrete compressive cylinders, will be properly transported and tested at an off-site lab. is provided in Figure A. on the following page. Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 11 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Figure A.6: Exceeding Project Requirements

Location Criteria Compliance Improvement Location Criteria Compliance Improvement B6 + i-95 project + Reduced the No Curve PI alignment deection angle from 1 degree to 0 minutes Maintenance of Traffic limit + + + Reduced highest elevation on alignment by approximately 20 ft + + + + + Interchange yover ramp to I-5 NB: + mdx + + Reduced maximum profile grade from % to .5% + Improved SSD by optimizing vertical profile

I-395 Segment + + BRIDGES + + + Reduced the maximum elevation by 18 ft + + + + B5 i-95 32

B3 12 i-95 B4 i-95 21 29 1 30 27 13 4 33 28 14 5w 20 NW 14th St 26B 31 3 6w

34 Biscayne Blvd 11 NE 13th St project MetroRail 10 limit 26A B1 7w NW 7th Ave 5e 24 i-95 8,9 15

2 NW 3rd Ave sup 23 NW 12th Ave 17 6e NE 11th Ter 22 B2 7e

NW 10th Ave i-95 FEC RR 16 Wagner Creek 25A Miami River 25B NE 1st Ave NE 2nd Ave profile up to 1 ft N Miami Ave NW 17th Ave project limit Eliminated fill under project N limit

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 12 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MCB is fully engaged in the changes that FDT has made to the Any existing cross drain or storm sewer found to be hydraulically post-tensioning requirements, as outlined in Structures Design inadequate or found to have insufficient design life will be Bulletin 1-0, including the use of exible fillers. MCB staff is replaced or refurbished. The City of Miami drainage design actively involved with ASBI on the development of the first ever criteria will be used for new drainage systems on improvements training for the use of exible fillers in post-tensioned bridges. As to roads belonging to the City of Miami and Miami-Dade County. a leader in the design of post-tensioned concrete bridges, MCB I-395 Specific will implement all of the requirements for design and detailing of Durability and maintenance access of the bridge deck drainage post-tensioned tendons, as described in Bulletin 1-0 and collection and conveyance systems is a high priority. All shown in our proposal plans. This proect is a transportation facility located in a highly visible of stormwater runoff and meet spread criteria (RCT Paper No. urban environment. Therefore, the impacts of the facility on the 1). Specific inlet design has been selected for the I-35 bridge City, as well as the aesthetics of the structures within the City, scuppers to fit within the overhang and ow into the collector must be critically considered early in the design. MCB has provided the required 225-foot span length with 19 to 25 feet structure and provide aesthetically pleasing exteriors. of vertical clearance for all of the approach spans. The Signature Bridge will become a landmark that represents Figure A.7.1: I-395 Bridge Deck Drainage Miami. This unique structure has been developed to specifically exceed the visual and structural requirements of the RFP. e 1 2 and cable height requirements as shown in Section A.1, and 4 provide a unique and bold statement that says Miami, with 3 substantially extended service life. During final design phase, MCB will incorporate the RFP provided 1 geotechnical studies into our engineering considerations while 3 performing supplemental geotechnical exploration. In order to 2 mitigate schedule risks, muck delineation will be performed, 3 where applicable, to further delineate and define horizontal and 4 4 vertical limits of unsuitable material. The supplemental geotechnical study will include field exploration for roadway, 5 6 5 6 bridges and associated walls, and other miscellaneous structures, such as overhead signs and ITS. The field crews will work in compliance with the FDT MT standards and directives. Scuppers are located upstream of the bridge oints to reduce Pile and drilled shaft installations will be supervised and certified by maintenance by increasing the service life of the oint material. The the teams geotechnical foundation design engineer of record scuppers are also placed at pier locations so proposed down-drains (GFDER). e will provide experienced Construction Training can be hidden within the piers (See Figure A..1). ualification Program (CTP)-certified driven pile and drilled shaft nce collected from the proect improvements, stormwater inspectors necessary to comply with the specifications. The runoff will be conveyed to either deep gravity well or inection GFDER will review pile and shaft driving/construction records and well (pumped) stormwater management facilities. laboratory test results to confirm construction complies with plans e have improved the pretreatment system identified in the RFP and specifications and provide Contractor C inspections, followed by incorporating nutrient-separating bafe boxes to provide a by foundation certifications for all pile and drilled shaft foundations. superior level of treatment to the stormwater runoff before discharging through the well systems. These structures remove A.7 Collection and Conveyance Systems a wide range of nutrients, sediments, trash, et cetera, as well as The design of the storm drain system will adhere to the new being maintenance friendly. The final location of the separating bafe boxes and drainage wells will be strategically located to current FDT criteria, combining District drainage standards the Urban Design Zones, simplify maintenance access with the proects aesthetic requirements. All existing cross aid in the mitigation of salinity intrusion. drains and storm sewers that are to remain will be desilted and checked for adequate hydraulic capacity and design life. Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 13 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS To address ooding concerns in the vicinity of Biscayne facilities within the existing right-of-way. Damaged inlet grates Boulevard and to use the drainage wells to their full capacity, two and pipe-end treatments will be replaced, along with cleaning stormwater pumping stations have been incorporated within the and desilting the existing I-5 drainage system. Edge drains will I-35 corridor. The pumping systems will increase the ow to the be provided to reduce the potential for water-pumping-induced receiving well systems and produce a higher hydraulic head in stresses on the new rigid pavement. areas where the topographic elevations are too low. The pump The MCB Team is cognizant of the frequent ooding located within the I-5 NB inside travel lane (Sta. +00) due to an unit, wet well and pump unit, and a check and gate valve unit existing collapsed pipe and will identify a safe, cost-effective before discharging through a force main to the wells. long-term solution early in the proect, to eliminate this hazard. MDX Specific The collection, conveyance, treatment, and attenuation of A.8 Construction Phasing/Sequencing stormwater runoff within the MD section consists of inlets, ur construction phasing/ MCB maintains existing bridge scuppers, exfiltration trenches, and wet and dry retention traffic patterns for a third facilities. The proect was divided into eight maor drainage well-coordinated among the of the project’s duration. basins. e have incorporated some modifications into the maintenance-of-traffic, drainage, and permitting leads and our construction team. ur and to reduce the long-term maintenance. In Basin 1, additional task force ensures every proposed phase of construction is water quality volume has been added by integrating a weir into the existing dry pond. In Basin 3, the concept drainage system traffic, including pedestrians/cyclists, and temporary drainage water quality is provided through a French drain system. will be provided in support of the proposed sequencing. owever, in our proposed drainage system, the water quality is ptions were developed and compared to ensure the cost- used to achieve the drawdown requirements. Using this dry permitting requirements. These elements played a maor role in pond significantly reduces the amount of French drain, which the construction and staging of the entire proect. ur detailed reduces long-term maintenance issues. analysis was coordinated with adacent construction proects For bridges composed of structural steel, the pipes will be and maintaining agencies, resulting in several benefits to safety by improving the quality of existing traffic operations, minimizing system and to accommodate temperature-related expansion/ the number of phases, taking advantage of newly constructed contraction and exibility at the expansion oints. Each overall portions of the work as soon as possible, and maintaining system will be designed to facilitate repairs by providing access to adacent properties. Relationship Construction Phasing/Sequencing and MOT- ushing ow velocities in the pipe layout (See Figure A..). As detailed in this section, MCB performs all work that is outside I-95 Specific of existing traffic in Phase 1 this amounts to 3 percent of the The emphasis along I-5 is to maintain the existing stormwater proect duration having minimal impacts on existing traffic collection and conveyance systems, while preserving the historic operations. In addition, the number of construction phases ow patterns and providing additional stormwater treatment were reduced fro five to four, resulting in fewer traffic shifts, increasing safety for the traveling public. Figure A.7.2: Injection Well System with Pretreatment

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 14 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Table A.8: Phasing Plan Summary Phase Improvements I-395 ur revised layout of the Signature Bridge, per ATC 10 allows existing I-35 traffic to remain in its current place for the first months after NTP. e have developed a detailed demolition phasing plan that resolved conicts between existing and new foundations to assure stability of the existing structures. Phase 1 Build the B I-35 CD road, including bridges 1, , , , 10, and 11, along with the maority of the EB I-35 CD road (Bridge and half of Bridge 3) and adustments to local roads to accommodate the ramps on and off the new I-35 CD connectors. e plan the narrowing of the MacArthur Causeway traffic late in the phase to shorten disruption of traffic. Phase Immediately uses the newly built structures from Phase 1 to take traffic off of the existing I-35 B mainline. The remaining new I-35 B mainline structures, Bridge 5E, and Bridge 5, can then be constructed along with the widening of bridges 1, 13, and 15 and the second half of Bridge 3. Phase 3 Traffic is placed on the new I-35 B mainline, so the building of bridges E, , Signature Bridge , and the median pier for the MetroMover Bridge is in progress and completed. Phase All traffic is on new structures, while Bridge 15 and the MetroMover retrofit are completed, along with modifications to local streets and ramps. MDX ATC 13 allows us to build the B connector road in phase , instead of in phase . This early availability generates revenue for MD. e also modeled the demolition phasing and coordinated the existing and new foundations. Phase 1 Perform median work to connect the existing bridges and perform mainline widening work, except on the north side of the Miami River, which opens up the widening work of existing bridges on the south side, along with foundations for Bridge 1 that are outside of the existing bridge footprint. The additional ury parking lots are constructed right away, so construction impacts does not affect parking capacity. Phase Traffic is moved onto the widened bridges to the south, so we can build the B connector bridges and ramp, along with the widening of the existing bridges and roadway on the north side over the Miami River. Phase 3 Traffic is moved onto the newly built B CD bridges on the north side and to the outside mainline after the MetroRail, to make the median available to complete the EB CD roads and bridges. These roads tie in to the newly widened bridges 13 and 1 on the I-35 proect the only interface between the proects. Phase Finally, the portions of Bridge 5 over the Miami River are constructed. I-95 The I-5 pavement replacement has been scheduled to maximize the area built during multi-lane closures, where productivity is high, and minimize the single lane closures. e reconstruct SB I-5 fully before starting the NB paving. The work for I-5 is mostly independent from I-35 and MD, except for the tie-in to the I-35 and MD ramps. The tie-ins are completed before the ramps, to avoid duplicate impacts on the traveling public. Another maor enhancement of our maintenance of traffic was to allow inspection and remediation of issues at the agner increasing the number of lanes from one to two for the I-5 SB to Creek Box Culvert (CBC). ur subcontractor Marlin SR-3 B ramp, the temporary EN Connector, and ramps EN Engineering has provided us guidance on the required work that and NE to improve level of service (LS). Please refer to we need to schedule and clear direction on our design of the Section E.3 for a detailed description of each of our construction road over the CBC to ensure that further damage is avoided. phases and MT enhancements to provide significantly better e also provide three-month buffers for work by the TSI at all LS and reduced phasing impacts. Table A. above provides a modified and new toll locations on the proect. As discussed summary of our maor construction phases. earlier in this section, we have scheduled our work for bridge 5 Temporary and Permanent Drainage - e prioritize the early to be out of the ury parking lot after Phase 1, so the number of available spaces is never reduced. construction dewatering. A preliminary drainage analysis was Because of the long period without changes to existing traffic, developed for each MT phase to verify control spread, avoid the reduced number of traffic shifts, the improved LS for standing water, and avoid impacts to third-party properties. All drainage work in the city streets below the freeway will occur before the start of maor work on the actual freeway. Completing all the drainage improvements as early as possible allows for the significantly exceeds the requirements for MT, temporary and use of higher capacity stormwater systems to deal with any permanent drainage, and permitting. construction dewatering requirements. Permitting- e schedule the adustment of the MetroMover . Traffic oveents, Operations, and Safety structure, the crossing over the MetroRail, and the work over ell-thought-out geometric designs that provide the highest Biscayne Bay and the Miami River in the last phases of the degree of traffic operations are of critical importance to this proect to allow a period of roughly three years to coordinate the proect. Through our in-depth study of the RFP concepts and design, develop work plans, and receive the necessary permits. through many design iterations, we have developed a number of At the FECR, we keep all construction equipment and temporary geometric ATCs that improve traffic operations. In our ATC 5 works out of the railroad R to ensure an expedited permitting basic form of the I-35 B Connector, including Ramp F, ES process while maximizing safety and schedule certainty. ur Connector, and EN Connector remain unchanged. owever, the horizontal and/or vertical alignments have been revised and the

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 15 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS entire weaving section has been shifted to the east so the ES and improves traffic ows by adding an eastbound lane from east Connector can cross over I-35 B near a low point with a of NE 1st Avenue to east of NE nd Avenue. The realignment is lower profile. The length of the revised weaving section is 1,535 significant because the current alignment is horizontally feet, nominally more than the RFP concept. constrained by MetroMover bridge piers to one eastbound All the geometric elements of the revised horizontal and vertical through lane that has a posted vertical clearance of 15 feet 3 alignments comply with the FDT design criteria, utilizing original inches. The realignment also improves pedestrian facilities by design speeds. The shifting of the entire B Connector weaving providing increased open space along the south right-of-way line section to the east allows the ES Connector and EN Connector to for a friendlier pedestrian access to nearby public spaces. begin at a lower elevation, resulting in a reduction in the profile CB accoodates traffic oveents during grade of EN Connector for a length of 1,500 feet. The grade construction to maintain or improve existing conditions. reduction along this ramp is more than 0 feet vertically for a distance exceeding 00 feet a significant improvement. ur approach to MT focuses on providing both access and ur ATC 13 proposes to shift the horizontal alignment of the safety for motorists, bicyclists, and pedestrians. Our phasing SR-3 EB Connector to the median of SR-3, which allows plan allows construction of almost 40 percent of the project bridges connected to B1 to also be shifted generally to the north. with inial changes to existing traffic patterns. e will The weaving distance on the SR-836 EB Connector is complete and open the B CD roads early in the proect, adding improved from 1,018 feet to 1,768 feet, exceeding the capacity and relieving the existing weaving conditions. minimum AASHTO requirement of 1,600 feet. All other weaving It is imperative a safe roadside be maintained at all times. In distances will be equal or greater than the RFP concept. The accordance with FDT Design Standards, during nonworking profiles of the SR-3 EB Connector and Ramp J are reduced hours, all clear zone obstructions and drop-off hazards will be over most of their lengths and by a maximum of feet and 1 removed or shielded by an approved device/traffic barrier. All feet, respectively. These lower grades provide better traffic barriers on bridges or along retaining walls will be Index 1, Type K traffic barrier. here it is not practical to remove exposed ends of businesses. The profile grade line of the SR-3 EB Connector is traffic barriers from the clear zone, the exposed end will be shielded more uniform with fewer vertical curves and provides better sight with an impact attenuator. ur MT will include the extensive work distance over its length as well as improved aesthetics. on the at-grade street system where the lateral clearance/clear ur ATC 53 proposes changes to the horizontal and vertical zone and drop-off criteria will be universally applied for public safety. alignments of Ramp D-1 (Entrance Ramp from Northbound At all entrance and exit ramps, the existing acceleration/ Biscayne Boulevard to I-35 Eastbound) and Ramp D- (U-Turn from B NE 13th Street to EB Ramp D-1). It moves the ramp’s FDT design requirements. All proposed weaving sections have entrance gore point about 25 feet to the east and provides 858 been assessed, and the weaving lengths have been optimized. feet of acceleration length, which exceeds AASHTO’s required Pedestrian and bicycle access through the work zone is a critical length of 610 feet to accelerate from 20 mph to 50 mph. It design component, as the Museum District, Arsht Center, Marlins Park, and other attractions are in close proximity to the proect. All improvement compared to the RFP concept, and decreases the existing bicycle and pedestrian movements will be maximum Ramp D1 grade from percent to .5 percent. accommodated, in conformance with ADA standards, ur ATC 58 improves the alignment of NE Connector, a left-side throughout construction. exit ramp in the Midtown Interchange with a design speed of 0 mph and a downgrade of almost 3 percent. The required SSD for a roadway with these features (FDT PPM, Volume 1, Chapter , Table ..1) is 315 feet. owever, the visual obstruction caused by existing bridge piers, the RFP concept design for the NE Connector (I-5 SB exit ramp to I-35 EB) has a minimum SSD of only 5 feet and requires a design exception. This ATC modifies the NE Connector horizontal and vertical alignments to provide the required 315 feet of SSD for a design speed of 0 mph and a downgrade of 3 percent. ATCs 40, 41, and 60 all propose refinements to the at-grade improvements. For example, ATC 60 realigns NE 11th Terrace EB

