Southland colonial pedestrianoverpass_tre0003-g_technicalproposal

SOUTHLAND CONSTRUCTION, INC.
172 W 4th St
Apopka, FL 32703
Telephone: (407) 889-9844
Fax: (407) 886-4348
Contact: Daniel Carr
Email: dtcarr@southlandconstruction.com
InAssociation with:
TECHNICAL PROPOSAL
Design Build Services for Colonial Pedestrian Overpass (SR 50)
Financial Project Number: 434915-1-58-01
Federal Aid Project Number: 8886-572 A
Project No: TRE0003_G

Project No. TRE0003_GDesign Build Services for Colonial Pedestrian Overpass (SR 50)
SOUTHLAND CONSTRUCTION TECHNICAL PROPOSAL | TOC
Technical Proposal – Table of Contents
Section 1: Project Approach
Section 2: Plans and Technical Special Provisions
• Technical Proposal Plans: Roll Plots – Separate Attachment.
• Technical Proposal Plans: 11x17 Plans – Separate Attachment.
• Bridge Renderings – Included with 11x17 Plans.
• TSP-1 Structural Concrete and Steel Guarantee.
• TSP-2 Value Added Bridge Components.
• TSP-3 Value Added Highway Lighting System.

SOUTHLAND CONSTRUCTION
Section 1: Project Approach

Design Build Services for Colonial Pedestrian Overpass (SR 50) Project No. TRE0003_G
SOUTHLAND CONSTRUCTION P a g e | 1
Design Technical Approach
Introduction: We are a local team that loves Orlando. From the first moment we heard of the project, we dreamed
of sharing the design and construction process with you in delivering a landmark bridge as part of the long-range plan
for Orlando’s growth as a world-class city. This project is one of ‘the missing links’ in the Orlando Urban Trail
connecting segments of Gertrude’s Walk and Dinky Line. Its successful implementation will establish a critical
connection, enabling pedestrian and bicycle traffic to move unimpeded into the heart of Downtown Orlando’s central
business district by providing a grade-separated crossing of SR 50 (Colonial Drive) and diagonally crossing the Central
Florida Commuter Rail Corridor (SunRail railroad tracks). Our team is eager to work with you in the successful
delivery of this project that positions Orlando toward the realization of its vision to be an increasingly livable and
inter-connected 21st
Century City. Realizing this goal will involve clear communication with all stakeholders,
including meeting the approval of the City of Orlando’s Appearance Review Board. Through our Team’s extensive
experience working in Downtown Orlando’s core area, we are very familiar with this process. Our Team’s
architectural design partner, HKS Architects, includes leaders who have actively served on the City of Orlando’s ARB
for years.
Bridge Design Concept: As an important link in Orlando’s multi-modal transportation plan, this bridge will
naturally serve as a civic landmark. As such, its scale, geometry, and materials are significant factors that must be
incorporated into the design. It must function for the scale of the pedestrian and the scale of the City at the same time
and it must reflect of the City of Orlando’s culture and context. With these goals in mind, the design approach that
our Team has developed addresses your desire to create an iconic gateway element for Downtown Orlando in two
ways that are unique to Orlando:
1. Grounded in Orlando’s History: Our landmark
design features a modern interpretation of historic
regional design elements. We developed an
efficient design solution that includes a simple and
honest use of materials reminiscent of Orlando’s
roots as the crossroads of Florida’s agricultural and
industrial commerce. The primary elements of the
bridge include a majestic concrete pylon (situated
on the south side of Colonial Drive), with a
sweeping truss. The pylon is comprised of solid
reinforced concrete with a sandblasted finish.
Visually, the arc of the great pylon artistically
serves as a nod to and embracement of our historic
downtown core and Orlando’s skyline. The pylon is symbol of strength of our community that supports the long
truss. The truss is finished in bare weathering steel. It forms a gentle arc over the roadway and railroad lines below.
Through design vernacular and use of materials (durable finish that will never fade), the truss suggests historical
references. Sight-lines were well considered to create an openness that maintains a visual east-west connection and
promotes pedestrian and vehicle safety.
2. Embodying Orlando’s Civic Aspirations: The basic materials and simple forms of the bridge also combine to
create a larger gesture that acknowledges Orlando’s bright future and its aspirations for growth as a modern, livable
city. As the tallest element of the bridge system, the primary support pylon serves as the focal point of the composition.
The sweeping arc of the pylon acknowledges Orlando’s skyline to the south and simultaneously creates a grand and
welcoming gesture toward the districts north of Colonial Drive. The slender tension cable supports echo the strength
of the City’s diverse and interconnected neighborhoods, whose fundamental strength as a system are represented
within the strong and graceful body of the truss itself. Taken as a whole, these components combine to create a
design that transcends the pragmatic nature of the program and sets the tone for all who will pass through around, and
under this gateway.
Aesthetic Clean Lines: Clean, clear and simple lines are deliberately employed in the design of the bridge system.
This is achieved through careful placement and detailing of the bridge enclosure, deck, and railing systems. The
bridge truss will be enclosed using a vinyl coated metal mesh that is mounted on the inside face of the truss. The
walking surface of the deck is comprised of poured concrete over a metal deck, placed inboard of the truss system so
that the bottom chord of the truss conceals the outer edge of the deck.

Structures Design: The structural
design of the Southland Team’s
Bridge began with close coordination
between Horizon Engineering Group,
who will provide structural design
and plans for the bridge, and our
Team’s Architect HKS. HKS
developed a two span concept with a
mainspan truss passing over the
SunRail railroad and Colonial Drive
at a length of 231 feet in combination
with a 65 foot backspan truss to the
south of the main support pylon (see
Sketch-up 3D Model to the top right).
We propose a unique combination of structural design details that fulfill HKS’s concept in an efficient, maintenance-
freindly manner:
• The backspan will tie into an elevated ramp structure where stairs have been added by our Team providing direct
access to the streetscaped Plaza Area and sidewalk along the south side of Colonial Drive.
• The truss will be a “Pratt” style system. The top and side bracing of the truss will be used to provide support for
aesthetically pleasing safety fencing which fully encloses the trail over the railroad and Colonial Drive to prevent
users from dropping debris on passing vehicles and trains.
• The deck on the truss supported portions of the bridge will consist of a reinforced concrete slab cast compositely
with the floor beams of the truss formed with stay-in-place metal decking.
• The pylon will include stay cables to optimize the efficiency of the design in resisting pedestrian live loads. The
bridge will be designed such that all stay cables can be removed for maintenance purposes while the truss
carries its own self weigh and a construction live load. The stay cables also provide additional damping beyond
that of an un-stayed truss enhancing resistance to pedestrian and wind induced vibrations.
• The pier supporting the south elevated ramp structure and stair landing transitioning to the backspan truss portion
of the bridge has been sized such that it will fully resist truss load combinations resulting in uplift at bearing
locations. Bearing details for the truss at this location will be developed such that uplift of the truss cannot occur
that might otherwise result in a discontinuity between ramp and truss deck surfaces.
• The truss will be fabricated from rectangular and square HSS (Hollow Structural Sections) using ASTM A847
weathering steel consistent with FDOT directives intending to minimize future costly maintenance associated
with painted steel.
• Concrete pier and pylon components supporting the truss (pier wall and pylon cross strut) will be Class Five
finished coated with a color similar to that of the weathering steel to minimize unsightly staining.
• Stay cables will be comprised of high strength multi-strand steel cables that are zinc coated to resist corrosion.
The stay cables will be fabricated with spelter sockets at the pylon connections and adjustable open bridge bowl
sockets at the attachment points to the truss for simplified installation and tensioning.
• The proposed alignment has the North side main span pier in CFRC R/W, allowing the truss to remain outside
the footprint of the proposed railroad signals.
The elevated approach ramp structures will be comprised of a continuous
reinforced concrete slab supported by hammerhead style concrete piers, as
shown to the right. This design concept is well-adapted to this specific site’s
considerations:
• The cast-in-place slab will be constructed on falsework because the
delivery and lifting of precast deck components was deemed to be
problematic within the limited width R/W north of Colonial Drive.
• Use of a cast-in-place system constructed on temporary falsework lends
itself well to the deck curvature depicted in our plans while also allowing
the design to take advantage of slab efficiency associated with span
continuity that would be difficult with precast systems.
• Calculations were made during development of our Team’s concept
plans to confirm that the soil conditions mitigated any potential
differential settlement of adjacent piers in relation to the bending
capacity of the continuous slab. Approach pier footings were sized such
that differential settlement should not exceed ½ of an inch between

