ASPIRE is a quarterly magazine published by PCI in cooperation with the associations of the National Concrete Bridge Council. The editorial content focuses on the latest technology and key issues in the Concrete Bridge Industry.

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Page 13 of 49

PROJECT LESS LEADS TO MORE Innovative design and construction methods result in full-project build-out by Craig Finley Jr., Finley Engineering Group Inc. PROFILE Palmetto/Dolphin Expressway Interchange / Miami-Dade County, Florida Prime Design Consultant: BCC Engineering Inc. Miami, Fla. Segmental Bridge Design and Construction Engineer: Finley Engineering Group Inc. Tallahassee, Fla. Construction Engineer and Inspection Services: AIM Engineering and Survey Inc. Lehigh Acres, Fla. Prime Contractor: Community Asphalt Corporation, Condotte America Inc., and The de Moya Group Inc., joint-venture LLP, Miami, Fla. For nearly 30 years, the Florida Department of Transportation (FDOT) has been working towards improving the 26-mile-long Palmetto Expressway in Miami-Dade County to safely accommodate significant, predicted traffic-volume increases. With combined-team ingenuity, engineering prowess, and alternative delivery methods, the largest and final portion of the massive undertaking, the Palmetto/Dolphin Expressway Interchange, is scheduled to be complete in the fall of 2015. Bridging the Gap Section 5 of the 12-part, 20-year Palmetto Expressway reconstruction project, is a $558 million design-build­finance project that reconfigures a 16-mile stretch of expressway where SR 826 (Palmetto Expressway) and SR 836 (Dolphin Expressway) meet adjacent to the Miami International Airport. More than 430,000 motorists use the interchange daily, making maintenance of traffic one of FDOT’s primary concerns. A Tall Order with Low Clearance The project includes the full reconstruction and modification of two existing interchanges, adds one travel lane in each direction, widens and/or replaces bridges, increases shoulder widths, reconfigures entrance and exit ramps at all interchanges, and improves drainage, signalization, lighting, and signage. The design-build team introduced a redesign that included FDOT’s desire to reintroduce three expressway access points, which would have been lost with the original design plan. “Using non-traditional shaped piers, adjusting the footing size to accommodate conditions, and increasing span lengths all helped improve maintenance of traffic sequencing, which was critical to accelerating the project schedule,” said (continued next page)

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