[] [] [] [Qualifications/Awards] []

JUAN JOSE GOÑI, Ph.D., PE

Vice PresidentEDUCATION

B.S. Civil Engineering, Polytechnic University of Barcelona, 1982

M.S. Civil Engineering, Tulane University, 1984

Ph.D. Civil Engineering Tulane University, 1989

Dissertation: Simulation of Earthquake Ground Acceleration Using a Seismological Model of the Fourier Amplitude Spectrum and Its Minimum Phase Spectrum. The research included a simulation of ground accelerations during the 1886 earthquake in Charleston, South Carolina.REGISTRATIONS

LA/1993/PE25160 Registered Professional Engineer in Spain

ME/1997/PE8797 NCEES Certified

FL/2005/62359 MS/2006/16990SUMMARY OF EXPERIENCE

Dr. Juan José Goñi has over 14 years of engineering experience in both steel and concrete bridge design, foundations and earthquake engineering. Dr. Goñi's experience in complex and emblematic bridges includes his participation in the design and construction of six signature cable-stayed bridges among them the precast concrete segmental Chesapeake & Delaware Canal Bridge with a 750 feet main span and the steel composite Charles River Bridge in Boston with a main span of 745 feet. He is also the author of several technical articles on bridge analysis and design and a chapter on curved concrete box girder bridges in the Structural Engineering Handbook published by McGraw-Hill.Work History

From To Firm Duties

Jun 1991 May 2001 Figg Bridge Engineers, Tallahassee Bridge Engineer to Senior Engineer to Assistant Regional Bridge Engineer

June 2001 July 2001 FDOT, Tallahassee Engineer

June 2001 Apr 2002 DMJM+HARRIS, Inc., Tall Senior Engineer

May 2002 Jul 2004 Weidlinger Associates, Inc., Tall Senior Engineer

Jul 2004 Present Garcia Bridge Engineers, P. A., Tallahassee Vice PresidentSEGMENTAL AND CABLE-STAY BRIDGE EXPERIENCE

Maumee River Bridge (OH). Worked on the design of the expansion joint segments and pier segments for the approaches and gore areas of this 1524 feet cable stayed main span bridge. Also was involved in the development of an innovative cable stay system which involves a special saddle at the pylon where the stay epoxy-coated strands are separated from each other to avoid fretting fatigue. Also worked on the potential use of a flexible petroleum wax for the stay strands corrosion protection system.

Charles River Bridge (MA). Deputy Project Manager with supervision responsibilities for the design and shop drawing review engineers working on the cable-stayed concrete back spans and for processing the administrative work on this $86.7 million, 1,457' bridge with 745' steel cable-stayed main span and cast-in-place concrete back spans of 292' and 420'. Completed in August 2001.

Pereira-Dosquebradas Viaduct (South America). Worked on the design of this 440 meter (1,443.57 feet), five span cable-stayed main unit crossing the Otun River, with a cable-stayed main span of 210.9m (692'). A grid composed of transverse steel beams spaced at 3.7m (12,14 ft) supports precast deck- panels of 25 cm (9.8 in) thick. Assisted INTEGRAL (the main Consultant) in the analysis procedures and the design of some details for the cable-stayed main span. Dedicated November 19, 1997.

Bath-Woolwich Bridge (ME). Technical Design Leader for the design of the cast-in-place twin cell concrete superstructure end span units 1 and 3 of this $46.6 million, 906m long design-build bridge. Center span unit is precast segmental concrete with 6 spans ranging from 62m to 128m. Dedicated August 2000.

Tampa Crosstown Expressway (FL). The project consists of two viaducts through Tampa as part of the Tampa Crosstown Expressway. One is 6,837 feet in length while the other is 17,032 feet. The superstructure is precast segmental concrete erected by the span by span method. The principal span length used is 145 feet. Project manager for the construction engineering tasks that included shop drawing production, erection equipment design, analysis of the structure for construction loads, tendon elongations, development of the Geometry Control Plan, generation of all the casting sets, instruction in use of the casting software and problem solving at the casting site. Also included was the development of the erection manual for the loading of segments, stressing of tendons and launching of the erection girders.