adjacent piers. Analysis of the proposed slab indicates that bending moments associated with differential pier
settlement would be at no greater than 10 percent of the ultimate load moments which is within acceptable limits.
At locations where the ramp structures are approximately less than 10 feet in elevation, the trail will be constructed
on a MSE (Mechanically Stabilized Earth) fill volume. The trail surface on the MSE fill volume will be comprised
of a reinforced concrete slab on grade cast integral with the wall coping.
• Foundations for the south ramp approach and the pier and pylon supporting the mainspan truss south of Colonial
Drive will consist of precast pre-stressed concrete piles driven to required capacities.
• Square precast concrete pile foundations were selected such that the proposed pond liner can be sealed effectively
around the perimeter of each pile.
• The deep foundations will transmit foundation loads beyond the depth of the proposed liner avoiding undesirable
bearing pressure that might otherwise be exerted on the liner by use of spread footing type foundations at these
locations.
Foundations for the north approach ramp and north mainspan pier will consist of spread footings.
• The size of the spread footings will be determined to maintain appropriate allowable service and ultimate bearing
pressures required for limiting differential settlement to a level appropriate for the ramp deck construction and
also maintain stability of the structure.
• Use of spread footing foundations for the north ramp approach and mainspan pier is also very desirable for
avoidance of noise and vibration associated with driven pile foundations. Considering the close proximity to the
SteelHouse building, excessive vibration and noise associated with driven pile foundations should be avoided to
ensure the building is not damaged and nearby residences are not subjected to excessive noise.
Incorporating Aspects of I-4 Ultimate: Orlando’s new landmark will be identified through its own uniqueness, while
it successfully incorporates the aesthetic character of historical references, neighboring structures, and the nearby I-4
Ultimate project components. To that end, this designs’ solution incorporates basic elements and colors from the
‘BA8’ design character into the piers and MSE wall supports of the walkway systems on the north and south sides of
the bridge crossing. These walkways lead up to the bridge crossing and form a backdrop that accentuates the simple
and clear forms of the bridge system. All elevated approach ramps, stairs and MSE wall supported trail sections will
include 54 inch safety railings with handrails conforming to FDOT Index 862.
Trail Design: The south pier was positioned to meet the required 16’
lateral offset from the edge of the travel lanes and be no closer than the
City’s conceptual design which is located within the SR 50 R/W.
Additionally, in response to the Addendum issued on March 4, 2016, the
mainspan alignment was modified per the FDOT request to avoid placing
the pedestrian bridge over the top of the rail road signal in both the WB and
EB travel directions for Colonial Drive. The north pier will be inside the
CFCR R/W and will provide the 18’ minimum horizontal clearance and a
crash wall will be provided. On the south side of Colonial Drive the
location of the existing OUC underground oil-filled transmission electric
line and the future I-4 Ultimate drainage pond and pipes were reviewed. In
order to provide clearance from the OUC line and minimize impacts to the I-4 Ultimate drainage pipes the alignment
was revised utilizing a 100’ radius curve, which will provide a gentle flowing alignment.
Through our coordination and discussions with the SteelHouse management, the easement area for the proposed
pedestrian bridge ramps is frequently used by the local residents as a dog walk area. In order to provide them a wider
/ flatter area, our Team has re-aligned the sidewalk connection from the ramps adjacent to the eastern R/W which can
be seen on Roll Plot RP-01. The relocated sidewalk will provide the locals with a walking area and a graded out area
to collect stormwater.
As the 12’ proposed concrete trail approaches Orange Ave there, is a large OUC
vault in the existing easement. As shown to the right, our Team has centered the
proposed trail on the OUC vault. While the OUC vault is an ADA compliant
surface, the re-aligned trail will provide an area on both sides to allow roller
bladders or bicyclists a less bumpy option around the vault. Additionally,
centering the trail will reduce the potential for concrete to crack.
OUC Oil Filled
Transmission

Vertical Alignment: Our Team’s Pedestrian Overpass provides a
minimum vertical clearance of 24’-3” over the railroad tracks and a
minimum of 17’-6” vertical clearance over Colonial Drive. ADA
regulations require a 5’ flat level area when ramp grades are 5.0% or
greater, since the RFP requires a maximum grade of 4.9% the 5’ flat
level areas are not required. The City Concept Plans showed a 5’ flat
level area at a 30’ horizontal spacing. Working directly with our
structural engineers our Pier design eliminates this 5’ flat level area and
provides the following advantages:
• Provides a smooth un-interrupted 4.9% grade from the
Mainspan Bridge as shown in the graphic to right.
• Provides a more enjoyable experience for bicyclists and in-line
skaters by eliminating the repetitive bump (5’ flat area) every
30’.
• Reduces the overall height and length of the MSE walls.
• Minimizes impacts to the I-4 Ultimate pond berm.
• Maximizes the length of trail / sidewalk at grade.
Signage & Graphics: Because of its simplicity and scale, the design
concept includes opportunities for larger scale signage and graphics to be mounted along the sides of the truss system,
should the City desire to incorporate this feature into the final product. Additionally, pedestrian wayfinding signs
consistent with the Orlando Urban Trail Signs (which Horizon was involved in developing) will be included, and have
been shown in our 11x17 plan set and their locations along the trail and Streetscaped Plaza Area shown on Roll Plot
RP-02.
Safety: Our team is experienced with this challenging
combination of design obstacles; it is a tight urban site,
adjacent to and over a railroad corridor and FDOT LAP
requirements must be fulfilled. The required vertical clearance
of 24’-3” over the railroad means this bridge will unavoidably
create long approach ramps, with potentially limited access
options. As shown in the City’s Concept Plans and in our
Team’s Plans we will provide ADA compliant connections to
Colonial Drive on the north and south sides of SR 50. As an
enhanced element we have incorporated stairs on the south
side (highlighted in blue, above right) that provide the
following advantages:
• Provides a direct connection from the main span to ground level.
• Reduces the likelihood for pedestrians to jaywalk across Colonial Drive.
• Increases the safety of the overpass users by providing them more route options.
• Directly engages the Street Plaza at Colonial Drive by encouraging the use of the Overpass.
Providing a direct stair connection is a consistent compliant many municipalities receive from bridge users, and was
even omitted in the Concept Plans. While providing the stair connection will require further coordination with the I-
4 Ultimate proposed pond we feel this is a critical component to enhance the safety of this project and to encourage
its use.
Hardscape / Landscape: Our proposed design also includes a Streetscaped Plaza Area on the south side of Colonial
Drive. This plaza occurs at the base of the main support pylon, tying into the existing and future sidewalk system
along Colonial Drive. Features of the plaza include a combination of brick pavers, benches, bike racks, Trail Map
and Rules sign, landscape features, and streetscape lighting. The arrangement of these features has been carefully
considered to enhance the aesthetic quality of the intersection, provide greater functionality for pedestrian access, and
to balance safety and security concerns included in the CPTED design principles.
Original Concept with
5’ Flat Areas
Southland Design - Smooth
Un-interrupted Grade

Our review of the City’s Conceptual Plan shows the proposed
12’ trail connection leading directly into a proposed driveway
at SR 50 that provides access the pond and railroad R/W as
shown in the graphic to the right. Our Team re-aligned the
proposed 12’ trail to connect directly with the 15’ sidewalk
that the I-4 Ultimate project will construct as shown on the
previous page. Our proposed 12’ concrete trail will follow the
Downtown Orlando Streetscape Guidelines (Treatment 4:
Window Pane Sidewalk Streets).
The integrated Streetscaped Plaza Area will utilize brick
pavers with a 12” wide ribbon curb around outside.
Additionally, the Streetscaped Plaza Area was specifically
designed in and around the mainspan bridge pier to provide a
user-friendly meeting place and minimize long term
maintenance. Brick pavers will visually separate the space and provide a long term ground cover.
Aesthetic Lighting: Integrated layers of
lighting plays an important underlying role in
communicating the message of the proposed
bridge design to a wider, nighttime audience
experience. We propose vertical LED lighting
to accent the main support pylon, reinforcing the
architectural concepts and composition into the
night. The use of color changing LED lighting
on the main support pylon signifies it as an
important marker that relates to the scale of the
city. All light sources are concealed within the
surface of the structure to create a glowing effect
that will illuminate the entire surface of the
pylon, washing it in a multitude of colors.
On the bridge itself, indirect light fixtures mounted in the bridge deck will illuminate the walkway to provide a well-
lit environment for pedestrians while shielding drivers on the roadway below from glare. The placement of these
lights will also create an internal glow across the length of the truss to highlight its scale and significance. Lighting
on the elevated walkways at the north and south sides of Colonial Drive will consist of pole mounted fixtures that are
lower than the truss itself, illuminating the walkways in a manner that supports safety and security needs without
impacting the adjacent properties. Decorative up-lighting is also included at the concrete piers beneath the elevated
walkways, highlighting the walkway systems on the north and south sides of Colonial Drive and accentuating the
extent of the walkways, psychologically connecting them to the ground.
To achieve these effects, we propose the fixture types and locations shown on Roll Plot RP-02. In addition, the visual
impact of the proposed lighting system is shown on the 11x17 Sheet R-2, which utilizes the proposed fixture types
and locations.
Underdeck Lighting: The widening of SR 50 as part of the I-4 Ultimate project is installing a lighting system along
the north side of SR 50 and retaining the existing lighting system along the south side of SR 50. This lighting design
was imported into AGI32 and the proposed roadway condition was modeled to generate a baseline. The baseline was
then analyzed with the proposed pedestrian bridge to determine if the bridge shadow would have an effect on SR 50
lighting levels. The results of the analysis show the proposed pedestrian bridge has minimal impact on the lighting
levels on SR 50 and minimum FDOT illumination criteria is still maintained. As such, underdeck lighting will not be
required.
CCTV Design: An ITS design will be provided to install CCTV cameras east of the pedestrian overpass. In addition
to the requirements of the RFP, we propose the following:
• Install 12 SM fiber optic drop cable between Orlando Hub 5 (located east of Orange Avenue) and the
proposed CCTV location (east of the pedestrian overpass). Managed field ethernet switches will be placed
inside the CCTV cabinet and Orlando Hub 5 to generate optical signals.
Original
Concept
terminated
Trail into a
Driveway
from SR 50