Miami community builders Exceeds Expectations A. Understanding and Approach to the Total Project 16 Section B team staffing and experience Section B – Team Staffing and Experience TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS B. Team Stang and Experience Audubon Bridge (LA), and Tacoma Narrows Bridge (A). ur MCB’s Key features and benefits in this section: Segmental Design ER, Tom Stelmack, recently introduced + Extensive history of our key staff working together curved U-beams in Florida at the Boggy Creek proect, and has + Matrix organization coordinated by discipline and worked on several impressive segmental and CIP box girder geographic area proects including the California igh Speed Rail. Martin Bolster + Truly integrated design-builder assures project success has a proven track record as a technically capable and persistent DB Coordinator at the fast paced I-35 proect, where 3 B.1 Key Personnel million worth of work was fully designed and constructed in less than 11 months, while still maintaining safely and high quality. e ur teams key personnel averages more than 3 years of has worked on a variety of complicated bridge and infrastructure relevant experience with complex signature structures requiring a proects, including T.B. Manuel Bridge (FL) Johns Pass Bascule Bridge (FL) Cooper River and Audubon cable-stay bridges and environments. The proect is led by Peter Sanderson, who brings the billion Riyadh Metro proect, in Saudi Arabia. ur field staff 0 years of experience and has managed similar high-profile is set up to tackle all disciplines, from the technical Signature proects. is experience includes I-55/I-5/Sawgrass Bridge to the approach structures on I-35 and bridges along Expressway Interchange, I-55/I-5/ SR- Interchange, and MD. ur Construction Manager, Randy Svilar, has led the MacArthur Causeway Bridges, as well as many cable-stay construction of both Audubon Bridge in Baton Rouge, LA, and the bridges, CIP concrete bridges, and steel composite deck I-35 Bridge replacement. e has a history of successful structures. Peter has twice been recognized by ENR for his cooperation with Peter, Martin, and many from our design team, including Greg Shafer. Randy leads a team of strong good relationships with owners and communities. e is supported superintendents, many of whom have been working in the greater by our Design Manager, Bill Little, who has spent much of his Miami area their whole careers. career in District , leading the design for Port of Miami Tunnel and other significant proects in South Florida. Bill taught the ur ERs for steel and concrete girders bridges and roadway, FDT Advanced MT Training for 1 years. ur Signature Sam Phan, Ted Davidson, and Rhet Schmidt, have successfully Bridge Design ER Greg Shafer and Construction ER Tom designed a host of Florida proects for all owners in District , Spoth have been in charge of world -renowned bridges, including including MIA Mover, North Corridor MetroRail Extension, and Carquinez Strait Bridge (CA), Tagus River Bridge (Portugal), widening of the Sawgrass Expressway. Table B.1: Relevant Experience of Our Key Personnel

Position/Name .ofYrs Experience DB inance High Level of Aesthetics Urban Structures Cable-Stay spans >550 ft Relevant Geotechnical Local Project DOT D % Availability during Scope Brings to the Project Constr. Proect Manager: Peter Sanderson 0 100 Proven leadership and community focus Constr. DB Coordinator: Martin Bolster 1 100 100 Performed and supervised all roadway disciplines on Constr. Roadway Superintendent: Reynaldo Dominquez SR /3 Interchange proect Constr. Superintendent (Segmental Bridge): Randy Svilar 35 100 Constructed maor cable stay and box girder bridges Constr. Superintendent (Steel Bridge): Michael Sinclair 100 D steel erection and other bridge experience Constr. Superintendent (Signature Bridge): Mark utchins 100 Builds iconic cable stay bridges nationwide Design Proect Manager: Bill Little, PE 3 100 Proven mega-proect design leader MT expert Design Roadway ER: Rhet Schmidt, PE 100 Creative, conscientious geometry expert Design ER (Non-Signature Bridge): Sam Phan, PE 0 100 Design ER (Signature Bridge): Greg Shafer, PE 100 Designed longest cable-stay bridges in USA Construction ER (Signature Bridge): Tom Spoth, PE 100 orld renowned long span (1,000 ft) bridge expert Design ER (Segmental Bridge): Tom Stelmack, PE 100 orked all concrete box girder types Design ER (Steel Bridge): Ted Davidson, PE 100 Aerolastic Model Testing: Peter Irwin 3 100 FIU professor and global wind expert Signature Bridge Architect: Kevin Ashby, AIA 30 100 Envisions practical, beautiful iconic structures Urban Design Lead: Elizabeth Plater-Zyberk 3 100 orld-class Miami urban designer Total Year of Experience Cumulative/Average: 523/32 Miami community builders Exceeds Expectations B. Team Staffing and Experience 17 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS This proect requires significant interaction between structural MCB designated the following contractors and consultants for key and aesthetic disciplines, Lead Architect Kevin Ashby will lead elements of the work: this effort. e has worked on many large bridges, including most + C.J. Mahan Construction Company (Signature Bridge) recently Goethals Bridge, in New ork City. Given the + Gosalia Concrete Contractors (PCC Pavement) importance of the urban design and streetscaping, Elizabeth + Bob Barricades (traffic control devices) Plater-Zyberk from DPZ is aiding context-sensitive, modern, and + Manuel Diaz Farms (Landscaping, exclusive to our team) exciting use of the space underneath and along the I-35 + Marlin Engineering (Maintenance) structures. More detail of the relevant experience of our key personnel is shown in Table B.1. ur manpower curve in Figure B. shows our expected labor force. B.2 MCB Organization Figure B.2: I-395 Total Project Anticipated Manpower Curve ur matrix-based management structure integrates each proect I-395 Total Project Manpower Curve segment and each discipline, with well-defined reporting lines promoting coordination between the design and construction P1 P2 P3 disciplines at all levels. The reporting relationships are clear, and issues are solved at the lowest possible level. ur staffing plan Ma nhours matches FDT and MDs escalation ladders to provide a clear chain of command. ur construction proect manager controls a Craft Employees Employees Craft proect-wide staff, including proect controls, design and Cumulative construction quality control, safety, financing, environmental compliance, and the DB coordination. Each proect has its own Time led by overall design and construction managers. As discussed P1 Phase 1 Craft Employees in Section A., we have added the stakeholder manager, ITS P2 Phase 2 and traffic liaison, railroad coordinator, maintenance liaison, P3 Phase 3 SMS lead, and public liaison to our organization to address the specific needs of the proect. Please refer to the organizational chart for a complete list of ur staff will be supplied by the lead JV partners: participants and scope of each subconsultant/subcontractor. The + Counity sphalt Corp CC, a subsidiary of L, is MCB team will maximize participation by local businesses and one of the largest contractors in Florida, specializing in road small and disadvantaged business enterprises (SBE/DBE). construction and transportation infrastructure, having built/ reconstructed approximately ,000 miles since its inception. B. Staffing uality and vailaility CAC proudly offers more than 00 professional personnel in All our team members were specifically selected for this proect Miami-Dade County, five offices in Miami, four asphalt based on their knowledge of successfully implementing long- plants, a quarry in Miami-Dade County, and a eet of more than 30 pieces of heavy construction equipment. + Parsons Corporation Parsons across the United States. Table B.1 shows the relevant transportation designer and builder no other North experience of each key personnel. More detail on each key team members relevant qualifications can be found in their resumes. Key personnel in all roles identified in this technical proposal will be available for the duration of their scope. dense corridors. Parsons has completed more than 13 DB ur C, Safety, and Environmental Managers are on the proect proects in Florida and has more than 1 staff available for the full period of construction. from our Florida offices. Design staff will co-locate in Miami, with supporting teams throughout North America. ur There is a statewide construction labor shortage due to large- management staff will mobilize to Miami and employ 100 scale proects across the state. MCB has large proects percent local craft labor. wrapping up ust in time for this important proect. e can also draw technical expertise for the more complex elements from our national and worldwide personnel resources.

Miami community builders Exceeds Expectations B. Team Staffing and Experience 18 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS B.4 Experience on Similar Projects e plan to segment the work into three primary work fronts: MCB team members have delivered more than 135 challenging 1. I-35 Downtown Corridor proects locally and throughout North America, at a combined . MD SR-3 and B Connector value of more than 10 billion. e are confident no other team 3. I-5 Pavement ork Each will be led by a segment manager experienced in that particular scope. System-wide functions will be managed by the proect to a successful completion. Members of our team have been integral contributors to some of MT, public relations, third-party, and utility coordination. the worlds most iconic bridges and interstate proects. ith our The interface between design and construction will be centrally knowledge, lessons learned, and history together, we possess a managed through DB Coordinator Martin Bolster and will be deep understanding of how to complete this monumental proect. divided into similar segments, with a responsible design lead For additional similar proect experience for our 1 key positions, assigned to each segment. Martin will chair weekly meetings to please see their two-page proect resumes. develop design and confirm construction means and methods. B. Benefits of the CB Organization MCB uses task forces, over-the-shoulder reviews, co-location, and ur core team (Jeff Smith, Bill Little, Kevin Ashby, Jose manage the design and construction of the proect. ur construction uintana, Greg Shafer, Randy Svilar, and Martin Bolster) has management approach will be explained further in Section D.1. been together, working on this proect, since ctober 01 and One hundred percent of our key personnel are available for co-location on the I-395 project location, based on the proect is delivered. ur matrix organization demonstrates needs of the project. In addition, our key subcontractors efficient and effective communication lines we manage per and subconsultants are locally based companies and will discipline as well as per area. be available for co-locating. overall proect. ith a formal partnering program with FDT, we will develop and together define processes and protocols for aligning the team Many of our team members have worked together during the design and construction phases. The partnering program successfully on previous signature projects will provide protocols for issue resolution, dispute avoidance, and including the I-35W Replacement in Minneapolis, MN, the Audubon Bridge in Baton Rouge, LA, the celebrating milestones throughout the life of the proect. Co-locating SR826/836 Interchange in Miami, Reconstruction of the proect office will allow daily informal communication and I-95, and the widening Sawgrass Expressway. provide an environment in which each participant is considered a stakeholder in the proects success. The MCB JV team will provide MCB has formed a fully functional organization guided by a oint communication and coordination with the MCB team, FDT, and venture (JV) committee having established policies and stakeholders through weekly and monthly schedule update procedures to operate as a cohesive group. The JV is fully meetings, task force design meetings, design meetings, weekly integrated with seconded staff from our respective organizations. schedule meetings, weekly/ monthly C meetings, weekly team ur DB coordinator, construction manager, public information coordination meetings with designers/contractors and stakeholders during critical design/ construction periods, and weekly MCB JV team coordination with FDTs community outreach team to environmental report directly to Proect Manager Peter provide advance notice to all affected stakeholders. Sanderson, and compliance reporting will have independent The MCB JV team will also hold internal weekly meetings to report authority to the JV committee. The design manager and discuss costs, personnel, and general compliance. This information, as well as cost reports, schedule updates, and C updates, are which are individually placed in the segments of the proect. sent to our Proect Manager, Peter Sanderson, and our executive Peter will be our single point of contact with FDT and will report board members weekly and monthly for review and comment. to the JV committee. ur proect management plan will clearly The goals of our truly integrated JV align perfectly with DOT and D a high uality proect, delivered managers, as well as cross-functional procedures. It will also on time and on budget. provide a verification process confirming compliance with the contract and regulatory requirements. In summary, MCB provides a staff with the experience it takes to organization will manage the work at hand successfully.

Miami community builders Exceeds Expectations B. Team Staffing and Experience 19 Organization Chart TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Organization Chart FDOT Project Manager JV Executive Committee

Construction Project Manager

Independent Peer Review Design Quality Assurance Safety Financing Manager Environmental Compliance Construction Quality Control Signature Bridge Other Structures

Design Quality Control Construction Design-Build Design Project Manager Coordinator Construction Manager Project Engineer OfficeBusiness anager Structures Geotechnical Civil

DISCIPLINE I-395 Segment Manager I-95 Segment Manager MDX Segment Manager I-395 Segment Manager I-95 Segment Manager MDX Segment Manager DISCIPLINE TASK FORCE LEADS

Roadway Design Roadway EOR Construction Roadway Superintendent Construction Roadway Superintendent Construction Roadway Superintendent Earthworks/Roadway/Drainage

Design Structures EOR (Signature Bridge)/MetroMover Design Structures Construction Structures Superintendent EOR (Non Signature (Signature Bridge) Construction Structures Structures Design EOR (Approach Structures) Bridge) Construction Structures Superintendent Structures/Geotechnical/ Geotechnical Superintendent Geotechnical (Steel Bridge) Miscellaneous Structures Design EOR (Steel Bridge) Cast-In-Place Signature Bridge Architect Geotechnical Aerolastic Model Testing

aintenance of Traffic aintenance of Traffic MOT Superintendent MOT Superintendent MOT Superintendent Incident Management

Third Party/Utilities Coordination Utility Coordinator Stakeholder Manager Stakeholder Manager Stakeholder Manager Third Party/ SUE Director Public Liaison Public Liaison Public Liaison Utilities Coordination Railroad Coordinator Public Relations Public Relations Public Relations

TrafficSigningTSTolling ITS/Tolling Construction Specialties Construction Specialties Construction Specialties Signing Traffic TrafficSigningTSTolling Superintendent Superintendent Superintendent TS Traffic Liaison

Urban Design/Landscaping Urban Design Signature Bridge Architect Signature Bridge Lightning Landscape Manager Landscape Manager Urban Design/Landscaping Landscape Architecture

Drainage Engineering Manager Engineering Manager Engineering Manager Construction Engineering

Miscellaneous Structures Maintenance Liaison Maintenance Liaison Maintenance Liaison Roadway/Structures & ROW Maintenance

GPS/Modeling Management BIM Modeling CADD Management Survey Project Controls/Schedule Lead 3D Modeler Project Controls Construction EOR (Signature Bridge) Survey

Marlin Engineering (Roadway Stormwater, Traffic Analysis, Maintenance)DBE

LEGEND Section C DESIGN-BUILD VALUE ADDED Section C – Design-Build Value Added

TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS C. Design-Build Value Added C.1 Broader Value Added Features ur value-added features cover the complete scope and apply to MCB’s Key features and benefits in this section: all four proect areas. MCB was able to include all value-added proect features suggested in the RFP, as well as value-added + Expanded value added features for the complete project bridge components. Please refer to Table C.1 and the modified + Increased value added durations up to 10 years special provision for Value Added for more details. + Added one-year maintenance after construction + Cost savings from fully integrated JV allow MCB to offer C.2 Additional Value Added Features extended warranties and stainless reinforcing steel in the Signature Bridge As shown by the symbol in Table C.1, we have provided work in the proect and applying to all sections of the proect. Table C.1: MCB Design-Build Value-Added Features arranty Period ears Value Added Project Feature Minimum Add’l Total Measurable Standards Remedial Work Plans Value Warranty Criteria Added Asphalt pavement (cat 1, , and 3) 5 7 Per section 33 - Value-Added Asphalt Pavement Portland cement concrete pavement 5 5 10 Per section 355 - Value-Added PCC Pavement Pavement markings 0 7 Material defects Repair or replace defective Guardrail, fencing, and attenuators 5 5 10 Barrier walls roadway concrete 5 5 10 Per bridge concrete defects criteria, standards, and remedial plan 5 5 10 Loss of fill, deformed pipe, Repair/adust/replace item System will provide

Road & drainage features & drainage Road ells, pumps, and specialty treatment 0 5 5 settlement, leakage Bridge components: expansion oints 5 5 10 Bridge components: coatings 5 5 10 Bridge components: bearing devices 5 5 10 Per section 5 - Value-Added Bridge Components (rev 3-1-15) Bridge lighting/electrical systems 5 0 5 Bridge drainage systems 5 5 10 Structural and misc. steel defects (), including 5 5 10 Conformance to Non-conformance or Repair/replacement of non- Section 0 Sign and ITS structures 0 10 10 Stay cables: strand, anchors, wedges, Conformance to Replacement of non- 5 5 10 dampeners, stay pipes, and fillers Attachment A-1 Post-tensioning systems: strand, anchors, Loss of strand diameter Replace deficient tendons 5 5 10 wedges, wax, and grout filler and voids in filler and filler Concrete defects in CIP foundations, 5 5 10 + Clean all spalls 1/ deep, with area 30 square substructure superstructure Spalls Structure feature inches, patch with approved materials Post-tensioned concrete girders 5 5 10 Precast concrete girders 5 5 10 Cracks + Per section 00-1, Table 1 and Section 11 5 5 10 + Clean up delaminations 1/ inch on the riding Slope pavements 5 5 10 surface patch using approved materials ardscaping 0 5 5 + Inect voids over 5 cubic inches or over 10% of any member using method approved by ER Retaining walls, including ood hardening 0 10 10 Miami River fender system, incl. nav. lights 0 5 5 Material defects Repair or replace defective Lighting enclosures Signature Bridge 5 5 10 leaks Access system Signature Bridge 0 5 5 Small and large mounted signs 0 5 5 Per section 00 Loss of reectivity Replace signs Aesthetic roadway lighting 0 5 5 Premature failure of Replace or repair damaged Structure health monitoring system 0 5 5 Material defects components, faulty wiring/ ITS 0 5 5

Other Features Signals 0 5 5 Landscaping 10 Tree survival Tree mortality Replace with mature trees

Miami community builders Exceeds Expectations C. Design-Build Value Added 20 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Figure C.2: MCB’s Holistic Approach to Life-Cycle Optimization Service Life Analysis Materials and Coatings + Service Life analysis demonstrates MCB + Stainless steel reinforcing bars for all footings, enhancements shown in Table C.3 reliably piers and pylon substructure. provide a 100+ year service life + Internal anchor boxes and stay anchor heads with enhanced metallized coatings (ATC ). + Concrete superstructure and substructure for long

life and minimal maintenance.