Chesapeake & Delaware (C&D) Canal Bridge (DE). This $58 million bridge was designed to carry SR1 over the C&D Canal. The bridge is 4,650 ft long and 127 ft wide. The structure was designed with twin precast concrete segmental box girders, 150 ft typical spans made into continuous units, and a 750 ft cable-stayed main span. Was in charge of reviewing the construction procedures and structure analysis submitted by the contractor, including fatigue testing of the cable stay system. Dedicated December 1995.

In-Depth Inspection of SR 613 Across Escatawpa River and I-110 Biloxi Concrete Segmental Bridges (MS). Project manager for the first In-depth inspection of these bridges. The goal was to ascertain the physical condition of these bridges in light of the defects found in Florida precast concrete segmental bridges, to provide retrofit alternatives, and to perform a load rating evaluation. The inspection included a hands-on visual examination of the superstructure and substructure, and non-destructive testing by borescope and impulse radar of the external tendons and by borescope and ultrasound of the anchorages.

I-95/I-295 Interchange (FL). Project manager and technical leader for shop drawing production for this $100 million project. The project contains 3 curved precast segmental ramp structures ranging in length from 2,010’ to 3,574'. The tightest curvature has a radius of 1,900’. The structures are under construction and are being erected by the balanced cantilever method with cranes.

Goethals Bridge (NY). Lead Designer for this 6,159' long precast segmental bridge with 740' cable-stayed main span, performing virtually all of the design calculations, including the, seismic analysis of the cable-stayed portion. Phase II preliminary studies have been completed.

Garcon Point Bridge (FL). This $56 million, 3.5-mile bridge crosses a navigational channel with a 225 ft main span and 65 ft vertical clearance. Completed in May 1999 for the Santa Rosa Bay Bridge Authority, the toll bridge and approach roadways connect I-10 and US 98. Duties included longitudinal analysis of the 5-span, 700 ft long prestressed concrete box girder unit for the approaches to the main span and design of the steel reinforcing for the expansion joint and pier segments of the approach unit.

Monterrey Metro Linea 2 (Mexico). Technical Design Leader for the design of a segmental viaduct for the Monterrey Metro (Light Rail). The total length of the project is 6.6 Km. with approximately 200 spans and 6 stations. Typical spans are 121 feet long and 30 feet wide. The bridge will be erected by span-by-span method using an overhead, self-launching gantry. The substructure foundations are supported by drilled shafts.

Roslyn Viaduct (NJ). The structure is a twin roadway facility with an overall length of 2,116 feet. The structure is comprised of 2 twin precast segmental box girderswith a combined width of 78’-3”. The bridge will be erected by the balanced cantilever using an overhead, self-launching gantry. The substructure foundations are supported by drilled shafts. The piers are also precast segmental construction. Duties include analysis of the bridge deck for construction loads such as segment weight and straddle carrier weight; computation of steel pipe bends for superstructure external tendons and pier tendons looping in the foundation, and supervision of shop drawing prodiction for special segments with deviators.OTHER RELEVANT EXPERIENCE

I-95 Lake Worth Viaduct (FL). Provided Construction Engineering Services to the Contractor, Astaldi. Among the multiple and diverse tasks performed, it is worthwhile to remark the evaluation of the exiting bridges to support the total weight of a gantry including an erection girder which places a load of 77,600 lbs. under each tire. The thickness of the existing bridge deck is 7 inches and the distance between the supporting AASHTO IV girders ranges from 7 feet to 11 feet. Dr. Goñi and Mr. Garcia provided the FDOT with the necessary calculations showing that the existing bride deck was capable to resist, without restricting traffic, these extremely large loads (typical HS-20 truck tire load is 16,000 lbs.) without additional supports or modifications to the structure. The work also included the design of the 114 foot long spreader pipe-beam.

Metropolitan Atlanta Rapid Transit Authority (MARTA) CF310 (GA). This $18 million, 5,226' elevated portion of MARTA's North Rail Line was built in cast-in-place concrete box girders, with similarly-shaped steel box girders crossing 1-285 due to a prohibition an falsework over the Interstate, Erection of each steel girder took as little as twenty minutes during which traffic was paced. Duties included the design of the main span steel box girder.