• Two cameras will be placed on the proposed pole. One camera will be placed at 20 feet to see under the
pedestrian overpass and the I-4 bridge. The 20-foot height will prevent vandalism to the camera and make it
maintainable from a bucket truck. A second camera will be installed at 55 feet to see over the pedestrian
overpass, over the I-4 bridge, and along the approach ramps. A camera lowering device will be provided for
ease of maintenance. We will coordinate with the City on the lower camera height for approval as required
by the RFP. The camera heights will be adjusted based on the camera sighting study.
• Power for the CCTV camera will be obtained from the lighting system load center to eliminate the need for
an additional power source.
Drainage / Environmental Design: Our Team proposes an efficient drainage system that reduces maintenance
issues:
• ADA compliant drainage inlets will be provided at each end of the mainspan truss prior to water flowing over the
truss expansion joints and onto the elevated approach ramps.
• Water from the drains will be collected by a pipe system that will be cast into the piers to avoid unsightly
externally attached pipes.
• Pipes will discharge into the proposed drainage pond to the south and a swale to be constructed under the north
approach ramps.
• Deck grades of the elevated approach ramp structure and MSE wall supported trail will be sloped such that water
discharges directly over the edges of the slabs.
• V-grove chamfers will be provided along the underside edge of the ramp deck slabs and wall coping to direct
water away from the sides of piers and the face of MSE wall panels.
• The existing exfiltration system on the north side of the SteelHouse property will be avoided.
• This project qualifies for a permit exemption from the SJRWMD since it is a recreational trail project and there
are no wetland impacts.
Design Coordination Plan Minimizing Design Changes: Our Team has been proactive in contacting the
project stakeholders, identifying their concerns and updating our proposed design to minimize future changes. The
key project stakeholders and the main coordination efforts are further outlined below:
Central Florida Rail Corridor: The railroad tracks upon which SunRail
operates are owned by the Central Florida Rail Corridor (CFRC), which is an
FDOT entity. In response to our Team’s request to meet to discuss this project,
CFRC staff indicated that their policy was that they would not meet with
competing teams for a project under procurement. Based on published
regulations, the Addendum of March 4, 2016 and the Airspace Agreement (and
attachments) provided with the RFP, we anticipate design coordination with
SunRail / CFRC to include the following:
• We will provide a main span bridge design with 24’-3” of vertical clearance from the top of the rail elevation for
the new rail crossings being provided by CFRC for the widening of SR 50.
• Per the Addendum of March 4, 2016, the horizontal alignment of the main span will not be located within the
footprint of the railroad signals and gates provided by CFRC for the new crossing.
• We will submit a bridge design and erection plan for review that will comply with CFRC’s Maintenance of Way
Instructions (MWIs), design criteria and the Airspace Agreement.
• The main span truss enclosure system will prevent objects from being dropped on to the tracks and SR 50.
• North of SR 50, a 5’ decorative fence will be provided to delineate CFRC R/W and prevent pedestrians from
wandering onto the railroad tracks. South of SR 50, I-4 Ultimate pond fencing will perform this function.
• The portions of the ramp on the North side within the CFRC R/W will have an 8’ decorative fence to prevent
debris from being dropped onto the railroad tracks which is shown on Roll Plot RP-02.
I-4 Ultimate: SGL Constructors (SGL) is the joint venture responsible for construction of the I-4 Ultimate project.
Our Team met with SGL staff members Dwayne Kyle (Roadway Design-Build Manager), Shelley Gisclar (Area 2
Coordination Engineer) and Dave Erickson (Project Engineer Area 2) to discuss coordination between the two
projects. The team also conferred with Carlos Lopez (HDR I-4 Ultimate Drainage Design Lead). We anticipate inter-
project design coordination to include:
• SGL is constructing a liner in proposed pond P-15 to separate stormwater from contamination plumes in the area.
It is currently anticipated that the liner will be in place by the time foundation work for this project begins. We
will design liner repairs, boots or modifications that are approved by the I-4 Ultimate team and supply the intended
level of separation between storm and ground water.

• We will coordinate any additional pond design modifications performed by the I-4 Ultimate team required to
provide for the main span pier foundations, the south ramp system, the stair connection and the StreetPlaza Area.
• I-4 Ultimate is providing landscaping and fencing in the project area bounded by SR 50, Concord St, Garland
Ave and CFRC R/W. We will coordinate a landscaping design that effectively takes advantage of available,
remaining pond space and complements our bridge, ramp and wall design concept.
SGL has drawn its senior staff from personnel that are from Central Florida.
Southland and Horizon have long-standing relationships with Dave,
Dwayne, Shelley and other anticipated SGL participants. In addition,
Horizon Engineering Group is the designer for Area 4D and has access to
up-to-date design information for I-4 Ultimate, as well as knowledge of
procedures and decision-making. We are familiar with the required SGL
Safety training program. We look forward to regular progress meetings that
allow us to follow up on the I-4 Ultimate coordination required between the
two projects.
SteelHouse: Our Team met with Marlene Adeli, the Property Manager for
SteelHouse Apartments (SteelHouse) to discuss the project. Design
coordination is anticipated to include:
• SteelHouse currently utilizes the
trail easement as a recreational and
walk area for the complex’s
estimated 90 pets. They have
requested that any available,
remaining easement area be
preserved for this use. As shown on our Team’s Roll Plot (and shown in green in the graphic above) the sidewalk
connection has been aligned to provide a useable green space for a dog walk area.
• SteelHouse has expressed an interest in possibly maintaining and irrigating any proposed dog walk areas.
• SteelHouse currently maintains palm trees and bamboo in the approximate 5’ zone between the easement line and
the parking garage. We committed to providing the elevations and design information necessary for the
SteelHouse to decide ahead of time whether this landscaping would survive after construction, or should be
removed before we begin.
• SteelHouse maintains an exfiltration system underneath their north alley which borders the trail easement area
running east-west between Orange Ave and CFRC R/W. Our ramp walls in this area will be designed not to
interfere with this existing drainage system.
• An 8’ decorative fence will be provided on portions of the ramp on the North side to prevent climbers passing
between the SteelHouse parking garage and the ramp since the separation between the building and the ramp
narrows, this is shown on Roll Plot RP-02. SteelHouse will be consulted on this fence’s design.
Our Team is fully prepared to provide exhibits, design data and staff time to support any public meetings scheduled
by the City to inform and coordinate with local residents and businesses.
Geotechnical Investigation Plan: The subsurface soil conditions in the vicinity of the proposed bridge structure
generally consist of loose to medium dense sands and silty sands in the upper 40 feet, underlain by very loose to loose
clayey sands and soft clays to approximate depths of approximately 60 feet. Below, very loose to loose silty sands
underlain by stiff to hard clays were encountered and extended to the boring termination depths of approximately 120
to 130 feet. Based on our experience in the project area and the existing subsurface soil conditions, both shallow and
deep foundations are considered suitable foundation systems for support of the proposed bridge structure:
1- NBRs between 100 to 220 tons can be accommodated with prestressed concrete driven piles with
production lengths of less than 105 feet. Exact sizes and production lengths will be determined during
design.
2- For design of shallow foundations, a maximum allowable bearing pressure of 3,000 psf is recommended
(i.e. Factored Bearing Resistance QR = 4,000 psf). The total settlement of the shallow foundations is
anticipated to be on the order of 1 inch or less. The differential settlements between foundations are
anticipated not to exceed ½ inch.
Spread footings are proposed North of SR 50 to mitigate construction impacts to SteelHouse. South of SR 50, piling
is proposed to mitigate impacts to the I-4 Ultimate pond liner.
Easement Used as a Dog
Walk Area

Permanent Walls: Permanent MSE walls are appropriate for the bridge ramps. Based on the information provided,
immediate settlement of the approach embankment is estimated to be on the order of 1 to 2 inches and the long-term
settlement of the embankment is anticipated to be on the order of ½ inch or less.
Load Test Program: The load test program for the driven piles will include dynamically tested piles using a Pile
Driving Analyzer (PDA). Analyses and testing services will be completed in accordance with the requirements of RFP
and the FDOT Structures Design Guidelines and SSRBC 455. The dynamic pile load test program for the planned pile
foundations will include the following:
• Perform a pile driving simulation analysis utilizing the Contractor’s proposed driving system and the Wave
Equation Analysis Program (WEAP).
• Perform an inspection of the Contractor’s mobilized pile driving equipment prior to driving piles. Perform
dynamic load testing on every pile using the Pile Driving Analyzer (PDA).
• Perform subsequent Case Pile Wave Analysis Program (CAPWAP) analyses to confirm PDA measured pile
capacities and estimate the pile capacity distribution (end bearing and skin friction resistance).
A final report will be prepared to include all of the PDA data and subsequent CAPWAP analyses obtained during the
pile installation program. The report will be made available to the Department. The pile installation data will be jointly
signed and sealed by the Engineer responsible for the PDA testing and the Geotechnical Foundation Design Engineer
of Record. All work will be in accordance with the project specifications including preparation of Foundation
Certification Packages.
Minimizing Impacts Through Design to Environment / Public: This section of Colonial Drive is one of the
busiest segments within the City of Orlando and our Team will implement the following features to minimize impacts
to the environment and public:
• A SWPPP will be submitted to the City for review and approval. These erosion and sedimentation control
measures will be coordinated with the I-4 Ultimate Team to avoid overlapping features and will be installed
prior to construction to prevent disturbed soil from leaving the project site.
• Our Team’s Traffic Control Plan will include vehicular and pedestrian detours that will be utilized only when
needed. Additionally, all lane closure and detour routes will be coordinated with the I-4 Ultimate Team to
avoid overlapping or confusing detours to the public.
• Our Traffic Control Plan will include barricading off the work zone and / or partially completed bridge /ramp
segments to prevent pedestrians from entering the work zone.
Minimizing Impacts Through Design to Adjacent Properties / Structures: The constrained R/W and
easements provided for the project necessitate close construction corridors and our Team has therefore taken the
following design measures to minimize impacts to adjacent properties / structures:
• Use of spread footing foundations for the north ramp approach and mainspan pier is also very desirable for
avoidance of noise and vibration associated with driven pile foundations.
• Considering the close proximity to the SteelHouse apartments, excessive vibration and noise associated with
driven pile foundations should be avoided to ensure the building is not damaged and nearby residences are
not subjected to excessive noise.
• Our proposed wall system on the north side of the SteelHouse property avoids their existing exfiltration
system and light poles.
• The mainspan north pier location provides the minimum 18’ offset and the required crash wall.
• The drainage on the south side of Colonial Drive will be directed into the I-4 Ultimate Pond P-15 and on the
north side a swale has been provided under the ramp approaches.
Traffic Control Plan: During placement of the Pedestrian Bridge Main Span detours will be utilized for both
pedestrian and vehicular traffic. Coordination will also be required with rail services that operate along the Railroad
Corridor. Advance notice of detours will be given to the public through the use of Portable Changeable Message
Signs. Vehicular Detours will include the following:

 Vehicular traffic traveling eastbound on Colonial Drive will
be detoured south on Hughey Ave to Amelia St. to Magnolia
Ave and back to Colonial Drive.
 Colonial westbound traffic will be detoured south on Orange
Ave to west on Concord Street to north on Garland Ave and
back to Colonial Drive.
Pedestrian Detours will include the following:
 Pedestrian traffic traveling east on Colonial Drive will be
detoured south down Garland Ave to Amelia Street to Orange
Ave then back onto Colonial Drive.
 Pedestrian traveling west on Colonial will be detoured the
opposite direction.
During construction, our Team will coordinate closely with the I-4
Ultimate team regarding any signage needed for detours that could
possibly conflict with I-4 Ultimate MOT signage. We will also
coordinate any I-4 Ultimate detours that could possibly be utilizing Colonial Drive. Within the project limits resident
parking garages are present. During detours, we will maintain access for local traffic to and from their residence. We
will also maintain emergency vehicle access under emergency situations. A U-turn will be provided for those vehicles
that accidently travel onto the project limits but are not residents.
Utility Coordination and Design:
We have a plan to successfully coordinate this project’s critical utility issues in a fast-tracked timeframe.
Based on our review of the RFP, our proposed design and direct consultations with the UAOs, we have identified the
following critical utility issues:
 North of SR 50, on the West side of the SteelHouse, OUC Distribution maintains in the trail easement six existing
poles which support both OUC electric lines and Bright House fiber optic cables. In this same area, TECO has a
2” service. These facilities are in conflict with the column supported ramp system.
 West of Orange Ave, on the North side of the
SteelHouse, OUC Distribution maintains
underground electric cables in conduit. These
facilities are in conflict with the wall supported ramp
system.
 North of SR 50, in CFRC R/W, Level 3, Verizon
Business (fka MCI) and FDOT/Sunrail maintain
underground fiber optic communications systems.
Per the Clarification of March 4, 2016, these facilities
are in conflict with the North side main span pier.
OUC Distribution also maintains some smaller
services within the CFRC R/W.
There are other facilities along SR 50 and Garland (OUC Transmission’s oil-cooled line being the most important
example), but our proposed design avoids conflicts with those facilities.
We have solid working relationships with all these utilities and have performed extensive proposal phase coordination:
 On the West side of the SteelHouse, within the trail easement, OUC Distribution, TECO, Verizon Business and
Bright House have a plan to relocate their facilities underground. We have received updated cost estimates from
them for this reimbursable work.
 On the North side of the SteelHouse, OUC Distribution has a plan to vertically relocate their existing underground
facilities out of the way of the wall excavations. Their existing pull box location will be coordinated with the at
grade trail design. We have received a cost estimate from them for this reimbursable work.
 Within CFRC R/W, Level 3 has (2) 1.5” HDPE and (1) 1.25” HDPE conduits with 2 fiber optic cables along the
east side of the existing railroad tracks. Verizon Business (fka MCI) has two buried fiber optic cable runs within
the railroad R/W, with the eastern most run being impacted. Design phase investigations will be required to
determine the disposition of these utilities, but most will have to be relocated.
 OUC Distribution has developed a plan and price to provide power for the lighting and CCTV systems.
North of Colonial Drive.
Utilities in easement and CSXT
Work Zone
EB Detour
WB Detour

Upon award of the contract, our utility coordination efforts will be led by Melonie Schwartz, Utility Coordination
Manager at Horizon, who will organize early and continuous individual meetings and site visits with UAOs to follow-
up on our proposal phase activities in an accelerated manner:
• Subsurface investigations will identify the exact relationship between existing alignments and our proposed
design.
• Design submittals and modifications will be submitted to the UAOs for review.
• A utility conflict matrix will be developed.
• Utility relocation designs and schedules will be procured and coordinated with the project design.
• Project documentation (work schedules, agreements, reimbursement agreements, permits, etc.) will be developed,
reviewed and executed.
By starting early to thoroughly work through the details of the utility issues, we will contribute to the overall success
of the project.
Construction Technical Approach
Construction Coordination Plan:
CFRC: Design phase coordination with CFRC will be followed up with thorough construction phase coordination:
• The procurement and construction of the grade crossing, signals and gates at SR 50 is anticipated to be completed
by October 2016 to accommodate the construction schedule for the SR 50 widening. Our own activities will be
coordinated so there is an efficient, safe sharing of the available work space by all parties adjacent to SR 50.
• Foundation construction inside CFRC R/W will be properly shored in accordance with their requirements.
• Work inside CFRC R/W that is more than 25’ from the centerline of the tracks will be conducted under a valid
right-of-entry which defines safe work procedures that are compatible with on-going train operations. In
particular, the weight of the truss will be matched to grade crossing and crane capacities.
• Work inside CFRC R/W that is closer than 25’ from the centerline of the tracks (including over the tracks) will
be performed according to the applicable, approved plans, right-of-entry and in conjunction with the flagmen and
inspectors provided by CFRC. Participating personnel will possess valid Safety Awareness Training and Security
Clearances provided by e-Railsafe Shortline. In addition, this work will be scheduled on nights and weekends
to avoid active SunRail, Amtrak and CSXT operations.
I-4 Ultimate: Design phase coordination with I-4 Ultimate / SGL will be followed up in the construction phase with
the following:
• SR 50 will be widened beginning in the Spring of 2016. Our construction schedule will be coordinated to share
the work zones adjacent to SR 50.
• The pond in which the south ramp system is located is anticipated to be built in Spring of 2016. Therefore, it is
anticipated that by the time our construction begins, we will be working in a completed pond.
• All activities in SGL-controlled R/W will be performed by personnel oriented and certified in the I-4 Ultimate
Work Zone Safety Requirements.
• We will have to implement traffic detours to perform overhead bridge work over SR 50 and CFRC tracks. SGL
also needs detours to perform overhead bridge work for I-4 over SR 50. We will coordinate mutually agreeable
times that either avoid conflicts between our schedules, or allow us to safely and efficiently share detour
implementations.
• SGL is not aware of any extra I-4 R/W under its control that will be available for this project to utilize as a staging
or office area, but we can revisit this issue with them in the future.
• We will modify the pond liner to accommodate foundations within the liner limits. For the ramp foundations, we
will cut holes in the liner and drive pilings through them. Once the pile cap is poured, the liner will be patched
to wrap around the piles. We will use the same supplier for the original liner to obtain patching materials and
installation procedures. For the wall supported ramp sections, the liner will be excavated and folded up to the
wall levelling pad alignment and elevation, in coordination with the original liner design.
SteelHouse: Construction activities will be conducted to mitigate impacts to the SteelHouse residents:
• SteelHouse expressed a desire for us to avoid work at night that might disturb the residents’ sleep. While there
are some activities that unavoidably need to be at night (e.g. bridge construction over SR 50 and the railroad), we
certainly will coordinate daytime working hours where that is possible.
• SteelHouse has indicated that their delivery alley, which runs parallel to the trail easement, may possibly be shared
to accommodate construction activities on the east-west ramp, if schedules are appropriately coordinated.
• Our field staff will work with the SteelHouse managers to protect existing landscaping and irrigation that will
remain. Also, where safety practices and space allow, we will coordinate the use of temporary dog walk ing areas
during construction.

• All of the foundations surrounding the SteelHouse are spread footings. This will mitigate vibration and noise
issues for the residents. Pile driving taking place across SR 50 in the I-4 Ultimate pond will be performed during
daytime hours.
Safety: Southland will create a safe working environment for the Colonial Drive Pedestrian Bridge project by
developing and implementing a comprehensive safety plan that incorporates our company’s normal safety practices
and addresses site-specific issues. The safety planning process is intended to address both on-site worker safety and
the safety of the general public using SR 50 and adjoining local roadways. Southland has an in-place safety plan which
is the starting point for the safety planning process. This plan will identify each project participant’s role in regards to
safety, defines lines of communication, describes resources available to enhance safety and lays out accident reporting
and investigation procedures. Our safety policy and default plan specifically address maintenance of traffic, visitors,
material hazards, training, demolition, trenches, equipment operation, required safety equipment, ventilation, enclosed
spaces, inspections and first aid. Our specific safety rules, which are edited and designed to be easily understood by
our field employees, are developed from OSHA standards, manufacturer recommendations, industry resources,
Florida Law, common sense and experience. Southland’s safety policy will be customized to address issues specific
to the Colonial Drive Pedestrian Bridge worksite:
• Workers will be certified and trained according to special requirements and instructions received from CFRC and
I-4 Ultimate / SGL.
• Descriptions of anticipated contamination plumes and response procedures for the specific materials will be
identified in the Safety Plan.
• Crane capacities will be carefully matched to piece weights and recorded in the formal Erection Plan. Also, in
relation to bridge construction, an emphasis will be placed on developing hour by hour schedules for each night’s
activities to avoid potential lane closure time overruns.
• Efficient flow of vehicular traffic is important to the City. For that reason, our Safety Plan will incorporate the
portions of the maintenance of traffic plans regarding holidays, special events, construction vehicle ingress /
egress from SR 50, lane closure hours, procedures and notifications to educate workers as to their responsibilities
and resources. All design and construction activities will conform to FDOT standards.
• Southland’s Safety Director, Dickie Stegall, will be responsible for creating and implementing the Safety Plan
which will be submitted at the Preconstruction Conference. She will ensure that our employees and subcontractors
are aware of site specific issues. She will perform weekly safety inspections and interface with the City in regards
to security and safety throughout the project.
Structures and Trail Construction:
Access and Work Methods: Construction of the bridge, ramps and trail are characterized by the following access
conditions:
Area Section Width R/W Width Comments
Main Span
over SR 50 /
CFRC
Bridge 12’ N/A The truss will be assembled off-site, rolled into
position on SR 50 and lifted by hydraulic cranes
during a short shutdown of SR 50, at a time
approved by CFRC.
West Side of
SteelHouse
Ramp with
Switchback
20’ 35’ The main span pier will be in CFRC R/W and
will be built in conjunction with flaggers. For
the rest of the ramp system, work will generally
remain 25’ from the center of the tracks.
North Side of
SteelHouse
Ramp 12’ 20’ SteelHouse Alley may be available for some
activities.
SR 50 to
Concord St
Ramp and
Switchback
Varies
(12’ to
24’)
Up to 100’, but
it will be in an
active pond.
The pond must remain operational during
construction, but there is some CFRC R/W >25’
from center of tracks that may be available on a
limited basis.
Construction of the main span over SR 50 / CFRC will take place at night, as that is the only way to provide access
for the cranes and dollies required to hoist the pre-assembled truss into position on the piers. However, these types of
operational restrictions are not unusual for a bridge over a major state highway and railroad.
Construction of the ramp and switchback system in the I-4 Ultimate Pond P-15 will take place during the daytime,
using the types of equipment and techniques normally encountered on a typical construction project. The pond, which
must remain operational during construction, will have to be modified to provide equipment access and some
supplementary access from abandoned Gertrude Way may be possible per CFRC’s regulations, in areas greater than