MIA MI C OMMUNI T Y BUI LDERS

Strategic Design SHMS and Maintenance/Inspection

Holistic Approach

to Life Cycle + CIP box eliminates segment oint and duct coupling + Robust, actionable SMS system includes high

Cost Optimization durability fiber-optic strain gauges (ATC 30). + Footing piling located fully below groundwater + Experience-driven detailing for ease of inspection/ + MSE walls with armoring in Biscayne Blvd. region for maintenance with 3D prototyping. storm surge. + Integration of FDT staff in task forces. Quality Implementation Mandatory w/c ratio verification of production CIP concrete before placement. + + Full prequalification testing/ performance validation of all concrete mixes. + Stay installation by experienced teams ensures intact corrosion protection system. This includes retaining walls, signs, ITS, signals, bridge elements, ur proposed value-added solutions provide a demonstrable roadway elements, drainage features, and aesthetic elements service life of greater than 100 years. MCB has been involved in such as hardscaping, lighting and landscaping, listed in Table C.1. more than 10 extended (100-plus-year) service life bridge proects In addition to providing all required access equipment to maintain throughout North America. e integrate the knowledge gained the Signature Bridge, MCB will provide a full baseline condition assessment of the Signature Bridge upon completion of the full Figure C.. ur goal for this proect is to reduce life-cycle costs to structure as further described in Section G, using the same FDT. In addition, we have coordinated extensively with our equipment that is used to assess the cables and deck of the expert concrete and steel suppliers already. Sunshine Skyway Bridge biennially. This technology (robotic By using proven techniques to achieve durable concrete, such as stainless steel reinforcing, silica fume and increased cover, FDT penetrating radar GPR inspection of the deck) will be repeated can be confident in achieving the 100+ year service life of the two years after the completion of each bridge to confirm our signature bridge (See Table C.). All reinforcing in Extreme design assumptions and SMS data have a good correlation. Exposure conditions, such as end bent piling, end bent caps, pier ith regard to landscaping, we have partnered with Manuel Diaz footings, pier columns and pylons below the deck is stainless Farms to provide continuous service and warranty on all our steel. Durability in the superstructure is achieved with additional enhanced landscaping, including our large Royal Palms. cover and ultra-low permeability concrete using silica fume. Computational Methods - e will implement a probabilistic, C.3 Additional Warranties Ficks diffusion-based analysis for service life of reinforced Table C.1 provides a thorough matrix of the value-added features concrete elements. This approach follows the FIB 3 Model Code that MCB will supply to FDT, MD. ur general approach is all for Service Life Design and ACI 35.1R Service Life Prediction bridge and concrete features are warranted for 10 years, pavement and pavement marking for seven years, and all elements that structures like the hio River Bridges East End Crossing. Ficks include mechanical or electrical components will have a five-year diffusion approach provides methods that can be reviewed by warranty. MCB will pass any additional manufacture warranties FDT, as software is readily available (see Table C.3). above the time frame to the owner and will continue to maintain the complete project for a full year, per attachment A-03 Table C.3: Concrete Service Life Computational Method MCB Approach Alternative Approach transition from the construction phase to the operation phase. This Method Fick’s Diffusion Multiple Mechanistic allows D and DOT to ecoe accustoed with the C fi Estyle analysis system, while MCB takes full responsibility for warranty and Transparency IG L maintenance. This prevents technical resolution from being (Published approach) (Proprietary) hampered by contractual discussions. Basis Modified Diffusion Model Full Transport Model Software Life-35 (freeware) STADIUM (proprietary) C.4 Signature Bridge Service Life ptions Probabilistic available Probabilistic available Proect Usage + hio River Bridges + Goethals Bridge MCB commends FDTs desire for a high-performance Signature + astings Bridge + New Bridge over St. Lawrence Bridge reliably serving and representing Miami for the long term. Miami community builders Exceeds Expectations C. Design-Build Value Added 21 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Table C.4: Concrete Design Enhancements for 100+ Year Service Life Concrete Element Enhancements from FDOT/RFP Baseline Min. Silica Fume Classification Content** Cover Max. w/c Water RFP MCB RFP MCB RFP MCB Element/Location Exposure Table* Other Service Life Description Piles Below ater Silica fume reduces Extreme No 0% % 0.3 0.35 100+ years Table Stainless steel strands End Bent Piles Extreme es 3% % 0.35 0.35 150+ years

Extreme es 0% 0% .5 .5 0.1 0.1 Stainless steel reinforcing bars 150+ years Stainless steel reinforcing End Bent Extreme No 0% 0% .5 0.1 0.1 Stainless steel reinforcing bars 150+ years Substructures Extreme No 0% 0% .5 0.1 0.1 Stainless steel reinforcing bars 150+ years Pylon Below Bearings Extreme No 0% 0% .5 0.1 0.1 Stainless steel reinforcing bars 150+ years (Substructure) Pylon Above Bearings Moderate No 0% % 0.1 0.35 100+ years (Superstructure) Silica fume reduces Box Girder Exterior Moderate No 0% % 0.1 0.35 100+ years Additional 0.5 sacrificial wear Box Girder/Top of Deck Moderate No 0% % .5 0.1 0.35 100+ years surface, zero allowable tension Applying Splash Zone restrictions In addition to a minimum 50% ground granulated blast furnace slag For steel element coating life, we commit to use the coating lives reliable data and makes sure FDT meets all applicable FA published in the NACE publication, Expected Service Life and requirements for inspection of critical infrastructure. ur Cost Considerations for Maintenance and New Construction scanning technology will not require any traffic closures. Protective Coating ork. This has particular value for FDT, as Figure C.5: MCB’s Concrete Service Life Quality Process we have already integrated the results into our proposed solutions by using enhanced metalizing coating systems (ATC PREQUALIFICATION PRODUCTION ) in lieu of the RFP-baseline paint systems. Use assumed mix properties Design Details - In addition to our detailing enhancements and aging characteristics CIP Mix Plant Production shown in Figure C.1, MCB fully commits to precluding temporary Mix MCB w/ cm Run model Delivery deck. owever, full access is provided in the box girders and testing Prequalify/test pylon for inspection and maintenance. If w/ cm OK, Place mix “points” Field Quality Control - MCB recognizes strict conformance to the Validate model and iterate as necessary CIP Mix Placement life. Therefore, we will implement prequalification testing at the Incorporate transport- Check Surface Resistivity computational assumptions. hile doing so, we will correlate the related UQLs into QC/QA Against UQL mix diffusion to FDT surface resistivity measurements to establish upper quality limits for field quality control. Furthermore, we will Approve Mix implement best-practice AAST T31 Microwave Testing of CIP Structure Health Monitoring System - Per ATC 30, we will water-cement ratios are within tolerance before being placed. This provide an SMS that is more reliable and less susceptible to provides a leading-indicator to assure production quality.. This has damage from lightning strikes, described in Section G, greatly been implemented on the 100+ year service life Goethals supporting the service life goal for the Signature Bridge. It Replacement Bridge and astings Bridge, see Figure C.5. detects chloride penetration into the deck and footings, UV MCB will provide complete baseline condition assessments of the stay cables, deck, and foundations, followed by the complete FA-required biennial inspections, during the construction pylon legs, and deck, deections, and concrete quality period and for the first two years afterward. This includes throughout the bridge. This tool along with regular inspections and our added CableScan and CrackScan inspections, gives deck to review changes in elevation, and full crack inspections of FDT a complete real-time picture of the state of the structure. the deck. These inspections will confirm the SMS is providing This is particularly important after severe weather events. Miami community builders Exceeds Expectations C. Design-Build Value Added 22 Section D – Construction Methods

Section D CONSTRUCTION METHODS TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS a superior level of quality and safety, in a timely manner. e will D. Construction Methods be the single point of contact. ur JV Executive Committee, MCB’s Key features and benefits in this section: which includes our designers, will provide oversight and + Fully integrated DB team improves quality and schedule the timely delivery of a quality and safe proect to the community. + Innovative use of common, safe construction methods The construction Segment Managers (I-35, I-5, and SR-3) + Scaled methods and equipment to balance the needs of will report directly to the Construction Manager, Randy Svilar, community and project who will, in turn, report to the Proect Manager. The three construction segment leads are matched with their design D.1 Construction Management counterparts. The resulting relationship between the design and hen FDT chose the DB delivery over the traditional model it construction leads results in their working together to develop a improved the alignment between contractor and designer. To design that can be efficiently constructed. ur design-build take the next step in improving this alignment, MCB fully coordinator (DBC) is responsible for ensuring the design meets traditional prime/sub relationship. This equates our design group constructability reviews are completed in a timely fashion. e will shares in both the risks and success of the Proect. e build also verify the design packages are sequenced in alignment with what we design. By being more efficient, we are more competitive, which allows us to provide more Value to the manner. ur construction superintendents are responsible for wner. Key features of this approach are integrated design generating detailed work plans for all activities, for their and construction staff and schedule: meaning no design and approval, and for ensuring compliance by all field personnel. The construction misalignment, improved schedule efficiency, quick work plans pay strong attention to construction safety. To risk to proect success. ith a fully integrated design and build team, we build what we design with less risk to FDOT. Due to manager, stakeholder manager, and public relations lead, will no finger pointing FDT is co-locate with the design team within half a mile of the proect. Project Safety – Safety and quality are at the forefront of both as occurs in the traditional contractor/designer relationship. ur MCBs JV partners core values. ur philosophy is to Plan the single goal - project success. ur design and ork and ork the Plan. ur advanced safety systems, including which reduces the cost of building the proect. These savings Proect. ur focus on safety not only includes our staff, but also the are directly transferred to FDT through either a lower price or traveling public and all of the surrounding community members. additional scope and improved aesthetics. Finally, our truly continuous engagement of the full Charitable Giving - As a pillar our teams core values, upon team, throughout design, construction and the warranty period. completion of bridge construction, we will donate the remaining lumber and plywood to abitat for umanity to help build a As described in Section B, our proect organization is set up as a number of new family homes. construction quality for production and management. ur Partnering - MCB supports partnering at all levels of the proect, IS-001-compliant organization mirrors FDT and MD to as it is a key to success. e will implement day-to-day coordination provide clear and instinctive roles and easy escalation needed. among our quality control officers and the construction engineering MCB will continue a task force approach to coordinate the many inspection (CEI) leads, our PR consultant and FDTs and MDs facets of the design and construction. FDT and MD will be public information officer (PI), and between our proect executive, invited to oin the task force meetings for over-the-shoulder and FDT/MD proect managers. reviews of the design as it progresses and to make sure Schedule - MCB has developed the master proect schedule expectations are clear from the start of the process. ur leads with input from all stakeholders. e loaded the primary during the proposal phase will continue through the design and resources (manpower, equipment, and cost) necessary to construction phases. ur Construction Proect Manager, Peter Sanderson will oversee design and construction activities the Gantt chart will be all design functions and personnel, as well as the overall supplemented with an easy to use linear schedule that shows construction of the proect. e has the responsibility and the full proect on a single page. authority to make sure that sufficient personnel and resources are made available to complete the design and construction with schedule bi-weekly. MCB will hold regular schedule coordination Miami community builders Exceeds Expectations D. Construction Methods 23 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS meetings with FDT/MD and our team members to develop a are closely monitored, attained, and exceeded. CACs excellent three-week look-ahead schedule. The critical path, proect DBE participation rate is a testament to our commitment to milestones, and the proect completion dates are all reviewed inclusion and community engagement. and used to proactively manage the work in the field. The MCB team is unique in its approach as a truly Meetings - ur meeting schedule includes weekly progress integrated Joint Venture, and provides better value, better meetings with FDT and MD, weekly design progress quality and continuous engagement of the full team meetings, construction progress meetings, design review throughout the Project. meetings (as detailed in Section A), and pre-activity meetings, where we make sure all parties are ready to start a new activity, D.2 Coordination Plan to Minimize including the CEI (Corradino), owner, our safety, environmental Construction Changes and quality staff, operators, and construction crews. Internal task Clear and concise coordination will be a maor focus of MCB force meetings and constructability reviews occur twice per week throughout the duration of the proect. The proect will require a during the design phase. e will go and meet the stakeholders well-defined communication plan among the MCB team, as needed with our design and construction leads to coordinate including subcontractors, suppliers, and vendors. Another the proposed design, and, as construction gets underway, this element key to the success of minimizing construction changes coordination will be executed in the day-to-day activities to is our efficient organization capable of executing a complex minimize impact on local streets. proect on an accelerated schedule. ur construction Adjacent Project Coordination – e schedule I-5 work to avoid concurrent impact by the Segment 3 repaving proect. e will coordinate with the maor proects in the area, like the Miami promptly at the appropriate level. ur extensive experience in orld Center, to avoid traffic impact from concurrent proects. ur work will avoid closures during public events and holidays. following best practices described in the following Table B., which we will utilize for this important proect. Subcontractors Management – MCB is capable of self- Table B.2: Best Practices Highlights design, if this becomes necessary. e will self-perform maority MCBs unique truly integrated design build team brought in the design team as a full JV partner. This of the standard and approach structures, the earthwork, base Integrate JV and asphalt, retaining walls, and to provide the Road Rangers. risk, and provide FDT and MD with better value. Risk Management – Risk management is paramount in our MCBs key design and construction personnel will be co-located in a proect office. This will help achieve approach. e track design and construction risks and will share Co-location our risk register with FDT and MD, so we can work together contractors, and the wner to ensure transparency, to mitigate risks and share success. e also provide monthly accountability, and to address key constructability financial reports, for both the owner and our banks. concerns before they reach the field. MCB schedules both its design and construction E-construction - MCB fully embraces and takes advantage of Integrated activities to determine which design activities will be Design/ given priority to meet construction windows and allow the available e-construction tools. e use collaboration software Construction Schedule for owner and third-party review. This is also helps within the team as well as for coordination with the wner and identify long-lead procurement items. stakeholders. ur experience with large construction proects Now an industry standard, the task-force approach for proved the benefit of equipping our field staff with e-tablets. They DB proects was introduced by Parsons during the I-15 can always access the latest plans and efficiently initiate, track proect in Utah, in the 10s. It is a proven technique

total project total Discipline Task to resolve technical issues quickly and correctly. and resolve site issues with the help of the full team. Forces This structured forum will bring designer, contractor, and owner together in a weekly, structured format to Maintenance during Construction – MCB has a designated discuss critical technical issues. To conduct over-the- maintenance liaison who coordinates the work throughout shoulder reviews and identify cross-disciplinary issues. construction and for the first year after completion of the proect. Before any design package submission, a thorough Marlin Engineering supports our maintenance effort and our ITS Interdisciplinary/ interdisciplinary and constructability review will be Constructability performed. Each discipline lead, superintendent, and designer and contractor will be on-call / to solve problems Reviews construction engineer will provide comments, discussion, that may occur. resolution, and incorporated prior to submittal. For significant risks like geotechnical risk or use of a DBE/SBE – MCB recognizes the importance of hiring local, Risk Reviews new construction method, MCB includes specific review women- owned, minority, disabled, or veteran-owned businesses meetings with the proect team and subect matter experts. in communities in which we work. MCB is in the process of MCB underlines the importance of a strong design- Design-Build build coordinator, whose role is to ensure daily organizing a DBE outreach event in March 01 in the vertown Coordinator integration of design and construction operations. area. e will ensure 10 percent DBE and 3 percent SBE goals Miami community builders Exceeds Expectations D. Construction Methods 24 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS e have incorporated the following features to minimize changes: a controlled work space and allows the use of small cranes. + Utilization of D BIM modeling to coordinate all disciplines, Figure D.3 shows a typical falsework bent, including important risks, interfaces, and construction methods for designing. safety measures like handrails and toe-boards. here the + Resolved all conicts with existing footings and confirmed falsework crosses local streets, we place barriers along the stability of all existing structures in each phase. bents to prevent impact from a collision. Pedestrian crossings + Expanded the available geotechnical and survey information are provided with an additional barrier to separate them from with additional data where gaps were present. vehicular traffic and to eliminate fall hazards. + Extensive use of e-construction techniques improves The FECR corridor contains four rail lines and a large number of efficiency and coordination. utilities, including a 13 kV overhead powerline. e engineered an + Reduced impacts compared to the RFP and conformed or ABC construction method (details on page ) eliminating conicts exceeded all commitments and permit requirements. with the rail and power line. ur method at the MetroMover (page + ur design for the MetroMover and over FECR all but ) minimizes work around potential lead paint on existing girders. eliminated impacts to existing facilities and operations. ATC-5 helps keeps our workers safely away from the + Eliminated any need for additional temporary or permanent MetroMover, reduces impact on its ridership, and the traveling easements, or R to perform the work. public. ur top-down method at the MacArthur Causeway Bridge + e have resolved 100% of the utility conicts through avoids marine construction risks. e screen possible elimination, reduction and mitigation. contaminated soils and water before the start of maor excavation D.3 Quality and Suitability of Project Elements and installation of wells. All bridge footings are coordinated with traffic phasing to ensure safe working space behind barriers. Safety Total Project I-95 Specific In this section, we explain our approach to public safety and The I-5 pavement reconstruction requires work nearby live worker safety, as it relates to our construction methods and traffic, behind temporary barriers. e will maximize the use of design choices. To ensure public safety, the traveling public is multiple lane closures to perform the work, which increases kept separated from our work at all times using rigid barriers. production and provides more working space to reduce the Traffic phase shifts and nightly closures are announced well number of total closures and inherent risk. e will avoid ahead of construction to avoid surprising the public. They are work-zone islands, where live traffic runs along both sides of the installed using certified MT installers, certified aggers, and work zone, to avoid driver confusion and increase worker safety. off-duty police officers to guarantee visibility of our crew and to MDX Specific help enforce the temporarily reduced travel speed. The MCB team will coordinate with local tow truck operators to provide a The work along SR-3 is characterized by the limited available quick response to remove stalled vehicles. space for construction equipment. ur ATC 1 moved the alignment to provide more space to work and fewer straddle Safety is our core value and permeates our organization, bents and c-bents over traffic, which greatly improves design, and methods. We will endeavor to build this construction safety. The following are additional measures project with zero incidents. incorporated to optimize the quality and suitability of safety in our construction methods: we employ a side-shifter Worker safety starts with a well-thought-out plan. ur bridge 1 girders without the need to put cranes on the existing superintendents operate by a strict work plan including thorough bridge . ur TTCP allows traffic to be diverted around the hazard analysis, required personnel training, and communication area where bridge 1 girders are placed, so girders and caps protocols. ur world-class construction engineers analyze all are erected outside of traffic and traffic doesnt need to use a crane movements and temporary works to comply with detour. ur work over the MetroRail will be performed during requirements from SA and stakeholders, including FECR and nightly closures. At the Miami River and in the Interchange MD-DTP. e have fully coordinated and engineered our ponds, we work from trestles to avoid marine operations. e will temporary works with the ER and our construction staff. The expose the agner Creek box culvert in phases outside of following lists specific safety measures to maximize quality and traffic. The new narrow retaining walls are attached to new walls suitability of safety in our construction methods. to the existing walls, so no removal nearby traffic is needed, and I-395 Specific all work can occur safely behind barriers. ur demolition methods avoid risk of falling debris compared to traditional methods. Throughout the Signature Bridge and I-35 approach the CIP girders are built on falsework, which provides

