Value Engineering. What does the term mean to you?

Think about it. Let’s decompose the term before seeking out a formal definition. To us, the concept of value engineering when applied to transportation projects, includes the pursuit of cost-effective methods to achieve a desired end result. It includes a suite of tools that would enable project managers to work with engineers and architects to lower the overall cost of the project without sacrificing a particular end goal. In more obscure words, the FDOT defines value engineering as:

“…the systematic application of function-oriented techniques by a multi-disciplined team to analyze and improve the value of a product, facility, system, or service.”

So, if we were to tell you that FDOT was actively seeking to value engineer the structure that will soon replace I-395, how would you feel? Let’s take a look back at the designs presented last year before we dive into our argument on why we shouldn’t cut corners on such a critical piece of infrastructure.

I-395_Miami_Bridge4

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I-395_Miami_Bridge

For the unacquainted, over the past several years FDOT initiated the process to replace the 1.5 mile structure that links SR 836 east of I-95 to the MacArthur Causeway. As the main artery between MIA, the Port of Miami, and South Beach, millions of visitors traverse this scenic stretch annually on the way to a cruise or the beaches. The byproduct of 1960’s urban renewal, I-395 ripped apart neighborhoods and displaced thousands from historic Overtown, today the structure continues to thwart efforts to unite our major public institutions including: The Arsht Center, Art and Science Museums (both currently under construction), and the AA Arena. As such, FDOT’s plans for I-395 will play a critical role in Miami’s ability to reshape the urban core and reunite Downtown, Parkwest, Omni, and Overtown districts.

Side note: Imagine what could become of the corner of N. Miami Avenue and 14th Street if the neighborhood were united with Downtown to the South or the Arsht Center to the east? The Citizens Bank Building (above), built during Miami’s boom years in 1925 could serve as a catalyst for growth in a neighborhood that has largely remained abandoned since urban renewal gutted Overtown. 

In this context, the concept of value engineering contradicts the livable, “sense of place” we’re working to achieve in Downtown. As it currently stands, I-395 and all the other roadways that access our barrier islands are utilitarian structures, serving little purpose other than to move vehicles from one land mass to another.

The challenge with I-395 is that it must satisfy numerous conflicting needs. I-395 isn’t just a bridge (or tunnel, or boulevard). It should serve as an icon; a figurative representation of Miami’s status as the Gateway to the Americas. A new I-395 will, should once and for all, eliminate the physical barrier that has long divided Downtown Miami from the Omni and Performing Arts Districts, encouraging more active uses below while maintaining the flow of traffic above. Not an easy feat. While the DDA and City of Miami recognize the economic value in designing an iconic structure at this site, our experience tells us that FDOT is more likely to think in the terms of dollars and LOS rather than the contextual and neighborhood needs. Simply put, this isn’t an ordinary site where a no-frills structure will suffice.

Cities all across the nation are eliminating derelict highways that for the past 40-50 years have scarred, divided, and polluted neighborhoods. Boston’s big dig for example submerged a 2-mile stretch of I-93 that had cut off the North End and Waterfront neighborhoods from downtown and the rest of the city. The Rose Kennedy Greenway, a 1.5 mile public park now stretches its length. Where the highway tunnel ends, an iconic structure, the Leonard P. Zakim Memorial Bridge takes over, leading traffic over the Charles River to points north. Adjacent to the TD Garden (home of the Celtics & Bruins) the Zakim Bridge is now synonymous with the Boston Skyline. Other notable examples include:

  • San Francisco’s Embarcardero Freeway
  • Seattle’s Alaskan Way Viaduct
  • Hartford’s I-84 Viaduct

While no decision has been made on what final shape I-395’s replacement structure will take, our sources inform us that FDOT is beginning to explore more “cost effective” alternatives. We’ll keep eye on this project as it unfolds and will reach out to the City of Miami, DDA, and FDOT to ensure that Miami receives a replacement structure at this site worthy of its location in the heart of our burgeoning urban core. Moreover, we’ll remind FDOT that their third proposed objective for this project (3. Creating a visually appealing bridge) includes considering the aesthetics of the structure from all perspectives, especially the pedestrians and cyclists we’re trying to lure back into downtown streets.

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8 Responses to I-395: Moving beyond the scars of urban renewal in the heart of Miami

  1. John says:

    Would you rather cross a high-volume boulevard at grade or cross underneath a busy expressway? Tough decision I think.

       0 likes

  2. Kyle says:

    The I-395 bridges should be taken down and converted into an at grade boulevard. Downtown is not a pass through, it is a destination. Our neighborhood got cut from the rest of Downtown and we’d like to be connected again. Walking underneath these overpasses is a horrible experience.

       2 likes

  3. Gables says:

    If you don’t like walking under I-395, try crossing Biscayne Blvd in downtown. That’s what crossing an at-grade I-395 would be like, and believe me, it would not be easy or enjoyable. While I have little hope, I would like to see I-395 be our version of a Brooklyn or Golden Gate.

       1 likes

  4. Biscayne Blvd is a disgrace. Crossing a street doesn’t have to be a game of frogger. The FDOT chooses to make our streets unsuitable for pedestrians by designing them as they do.

       0 likes

  5. B says:

    It is having to walk or cycle under the bridge that is bad, it is the general desolateness of the area and having to deal with the on/off ramp traffic. This is also the case for Midtown and the Design District. Perhaps an attractive design with some dedicated at grade tunnels or underpasses separated from the ramp traffic could help. Good design is really not much more expensive than poor design.

    Whatever happens with the rebuild, I hope it is designed to accomodate a future rail line across the causeway.

       1 likes

  6. B says:

    ^Meant “It is NOT having to walk or cycle under the bridge that is bad…”

       1 likes

  7. michael says:

    not sure why you’ve included SF’s embarcadero given the tragedy involved with it’s demise.

       0 likes

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