25’ from the centerline of the nearest track. The equipment (cranes, backhoes and material handlers) will operate
adjacent to the ramp and switchback areas and will lift materials into place.
North of SR 50, construction is more complicated. The main span pier (and one span of the ramp) are within CFRC
right-of-way. The foundation excavation will be shored with a system reviewed by CFRC and flaggers will be required
for pier construction. For the rest of the ramps in
this area, CFRC flagging will not be required. For
the entire north ramp area, there is not enough room
for cranes and other material handlers to freely
operate parallel to the proposed improvements.
Therefore, construction in this area will be
approached in a unique fashion. For the ramps and
walls on the west side of the SteelHouse, deliveries
will be via SR 50 and Orange Ave and the ramps
will be built span-by-span, with the cranes and other
equipment having to back in and out to provide
material deliveries. The MSE wall ramp running
east-west on the north side of the SteelHouse will
be built with a stiff enough backfill to allow
vehicles and equipment to operate on top of the
walls, as they are built with deliveries from Orange
Ave, after work on the west side of the SteelHouse
is completed.
Dewatering and Contamination: Available geotechnical data indicates that groundwater will be encountered when
constructing foundations in the I-4 Ultimate Pond. Given the proximity of existing contamination plumes, we
consulted with Larry Sims of L.S. Sims and Associates (LSS&A) to understand contamination issues for this project.
LSS&A has been contracted by FDEP to run a permanent dewatering operation north of SR 50 that scrubs
contaminates from the Orlando Sentinel plumes. We described our anticipated operations with Mr. Sims and asked
what measures we should plan on to deal with contamination. He indicated that given the depth (<10’) and duration
(<1 month) of our dewatering activities, there would be no contaminates present in our construction dewatering
operations and we would not interact with the plumes which tend to be greater than 30’ deep from existing ground.
In the event, however, that contaminates are encountered, LSS&A indicated that the water will be transported by us
to their permanent dewatering system for processing. Because LSS&A’s contract includes responsibility for the
entire plume, the FDEP would cover the actual cost of cleaning any groundwater we collect.
Drainage Construction: The main span deck is cambered at a rate that allows stormwater to run to the ramp
areas without any main span conveyance system. Trench drains and conveyance piping will be cast into the ramp
decks to convey ramp stormwater to the ground level. In both the pond and the northwest corner of the SteelHouse,
there are existing drainage systems that will be slightly modified.
Implementation of the Environmental Design and Erosion/Sediment Control Plan: The project will be
built in compliance with applicable environmental regulations:
• We will submit to FDEP a Notice of Intent in compliance with NPDES regulations.
• Erosion control measures will be installed in accordance with the SWPPP that prevent distribution of silt off-site.
• The measures will be inspected and maintained weekly, or after a >1/4” rain event.
• In the I-4 Ultimate Pond, erosion control measures will be arranged to allow the pond to perform its intended
function during construction. In addition, as detailed in our Design and Construction Coordination sections, the
I-4 Ultimate Pond liner will be modified and repaired in compliance with I-4 Ultimate requirements.
• As detailed in our Structures and Trail Construction section, foundations will be built to mitigate impacts from
existing contamination plumes.
Implementation of the Maintenance of Traffic Plan: SR 50 traffic will be detoured for the truss to be set. This
work will be at night at a time approved by the City, CSX, CFRC and FDOT. The dates will also be coordinated with
the I-4 Ultimate team to avoid overlap. The truss will arrive with safety fencing and deck forms already installed.
This will reduce the number of SR 50 lane closures required to complete the main span. Some SR 50 and Orange Ave
single lane closures will be needed for material deliveries. The exact timing and implementation of these activities
will be coordinated with the City, FDOT and the I-4 Ultimate team.
The cast in place shoring and forming system is compatible
with equipment that fits between the RR R/W line and the
SteelHouse building.

Utility Coordination and Construction: Utilities are a critical aspect of this project:
• OUC Electric has overhead lines on the West side of the SteelHouse that impact ramp foundation and column
construction.
• Bright House has cables on OUC’s existing lines.
• OUC Electric has underground lines on the North side of the SteelHouse that impact wall construction.
• TECO has an existing gas main on the West side of the SteelHouse that impacts ramp foundation construction.
• There are existing fiber optic cables in CFRC R/W that impact the North side main span pier.
All of these facilities need to be relocated. All have been contacted in the proposal phase to confirm the feasibility of
relocating their facilities. During the construction phase, we will organize a teamwork-oriented approach to working
with relocation work by Utility Agency Owners (UAOs):
• We will contact them early on to give them time to plan. In addition to the normal written communications,
we will meet on site with each relocating UAO for a hands-on review of dimensions, access and potential
issues.
• We will follow up with them regularly for mutual updates and brainstorming.
• We will include UAOs at weekly construction meetings to encourage collaboration.
• We will offer reasonable technical and construction assistance (survey layout, MOT, custom site preparation)
that makes their work more efficient.
This positive, proactive approach has worked on many similar projects and we look forward to making the utility
relocation work for this project a success.
Schedule Narrative: The project’s phases will be organized to efficiently achieve an accelerated completion date,
meeting all of our obligations to the City and third party stakeholders:
Survey & Geotech: Immediately upon notice to proceed, the site will be surveyed and a geotechnical investigation
will be performed. The purpose of these tasks is to confirm the assumptions used for the proposal design and develop
any data needed to prepare the 90% Design Submittal.
90% Design Submittal: In this phase, the design team will develop details and calculations needed to flesh out and
complete the design. Design Quality Control checking will be performed before the plans are sent to third parties for
review.
Design Coordination: This is the most critical design phase. The 90% design will be distributed to reviewing
stakeholders such as SteelHouse, CFRC / SunRail, I-4 Ultimate, the City of Orlando Appearance Review Board,
Utility Agency Owners (UAOs), FDOT and the City’s own Transportation Engineering reviewers. Individual
meetings will be scheduled with each stakeholder as needed to receive input and resolve issues if they arise.
Construction of the permanent improvements will be dependent upon coordination with each stakeholder.
Preliminary Construction: There are some preliminary field activities that are not dependent upon design
coordination. Examples include clearing and grubbing and utility relocations. For activities such as these that will
not vary based on stakeholder input, they will be scheduled to take place while design is on-going. The most critical
utility relocations include:
• The existing overhead OUC Electric facilities running parallel to the railroad tracks must be converted to
underground facilities in an alignment that is outside the limits of the proposed spread footings.
• BrightHouse Networks must relocate off of OUC Electric’s poles into conduit.
• OUC Electric has underground lines that must be relocated to a deeper elevation.
• TECO has a line that must be relocated back into SR 50 R/W.
• Level 3 and Verizon Business (MCI) has fiber optic cables and there is buried electric line in CFRC R/W that
must be moved out of the way of the North main span pier.
100% Design Submittal: After stakeholder input is received, the plans can be finalized. Based on the pace of
stakeholder responses, the submittals will be organized into component sets that allow for acceleration of material
procurement and work in the field.
North Side Wall-Supported Ramp: Due to the width of the available trail easement on the north side of the SteelHouse
property the wall-supported ramps from Sta 210+54.50 to Sta 214+50.00 will be built from west to east, starting at
the ramp end bent and working out towards Orange Ave. We believe this work can progress concurrently with both
the OUC Electric relocation work and the construction of the north side ramp foundations and columns. However,