Miami community builders Exceeds Expectations D. Construction Methods 25 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS e do not require falsework to support the structure or train loads at All our temporary works for bridges and are Figures D.3.2: Signature Span Construction Sequence Structures any time. The foundation consists of small-diameter drilled shafts to designed to withstand a full hurricane event, so Total Project minimize the vibrations on the existing structure. The sequence of construction is detailed in Figure D.3.1. All work fits in the allowed installed while the proect prepares for a severe ur construction approach to the proect strives for uniformity. e use standard closures, and we only need to employ a temporary bus weather event. e have modeled the bridge, -inch precast piles that are 100 percent PDA tested wherever service for the closure in step , where we transfer the bridge onto and each step in the temporary works in a D possible. ur modern clean diesel pile-hammers reduce noise, its new pier. model, as shown below. As an example, this vibrations, and construction time. e use small diameter drilled shafts showed us that due to a conict between the in locations where we work in a waterway, near a noise- or Signature Bridge form traveler and the permanent cables, we will settlement- or vibration-sensitive receptor, or where space is limited. MCB has fully engineered the temporary works and construction need to build the northern leg of the EB bridge e designed our concrete elements to minimize thermal control of methods for bridges and , as shown in the proposal plans and up to the third stay cable before we can finalize Step 1: Construct North & South WB legs to EL 135 Step 2: Install struts and temp stays, continue to top mass concrete, and our footings are placed above the Miami layer to Figures D.3. alongside this text. The footings are the only ones in the stays in the B bridge. minimize the required dewatering volume. e increased all footing the proect that penetrate the Miami foundation layer and require concrete clearances to .5, to improve durability. ur blended use of e install the fiber-optic strain sensors, GPS, internal wells to manage the dewatering without using a seal. The precast girders, steel girders, and CIP superstructures helps ensure and accelerometers and tilt-meters as we build availability of the materials and gives us the ability to spread the work the bridge, to allow us to measure the stresses, which will require removal, in coordination with the CAR contractor. among various crews and (DBE/SBE) subcontractors. Expansion deection, and loads in the deck and the pylons The deck will be CIP on falsework to eliminate vertical construction oints in existing bridges will be replaced when bridges are widened. during construction to confirm our design oints and to allow the use of concrete mixes that have better I-395 Specific long-term performance. e will cast the top deck slab in two progresses. The complete SMS on each placements, so each deck only has a single construction oint. All The widening of the existing MacArthur Causeway Bridge (bridge 15) Signature Bridge will be finished after the Step 3: Connect pylon legs Step 4: WB structure complete is planned in Phase A, where we have enough space to work permanent embedded items are hot-dip galvanized or stainless without affecting traffic. The design mimics the concept plans, i.e., the steel. The durability of the deck is further enhanced because it deck on span 1 of the B structure will be raised to provide the through to the operation phase. FIUs Professor required cross slope. The overhangs are removed by saw cutting and tensioning anchor block-outs and does not incorporate any partial Michael Bienvenue will guide the structural using small lifting equipment. A platform under the deck ensures that depth precast elements. The form surface will provide an excellent health monitoring system, similar to the work no material can reach the bay. e will place a barrier and temporary concrete finish for all visible surfaces. e place and later remove FIU has done for the I-/I-3 Interchange. wall along the construction area and cover the oints and scuppers to our falsework over Biscayne Boulevard in a single nighttime closure e will review the design, guide installation of make sure all slurry and debris is fully captured and adacent traffic is per bridge, after which local traffic will only be affected during the the sensors, and analyze the data it generates safe from debris and hindrance during construction. The temporary two nighttime placements of the deck concrete. These closures will up to the moment that FDT takes ownership roads are built using fill and soldier pile walls where they are near be coordinated to avoid impacting events at the AACPA, the of the system. Step 5: Construct to EB legs to EL 135, install struts & temp stay Step 6: Connect pylon legs existing bridge foundations. museums, and the American Airlines Arena. All forming material is completely removed from the bridge upon completion. ur re-design of the MetroMover was originally prompted by a desire to keep the deections in the structure within tolerance, but The bridge is built in two phases, so traffic on I-35 can remain in its quickly turned into a completely new concept that allows current location during construction of the B structure. The more construction of the complete substructure without impacting than 300-foot-tall pylons are built using custom ump-forms, a operations of the MetroMover. John James Audubon Bridge, the Port Mann Bridge, and the Cooper Figure D.3.1: MetroMover Sequence River Bridge. The pylon geometry requires multiple radii, which is made possible by exchanging panels in the ump form as the work 2 progresses. Stability of the pylon in the temporary condition is 3 4 2 1 (longitudinal) stays as the pylon is constructed. e use large 5 which facilitate construction and provide for easy maintenance. The 1 class V coating is applied upon completion of each pylon. 1 2 ur overall approach allows us to use equipment reduced in size, 3 which minimizes the noise and vibration impact within this close 4 proximity to the AACPA. 5

Miami community builders Exceeds Expectations D. Construction Methods 26 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS The falsework beams fit under the Figures D.3.6: Approach to Work over FECR I-395 Approach Bridges follows the roadway alignment exactly, with no stub-outs or abrupt wings of the permanent structure changes. The use of falsework allows use of fully integral piers and Along with the Signature Bridge, the I-35 Approach Bridges (bridges integral straddle-bents, using the same falsework as the box girders. out after the span is completed. , 5, , , 10, and 11) have a crucial interaction with the urban design ur formwork system is panelized elements below the bridges. MCB recognized the relatively large Figure D.3.5: MCB Design Straddle Pier for Bridge 6W Pier 3 and movable to allow optimal use number of on- and off-ramps, varying widths, splits, and gores, along of the small windows of work over with the desired minimum 5 feet span lengths, made a CIP solution the railroad. The system safely the best fit for the proect. ur extensive experience with precast works under the existing overhead segmental proects has taught us that the required variation in ange 13 kV power line, and our bent widths and the limits in pier placement, required to keep the oints square, reduced our exibility to provide a pleasing layout that avoids utility conicts. By using the CIP on falsework approach, we can skew fragile utilities in this area. All Step 1: Place beams delivered from bridge Step 2: Place falsework panels the piers to align with the local streets and to avoid utilities. This construction will be done outside allowed an optimized span layout, which uses only constant-depth the FECR R and within the girders throughout the I-35 portion of the proect, which improved the aerial easement. The shared-use aesthetics in the vertown area. e will provide a constant Finally, CIP construction avoids concrete quality issues associated overhang width throughout all approach structures. Upon with precast segmental construction, as shown in Table D.3.3. ATCs small steel members and will be completion of construction, we will donate the lumber to abitat for , , 5, , and APTE 55 captured our revised column layout, the attached to bridge immediately umanity, which should help to construct multiple residences. All constant overhang width, use of CIP construction, improved straddle formwork is removed upon completion and no partial depth precast bents, and a revised column shape reduces maintenance. link between vertown and the panels are used. The available space for erection equipment constantly reduces as construction progresses. ur analysis of using precast beams and cultural district. Table D.3.3: MCB CIP Construction Methods e leave all local roads open Item CIP Segmental trouble fitting between the bridges in the last phase and exceeded the I-395 Step 3: Build bridge girders Step 4: Slide falsework away from rails rated capacity of the existing bridges and local roads. The CIP Acceptable Skew 30+ degrees Square oints Girder depth Constant -10 Varies to 15 feet method requires small mobile cranes, which fit in even the final stage traffic. ur falsework bents are laid out to provide the required sight Figure D.3.7: Typical Falsework Over Roadway verhang width Constant -0 Varying width to 1 feet of construction. nce the falsework has been placed, building the distances for local streets. here pedestrians and bicyclists need to Unreinforced oints None Every +/-10 feet concrete girders on top is relatively standard concrete work, allowing cross the falsework, we provide additional protective scaffolding. Post tensioning Grouted tendons not replaceable us to bring in DBEs, SBEs, and other local subcontractors to build During erection and removal of the falsework, as well as during the In accessible diaphragms In top and bottom slab their share of this important proect and gain valuable experience. placement of the concrete deck, we close the street underneath and Concrete mix ptimized for long term performance ptimized for early strength Straddle bents Integrated with deck Before the post-tensioning of any part of the proect is started, we will Column Slender based on permanent loads ide due to erection loads do a full-size mock-up test and train our personnel in the proper drying the bridge. Placement location Placed in final position Constructed in precast yard of ducts and use of exible filler. ur personnel will oin the FDT e have mapped all conicts between existing and proposed andling transport Not required Transported to obsite Flexible Filler Certification Training this spring in Tallahassee. Erection Small cranes to erect falsework Lifted using large equipment footings. This allowed us to solve them all by modifying the shape of Because CAC, our lead partner, is constructing the All Aboard Florida the footings. ur demolition and construction phasing have been fully Figure D.3.4: Typical Falsework Bent (AAF) proect in this location, we know at least three out of the four rail lines at the FECR crossing our proect will be in use during removed in each phase. Temporary columns will be required in two locations to ensure the stability of the existing structure. construction of the approach bridges . e use a nearly 130-foot-long Photo by Dean Morris, Morris Engineering Inc (MEI) falsework span to fully bridge the FECR property and the adacent In summary, CIP on falsework optimizes the ability to provide highest utilities, as shown in Figure D.3.. Temporary vertical clearance will be possible quality and most suitable structures resulting in benefits of Figure D.3.8: NW 2nd Avenue Falsework within FECR and AAF requirements. ith expected closures of approximately five hours, we have devised an ABC system that can the environment, and provides exibility to avoid conicts with utilities. be placed and removed in those short time frames.