NDT Testing at Fort Lauderdale Airport Bridge D (FL). Project Manager for the FDOT sponsored study on Non-Destructive Testing techniques for the evaluation of the state of the post-tensioning tendons on this precast segmental concrete box girder bridge. Several methods were employed to locate grout voids, loss of strand section and strand corrosion in the tendons including impact-echo, magnetic-flux and High Energy Linear Accelerator radiography. The NDT techniques were assessed by comparing their predictions with the visual inspection of the tendons during the demolition of the structure.

Evaluation and Repair of Tendons at the Mid-Bay Bridge (FL). While at the FDOT, reviewed and provided comments on the study of the evaluation and repair of failed tendons in the span-byspan precast segmental concrete box girder Mid-Bay bridge. Also, performed calculations on the capacity of the high level precast segmental piers of the bridge to evaluate their residual capacity after the theoretical failure of the vertical tendons due to anchorage corrosion.

Washington Metropolitan Area Transit Authority F-10 Project Bridge A (DC). Evaluated the residual capacity of the top slab of this precast segmental concrete box girder bridge after the rail contractor damaged a large number of transverse tendons by drilling on the deck. Provided list of segments to repair and procedures for incorporating additional transverse tendons to restore the capacity of the structure for service and derailment loads.

Hathaway Bridge (FL). Technical Design Co-Leader for the preliminary design of a structure proposed for this Design-Built project. The proposed alternate comprised twin precast concrete structures with approaches build span-by-span and a main span 350 feet long built by modified balance cantilever method. Developed the concept for the superstructure entailing a single cell concrete box 80 feet wide (with wings I8 feet long) and 10 feet deep for the approaches. For the main span designed a variable depth single cell box girder 80 feet wide with depth ranging from 17.5 feet to 10 feet.

Florida-Pier Foundations Program (FL). One of five practicing engineers selected by the Florida Department of Transportation to Beta-test a new version of the Florida-Pier program.

Golden Glades HOV Viaduct (FL). The AASHTO beam bridge alternate was built for this 8,200 ft long, 31 ft to 61 ft wide viaduct that runs through a complex urban interchange. Duties included the design of sheet pile retaining walls to stabilize the excavation during the construction of pier footings. During his Masters and Doctoral studies at Tulane University, Dr Goñi worked as a Research Assistant, supervising the Solis Laboratory at the Civil I Engineering Department. He taught soil testing techniques to undergraduate students, and performed soil tests.Publications

“Performance Of Precast Segmental Structures with External Tendons Under Moderate Seismic Conditions" with A.J. Moreton, A, L. Wolek, G.G. Hoffman and J. M. Rodriguez; in Fifth

International Bridge Engineering Conference, April 2000, Tampa, FL; Transportation Research Record, No. 1696, Volume 2, pp. 216-223, 2000.

“Pylon Designs for Concrete Cable-Stayed Bridges" with A. J. Moreton and W. D. Pate; in

Structural Engineering International, IABSE Volume 9, Number 1, pp, 63-66, February 1999.

"Curved Concrete Box Girder Bridges" with A.J. Moreton, A. R. Kohls and D. G. Davis in Structural Engineering Handbook, Fourth Edition, Section 21 Ed. by A.H. Gaylord, Jr., C. N. Gaylord and J. E. Stallmeyer, McGraw-Hill, 1997.

"The Chesapeake & Delaware Canal Bridge" in Concrete International, ACI, Volume 17, Number 2, pp. 28-32, February 1995.Research

"Applications Fiber Reinforced Concrete in the End Zones of Precast Prestressed Bridge Girders” - Directed by Dr. Nur Yazdani, FSU-FAMU College of Engineering under FDOT Contract BC386. Dr. Goñi envisioned the basic concept for the research and is providing technical assistance in the project.

Garcia Bridge Engineers, PA

P.O. Box 12262

Tallahassee, FL 32317-2262

850-***-**** / abqlur@r.postjobfree.com

All content ©2008 Garcia Bridge Engineers, P.A.

Site design and maintenance by

©2008 Garcia Bridge Engineers, P.A.

Contact this candidate