the ramp end bent itself cannot be completed until OUC Electric is fully relocated and that part of the wall must be
completed before any ramp deck work takes place.
North Side Column-Supported Ramp: Due to the width of the trail easement, this section of ramp will be built span
by span, starting at the wall-supported ramp end bent and working out towards SR 50. Equipment will be withdrawn
after completion of each span’s foundations, columns and deck to allow another phase of materials to be delivered.
None of this work can take place until OUC Electric, Bright House and TECO are relocated and the ramp deck cannot
start until the wall-supported end bent is complete. This work, which includes the north main span pier wall, must be
completed before the main span truss can be installed.
Pond Ramp / Walls / Pylon: All of the work in the I-4 Ultimate pond can be done either before or after the pond and
liner are constructed, but it cannot take place concurrently with pond construction itself. Once this site is released to
us, the wall-supported ramp and columns can take place concurrently. Column-supported deck construction will begin
once the wall-supported end bent is complete. The pylons will be completed before the main span is installed and the
truss will be designed with splice sections that facilitate that sequence. The sequence of the work taking place in the
pond is not dependent upon any activities taking place north of SR 50, except as it relates to OUC Electric relocation
work and scheduling of the main span construction.
Main Span: After both the north side and south side main span piers are completed (including the pylons), the main
span truss will be installed. The truss will be assembled off the roadway during daytime hours. During nighttime
detours coordinated with I-4 Ultimate, CFRC, CSXT, Amtrak, FDOT and the City, the truss over SR 50 will be set in
a single piece. The piece of the truss spanning from the pylon pier to the south main span end bent wall will be erected
separately. The truss pieces will be installed with stay-in-place deck forms and most of the wire mesh enclosure
already installed. Subsequence nighttime lane closures will be utilized to install reinforcing steel, install lighting
conduit and fixtures, pour the deck and finalize grab rails and wire mesh fencing. Because the construction of the
main span over SR 50 and CFRC is dependent upon completion of the end bents and ramp systems, finalization of the
other project elements will take place concurrently with main span work.
Innovation
Through the development of our Team’s Technical Approach we have integrated numerous innovative and unique
solutions into our Concept Plans which are highlighted below:
• Horizon Engineering Group is a member of the I-4 Ultimate Team and has daily contact with all their key
decision makers.
• On the South side of Colonial Drive, the trail connection was re-aligned to avoid the proposed FDOT
driveway connection.
• The approach ramps will utilize a smooth un-interrupted 4.9% grade that eliminates the repetitive bump (5’
flat area).
• A useable Pet Walk area has been provided under the North Approach ramps adjacent to the SteelHouse
apartments for local residents.
• The continuous, cast-in-place ramp deck lowers the profile of the entire ramp system and is well-adapted to
be built in limited access conditions, with smaller equipment.
• Effectively utilizing a combination of pile and spread footing foundations to minimize vibration issues and
provide effective and economical support of elevated sections.

• The primary elements of our
unique Pedestrian Bridge include a
majestic concrete pylon with a
sweeping truss.
• Visually, the arc of the great pylon
artistically serves as a nod to and
embracement of our historic
downtown core and Orlando’s
skyline.
• The pylon is symbol of strength of
our community that supports the
long truss.
• The slender tension cable supports
echo the strength of the City’s
diverse and interconnected
neighborhoods, whose fundamental strength as a
system are represented within the strong and
graceful body of the truss itself.
• The use of color changing LED lighting on the main
support pylon signifies it as an important marker
that relates to the scale of the city.
• Decorative up-lighting is also included at the
concrete piers beneath the elevated walkways,
highlighting the walkway systems on the north and
south sides of Colonial Drive and accentuating the
extent of the walkways, psychologically connecting
them to the ground.
• A direct stair connection in provided on the South of
Colonial Drive which increases the safety of the
users and directly engages the StreetPlaza by
encouraging the use of the overpass.
Value Added
Southland proposes a comprehensive set of value added guarantees for the City of Orlando:
Guarantee Covered Items Period Standards
Structural Concrete
and Steel
Truss, Decks, Substructure,
Foundations, Walls
4 Years FHWA BIRM 2006 Section 4.5.6 Condition
State 1
Lighting Lighting System Components 3 Years FDOT Specifications 715 & 725
Bridge Components Coatings, Bearing Pads and
Expansion Joints
5 Years FDOT Specification 475
FDOT standards are utilized to define the measurable standards for lighting, coatings, bearing pads and expansion
joints. Structural concrete and steel components installed under this contract will be analyzed according to AASHTO’s
Commonly Recognized (CoRe) Elements Condition States criteria, as defined in Section 4.5.6 of FHWA’s Bridge
Inspector’s Reference Manual (BIRM) (2006). Essentially, this criteria establishes a structural element’s status in the
process of deterioration. For the 5-year period of the guarantee, we will restore to Condition 1 Status (Protected–
Protective systems sound and functioning to prevent deterioration) any of the concrete bride components which might
fall into a lower condition.
Our team is eager to work with you in producing this significant landmark for the City. In pursuing this project we
have put together a dream team of designers and constructors whom we know will strive to deliver a seamless project
everyone will be proud of. In selecting our materials; establishing our design vernacular; speaking to stake-holders;
reviewing construction to user safety; and, developing a construction plan, we came together using our combined
knowledge and experience to create a beautiful, low-risk, prefabricated steel truss pedestrian bridge system that will
stand the test of time.

Section 2: Plans and Technical Special Provisions

TSPs

TSP-1
Page 1 of 3
STRUCTURAL CONCRETE AND STEEL GUARANTEE
TECHNICAL SPECIAL PROVISION 1
TSP1-1 Description.
Construct all covered contract items to provide the level of maintenance (and / or service) indicated in the
applicable maintenance standards. The Contractor shall assume responsibility for all the associated
warranty work specified in this section for a minimum period of 5 years, unless otherwise stated in the
contract, after final acceptance of the Contract in accordance with 5-11, including continued responsibility
as to any deficiencies to which notice was provided to the Contractor within such warranty period until all
such pre-existing deficiencies are resolved.
TSP1-2 Responsible Party.
For the purpose of this provision, the Contractor shall be the Responsible Party unless otherwise agreed to
in writing by the Department. Upon final acceptance of the Contract in accordance with 5-11, the
Contractor’s responsibility for maintenance of all the work or facilities within the project limits of the
Contract will terminate in accordance with 5-11; with the sole exception that the obligations set forth in this
section shall continue thereafter to be the responsibility of the Responsible Party as otherwise provided in
this section.
TSP1-3 Evaluation and Remedial Action.
TSP1-3.1 Definition of Covered Maintainability Guarantee Components: The following is a definition
of the elements (and / or characteristics) for which this provision applies and the standard by which the
Responsible Party shall warrant performance:
Element Includes Standard
Non-CoRe Bridge
Elements
Girders, Deck, Substructure,
Foundations, Walls,
FHWA BIRM 2006
Section 4.5.6 Condition
State 1
Specifically Excluded:
Lighting, Vandalism, Car Accident Damage, Traffic Signals, Guardrail Damage Caused by Vehicles, Litter
Removal, Attenuators, Roadway Sweeping, Vegetation / Landscaping, Edging and any Characteristics /
Elements not installed under this contract.
TSP1-3.2 Value Added Performance Period: The Responsible Party must warrant performance for at
least the period listed below which starts on the date of final acceptance of the Contract.
4 years
TSP1-3.3 Deficiencies/Defects Requiring Remedial Action. The following is a detailed description, for
each type of element / characteristic, of deficiencies/defects that will require remedial action by the
Responsible Party:
During the performance period, the Responsible Party will restore, replace or modify any covered element /
characteristic that falls below the level-of-maintenance listed in the applicable maintenance standard.
TSP1-3.4 Required Remedial Action and Response Times: The Responsible Party will be required to
remediate the deficiencies/defects described in TSP1 -3.3, by taking the actions set forth in this provision
for each type of characteristic / element. The Responsible Party shall perform the required remedial actions

TSP-1
Page 2 of 3
within the maximum response times set forth in this provision and which start when written notification is
received by the Responsible Party from the
Department or when there is an emergency situation, response time starts with the Department’s verbal
notification which will be followed up in writing. If replacement components require a lengthy acquisition
period, the maximum repair duration as specified in this provision will be extended at the Engineer’s
discretion. If the maximum response time will result in the Responsible Party completing the work after the
performance period, as specified in TSP1 -3.2, has expired then the expiration date for the affected
characteristic / element will automatically be extended to whichever comes first: the end of the maximum
response time period or completion of the remedial action.
The Responsible Party shall complete all remedial work to the satisfaction of the Engineer. The Statewide
Disputes Review Board will resolve any disputes regarding the adequacy of the remedial work. Approval
of remedial work does not relieve the Responsible Party from continuing responsibility under the
provisions of this Specification.
Not less then 7 days prior to beginning any non-emergency remedial work, notify
the Engineer in writing of the date when remedial work will begin. Submit a written Work Plan to the
Engineer for approval and do not begin remedial work until approval is received. The Work Plan shall
propose measures that provide the level-of-maintenance identified in the applicable maintenance standard.
The Work Plan shall describe the phases of construction that are planned and generally explain for each
phase, the construction methods to be employed. In addition, the work plan shall list the materials that will
be incorporated into the permanent remedial work. For emergency situations, the Responsible Party will
discuss the Work Plan with the Engineer verbally and the Engineer will issue a temporary approval in order
to allow work to begin in a timely manner. A written Work Plan as specified above will be required if the
duration of the emergency remedial work extends beyond 72 hours. Perform all remedial work at no cost to
the Department.
Any issues that represent a threat to public safety will be addressed immediately and continuously until
repaired.
Other types of issues will be addressed according to a mutually agreed to schedule, usually within 180
days.
Remedial measures will be defined in recommendations provided by the Responsible Party, as approved by
the Department.
TSP1-4 Notification of Deficiencies/Defects and Inspections.
The Department will identify deficiencies/defects in a written report that will be
transmitted to the Responsible Party along with an official notification of required remedial action if
warranted. The Department will also transmit copies of periodic bridge deficiency reports to the
Responsible Party as they become available so that the Responsible Party can be aware of a deteriorating
condition that may not require immediate remediation but that could give the Responsible Party an
opportunity to performed an optional, more economical, preventive action. If an “Emergency Situation”
exists, Responsible Party notification will be provided verbally by the Department with written follow-up.
In either case, the Responsible Party shall perform remedial actions in accordance with TSP1-3.4. If the
Responsible Party fails to, or provides notification that it is unable to, begin work within the time
designated in TSP1-3.4 or if the Responsible Party notifies the Department that it is unable to perform an
acceptable remedial action, then the Department reserves the right to perform the remedial action at the
Responsible Party’s expense.
TSP1-5 Disputes Resolution.
A statewide Disputes Review Board dedicated to the resolution of value added disagreements will be
utilized to resolve any and all disputes that may arise involving administration and enforcement of this
specification. The Responsible Party and the Department acknowledge that use of the Board is required and
the determinations of the Board for disputes arising out of this specification will be binding on both the
Responsible Party and the Department, with no right of appeal by either party, for the purposes of this