Miami community builders Exceeds Expectations D. Construction Methods 27 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS closing SR-3 EB. At the crossing over agner Creek, we will use Figure A: MSE Wall Figure D: Bridge 25 Typical Section Phase 1 & 3 Midtown Interchange redundant BMPs to keep the turbidity within the 0 NTU limit. The piers along the MetroRail will use predrilling to avoid impact to the 4 MCB will use steel I-girder bridges for all bridges in the I-5/I-35/ SR-3 interchange. Bridges 1 and are modified per ATC 5 and , the existing toll gantry to avoid impact by construction. Bridge 1 is 2 which lowered their profile up to 1 feet, changed their start and end 1 built off-line and will not affect tolling revenue of MD. points and shortened the structures. All footings are built without 2 impacting traffic. The number of steel girder lines for bridge 3 is Bridge 5 has been enhanced by ATC 15 and our construction 1 2 3 increased to six, which allows the bridge to be built in two phases. methods. First we build the South portion of the piers East of the 2 3 Miami River, so the adacent ury parking overow can be built early This removes the need to use temporary bridges in this location. 3 in the proect. Per ATC 15, the substructure for piers in the Grove Park area, are built using struts and by removing one of the columns , 3, 1, 13, and 1 is provided at the ground level using standard 4 altogether. This method (see Figure D) reduces the footprint of our 4 1 equipment. The work in the center interchange for bridges 13 and 1 construction operation near the istoric District and moves the and the SR-3 bridges west of I-5 (bridges , , 30, and 31) will permanent footings and temporary works away from the adacent utilize trestles in the pond to keep the pond drainage capacity properties. MCB will provide accommodations to the affected available throughout construction without requiring extensive residents during construction operations where impact to residents temporary additional drainage systems. ATC 1 and refinements of cannot be avoided. More detail of our approach to adacent 1 Partial Demolition 3 Build New Pier our design allowed the widening of bridges 13/ and 1/ to be Figure B: Bridge 32 Typical Section properties is provided in Section E. 2 Widen Pier Cap 4 Closure Pour placed on one side of the bridges, instead of both side this improves 2 3 constructability, access, and long-term performance. Along N th The water piers may not start until the Army Corps and Coast Guard Figure E: Bridge 25 Trestle Avenue, access is sufficient to build the portions of bridges , , , have approved our permit applications. e have scheduled 1 1 Build Substructure and 3 in that location. months plus a three-month buffer to obtain these permits. As shown in Figure E, we use trestles to build the foundations and substructure 2 Tie in Superstructure The retrofits of the six I-5 bridges are performed concurrent with the of piers 15 and 1 in the Miami River. This minimizes closures of the 3 phasing of the pavement replacement. The replacements of the rails Transfer Load 4 1 are done before the approach slab replacement to minimize 4 Remove Existing Pier quality. ur use of cased drilled shafts is chosen to avoid excavation concurrent work in the relatively short nightly closures. The tie-ins to I-5 at bridges , 1, 31, and 3 are phased to occur after the strict turbidity requirement of 0 NTU above ambient background levels. pavement in that section of I-5 has been completed to assure the bridge can be opened as soon as it is available. ur method for The fender system will be built from a small barge that is placed building bent of bridge 3 is innovative and allows traffic to continue outside of the Miami River navigational envelope. The existing Figure C: Bridge 17 Foundation Access throughout construction we build a straddle bent right over the fenders are removed as the new fenders are constructed to make sure the bridge is protected at all times. The pile spacing is adusted 3 1 Figure F: Bridge 17 Girder Side Shifter the new bent is fully stressed in place, as shown in Figure B. to avoid the subaquatic duct bank that crosses the Miami River. 2 ur ATCs 13 and significantly revised the alignment of bridge 1 As we get to the western limit of the proect, we will adust our 1 and replaced bridges 1 and 1 with 33 and 3. The straddle bents equipment to stay within the FAA restricted airspace for Miami 3 1 and superstructure can be placed without full closures of SR-3 EB International Airport. At the far edge of bridge 5, this means we can 1 mainline. MCB has designed a custom side-shifter (see Figure F) that not exceed 130 feet of height, which is a manageable restriction. is placed on the bents that cross existing bridge . This innovative ur permanent retaining walls are proven mechanically stabilized 1 erection machine places the girders without putting any crane on earth (MSE)-type walls. In locations where the wall is placed near an 2 2 1 Pick from Truck existing bridges 5 and . ur foundations for all structures in MD existing wall, we either use a secondary buried wire wall, or we use 3 and the B connector were laid out to avoid all conicts with existing a hard connection to the existing wall, with drilled-in anchors (see 2 Shift in Place foundations and maor utilities. Figure A). This approach avoids removal of the existing wall, which The bents south of bridge will be built before it gets widened to would undermine the existing roadway, and avoids traffic impacts. make use of the available space. Bridge is partially removed to MSE walls will be constructed around end bent piling after the piles provide a construction corridor of approximately 0 feet wide for the are installed and will be constructed of select fill material. Exposed bridge 1 bents. These foundations use drilled shafts to allow small fills will be covered with temporary protective fabric between equipment and to minimize vibration impacts on the existing foundations (see Figure C). Upon completion of bridge 1, the bridge provide positive drainage. e use thicker panels, larger aggregate, decks will be rebuilt using new girders, which will improve the and special strap material for the walls east of Biscayne Boulevard, expected service life. Bridges , 3, and will be built without so they can resist ooding up to EL 0.0, as well as the sudden drop in water level afterwards without causing damage to the wall. Miami community builders Exceeds Expectations D. Construction Methods 28 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Roadway concrete, and getting the ob done and opening up to traffic on Total Project time every day. ur paving equipment and work plan are set up ur ATCs 5, 13, and 53 have significantly improved the functionality of the roadway, but also improved construction strength and the mix can be less hot, which reduces long-term access to build the roads. More detail is provided per proect cracking. e install the sleeper slabs in a separate operation below. MCB will incorporate into our plans CACs lessons from the pavement reconstruction. learned from its long history of building roadways in South MDX Specific Florida, such as the early installation of MT and Stormwater At MD, we will achieve nearly all of the concrete paving outside Pollution Prevention Plan (SPPP) devices, minimized drop-offs of nightly closures. e use the concept pavement design to adacent to existing traffic, 100 percent pedestrian and vehicular provide the highest quality. e will make sure the top of the agner Creek box culvert is available for inspection without limited access R of the proect. requiring specific MT measures, and we have scheduled a Earth-moving operations will coincide with clearing and grubbing, three-month buffer per phase to allow repairs to the culvert. so disturbed areas will not be exposed. All excavated materials will be analyzed for reuse within the proect, and temporary erosion Drainage measures, including drainage, will remain in place on slopes until Total Project roadway operations allow permanent performance turf placement. Drainage piping and structures will be placed during earth- Stockpiling will be minimized to avoid dust generation. MCB will moving operations so as to minimize trench excavation depths not reduce available parking area at any time. and control the ow of excavated materials. Drainage elements All bases and asphalt paving will be placed by experienced CAC will be bedded with approved FDT bedding materials for crews utilizing local FDT-approved, CAC-owned, and operated aggregate and asphalt plant sources within short haul distances and haunch stability of the structures. This process will also from the proect. Asphalt placement will be with state-of-the-art reduce construction time and do away with potential voids under equipment and asphalt carriers owned by CAC. Temporary structures or pipe, particularly at oints. pavement marking specialty subcontractors will be scheduled to All new drainage systems will be left clean, surveyed, and follow behind paving operations. Both paint and tape videoed. Existing systems within the proect limits will be applications will be utilized dependent on the roadway or protected from inclement new construction activity throughout the structure surface. MCB will monitor pavement markings for wear proect and will be desilted and returned to FDT in a clean and visibility during regularly scheduled MT inspections. operating condition. The wells and pumps will be installed early in Pavement markings will be removed by water blasting. the process to assist in conveyance of temporary drainage. The I-395 Specific MCB has added many improvements to both the I-35 roadway adacent utilities. Temporary drainage will be provided in every sections and local streets, as discussed in Section A. The main stage of construction, with sufficient treatment. The existing systems will be fully desilted, and repairs will be performed where bridge through the fill plug east of the FECR and realignment needed. During all construction activities, positive drainage will of local roads. The extension opens up the area for the special- be maintained to avoid the ooding of travel lanes, trapping of use path and reconnection of NE 11th Terrace and makes water, excessive spread, and damage to adacent property. construction of the retaining walls along I-35 less complicated. The realigned local roads (see ATC 0, 1, and 0) allow us to Landscaping minimize roadway closures and the quality is improved. I-395 Specific I-95 Specific involves providing FDT with an exceptional landscape and e have submitted ATC and to improve the quality of the hardscape design in the I-35 corridor to help reconnect the pavement and commit to pave all of the NB lanes before vertown neighborhood and to celebrate the cultural district in removing maor replacements in the SB lanes. The work will be zone 1. ur landscaping plan is elaborated on in Volume and coordinated with the adacent I-5 pavement proect. during the appropriate schedule windows. n top of that we install ur designated subcontractor, Gosalia Concrete Constructors, over 1,00 new trees, including nearly 1,00 palm, of which more has relevant experience replacing pavement on I-5, including than 50 are mature Royal Palms, up to 50 feet tall. This plan is the addition of sleeper slabs, per index 30 at the bridges. The closely coordinated with Manuel Diaz Farms to make sure we firm understands safe work, the importance of high quality provide FDT with mature trees at the completion of the proect. Miami community builders Exceeds Expectations D. Construction Methods 29 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Manuel Diaz Farms is the foremost supplier of palm trees in Florida identify and mark all environmentally sensitive areas and monitor and has the expertise to relocate trees. The interaction between aquatic wildlife species. All field personnel will be educated on the proper methodology of working in and around proposed roadway configurations for pedestrian and traffic environmentally sensitive areas while minimizing the adverse movement. By modeling in 3D we will make sure that the effects of construction related activities. All supervisors (field superintendents and foremen) are National Pollutant Discharge wells and pumps, pavements and bases, and concrete atwork Elimination System (NPDES)-certified and have extensive are not in conict. construction experience working around sensitive wetlands and MDX Specific protected species. e will prepare all applicable areas along SR-3 for future Due to the large quantity of structural foundation work, as well as landscaping under separate contract. new drainage systems, there will be the need for substantial dewatering within the proect limits. ur teams vast experience D.4 Environmental Design and Erosion/ with construction within the Miami area provides proven Sediment Control Plan knowledge and physical expertise to plan a detailed dewatering program that will constrain subsurface water movement to within The MCB team protects the areas water quality and minimizes the proect limits. e will obtain a class 5 dewatering permit from FDEP at the outset of the proect. ur field personnel will practices (BMPs) will minimize impacts to the environment and monitor for strict compliance to the permit conditions, and we will impacts to the surrounding stormwater management facilities and local collection and conveyance systems. throughout the use of dewatering. Over two decades, CAC has successfully operated adacent to over environentally significant sites removal operations, both produce large quantities of dust. MCB with no detrimental effects. CAC’s CPPR score is an has analyzed where this demolition must take place and has exceptional 11 out of 12 points. particles. e will saw-cut and lift the concrete in neat, clean The MCB team will develop and follow a site-specific sections rather than use breakers, processors, and hammers, to comprehensive SPPP and erosion/sediment control plans, avoid dust, vibrations, and noise. MCB plans to have a minimum including key measures: of two full-time erosion control crews on-site at all times during + A full time environmental compliance officer with the construction of the proect. authority to stop any of our work when non-compliant BMPs ur team will assist with the preservation of archaeological findings if unearthed within the proect limits. e will halt + Stormwater and groundwater discharge permits in operations within the limits of an archaeological finding and accordance with FDEP and SFMD requirements facilitate FDTs investigative efforts, until the state medical + Proper identification of environmentally sensitive areas and confirm that work may resume. + Erosion control measures along all environmentally Before full-scale activity, the MCB team will undertake a limited sensitive areas, the R, drainage outfalls, shoreline, and canal banks before the start of construction prescribed by our teams contaminated assessment plan. This + Adust construction methods and use sufficient and will be prepared by our environmental consultant, Nova Engineering, which also generated the Contractor and not exceed 0 nephelometric turbidity units (NTUS) Remediation Contractor (CAR) reports that delineated the + btaining and monitoring background water quality and existing contaminated soils and water. The plan will specifically + Providing dust control during construction operations to lead and asbestos. Should contamination be found, we will prevent wind-borne dust from leaving the site immediately notify FDT and facilitate FDTs remedial + Designated manatee spotter when there is construction in activities through the CAR contractor, including providing MT. and around bodies of water (e.g., Miami River) Total Project I-395 Specific ur Environmental Design Manager, Mark Easley, and our The widening of the MacArthur Causeway Bridge occurs over SPPP/MT Superintendent, John Baarda will, meticulously Biscayne Bay, a designated Aquatic Preserve (BBAP), which is an utstanding Florida ater. No in-water permanent work will Miami community builders Exceeds Expectations D. Construction Methods 30 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS be required. Installation of turbidity barrier and accompanying to coordinate with the Road Rangers and agencies, as needed, monitoring efforts will be instituted, as well as netting to prevent to assist FDT/MD with maintaining the pen Roads Policy. any material from entering the bay. Barriers will be installed with Key elements of our IMP include: least interference to the existence of sea grass. Special attention + Certified MT supervisors assigned to each shift. and details will be developed to protect the local existing + ur traffic and public liaisons contact information will be stormwater runoff collection and conveyance facilities. We will placed on signs throughout the proect corridor. All calls model the proposed project drainage features and their from the public will be directed to the appropriate entity, be it connection to the existing features for every construction the Road Rangers, a commercial towing company, our litter phase to ensure we control the ows and prevent sedient pickup/mowing/sweeping/graffiti removal crews, our from impacting downstream systems. maintenance crews, or in some cases the CEI or owner. I-95 Specific + The main focus within the I-5 segment involves protecting the incidents detailing how the MCB team will respond to existing drainage features while maintaining historic ow accidents and hazardous waste spills, remove debris from the roadway and R, and assist disabled vehicles. + An emergency response contact list, to include local law pavement. MCB is uniquely qualified to mitigate these effects enforcement and emergency responders, traffic incident through the use of water misting and, at the same time, management teams (TIMS), and severe incident response removing slurry with vacuum trucks. vehicle (SIRV) operations. + A tropical storm/hurricane preparedness plan that MDX Specific Emphasis will be to protect the local existing stormwater runoff the event the team is directed to put the plan into effect. collection and conveyance facilities. e understand that the + An action plan that will incorporate the IMP into all MT Miami River and agner Creek are a part of the BBAP and are phasing and construction preplanning. therefore also utstanding Florida aters. They aid in ood + Ensure that sufficient MT devices and equipment are control for a significant portion of Miami-Dade County, and this available on demand to accommodate proper warning, proect proposes a significant amount of construction over the protection, and cleanup if needed at the incident. Centrally river and alongside SR-3. MCB uses trestles for this work to locate traffic control devices and equipment within the proect for use during emergencies. throughout construction. ur team employs duplicate BMPs and + Coordination and contact with local firms qualified in will monitor and record the turbidity generated by construction hazardous and special waste cleanup. within and along the river to ensure that turbidity levels will not + All incident response trucks are equipped to handle exceed 0 NTUS above natural background levels. Installation of hazardous and special waste containment. BMPs within the channel will be coordinated with the U.S. Coast + CAC owns its own eet of Road Rangers to provide incident Guard, so in the case of maor storm events, our crews can response during its construction proects. The Road discontinue water-related construction activities, and remove the Rangers vehicles are operated by CAC employees working barriers that could impede water ow and navigation. in the proect area to keep traffic owing during an incident and/or to provide any required clean-up. D.5 Incident Management Plan Implementation CAC has successfully implemented IMP, most recently while Total Project leading the SR-836/SR-826 Interchange DB project, and The MCB team will develop a comprehensive, proect-specific previously as they we rapidly deployed resources to assist the emergency responders following an airplane crash Incident M Plan (IMP), which will be coordinated with FDT landing on the mainline in Hollywood, Florida. District and MD Traffic Incident Management (TIM) team before beginning work on the proect. The plan will establish A key element to managing transportation operations is making priorities, goals, and key points of contact required to effectively sure the IMP emphasizes prevention over reaction. ur IMP will respond to various incidents, with the overall obective of regional events (e.g., Arsht Center events, Perez Art Museum lanes and maintain safety in the event of an incident. The plan Miami PAMM events, eat games, and other AA Arena will include elements of the Rapid Incident Clearance Program functions) where necessary, proect maintenance, and good created by FDT District for I-5 and I-35. housekeeping practices to help prevent incidents. ur IMP will Coordination with the MD Road Rangers will also be included also include services to help stranded motorists and local law as part of the IMP. The MCB team will have a supervisor on call enforcement clear lane blockages after crashes. Miami community builders Exceeds Expectations D. Construction Methods 31 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS D.6 Noise Mitigation Plan and + e use 100% PDA to reduce driving time and minimize Understanding of Limits hard (loud) driving. + Predrilled pile holes dampen pile-driving noise. e understand noise mitigation is especially important to avoid + Using only small-diameter shafts reduces noise. disturbance to performances and practices at the AACPA to + Use engine mufers on all equipment and turn off avoid stress for the residents in vertown, along Biscayne equipment when it is not in use. Boulevard and the Grove Park istoric District and to avoid + Use of local utilities for electricity, water, and sewer avoids distractions during medical procedures at the University of Miami diesel generators and reduces construction traffic. and medical facilities along MD. Figure D. below shows the + ur Signature Bridge, adacent to the AACPA, requires no sensitive receptors for noise, vibration, and settlement impacts. excessive or continuously loud steel erection activity. Noise impacts are reduced by our: bridge demolition + ATC 13 moved the EB CD Road (MD section) away from methods, CIP construction, drilled shafts and predrilled pile the sensitive receptors south of the MD Proect holes, relocation of D EB CD roadway, and wall + ATC 10 moved the Signature Bridge away from the AACPA, contained fill used inlieu of teporary ridge. which reduces impacts to the facility. + CIP construction of the approach structures allows a Construction noise will under no circumstance exceed established significant amount of work to be built during the daytime. L10 plus 5 dBA for a cumulative period of two minutes in any + ATC 5 ur MetroMover design reduces impacts to the 0-minute period for daytime and nighttime. e provide this AACPA, MetroMover, and adacent condominiums. through a number of design and construction solutions: + e replaced all temporary bridges with wall-contained fills, + Demolition impacts will be minimized, through the use of a which reduced noise greatly. more precise method, using saw-cutting in stead of + e will make special provisions for relief of the Grove Park breakers and hammers. residents if loud construction activities can not be avoided. + Use of pile driving diesel hammers with automatic hydraulic trips improves driving times and reduces noise.

Figure D.6: Noise Mitigation Plan

12 N I-95 Segment 15

16 17 10 13 8 14 I-395 6 7 24 9 11 25 29 Segment 22 27 30 5 23 18 21 3 19 28 32 33 1 2 26 31 project 20 project 4 mdx limit limit Segment project limit

1 11 22 2 12 23 3 13 24 4 14 25 5 Miami-Dade State Attorneys ffice 15 26 6 16 27 7 17 28 8 18 29 19 30 9 20 31 10 21 32 33 Miami community builders Exceeds Expectations D. Construction Methods 32 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS e will develop a technical special provision (TSP) for our work I-395 Specific nearby the AACPA. Before we finalize our work-plans, we MCB incorporated the following features to be reduced vibration determine the ambient noise levels at all sensitive receptors. ur and settlement issues: construction noise monitoring and mitigation plan will evaluate + ATC 5 moves the alignment of bridge South to reduce impacts at existing roadways. monitoring requirements. During construction we continually + Drilled shafts at the MetroMover Bridge and SUP Bridge measure noise levels to confirm our impacts are as planned. If avoid impacts to the existing structure and rail lines. we exceed allowed noise impacts, the operation is modified and + ATC allowed pier placement away from existing utilities monitored until the predicted impacts are acceptable. and existing structure foundations. MCB will coordinate our work-hours with noise-sensitive + Temporary roads in the interchange use sheet pile walls to businesses, residents, and facilities and support FDT and MD avoid settlement impact on the adacent existing structures. Due to its function as a performing arts center, the AACPA is complaints from stakeholders and the public. considered particularly sensitive. Installation of the footings for D.7 Minimize Vibration and Settlement the Signature Bridge and approach bridges may result in vibration impacts during construction. In addition to using proper Impacts to Nearby Structures vibration reduction procedures, we will coordinate timing of this Total Project construction with AACPA administration to avoid conducting Avoidance is the ideal solution for minimizing vibration and such activities during scheduled events. e monitor for potential settlement impacts, therefore we submitted several vibrations and settlement near the MetroMover, FECR, nearby ATCs that considerably reduce the probability of damaging existing bridges, roads, walls, and existing utilities. Support of existing structures. excavation will be designed to avoid subsidence wherever we build within 10 feet of adacent utilities. alignment will be conducted to determine their sensitivity to MDX Specific construction vibration and settlement. Findings from the survey, along with previously measured vibration levels from impact include the following: piling and other activities, will be used to estimate expected + ATC 13 moved the alignment away from properties along vibration levels. ur Settlement and Vibration Monitoring Plan the South of the corridor. (SVMP) evaluates expected impacts, outlines mitigation + The bents of bridge nearby toll gantries utilize drilled measures, and specifies monitoring requirements. Before the shafts to avoid impact to the sensitive toll systems. + e use drilled shafts where the bridge 1 piers are placed in the median of bridge to avoid impact to its foundations. and vibration thresholds will be established. The SVMP will be + ATC 15 removed the need to place temporary works nearby updated throughout the construction period as needed. If results the historic Grove Park istoric District. of measurements indicate we are about to have an impact, the + Drilled shafts at the water footings of bridge 5 avoid operation will be modified or additional appropriate control settlement due to excavation nearby the existing foundations. measures will be implemented to eliminate impacts. The + Drilled shafts in the bridge 5 bents along the Grove Park monitoring system is set up to provide feedback to our neighborhood avoid vibration and settlement impacts. Construction Manager when a threshold is approached. If this + Bridge 3 piers and utilize drilled shafts to avoid happens, we stop relevant work and adust our methods until damage to the adacent structures. monitoring proves that settlement and vibrations are within acceptable limits. istoric and medical sites are located at least 50 feet from the proect corridor, and it is not anticipated that they would be impacted by construction-related vibration. owever, vibration CAC has extensive experience using modern automated monitoring will be conducted at a representative site during vibration and settlement sensing technology from the All Aboard Florida construction project, which crosses activities that could create high vibration levels. e will the downtown I-395 corridor. We will employ these coordinate with the hospitals and other sensitive receptors to same systems for this Project. plan our work outside of critical times, such as surgeries. Support will be provided to FDT and MD in their coordination vibration issues related to construction and how complaints from the public are handled. Miami community builders Exceeds Expectations D. Construction Methods 33 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS D.8 Utility Coordination and Construction local roads. This generates significant aesthetic benefits, also helps avoid many potential utility conicts. e revised the FDT has invested considerable effort in coordinating with utility alignments of bridges 1, , , and via ATCs 5 and 10. To owners, and our team has continued this effort during the eliminate further conicts, our Signature Bridge has no conict procurement by meeting with all utility agencies, in some cases with any utilities. In total, our ATCs and refinements fully avoided multiple times. After award of the proect, utility coordination will 3 of the listed potential utility conicts and significantly reduced the impact of another 1 conicts. coordinates directly with the utility owners. Both Aleman and Cardno will provide utility coordination and subsurface utility Based on the values in the utility conict atrix, this euates engineering (SUE) to provide ample capacity to coordinate. to a saved potential relocation cost of up to $17,119,267. During construction, we will avoid impact to the utility corridor All utility agency owners (UAs) will be invited to the proect along the FECR by spanning our falsework over its R progress meetings, so issues and conicts can be solved. e altogether. e use accelerate ridge construction BC will have one-on-one meetings with each utility to have more methods to slide the falsework into place, so no cranes are specific discussions. ur team uses a proven proect-specific needed under the overhead powerlines. Finally, our adjusted utility tracking report to serve as a working tool to track the footing layout eliminated or minimized all of TECO People’s disposition of the utility conicts for the duration of the proect. Gas gasline conicts. Based on our analysis of the remaining utility relocations, we dont expected impact to the proects critical path. I-95 Specific Our TCs and design refineents have eliinated and The reconstruction of the I-5 pavement doesnt cause new reduced of the listed potential conicts in the utility conicts. e are aware of the 1.5-inch gas line crossing Proect and resolved all significant conicts along D. I-5 near station 135+50 and will both train our crews and adust The MCB team has taken the following measures to alleviate the our equipment to make sure that pavement replacement in this utility challenges: location doesnt affect the gas line. + Scans and soft digs will be performed early to verify MDX Specific locations where construction is required near known utilities. ur approach to SR-3 is again the avoidance of all conicts. + Temporary support of existing poles by UAs has been ur ATCs and 13 supported this goal and were complemented identified and will be coordinated before construction. by revisions to our structure foundation layouts. ur total list of + Temporary shutdown of utilities will be considered a last conicts for this section comprises 11 items, none of which option, but may be necessary to avoid relocation. If this require more lead time than three months. The conicts are option is required, it will be coordinated early, and we will located at the existing cross streets (N th Avenue, N 10th minimize impact time for the required shutdowns. Avenue, N 1th Avenue, N 13th Avenue, and N S and N + e locate and clearly mark all existing facilities right after River Drive). e have again avoided all conicts with the NTP to confirm locations and address impacts in our design. TECO gas lines and adjusted our fender system at bridge 25 + The existing utilities to remain in place will be protected to straddle the subaqueous conduit that crosses the Miami during the construction to avoid disruption. River just south of bridge. e keep services operational at all times and an approved + In summary, our focus on avoidance results in the elimination splicing plan in the unlikely event of an interruption. and reduction of the far maority of the conicts already and will Coordinate all switchovers from old to new risers and new + be continued after Award. This ensures that utilities will not affect service points with FPL-Distribution early in design phase. progress and significantly exceeds the requirements. + verhead survey will confirm equipment safe distances to powerlines and identifies any conicts with our methods. + here the UAs allow, MCB will perform or support relocation work to control the schedule of the relocations. ur results in solving conicts to date are listed in detail in Section F.1 and are summarized in the following. Upon award of the proect, we will continue improving our design and methods to eliminate and reduce the remaining utility conicts. I-395 Specific ur CIP construction method (per ATC , 5, and ) for the I-35 approach bridges allows us to line up foundations with the

