February 20, 2015
The last segment has been erected on the $558 million Palmetto Section 5 SR 826/SR 836 Design-Build-Finance project. The Florida Department of Transportation (FDOT) is overseeing the project and providing funding in conjunction with the Miami-Dade Expressway Authority (MDX) and the American Recovery and Reinvestment Act (ARRA). The team led by the Contractor, Community/Condotte/de Moya JV, includes the following key team members:
- Prime Design Consultant: BCC Engineering, Inc.
- Segmental Bridge Design (Engineer of Record) and Construction Engineering: FINLEY
- Precasting: Rizzani De Eccher
- Erection Equipment: DEAL
- Post-Tensioning: VStructural
- Bridge Aesthetics: Touchstone Architects
- Construction Engineering Inspection: AIM Engineering & Surveying, In
FINLEY designed and provided the construction engineering on four high-level segmental bridge ramps (Bridge Nos. 9, 11, 15 and 19) that traverse the core of the interchange. The segmental bridge ramps were precast, balanced cantilever and erected with a 460 ft. launching gantry. The bridge lengths varied from 1,100 ft. to 2,450 ft. in length and are 47 ft.-wide, with a maximum span length of 266 ft. The curved segmental bridge ramps are the third level of the interchange with radii down to 590 ft. and have a maximum superstructure deck height of 95 ft. above the proposed ground. All of the bridges are supported on 24” pile foundations and reinforced concrete piers and caps.
The project includes four high-level segmental bridges on the SR 826 (Palmetto Expressway) and SR 836 (Dolphin Expressway). The design offered unique challenges integrating underlying roadways, canals and MOT requirements into the layout of these segmental bridge ramps. This project was constructed in the MiamiInternational Airport flight path and had FAA Requirements. The high level segmental flyovers are built over multiple roads that carry 430,000 vehicles per day and are the tightest elevation curves erected in the United States. The all overhead erection removed the need for falsework and cranes and eliminated five MOT phases that would have impacted traffic, as well as provided a safer work environment. FINLEY integrated the design into the construction while satisfying the strong aesthetic requirements. The design reduced maintenance and construction costs with the utilization of external tendons, Diabolos and deviators. The use of polystyrene in the hollow pier columns, except at the base of the caps, eliminated the need for interior formwork and reduced the overall mass of the structure and concrete required. The project is expect to be completed in 2016.