TSP-1
Page 3 of 3
specification. Any and all Board meetings after final acceptance of the Contract in accordance with 5-11,
shall be requested and paid for by the Responsible Party. The Department will reimburse the Responsible
Party for all fees associated with meetings only if the Board rules substantially, as determined by the Board
in favor of the Responsible Party, otherwise the Responsible Party shall be solely responsible for all such
costs. The term “substantially” is defined as fifty (50) percent of the issues when entitlement is disputed or
fifty (50) percent of the total dollar amount when costs associated with such entitlements is disputed.
TSP1-6 Value Added Work.
During the value added performance period, the Responsible Party shall perform all necessary remedial
work described in the Contract. Should an impasse develop in any regard as to the need for remedial work
or the extent required, the Statewide Disputes Review Board will render a final decision. The value added
obligation for this specification will not apply to deficiencies if any of the following factors are found to be
beyond the control of the Responsible Party:
Determination that the deficiency was due to the failure of other features not a part of the Contract.
Determination that the deficiency was the responsibility of a third party performing work not included in
the contract or was the responsibility of an individual(s) that is not under the control of the Responsible
Party or Contractor.
Determination that the deficiency was caused by an act or event after final acceptance of the project, such
as storm damage or vehicle impact, that is not under the control of the Responsible Party or Contractor.
TSP1-7 Failure to Perform.
Should the Responsible Party fail to timely submit any dispute to the Statewide Dispute Review Board, fail
to satisfactorily perform any remedial action, or fail to compensate the Department for any remedial action
performed by the Department, as determined by the Board to be the Responsible Party’s responsibility, the
Department shall suspend, revoke or deny the Responsible Party’s certificate of qualification under the
terms of Section 337.16(d)(2), Florida Statutes, until the remedial work has been satisfactorily performed or
full and complete payment for the remedial work made to the Department. Should the Responsible Party
choose to challenge the Department’s notification of intent for suspension, revocation or denial of
qualification and the Department’s action is upheld, the Responsible Party shall not have it’s qualification
suspended until the issue is resolved.
TSP1-8 Traffic Control.
During remedial action operations, perform all signing and traffic control in accordance with the current
edition of the Department’s Design Standards. Provide Maintenance of Traffic during remedial work at no
additional cost to the Department. For non-emergency remedial work, the Engineer must approve all lane
closures and traffic control plans in advance and notification of lane closures must be made to the Engineer
48 hours in advance. For emergency remedial work and if the Responsible Party requests it, the Department
will provide temporary maintenance of traffic (MOT) until the Engineer approves the Responsible Party’s
Traffic Control Plan. If MOT is requested, the Responsible Party will reimburse the Department for all
temporary MOT costs. In addition, if the urgency of the remedial work is such that the Department must
provide MOT immediately and without delay prior to contacting the Responsible Party then the responsible
Party will reimburse the Department for all temporary MOT costs. Regardless of the Department’s
provision of MOT, the Responsible Party must make every effort to submit a Traffic Control Plan in a
timely manner to the Engineer and upon approval, must deploy the permanent MOT expeditiously.
TSP1-9 Basis of Payment.
All expenses associated with value added bridge components including but not limited to the cost of
remedial actions, traffic control, access to the site, labor, equipment and materials will be included in the
cost of each bridge component.
TSP1-10 Contractor’s Bond
None of the remedial work described here is an obligation of the Contractor’s bond required by Section
337.18, Florida Statutes.

TSP-2 Dev475
1
VALUE ADDED BRIDGE COMPONENTS.
(REV 12-22-10)
PAGE 634. The following new Section is added after Section 471.
SECTION 475
VALUE ADDED BRIDGE COMPONENTS
475-1 Description.
Construct Value Added Bridge Components (VABC), when included in the Contract,
consisting of those features provided for in the Design and Construction Criteria and/or the
Technical Proposal and subject to a Materials and Workmanship Warranty.
The Contractor shall assume responsibility for all the associated warranty work specified
in this section for a minimum period of five years, unless otherwise stated in the contract, after
final acceptance of the Contract in accordance with 5-11, including continued responsibility as to
any deficiencies to which notice was provided to the Contractor within such warranty period
until all such pre-existing deficiencies are resolved.
475-2 Responsible Party.
For the purpose of VABC, the Contractor shall be the Responsible Party unless otherwise
agreed to in writing by the Department. Upon final acceptance of the Contract in accordance
with 5-11, the Contractor’s responsibility for maintenance of all the work or facilities within the
project limits of the Contract will terminate in accordance with 5-11; with the sole exception that
the obligations set forth in this section for bridge components shall continue thereafter to be the
responsibility of the Responsible Party as otherwise provided in this section.
475-3 Evaluation and Remedial Action.
475-3.1 Definition of Value Added Bridge Components: The following is a definition
of the bridge components for which this provision applies and for which the Responsible Party
shall warrant performance:
Bridge Deck Expansion Joint Devices and Hardware: Any device, with its
accompanying hardware, that is installed inside the top of an expansion joint of a bridge deck in
order to provide a smooth riding surface across the joint opening and to prevent water and debris
from entering the joint. This includes expansion devices that are designed to handle large
expansions and contractions such as modular bridge expansion devices.
Coatings: Paints, applied finishes or applied coatings that are used on the metal,
concrete or wood surfaces of structures for the purpose of protection from the elements or for
aesthetic enhancement.
Bearing Devices: A metal and/or elastomeric device that transfers loads and
accommodates rotation and translation from a bridge superstructure element such as a beam, to a
bridge substructure element such as a pier or bent without damage or overstress of either the
substructure or the superstructure. All bearings transfer vertical loads, but fixed bearings only

TSP-2 Dev475
2
allow rotation and do not allow the superstructure to translate horizontally (expand and contract)
in relation to the substructure. Expansion bearings allow the superstructure to translate
horizontally as well as to rotate in relation to the substructure.
475-3.2 Value Added Performance Period: The Responsible Party shall warrant
performance of bridge components for at least the following periods or for a longer period if
offered by the Contractor in his proposal which starts on the date of final acceptance of the
Contract:
(a) Bridge Deck Expansion Joint Devices and Hardware: Armor and
Hardware - 5 years, Seals - 5 years
(b) Coatings: 5 years
(c) Bearing Devices: 5 years
475-3.3 Deficiencies/Defects Requiring Remedial Action. The following is a detailed
description, for each type of structural component, of deficiencies/defects that will require
remedial action by the Responsible Party:
475-3.3.1 Bridge Deck Expansion Joint Devices and Hardware: water leakage
through joints; separation of the seal from the steel or concrete substrate; failure of the seal
material such as cracking, chalking, scaling, peeling, or splitting; sagging of elastomeric seal;
warping of the steel plate or extrusion that is detrimental to the functioning of the joint;
separation of the steel plate or extrusion from the deck concrete; spalling or delamination of the
deck concrete within 18 inches of either side of the joint; and any defect in modular bridge
expansion joint elements including backing bars, steel extrusions, flexible membranes,
proportioning bars, bushings, pins, bearings, side frames, and tracks.
475-3.3.2 Coatings: visible corrosion or corrosion break through; blistering,
peeling or scaling of the coating; application of the coating over debris, blasting medium, mill
scale or corrosion products; coating thickness less than specified by the manufacturer; damage to
the paint system due to the Contractor’s operations during construction; or excessive fading or
chalking of the coating as determined by the paint manufacturer’s performance standards for the
coating in question.
475-3.3.3 Bearing Devices: evidence of failure of any of the elements of the
bearing assembly; cracks, checks, peels or corrosion present in the protective coating of the
bearing or in the neoprene of elastomeric bearings; the bearing freezes or fails to allow the bridge
to move as designed; or the bearing moves out or “walks out” of its designated position and;
therefore, does not perform as designed.
475-3.4 Required Remedial Action and Response Times: The Responsible Party will
be required to remediate the deficiencies/defects described in 475-3.3, by taking the actions set
forth in this provision for each type of VABC. The Responsible Party shall perform the required
remedial actions within the maximum response times set forth in this provision and which start
when written notification is received by the Responsible Party from the Department or when
there is an emergency situation, response time starts with the Department’s verbal notification
which will be followed up in writing. If replacement components require a lengthy acquisition
period, the maximum repair duration as specified in this provision will be extended at the