Miami community builders Exceeds Expectations D. Construction Methods 34 Section E MAINTENANCE OF TRAFFIC Section E – Maintenance of Traffic TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS E. Maintenance of Trac MCB’s Key features and benefits in this section: Public - During peak hours and special events, all existing freeway and ramp lanes will be maintained. e will progressively + Traffic in existing pattern for a third of the proect duration + Reduces nuer of traffic shifts and iproves LOS eastbound collector-distributor (EB CD) and westbound (B) CD + Safe mobility for pedestrians and bicycles roadways are constructed. This approach will maintain or improve + Designer is fully engaged in all aspects of MOT including daily ipleentation and traffic analysis and commercial districts within the proect limits. Providing for a E.1 Minimizing Impacts to the Environment, safe and efficient work zone, both for traversing vehicles and Public, Adjacent Properties, and Structures construction workers, minimizes impacts associated with inury and delay caused by incidents in the work zone. Our concepts ur taskforce meetings with FDT and MD are a forum to have been designed to construct the project in four main address any issues that are identified by stakeholders and to phases with iniu traffic shifts. e are providing wider coordinate traffic lane closures, lane shifts, and other lane widths and shoulders for emergency refuge areas as miscellaneous items. A comprehensive public notification plan construction progresses. This will assist motorists will be implemented to ensure advance notifications of work are experiencing vehicle breakdowns or crashes within the work appropriately announced. All proect notifications/updates and zone and will enhance safety for emergency responders. feedback on incidents will be communicated though our public involvement procedures and use of smart work zone technology. Adjacent Properties - For construction, we provide a safe and Communication is a critical aspect in mitigating construction efficient work zone by primarily accessing the site off the local impacts. ur team has developed and will implement a road system, using the highway network shoulders, or using comprehensive traffic management plan (TMP). e use our allowable lane closures in off peak periods. e will review Parsons Asset Data and Information Management (ParADIM) construction loading on existing and proposed bridges and will integrated building information modeling (BIM) technology to modify our construction methods as required. ur proposed use model construction phasing with our schedule (D modeling). of CIP instead of precast structural components reduces weight This promotes communication, coordination, and operational on existing or proposed bridges during delivery. e have efficiency through the entire life cycle of construction. incorporated all work restrictions, including those at Grove Park, the omens Detention Center, University of Miami medical Environment - e have provided a design maintaining traffic facilities, St. Johns Baptist Church and the Miami Skills Center, and construction inside the R with no temporary construction in our work plans. e avoid parcel 53 altogether and easements anticipated, except in areas where parking or storage minimized the portion of parcel 11 we need to occupy to build is required outside of the proect limits. By progressively the Signature Bridge, so any temporary reduction in parking can improving level of service through the work zone, impacts to the be mitigated within the proect R. delay through the work zone, and impacts due to incidents are Structures - MCB has carefully laid out the MT phasing to all reduced. After each traffic shift, we have Professor adi analyze actual traffic ow to ensure the new alignment functions when the structures are partially demolished (See Figure E.1). as planned and make adustments until traffic performance of e moved our footings away from existing foundations and the new traffic layout is satisfactory. ur work phasing near Biscayne Bay, agner Creek, and Miami River is set up to avoid and tolling infrastructure. ur temporary walled fills are designed impacts to any of these utstanding Florida aters. to avoid impact to nearby structures. Figure E.1: MOT Phasing Coordinated with Bridge Demolition

3

2

1 2 1 3

Miami community builders Exceeds Expectations E. Maintenance of Traffic 35 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Finally, our detailing of each MOT phase is such that every structure footing can be freely accessed without requiring lane closures for anything but placement of bridge girders and sign structure gantries. E. Seuencing of Bridge Construction and Roadway Traffic Control Plans The MCB solution reects significant coordination and is the result of many iterations and refinements developed during the design process. hen reviewing the bridge drawings, note the phasing and traffic patterns are indicated on each bridge. The following Table E. describes our efforts to harmonize the bridge construction with the overall sequencing shown in our traffic control plan. Tale E. Bridge Construction Seuencing Coordination with the Roadway Traffic Control Plans Item Location RFP Solution Methods Total Project Drilled shafts have been utilized as a method to reduce the overall size of the pier construction footprint. NA here needed, this smaller footprint will provide MCB the room needed to construct the piers without interfering with traffic. The traffic control plans provide an existing phased bridge demolition plan that depicts cut lines NA between each phase. I-395 Bridge This was the fill section between ur ATC changed this location from fill to bridge. The location of the expansion oint between bridges Pier Bridge bridges and E that facilitated and E was chosen at this pier to facilitate construction of bridges and E in two different phases. This oint E Pier 1 a temporary bridge. location allows us to place the temporary fill that is needed to be used before bridge E can be built. Temporary bridge and roadway The MCB design team coordinated the design and sequence of Bridge 3 to allow it to be constructed in Bridge 3 were shown to construct the two phases without the need for any temporary works. new bridge in two phases. Bridge Allows the EB Connector to be ur TCP provides a two-lane temporary detour of the EB Connector that splits piers and of Bridge over EB reduced to one lane. . This allows MCB to maintain lanes open on the EB Connector while constructing these piers. Connector Phase 1B was created to specifically address the work that requires the EN Connector detour to be Bridge 1, , operational. By performing this work in Phase 1B, we are able to hold off on opening the EN Connector Allows the NE Connector to be over I-35 detour until absolutely necessary. hen the detour is opened, we are providing two lanes while the reduced to one lane. NE RFP allows for one lane. The bridge piers for Bridges 1, , and have been all been designed to be constructed while allowing for operation of I-35 B, the EN Connector, and the EB Connector. ur design extends the bridge to four spans and incorporates a section of earth fill between Bridges 13 Bridge 13 5 Two-span bridge. and 5. This earth fill allows for the use of a temporary connection between Bridge 13 and the existing over I-5 I-35 mainline that eliminates the need for the fourth-level temporary bridge shown in the RFP plans. MDX/SR-836 Connector Bridge C-bents footings may impact The RTCPs provide a two-lane temporary re-striping of 1th Avenue off-ramp that splits piers and 5 of ver Ramp the 1th Avenue off-ramp. Bridge . This allows MCB to maintain two lanes open on the off-ramp while constructing these piers. The RTCPs provide a one lane temporary detour of 3EB. This single-lane detour will be utilized when Bridge 1 Allows full closures for certain constructing the elements of Bridge 1 that would typically require a full closure. In addition, the MCB over 3 EB overhead work. design utilizes precast elements for the large straddle bents in this area to reduce the number of times the detour needs to be utilized. Proposed foundations for MCB roadway and bridge design teams developed ATC 13 to move the bridge to the median of existing Bridge Bridge 1 east of 10th Avenue. The traffic control design teams modified the phasing of Bridge to account for the constructability challenges. median work. This moves EB Connector traffic away from properties on the south side of SR-3 EB. Bridge 5 MCBs bridge design and traffic control design teams coordinated the design to shift the oint mid lane Median RFP showed the connection. to minimize cracking due to differential deections of bridge overhangs. Connection I-95 Not defined. Bridge railing retrofits to be done after completion of pavement and approach slab reconstruction. E. Traffic Control Plan Consistency with Proect Segentation, Phasing, and Schedule ur overall approach to the proect is to construct as much as possible in open areas without Our phasing plan allows us to impacting traffic, to reduce the number of maor phases from five to four, and to progressively construct a third of the project and continually alleviate traffic (vehicular, bicycle, and pedestrian) congestion along the efore the first aor traffic shift. proect corridor. e have developed a detailed, resource-loaded proect schedule that is driven by our design/construction phasing and efficient construction. here we identified risk areas, we added oat as mitigation. An important aspect is our construction of much of the CD road systems and all of the B Signature Span before significantly altering existing traffic patterns. This provides the traveling public a familiar and reliable route for over 35 percent of the proect duration. In developing our design concepts, we assessed our construction phasing approach in detail. For example, in some space-constrained areas, we chose drilled shaft foundations rather than making additional traffic shifts to accommodate space for pile arrays.

Miami community builders Exceeds Expectations E. Maintenance of Traffic 36 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Schedule Narrative ur construction phasing plan provides continuous access to all facilities, businesses, and residences within the corridor. Pedestrian and bike path access will be maintained through the work zone at all times. For local road construction, sidewalk improvements will be staged, accommodating bikes and pedestrians at all times. e are also aware the corridor serves as an important hurricane evacuation route. e will prepare a detailed plan for hurricanes and other emergencies. The below Table E.3 and following MT phasing maps provide details of our maor phases and segments of the proect, with additional details provided in the Technical Proposal Volume 1 TCP roll plans: Table E.3: Schedule Narrative Phase 1 Phase 2 Phase 3 Phase 4

The schedules critical path for I-35 is governed by the Signature Bridge and approach structures. e build the EB and B Signature Bridge sequentially to facilitate MT. + Represents approximately 3% of the I-35 work and is the + Represents approximately 5% of the I-35 work. + Represents approximately 1% of longest phase in the proect. + The new EB CD and B CD are opened. the I-35 work. + In this phase, temporary parking will be secured. A portion of the + The same number of travel lanes as in Phase 1 are maintained on the completed EB CD is built, connected to the existing I-35 mainline via a CD roadways and on the existing EB I-35 mainline and CD road, with traffic + The EB I-35 mainline construction is complete, with the EB CD traffic temporary connector near N Miami Avenue. The entire B CD is shifted to facilitate the construction of the proposed B I-35 mainline. Mainline + Represents approximately % of the I-35 work. constructed, along with the tie-in connector ramp (Ramp F) for EB SR-3 exit ramp traffic to N Miami Avenue and Biscayne Boulevard is shifted shifted onto this newly constructed + The B I-35 mainline is complete, with the travel lanes shifted onto this I-5 from the local roads, as well as Ramp G. onto the proposed CD road. The 1st Avenue/nd Avenue/1th Street entrance to roadway and a two-lane exit to N roadway. In Phase 3B, EB SR-3 traffic to EB I-35 traffic is shifted onto this + The existing lanes are maintained on the EB and B mainline B I-35 is maintained on the existing B I-35 entrance, while Ramp E (local Miami Avenue/Biscayne Boulevard roadway, as well, with an extra westbound mainline lane provided. In addition, I-395 and CD. All remaining entrance and exit ramps are maintained in road ramp to B I-35) is constructed, and nd Avenue/1st Avenue/13th Street provided on the permanent Ramp B. the proposed parking lot across from the Arsht Center is open in this phase. their existing condition. Temporary pavement is constructed for access to I-5 is provided via the proposed B CD Entrance Ramp F. This facilitates the construction of all the EB connector and the EN connector, and two lanes of traffic + A temporary connection built in this phase between the proposed B mainline + These traffic shifts facilitate the construction of the EB I-35 mainline and the are placed on them at all times. Complicated road and drainage widening (Bridge 13) and the existing I-35 EB mainline allows the elimination of EB Signature Bridge, as well as portions of the mainline/EB CD exit ramps to EB CD roadway from N 1st Avenue construction of the permanent EB connector next to I-5 can be the fourth-level temporary bridge shown in the RFP concept. To make room to N Miami Avenue and Biscayne Boulevard (ramps B and C). to NE 1st Avenue. Local roadway completed behind temporary barriers, and Bridge 1 can be construct permanent pavement on EB I-35 at the MacArthur Causeway bridge, completed. In addition, the gap between the EB connector at the three lanes of temporary pavement and temporary walls are proposed, as is a phase, as well as ramps D1 and D, tie-in provided with the SE connector can be constructed with temporary shift of existing Ramp D1. This will provide exibility to keep all lanes traffic open without temporary closure. open when constructing the new roadway at different elevations. MetroMover pier. ur ATC 13 has significantly revised the geometry of the SR-3 EB Connector which leads us to build the B connector road first. e have allotted three months for the integration of tolling systems at each added or modified tolling location. e have made significant effort to provide more than the required parking at both the womens correctional facility and the court. Parking locations and phasing are shown in our traffic control roll plots. Phasing of MD work is independent of the other portions of the proect, aside from the ramp tie-ins to I-5 and revision of the mainline B and EB lanes from MD to I-35. Two important schedule drivers for the MD segment work are permits that are required for water footings of Bridge 5 and the sequence for modifying the ury parking spaces. e have placed an1-month buffer before the water work in the Miami River after consulting with the Coast Guard. ur schedule provides ample buffers to allow inspection and possible remediation of issues at the CBC. Phasing for the agner Creek Box Culvert (CBC) inspection/repair begins in Phase B and continues through Phase b. The concept involves closure of one lane on the mainline when the CD roadways are operational, which ensures that the capacity of the existing roadway is maintained. + Represents approximately % of the MD work. + The B CD is open, which separates the 1th Avenue weave movement from + Represents approximately 3% of the MD work. + Represents approximately 1% of + Represents approximately 1% of the MD work. B SR-3. An additional westbound lane is provided on the B CD that the MD work. + Proposed construction includes median barrier removal and facilitates between six and four through traffic lanes. In Phase 3B, Ramp is + This phase completes work on the mainline SR-3 widening, as well as the temporary pavement and drainage at proposed crossovers. ther open to the EB CD separating NB 1th Avenue to I-5 weave traffic from EB + All maor bridge work is complete, construction on the B CD. Staged parking lot construction is completed and will MDX work includes the construction of Ramp K and mainline SR-3 SR-3 traffic EB SR-3 traffic is moved to B lanes after 1th Avenue and with remaining work on local immediately open when construction is complete. Reconstruction work on the B widening required to shift traffic away from the BCD the four remaining lanes on the EB roadway take EB SR-3 traffic to I-5 and roadways being performed. The mainline begins using off-peak lane closures. construction in Phase . The first phase of proposed parking lot Biscayne Boulevard. ork includes continuation of B SR-3 pavement work SR-3 EB connector is open to + The same number of lanes as in Phase 1 are maintained, but are shifted to avoid using off-peak lane closures and beginning construction of EB mainline paving. traffic, thereby eliminating the SB overhead bridge construction. In Phase B, the NB I-5 ramp to EB SR-3 is + The number of EB lanes provided varies from three to seven. Providing for the 1th Street to I-5 traffic weave. The construction impacts dont affect parking capacity. proposed to be diverted off-peak to the B CD. By doing this, paving work will be temporary bridge connection in the median and mainline widening in earlier total number of B and EB lanes is completed without a ramp closure. NB I-5 traffic to 1th Avenue will be diverted maintained. The final portions of + All traffic is maintained in existing patterns on EB and B phases allows for traffic to be shifted during construction of EB CD bridges to N River Drive and back to 1th Avenue via a local road detour. SR-3. overhead, not requiring lane closures while constructing Bridge 1. EB SR-3 traffic will be diverted when necessary around EB CD overhead work where off-peak lane closures. bridge 1 crosses the mainline, thereby eliminating full closure of the highway. The work for I-5 is mostly independent from I-35 and MD, except for the tie-in to the interchange, where several ramps connect to I-5. MCB will reconstruct the I-5 pavement on the NB lanes completely before starting the SB work. ur approach to the I-5 portion of the work is to construct areas from one bridge to the next, in phases, as shown in the concept plans. This minimizes the length of the construction zones, improving safety for the public and construction crews. e first build the NB I-5 lanes from south to north and then build the SB I-95 lanes from north to south. All I-5 work will be performed at night using single- and, double-, and three lane closures, in accordance with lane closure requirements, and work will not be performed during special and sporting events. Bridge railing work will be performed behind barriers with shoulder closures after pavement has been constructed in those areas. Bridge 3 and improvements on the NB I-5 to I-15 ramp will be staged, allowing our team to keep this ramp open in all phases of construction.

Miami community builders Exceeds Expectations E. Maintenance of Traffic 37 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MOT Phase 1

N 3 3

2

I-395-3 2 RFP: MCB: Benefit:

2 3 4

GEN-1 1 RFP: MCB:

4 4

1

Miami community builders Exceeds Expectations E. Maintenance of Traffic 38 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MOT Phase 2

N

1

3

1

2 3 4

2 4 1 I-395-6 RFP: MCB: 2 Benefit:

Miami community builders Exceeds Expectations E. Maintenance of Traffic 39 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS MOT Phase 3

N 3 3

2

2

2 3 4

1 GEN-4 RFP: 4 4 1 MCB: Benefit:

Miami community builders Exceeds Expectations E. Maintenance of Traffic 40 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS E. iniize Traffic Phase Changes B CD could be built in Phase 1 and A and opened in B, while work on the footings, piers, and the direct connector bridge CB reduced the total nuer of traffic stages fro is being performed concurrently on the EB CD, so this five to four. modification was pushed by the schedule. The aor enefit of I-395 opening this CD road early is we eliminate a major point of In this segment, we have successfully reduced the overall maor congestion caused y B SR exit traffic to th venue phase shifts from five to four. Clarity has been provided, as each weaving with the entrance traffic to B SR. of our traffic control phases has two sub-phase components: I-95 1. Maor mainline, ramp, and CD roadway shifts. I-5 mainline work required on single-lane ramps will require an . Minor traffic shifts of mainline, ramps, or CD roadways are off-peak FDT standard, nightly lane closure. ork being proposed includes construction of NB I-5 work within the proect temporary facilities required for the next phase. limits first, in areas of four separate segments at a time. The SB An improvement to the traffic control concept is building a maor I-5 work will then be constructed in four separate segments. portion of the EB CD and B CD roadways in first phase, shifting ur maor phasing improvement is constructing the outside lanes CD road traffic onto these in second phase, and shifting both EB first and then the inside lanes. The advantage of constructing and B mainline I-35 traffic to the existing EB I-35 mainline outside lanes first is the ramps are only affected once. and CD roadways, allowing for construction of a maor portion of B mainline I-35 traffic lanes. In the third phase, EB and B E. Benefits of Construction PhasingSeuencing mainline I-35 traffic is moved onto newly constructed B lanes e have identified several proect components that will be to allow for construction of an EB mainline lanes. Phase places completed early, which is reected in our roadway TCPs. By traffic on each newly constructed bound, allowing for all remaining opening completed portions as work progresses, we help portions of mainline and CD roadways to be completed. alleviate traffic problems benefiting the public. The following MDX Figure E.5 illustrates segments we open in each phase and are further described as follows: For the SR-3/MD segment, we successfully reduced overall maor phase shifts from five to four. Each of our maor traffic + Alleviation Milestone 1: pen I-35 B Connector. This control phases has two sub-phase components, one for a maor eliminates weave between NE 12th St. on-ramp and I-95 mainline, ramp, and CD roadway shift and the other where minor SB ramp occurring in existing condition traffic shifts of mainline, ramps, or CD roadways are detailed for operations along I-35 by providing two additional travel lanes along the B connector at the completion of Phase 1. required for the next phase. e improved concept traffic control + Alleviation Milestone 2: pen SR-3 B Connector. plans by constructing and opening B CD before opening EB Eliinates conict etween B vehicles entering fro CD. Phase 1 provides for widening of mainline SR-3 traffic I-95 SB ramp and B vehicles trying to exit at NE 1th Ave. lanes and temporary median construction to allow for shifts. Provides a connection to health district/civic center area. + Alleviation Milestone 3: pen SR-3 EB Connector. This Phase A provides for construction of the B CD, which is open eliminates NW 12th on-ramp to I-95 NB weave, reduces in Phase B. Phase 3 completes construction of the EB CD, and traffic volume along SR-3 EB, and improves EB to I-5 Phase completes construction of pavement. The owners NB movements by opening bridge 1. concept built and opened the EB CD before the B CD. e + Alleviation Milestone 4: pen MD EB and B through noted the EB CD consists of the largest construction lanes. SR-836 through lanes will be completed before components in the MD proect limits, and we determined the I-395 segment, at around 0 percent of total contract time.

E.5: Timing and Duration of Major Construction Elements Phase 0 Phase 1 Phase 2 I-95 No Traffic NB Pavement Replacement SB Pavement AM-MD AM3-MD AM-MD Impacts pen B pen B pen EB B Significant Connector Connector MDX Phase 0 Phase 1 Phase 2 Phase 3 Phase 4 SR-836 No Traffic Median Parking Lot B Mainline EB Connector Mainline Finishes traffic. See WB Conn Impacts idening on South Side section E.5 AM1-I-35 pen B Connector I-35 Complete Phase 0 PHASE 1 Phase 2 Phase 3 Phase 4 I-395 No Traffic B Connector/Partial B B Mainline EB Connector Complete EB Impacts Mainline/Partial EB Connecto Connector 0% 25% 50% 75% 100%

Miami community builders Exceeds Expectations E. Maintenance of Traffic 41 Section F INNOVATIVE ASPECTS Section F – Innovative Aspects TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS F. Innovative Aspects MCB’s Key features and benefits in this section: foundations to avoid or reduce future and existing conicts with + 25 ATCs approved and 24 incorporated utilities, which yields a direct monetary benefit to FDT. A key + 32 APTEs approved and all incorporated aspect is our construction method for the I-35 approach + Design refineents and enhanced construction methods structures (ATC , 5, and ), which utilizes CIP construction. + Truly integrated JV brings innovative solutions and This method allows for easy pier relocation and span length savings allowing an increase of scope and high quality adustments. Using this advantage, combined with revised level of aesthetics alignments for other I-35 bridges (per ATC 5, 10, 1, , , and 3), results in a relocation savings of up to $17 million. The MCB team recognizes FDT views innovation as the More importantly, we were able to eliminate the conict with the catalyst for pushing the entire transportation industry to new FPL line at 3rd Avenue, the conict with the Florida Power and levels of efficiency, safety, and economy. e embrace this vision Light (FPL) line along N 13th Street, and the conict with the and have developed the following innovative concepts. -inch sewage force main along N 13th Street. In the MD section, MCB has eliminated all maor utility conicts, including F.1 Minimize or Eliminate Utility Relocations those with the gas lines and subaqueous duct bank that cross MCB has mitigated all utility conicts, by either full elimination, or the Miami River. The Table F.1 below provides a detailed list of by minimization and by mitigation in our schedule. ur design is the eliminated and minimized utility relocations. Tale . nnovative DesignConstruction that iniizes or Eliinates tility Conicts Master Plan Symbology UAO Existing Utility Conict Prelim. Reloc. Cost ATC or other Min. Elim. FPL-T1 FPL TM UG TM l3 KV Line. Bridge Foundations ,000,000 5 FPL-D FPL Distr. 13 KV BE Line Bridge Foundations 00,000 5 FPL-D 13 KV BE Line Foundations Reective Pond 3,00,000 FPL-D10 13 KV BE Line Reective Pond 50,000 FPL-D11 13 KV BE Line Reconstruction of N. Miami Ave 0,000 FPL-D1 13 KV BE Line NE 1st Ave Foundations 50,000 FPL-D13 13 KV BE Line Bridge Foundations 50,000 10 FPL-D1 D15 Two 13 KV BE Lines Reconstruction of NE 13th St Pending/ 550,000 3 TPG-1, 5, Teco PG GM Bridge, Pond, Embankment 10,000 TPG-, 3, , , , , 10, 11 , , , GM Pond Bridge Foundations 50,000 10, , 3 TPG GM , GM, GM, GM Pond Bridge Foundations 0,000 10, , 3 ATT-,,11,1, 13 ATT BT Buried Cable Bridge, Pond Embankment 10, , 3 ATT- -BT Cables Pond Embankment 1,000,000 ATT-10 T Aerial Cable Ramp, Roadway Embankment 1 ATT-1 15 BT Cable BT Cable (300 FT) Embankment CMCAST-1 3 Comcast BTV and TV Foundations Embankment 1, 5, 10 LEVEL3-1 3- Level 3 BF Cables Bridge Foundations N/A 10, FDT ITS-3 FDT - 1- DPE FC Bridge Foundations N/A FDT ITS- D -1.5 DPE FC Ramp Bridge Embankment N/A TR-1 SR-1 MDASD 10 M San Bridge Foundations TR- SR- 1 M 10 San Proposed Pond TR-5 SR-5 M San Embankment Pond TR- SR- 1 M San Reconstruction N. Miami Ave TR- SR- M San Embankment Pond TR- SR- 0 M San NE 13th St Embankment ,00,000 TR- SR- M San Pond, Bridge Foundations 10 TR-10 SR-10 -1 M San Bridge Foundations 10 TR-11 SR-11 3 M 1 M - SAN Foundations Embankment PF SEER-1 FM 10 SEER-13 SAN 10 MD SA Duct Bank ATT Subaqueous Duct Bank Not known MD Gas Line Teco PG C.I. Gas Line Not known Total Savings: $17,119,267* Based on the preliminary utility conict matrix Miami community builders Exceeds Expectations F. Innovative Aspects 42 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS F.2 Materials The MCB team has developed a number of ATCs and design refinements that focus on using materials to improve all aspects of the design. The following Table F. indicates where an ATC specific to material utilization has been incorporated into our design. Many of our 3 approved APTEs utilize more durable materials, such as colored pavers, more aesthetically pleasing fixtures, and durable plantings. These APTEs are discussed in Volume . Table F.2: Innovative Use of Materials Item ATC Title or Feature Description and Benefits Alternative igh Performance Coating System Provides for exceptional durability of selected steel components in the Signature Bridge cable ATC for Structural Steel: Metallizing stay system and anchor boxes. Fiber-optic Structural ealth Monitoring Use of state of the art sensors provides more accurate and reliable data, eliminates impacts by ATC 30 System weather and increases life of sensors. Use of stainless steel reinforcing in key elements of the Signature Bridge that are subect to ATC 3 Extended Service Life of Signature Bridge uctuating salty groundwater.

I-395 CIP concrete for Signature Bridge deck and CIP concrete reduces construction oints in deck and maintenance is less than a steel composite Method pylon. deck would require. CIP decks for Signature Bridge and Approach CIP concrete decks have time to cure under normal temperatures and with proper moisture, Method Bridges providing a great finish and durable end product. CIP Construction on Falsework Method for Provides monolithic structure which eliminates the oints between segments and PT duct ATC 5 I-35 Approach Structures couplers in segmental construction. Revised design for Bridge 5 idening - Piers idening design for Piers 10,11,1, and 13 uses conventionally reinforced concrete in lieu of ATC 15 10 through 13 post tensioning or steel elements.

MDX Prefabricated girders allow rapid erection and reduced traffic impacts. Retrofit of existing steel ATC 5 Alternative MetroMover Pier girders doesnt require field welding. SUP bridge is attached to bridge overhang and combines steel carrying elements to reduce ATC Shared Use Path Bridge dead load for durability. Incorporates attachment of shear connectors to existing plate girder webs which eliminates the Bridge 3 Piers and necessity for field welding.

I-95 Use of Lightweight Concrete for Bridge Eliminates the need to strengthen existing bridge for cross slope correction. idening ATC Concrete Pavement Joint verlap on I-5 Shoulders Proposed oint overlap increases pavement quality and long term performance. Use of Lightweight Concrete for Bridge idening Eliminates the need to strengthen existing bridge for cross-slope correction. F.3 Workmanship This proect presents many unique opportunities to creatively combine advanced construction techniques with engineering tailored to MCBs strengths. ighlights are our side-shifter at MD, the improved design of the MetroMover and the beautiful cast-in-place structures in I-35. A more complete listing follows below in Table F.3: Table F.3: Innovations to Improve Workmanship Item ATC Title or Feature Description and Benefits Predrill pileholes and 100% PDA of all Minimizes noise and vibrations impacts, reduces chance of damage to the pile from driving too hard and

All Method accelerates pile installation. CIP construction on falsework Provides continuously reinforced monolithic concrete structure with no full depth oints, PT duct couplers ATC 5 or temporary PT. Allows use of concrete with low heat of hydration, to improve long term performance. ur falsework requires no supports in the FECR R we longitudinally slide the long span into place Method ABC falsework over FECR and avoid impact to FECR. CIP structure allows full deck slab to be placed with minimal construction oints, and concrete with lower Concrete Signature Bridge I-395 heat of hydration. Alternative concept for MetroMover pier Construction sequence accomplishes the required work within the brief nightly windows for train down ATC 5 time. Use of existing I-5 median concrete Use of existing median concrete reduces required demolition during nighttime work, opening up time for ATC paving and concrete cure. Realignment of SR-3 EB Connector Reduced number of C-bents and shorter straddle-piers allow traditional construction, with fewer phases ATC 13 and post tensioning. Revised design for bridge 5 widening - Utilizes step by step construction sequence that minimize impacts to adacent properties and provides ATC 15 MDX piers 10 thruough13 easy access for high quality. Inverted T Pier caps utilizing beam Inverted T Pier caps allow girders to be hoisted up and slid over to final position no need to place Method cranes on existing bridges. Bridge 3 piers and elimination of Incorporates attachment of shear connectors to existing plate girder webs, which eliminates the

I-95 field welding necessity for conventional field welding.

Miami community builders Exceeds Expectations F. Innovative Aspects 43 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS F.4 Enhance Future Expansion of the Transportation Facility ur design provides all the RFP requirements for future expansion, including the Beach Corridor envelope to the south of MacArthur Causeway, where our MetroMover Pier design allows for all required clearances. In addition to providing the baseline requirements, we also scoured the design to ensure the proect will provide a viable transportation corridor for both present and future users. ur design provides for future expansions in five additional ways: + Future widening – ur design of all standard bridges facilitates future widening. ATC 13 opens up space for this along MD, as does ATC 5 for the I-35 proect. + Future strengthening – The I-35 approach structures design provides 10 percent more future tendon capacity, should truck weights increase and current AAST L-3 live load be increased. Section A provides more details. + Miami Streetcar and Baylink – ur design facilitates the possible future Miami Streetcar proect that is planned to cross I-35 along N. Miami Avenue and NE 1st Avenue, as well as the Baylink. Clearance for the catenaries is provided. + Urban use for areas below I-395 structures – ur structures provide maximum use of the space below, by aligning piers along cross streets, which opens up spaces below for a variety of future uses. e have provided utility connections to facilitate recreation in these areas. + Potential for dedicated specialuse lanes for truc traffic in and out of iai Port Although the proect utilizes nearly 100 percent of the available R, our design teams experience with the Miami Tunnel proect and our knowledge of the area allowed us to envision a future special-use lane taking truck traffic directly from I-5 to the Miami Port. ur design allows this dedicated lane to be built in the future to enhance traffic movement and safety of the interstate corridor, as shown below in F.. Figure F.4: Potential Dedicated Special Use Lane for Truck Lane

N

F.5 Exceeding Materials to Enhance Durability This proect sets a new standard regarding the durability of bridge structures and incorporates a significant aesthetic aspect. e have invested in providing extended service life for the Signature Bridge, as described in Section C., and durable aesthetic enhancements throughout the I-35 corridor, as evidenced in our 3 approved APTEs that are explained in Volume and one example in Figure F.5.1. ur APTEs utilize modern materials, fixtures and construction methods to improve the appearance of the I-35 corridor while they reduce yearly maintenance cost and increase connectivity and future use of the area under the bridges. ighlights of our enhanced durability elements are listed on page 5, Table F.5.. Figure F.5.1: Hardscaping from the Viewpoint of the Local Streets

Miami community builders Exceeds Expectations F. Innovative Aspects 44 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS Table F.5.2: Innovation to Enhance Durability Item ATC Title or Feature Description and Benefits Increased concrete clearance to .5 for all Given the uctuating salt groundwater at the elevation of the footings, additional

ALL footings on the Proect concrete clearance will provide longer service life. Use of concrete pylon with service stresses limited Eliminates cracking under service load that can reduce long-term life of the structure. to ksi Metalizing System for Signature Bridge steel Provides for exceptional durability of selected steel components in the Signature Bridge ATC cable-stay system.

I-395 Flood-proof retaining walls east of Biscayne Stronger wall panels and larger aggregate allow oodwater to come up and retreat Boulevard without impacting the walls performance. Provides continuously reinforced monolithic concrete structure with no epoxied ATC 5 CIP construction on falsework construction method segment oints, PT duct couplers, or temporary PT. Reduced length of straddle piers and number of C-bents, which improves long-term ATC 13 Realignment of SR-3 EB Connector structure performance.

MDX Revised design for bridge 5 widening - Piers 10 idening design for Piers 10,11,1, and13 uses conventionally reinforced concrete in ATC 15 lieu of post-tensioning or use of steel elements. e use the proven 11.5 thick concrete pavement for both MD and I-5, to provide

I-95 Concrete pavement MDX MDX the best possible pavement design. F.6 Unique Concepts and Cost Savings MCB feels our approach to truly integrate our design and construction team is the way of the future. It provides efficiencies that directly benefit FDT and MD in this Proposal and will provide you better value during construction. MCB is proud of the 5 ATCs and 3 APTEs that were approved by FDT and MD and we believe all of them are unique concepts that work well together and prove our vision for this important proect is beneficial for FDT and MD. e are proud some of our early ATCs, such as the shared-use path bridge over FECR and the improved barriers on bridges 1 and , were incorporated into the RFP as required scope, which underlines their merit. The Table F. below highlights our most significant ATCs, along with other unique ideas we incorporated: Table F.6: Innovation that Demonstrates Unique Concepts and Reduces Costs Item ATC Title or Feature Description and Benefits MCBs true integration of our design and construction companies provides FDT and MD JV Contract Truly integrated Joint Venture with better quality, easier coordination and the full involvement of the full team throughout the proect duration and warranty period.

Total Method Par-a-DIM -D model incorporates Asset Data and Information Management with D BIM Model. All pile foundations are 100% monitored using Pile Driving Analysis (PDA), to minimize Method 100% PDA damage, noise, vibrations and pile length. Moves Signature Bridge to eliminate utility conicts, avoid parking garage R and AACPA ATC 10 Signature Bridge Alignment buffer zone, and allow two-phase MT. Signature Bridge Full concrete deck and pylon design provides durable, aesthetically pleasing design. I-35 Approach Span Layout and CIP ATC , 5, CIP construction allows pier layout that improves aesthetics, utilities, urban space, and cost. Construction Method ABC method over FECR Sliding falsework fully spans FECR R and eliminates impact on overhead powerline. ATC 53 Geometric Revisions to Ramp D-1 and D- Provides safe merge distance traffic entering I-35 EB at Biscayne Boulevard. Alternative Concept for MetroMover Pier Unique design improves long-term maintenance and reduces construction impact on ridership ATC 5 Support Structure and I-35 traffic. I-395 Provides continuous and unrestricted NE 11th Terr. and SUP connecting vertown to the ATC 0, 1, 0 I-35 Reconnecting the City Street Grid cultural district. ATC Shared-Use Path Bridge over FECR The area beneath the bridge overhang provides a SUP walkway, which is shielded from the weather. Provide baseline and follow up inspection of Signature Bridge using robotic CableScan and Robotic inspection GPR/DeckScan technology to assure structure performance and calibrate SMS. Upon completion of the CIP on false-work bridges, all lumber is donated to abitat for Falsework to umanity, to help build numerous family homes in the Miami area. FIU Involvement FIU guides SMS and FIU all of ind supports wind studies Signature Bridge. ATC 5 I-35 B Ramp Modifications Improved geometry lowers interchange 1 feet and reduces bridge areas. Revised Design for Bridge 5 idening - Solution provides aesthetic solution and reduces construction footprint nearby historic Grove ATC 15 Piers 10 through13 Park.