TSP-2 Dev475
3
Engineer’s discretion. If the maximum response time will result in the Responsible Party
completing the work after the performance period, as specified in 475-3.2, has expired then the
expiration date for the affected structural component will automatically be extended to
whichever comes first: the end of the maximum response time period or completion of the
remedial action.
The Responsible Party shall complete all remedial work to the satisfaction of the
Engineer.
The Statewide Disputes Review Board will resolve any disputes regarding the
adequacy of the remedial work. Approval of remedial work does not relieve the Responsible
Party from continuing responsibility under the provisions of this Specification.
Not less then 7 days prior to beginning any non-emergency remedial work, notify
the Engineer in writing of the date when remedial work will begin. Meet the requirements of the
Department’s latest version of the Standard Specifications for Road and Bridge Construction
when performing any remedial work.
Submit a written Work Plan to the Engineer for approval and do not begin
remedial work until approval is received. The Work Plan shall describe the phases of
construction that are planned and generally explain for each phase, the construction methods to
be employed. In addition, the Work Plan shall list the materials that will be incorporated into the
permanent VABC. For emergency situations, the Responsible Party shall discuss the Work Plan
with the Engineer verbally and the Engineer will issue a temporary approval in order to allow
work to begin in a timely manner. A written Work Plan as specified above will be required if the
duration of the emergency remedial work extends beyond 72 hours.
Perform all remedial work at no cost to the Department.
475-3.4.1 Bridge Deck Expansion Joint Devices and Hardware: Damaged
seals shall be removed and replaced with new seals. Seals that are displaced shall be completely
removed, the joint shall be cleaned, and the seal may be reinstalled if not damaged during
removal. Steel elements that are damaged, misaligned, or non-functional shall be restored to
complete and full functionality. Remedial action for joint defects that represent an immediate
traffic safety hazard (an emergency condition) shall begin within 4 hours of notification and
work shall progress without interruption, 24 hours a day, until the immediate traffic safety hazard
has been eliminated. Any remaining remedial work shall be completed as a non-emergency
condition. For defects that may become a safety hazard in the near future, such as loose joint
armor, remediation shall begin after 4 hours or as determined by the Engineer and shall be
completed within 90 days. For all other defects, remediation shall be completed within 180 days.
475-3.4.2 Coatings: Repair or restore coatings as recommended in writing by the
coating manufacturer’s technical advisors with concurrence of the Engineer. Remediation shall
be completed within 180 days.
475-3.4.3 Bearing Devices: Bearings shall be removed and replaced with new
bearings or with approval of the Engineer, be restored to new condition and be reinstalled.
Remediation shall be completed within 30 days if the structure is displaying any sign of
immediate structural damage to any element other than the bearing device/s due to a bearing
device defect. All other bearing device defects shall be corrected within 90 days.

TSP-2 Dev475
4
475-4 Notification of Deficiencies/Defects and Inspections.
The Department will identify deficiencies/defects in a written report that will be
transmitted to the Responsible Party along with an official notification of required remedial
action if warranted. The Department will also transmit copies of periodic bridge deficiency
reports to the Responsible Party as they become available so that the Responsible Party can be
aware of a deteriorating condition that may not require immediate remediation but that could
give the Responsible Party an opportunity to perform an optional, more economical, preventive
action. If an “Emergency Situation” exists, Responsible Party notification shall be provided
verbally by the Department with written follow-up. In either case, the Responsible Party shall
perform remedial actions in accordance with 475-3.4. If the Responsible Party fails to, or
provides notification that it is unable to, begin work within the time designated in 475-3.4 or if
the Responsible Party notifies the Department that it is unable to perform an acceptable remedial
action, then the Department reserves the right to perform the remedial action at the Responsible
Party’s expense.
475-6 Value Added Work.
During the value added performance period, the Responsible Party shall perform all
necessary remedial work described in the Contract. Should an impasse develop in any regard as
to the need for remedial work or the extent required, the Statewide Disputes Review Board will
render a final decision.
The value added obligation for VABC will not apply to deficiencies if any of the
following factors are found to be beyond the control of the Responsible Party: determination that
the deficiency was due to the failure of other features not a part of the Contract; determination
that the deficiency was the responsibility of a third party performing work not included in the
contract or was the responsibility of an individual(s) that is not under the control of the
Responsible Party or Contractor; or determination that the deficiency was caused by an act or
event after final acceptance of the project, such as storm damage or vehicle impact, that is not
under the control of the Responsible Party or Contractor.
475-8 Traffic Control.
During remedial action operations, perform all signing and traffic control in accordance
with the current edition of the Department’s Design Standards, Traffic Control through Work
Zones. Provide Maintenance of Traffic (MOT) during remedial work at no additional cost to the
Department. For non-emergency remedial work, the Engineer must approve all lane closures and
traffic control plans in advance and notification of lane closures shall be made to the Engineer 48
hours in advance. For emergency remedial work and if the Responsible Party requests it, the
Department will provide temporary MOT until the Engineer approves the Responsible Party’s
Traffic Control Plan. If MOT is requested, the Responsible Party shall reimburse the Department
for all temporary MOT costs. In addition, if the urgency of the remedial work is such that the
Department must provide MOT immediately and without delay prior to contacting the
Responsible Party then the responsible Party shall reimburse the Department for all temporary
MOT costs. Regardless of the Department’s provision of MOT, the Responsible Party shall make

TSP-2 Dev475
5
every effort to submit a Traffic Control Plan in a timely manner to the Engineer and upon
approval, shall deploy the permanent MOT expeditiously.
475-9 Basis of Payment.
All costs associated with remediation of VABC including, but limited to, labor,
equipment and materials required for satisfactorily completion of the remediation work; traffic
control through the work zone; and access to the remediation site shall be paid for solely by the
Responsible Party unless the Statewide Disputes Review Board determines otherwise.

TSP-3 Dev725
1
VALUE ADDED HIGHWAY LIGHTING SYSTEM.
(REV 7-24-07)
PAGE 813. The following new Section is added after Section 715.
SECTION 725
VALUE ADDED HIGHWAY LIGHTING SYSTEM
725-1 Description.
Construct Value Added Highway Lighting System, subject to a three (3) year warranty
period.
For purposes of this specification, “Warranty” shall mean the Responsible Party, as
designated herein, is responsible for the performance of the Value Added Highway Lighting
System for a period of three years after final acceptance of the Contract in accordance with 5-11,
except as noted in 725-5,. The Value Added Highway Lighting System includes all highway
lighting system components listed in 715-16 and other hardware attached to or used to connect
any of the listed Value Added Highway Lighting System components. The Contractor shall
assume continued responsibility for all remedial work or reimbursing the Maintaining Agency’s
costs for the remedial work associated with any deficiencies or defects in the Value Added
Highway Lighting System specified in this Section, for a minimum warranty period of three
years, unless shown as an exception in 725-5, after final acceptance of the contract in accordance
with 5-11. The Contractor shall also assume continued responsibility for any deficiencies or
defects for which notice was provided to the Contractor within such warranty period, until all
such deficiencies or defects, for which notice was provided, are resolved.
The work specified in this Section will not be paid for directly, but will be considered as
incidental to other Highway Lighting pay items.
725-2 Materials and Construction Requirements.
Meet the following requirements:
Highway Lighting System ..............................................Section 715
725-3 Responsible Party.
Prior to any Value Added Highway Lighting System components being installed on the
project, the Contractor shall designate a Responsible Party for the Value Added Highway
Lighting System. The Responsible Party shall be either the Contractor or the Department
approved subcontractor performing the Value Added Highway Lighting System work.
When the Responsible Party is a subcontractor, the subcontractor must be pre-qualified
with the Department in the category of Electrical Work, and such designation must be made to
the Department by the Contractor. The proposed subcontractor must execute and deliver to the
Department a form, provided by the Department, prior to or concurrent with the Contractor’s
request to sublet any Value Added Highway Lighting System work, stipulating that the
subcontractor assumes all responsibility as the Responsible Party for the Value Added Highway
Lighting System within the three-year warranty period. Failure to timely designate the

TSP-3 Dev725
2
Responsible Party will result in the Contractor being the Responsible Party unless otherwise
agreed to in writing by the Department.
Upon final acceptance of the contract work in accordance with 5-11, the Contractor’s
responsibility for maintenance of all the contract work or facilities within the project limits of the
contract will terminate in accordance with 5-11; with the sole exception that the obligations set
forth in this Section for Value Added Highway Lighting System shall continue thereafter to be
the responsibility of the Responsible Party as otherwise provided in this Section.
725- 5 Exceptions to Warranty and Remedial Work
725-5.1 Duration Exceptions and Item Exceptions for Specific Value Added
Highway Lighting System Components:
1. As a duration exception to the 3 year warranty on all Value Added Highway
Lighting System components stated above, the Responsible Party shall warranty performance of
lamps, ballasts and photo electric switches for two years.
2. As Item Exceptions, adhesion and color retention on painted light poles and
bracket arms are not included under the 3 year warranty stated above, but are included under the
5 year warranty specified in Section 649.
725-5.2 Cause Exceptions for Deficiencies or Defects in Value Added Highway
Lighting System: The warranty obligation for Value Added Highway Lighting System will not
apply to deficiencies or defects resulting from any of the following causes if those causes are
found to have occurred after final acceptance of the contract work in accordance with 5-11 and
also found to be beyond the control of the Responsible Party:
1. Value Added Highway Lighting System component damage due to a lightning
strike or other emergency storm weather event,
2. An act of God,
3. Damage due to a vehicle accident,
4. Vandalism (vandalism is defined, for this specification, as damage to a Value
Added Highway Lighting System caused by any parties other than the Maintaining Agency or
the Responsible Party),
5. Value Added Highway Lighting System components which have been
modified by the Maintaining Agency and/or the Department for reasons other than illuminating
element changes, or the correction of previous Value Added Highway Lighting System
component deficiencies or defects, and
6. Value Added Highway Lighting System component failures in equipment
provided by the Department or resulting from Value Added Highway Lighting System
component failures in equipment provided by the Department except when such failures can be
proved to have been caused solely by poor quality installation.
725-5.3 Remedial Work: Meet the requirements of the Department’s Standard
Specifications for Road and Bridge Construction and implemented modifications thereto when
performing any remedial work. Perform all signing and traffic control in accordance with the
current edition of the Department’s Design Standards for Design, Construction, Maintenance and
Utility Operations on the State Highway System. Provide Maintenance of Traffic during
remedial work at no additional cost to the Department.
During the warranty period, the Responsible Party will perform all necessary
remedial work described within this Section or reimburse the Maintaining Agency’s costs for

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