MDX Realignment of SR-3 EB Connector and Flatter vertical profile improves traffic safety and moves elevated structure away from adacent ATC 13 properties. Method Sideshifter erects bridge 1 girders No cranes on the bridge needed and no full closures of MD EB for girder erection.

I-95 Bridge 3 Pier Aesthetic solution maximizes structural capacity of pier and reduces traffic impact by construction.

Miami community builders Exceeds Expectations F. Innovative Aspects 45 Section G MAINTAINABILITY Section G – Maintainability TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS G. Maintainability G.1 Maintenance and Durability MCB has adopted an approach that provides exceptional MCB’s Key features and benefits in this section: maintainability and durability for all components of the proect. The teams integrated design approach is geared to selecting + Safe and convenient maintenance access materials and developing structural details that will minimize + Actionable, reliable health monitoring system maintenance costs and facilitate straightforward inspection to + Design features lower maintenance effort ensure minimal service costs. Table G.1 below describes the + Fully engaged design team through warranty phase more significant features that our team is incorporating into the proect to provide enhanced durability and reduced maintenance. Table G.1: Enhanced Maintenance and Durability for both Design and Construction

Maintenance or Durability Feature Benefits Exaple of where the Specified pproach is used in the Proect Approach to design that improves maintenance and durability Simple and secure inspection access + Signature Bridge pylon and deck access for hands-on inspection. + MetroMover structure design allows for interior access for inspection of all surfaces. Exterior access for inspection of pylons and Signature Bridge pylon design has connection details built in to allow the mechanical attachment of inspection equipment to allow for close inspection of exterior surfaces. Service design of Signature Bridge pylons from foundation to pylon tip meets ksi Limiting crack width in pylon service stress limit. ATC 3 Alternative igh Performance Coating System for Steel Components (of Upgraded coatings on structural steel Signature Bridge) provides exceptional durability for critical elements. I-5 bridge 3 Piers and with concrete straddle beam instead of steal. Bridge designs that minimize maintenance + + MD bridge 1 has shorter straddle bent and fewer C bents, per ATC 13. Provide hardscape urban spaces that can be Use of concrete pavers for hardscaping such that urban spaces can be easily reconfigured for different types of events and activities (e.g. farmers markets, festivals, etc.). MCB team commits to providing concrete pavement design (in accordance with FDT All highway paving will be rigid pavement Standards) throughout the entire MD and I-5 section of the proect. ATC Concrete Pavement Joint verlap for I-5 Shoulders provides for thicker Increased pavement thickness at I-5 pavement (matching lane pavement thickness). Reduce total number of bridge bearings Reduced number of bearings by 30%. Reduce number of expansion oints Reduced number of expansion oints significantly. Concrete cover is the best solution to reduce corrosion risk all footings (that are in the Increased reinforcing steel cover on footings tidal brackish groundwater) will have cover increased to .5 inches. Approach to construction that improves maintenance and durability + I-5 bridge 3 Pier construction sequence. + MDT Metromover Pier design (ATC 5) Construction Sequence. Construction sequences that avoid overstress + ATC bridge 5 Piers 10,11,1, and13 Construction Sequence. + Detailed Signature Bridge Construction Sequence. + Bridge 1 beam lifter avoids large cranes on existing bridges. + Delivery of FIB girders for MD to avoid heavy load on existing bridges. Eliminate precast segmental oints ATC 5 CIP Construction for Approach Structures. Augment FM5-501 testing of w/cm ratio with Improved quality assurance of concrete all pours. AAST T31 testing MCB provides a proect-wide Maintenance Liaison, Jose uintana, of Marlin Engineering, to coordinate maintenance needs during design and construction. Extended warranties that exceed the minimum Proect-wide see Section C.3 for a list of extended warranties. Provide comprehensive maintenance post- Proect-wide one-year comprehensive maintenance obligation to begin after each asset (bridge, roadway, etc.) is opened to traffic. G.2 Approach to Life-Cycle Cost Analysis MCB recognizes an effective life-cycle cost analysis approach for this proect is focused on reducing maintenance and rehabilitation costs over the service life of the proect assets. Through implementing our holistic approach to life-cycle cost optimization, introduced in Section C and reiterated in G.1 above, we have focused on highly reliable solutions that invest upfront, minimize the frequency of, and simplify maintenance operations. ur focus includes minimizing traffic-interrupting maintenance activities wherever possible to mitigate user delay costs, which can compound life-cycle impacts to the users and communities this proect serves. ur robust and effective approach to design and construction quality ensure high-performing assets, with minimum defects. Miami community builders Exceeds Expectations G. Maintainability 46 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS To illustrate the tangible benefits of our approach, Table G. summarizes the life-cycle benefits and savings compared with the proect baseline concept and other possible alternatives. Tale G. LifeCycle Benefits and Savings MCB Optimized Approach Baseline Comparison LifeCycle Benefit 100-year service life, through optimized design, Standards based design with 75- Increased time-to-replacement of asset and increased concrete cover, and use of silica fume and year service life minimization of concrete repairs during service. stainless steel reinforcing steel in concrete TC Metalizing of anchor boxes and stay anchor heads FDT standard paint systems 50% additional time until first maintenance coating. (ATC ) 1-inch sacrificial, integral wearing surface for top of -inch sacrificial , integral wearing Allows for multiple resurfacing operations to restore skid deck for Signature Bridge resistance with no loss in capacity. Span

Signature Traditional vibrating wire strain Provides more reliable data with an expected life more system (ATC 30) than double that of traditional systems. Armoring of mechanically stabilized earth (MSE) walls Check FDT MSE wall requirement Ensures wall integrity during storm surge events. near Biscayne Significantly increased reliaility for uninspectale Stainless steel reinforcing in end bent piles Black bar and uncoated strand elements. Steel box girder or segmental Eliminate painting of steel elements and oint durability CIP monolithic concrete structures issues on segmental box girder. Pot bearings Eliminate common failure of seals on pot bearings. I-395

Approaches Reduced maintenance and replacement costs for the Eliminated four expansion oints on I-35 Utilized 1 expansion oints on I-35 Rigid concrete pavement ptional asphalt pavement Extended service life before topping or repaving. ment Pave- Reconfiguration of landscaping with no full-shade Landscaping elements in full-shade Full-shade plantings at high risk of failure within.

Project Pavers can easily be relayed, providing exibility to modify

Aesthetic Use of concrete pavers for hardscape areas Traditional concrete surfaces spaces for changing community needs. All footings have .5-inch concrete cover -inch concrete cover Increased clearance mitigates premature degradation risk. Wide

Project 100% PDA on all piles Avoid damage to the piles, which reduces service life.

G. Structure ealth onitoring Syste SS ur total SMS system comprises four categories of sensors: Members of our proect team have designed or installed 1. GPS and Potentiometers to Measure Global Movements of Structural Elements – Measure movements at oint bridges, including the hio River Bridge, oodrow ilson openings across deck surfaces, between pylon and deck. Bridge, and the I-35 St. Anthony Falls Bridge. This experience . Sensors to Measure Internal Movements of Structural will help us design and install a system that provides real-time Elements – monitoring of the Signature Bridge. It will monitor loads, accelerometers, inclinometers (tiltmeters) - measure internal stresses, movement, and deections throughout the structure strains and deformation of critical structural elements. ur and will localize and quantify damage, if it were to occur. The will utilize SF fiber-optic long-gauge sensors strategically system provides reliable, early warning, actionable data to positioned to collect the necessary data (ATC 30) resulting monitor the structural health of the Signature Bridge over its life. in the following advantages: Key challenges include the following: + Long-gauge sensors are not affected by local + False ags due to noise in the readings imperfections and are more accurate than strain gauges. + Premature failure of sensors due to incorrect installation + The accuracy of the deformation sensors picks up any + Susceptibility to electromagnetic interference change in stresses of structure before damage occurs. + Non-actionable or ambiguous data + The fiber-optic sensors are impervious to weather, + Technology that isnt easily upgradeable electromagnetic interference, and lightning. ur SMS addresses the above issues by replacing traditional + Extremely durable service life (more than 5 years). strain gauges with fiber-optic sensors and fully integrating it with + Combined accelerometers/tilt-meters will sense vibrations the bridge design. ur CIP concrete design for pylons and and deections for cables, pylons, piers, and decks. superstructure facilitates the embedment of sensors, which ensures their survival over time.

Miami community builders Exceeds Expectations G. Maintainability 47 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS The sensors are set up to detect any change in structural G.4 Signature Bridge Inspection and behavior, with multiple sensors detecting all possible failure aintenance anual Benefits modes for example, if a bearing locks up, this is detected MCBs designers have developed maintenance and inspection pylon and by the fiber-optic deformation sensors (that detect a change in longitudinal compression of the deck). Bridge in Louisiana the kcICN Bridge in Kansas City and the A5 Cable-Stayed Bridge in Montreal. e will develop a 3. Sensors to Measure Environmental Conditions - document will provide concise and thorough explanations on the Temperature, UV radiation, humidity, and wind are structural configuration of the bridge, the materials and methods used to build it, and how to inspect and maintain it to ensure inuence bridge behavior and performance. longevity. ur Maintenance Liaison, Jose uintana, previously . Sensors to Measure the Internal Condition of Structural the District Maintenance Engineer for Turnpike, will ensure that Elements - Corrosion sensors to measure rate of chloride IM strategies are clear while incorporating best practices and intrusion into specific concrete elements. industry-standard safety awareness. MCBs manual will provide The placement of the sensors is shown in Figure G.3. e will the following benefits: provide backup batteries for all data loggers, so data is still + wners guide to maintenance approach and operation collected when electricity fails. The SMS controls will be + Identification of structural elements, including maintenance located inside the pylon and will be directly connected to the two other control location using the ITS fiber. Power and sensor + cabling will be placed in separate conduits, and all enclosures + Proposed method to perform inspection and maintenance will be weatherproof. Florida International Universitys (FIUs) Dr. + Step-by-step maintenance service procedure Michael Bienvenu will guide our SMS effort, similar to the work + Guidance for operating thresholds and tolerance limits at the SR-/3 Interchange. is staff will be involved in the SMS design and will provide guidance during placement of the ur experience on complex proects indicates the following sensors. The system will be brought online as construction critical factors will ensure the manual has real value for FDT: progresses, so FIU can interpret sensor data during 1. Reduce interruptions, enhancing safety of traveling public construction. Upon completion, this will help us establish . Safety of maintenance personnel will be provided by clear actionable thresholds to trigger warnings. Finally, FIU will collect and analyze the provided data for the first year after completion 3. Efficiency of procedures of the Signature Bridge and provide a detailed manual and . Durability The manual will be viable over the life of the from MCB to FDT. In addition, as a high-value electronic appendix to the MI manual, Figure G.3: SHMS Sensor Layout MCB will provide an innovative load rating tool for complex bridges proects, including cable-stayed and segmental structures. This tool for the Signature Bridge will be preprogrammed to allow FDT to rate it for any live load configurations. ur team has provided this tool for the astings Bridge (tied arch, Minnesota), the akota Segmental Bridge (Mississippi River, Minnesota), the St. Anthony Parkway Bridge (segmental, Minneapolis), and the MnDT ighway 53 Bridge (haunched steel girder, Minnesota). G.5 Signature Bridge Inspection Access The MCB design provides a structure with exceptional durability deterioration, and we have submitted ATCs and developed design concepts to achieve this exceptional durability. There are four key areas where our design for inspection access provides benefits: Each fiber sensor location is paired with + Easy access to critical bridge components a temperature sensor + Minimal traffic disruptions and distractions necessary + Minimal specialty inspection equipment required + Secure access to non-public areas

Miami community builders Exceeds Expectations G. Maintainability 48 TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS For the Signature Bridge, the structure is divided into critical Access to all platforms will include multiple entry and egress categories, according to the inspection routine required (See Figure G.5): of an inured worker, should the need arise. All access points, 1. Pylons – Inspection access is provided to interior of pylons such as access to box sections and pylon access doors, will be by platforms and ladders. Exterior access is provided by secured from unauthorized access. Visual and motion-sensing above deck level with secured access. electronic surveillance will be provided at all entry points. Each . Superstructure Box Section – Inspection access to all component of the stay-cable system will be accessible for interior spaces is provided through sofitt openings which inspection and maintenance. Reference strands will be included can be accessed by man-lifts from below. 3. Sustructure reinforced concrete piers Conventional within each stay. ithin the pylon tops, stay cables will be inspection access by man-lift. anchored within a steel anchor box with anchor heads and steel . Cable Stays and Attachment Hardware – framing fully accessible. Platforms at each stay pair will be provided for ease of inspection and maintenance. lower anchors and via permanent access inside the pylon The pylon interior will be accessible above the roadway level for the upper anchors. Inspection of stay sheathing can be through a secure access opening that allows access to the pylon accomplished by CableScan robotic inspection. leg interior. SA confined space requirements will be Figure G.5: Pylons – Inspection Access located emergency response stations will be provided. 1 ithin the pylon legs, full vertical height access will be provided from the solid pylon base termination at deck level to the pylon tops using steel ladders. At the pylon top, a hatchway will be 2 davit systems from within the lantern. Electric hoists will be provided at the top of each pylon, as will anchors for rope access tie-off, as required. G.6 Signature Bridge Aesthetic Lighting aintenance Benefits 3 The basic feature of the MCB aesthetic lighting design for the Signature Bridge will be to utilize lighting components that have an exceptionally long life and reliability. Regarding maintenance, 1 the lighting design has the following features: 2 + Controls located inside control room within the pylon leg. 3 + Lights along bottom deck can be accessed from below. + Flood lights for the stay cables are located on the deck. + Lights along the outside of the pylon are accessed by a MCB will provide the complete baseline inspection for both removable access platform, anchored at the top. bridges, as well as the follow-up inspections two years after + Light feature at the top is self contained, hurricane proof, bridge proect completion as part of this proposal. The results of and will have access from inside the pylon. the inspections will be correlated to the data from the SMS to + Light fixtures on the end bents and embankments can be make sure the system is calibrated to the findings in the field. accessed from the ground. MCBs solution is a closed-box girder structure with internal None of the aesthetic light maintenance requires closure of the end-to-end inspection access to the maintenance-free interior. I-35 EB or B roadway. Given the very long life of the Entrance is provided by lockable hatches at pier and abutment proposed fixtures (up to 100,000 hours), the frequency of locations. Internal LED lighting, ground fault interrupter-protected replacement for the aesthetic lighting elements is minimal. MCB receptacles, and utility inspection and maintenance access will will provide an access system to maintain the paint system and be provided. LED lights along the outside of the pylon legs. The system is be transported in a pickup truck. Miami community builders Exceeds Expectations G. Maintainability 49 Section H – Conformance with MDX Aesthetics Manual MDX Aesthetics

Section H Conformance with MDX Aesthetics Manual TECHNICAL PROPOSAL FOR SR-836/I-395/I-95 PROJECT

MIA MI C OMMUNI T Y BUI LDERS H. Conformance with MDX Aesthetics Manual MCB’s Key features and benefits in this section: Construction requirements, including storage, laydown yards, and vehicle access were also reviewed to determine their impact + Reduced impacts to the surrounding communities on the mature vegetation. Sites where some of the mature palms + Designer remains engaged through construction to ensure could be relocated were analyzed to ensure that relocation only aesthetic commitments are recognized and implemented occurred once, increasing the palms survivability. As landscaping on the MD is included at a later date under MDX Specific The clean and simple aesthetics of the structures allow the vegetation. By approaching MDs existing vegetation as an public to relate the design of the Miami-Dade Expressway (MD) asset and incorporating it into our design process, MCBs design and meet FDT standards. Providing additional aesthetic integrates into the existing environment rather than fitting the treatments to the structures would disrupt the visual unity. landscape around the structures after construction. This Integrated into the clean aesthetics are the mature landscape approach results in reducing the constructions impact on the and ponds, softening the structures impact on the surrounding between the structures and the landscape. between the structures and landscape. Figure H.2: Example of Retaining Wall and Landscaping Figure H.1: Color Palette SR-836

MCBs design of the MD continues this approach by following the MD Final Enhancement Manual, as required in the RFP. The proposed structures placement and their construction were vegetation. The proposed structures follow the clean, simple Figure H.3: Column Type A design of the existing elements, but also were developed to the corridor during construction, to allow ease of access for maintenance and inspection, and to continue the unified visual environment. The requirements of the Enhancement Manual were satisfied as noted in the Table . below. MCB reviewed the existing vegetation to determine the significance of the design for landscape, avoiding impacting the mature palms and trees in the vicinity where possible.

Table H.4: Required Enhancement Manual Compliance

Element Requirement Conformance Seg Meet FDT standard All walls designed in accordance with FDT Structures Manual Retaining alls Use of corner, top, and end coping panels Provided as shown in the photo Accent finish color Accent Finish A and SR-3 color palette Noise alls None on this proect Type A, B, and C columns Used accent panels on two sides Column detailing Bridges Superstructure types Use of steel plate girders and concrete FIB girders D Color Meet SR-3 Palette RT Structures Concrete upright steel horizontal member Provided with details, finish, and color as per manual At-grade signs using concrete upright and steel horizontal member Sign Structures Structure-mounted signs with steel upright and horizontal member Lighting Luminaires, housing, components, and poles Detail and finish in accordance with manual Miami community builders Exceeds Expectations H. Conformance with MDX Aesthetics Manual 50