Garcia Bridge Engineers, P.A.

Antonio M. Garcia, PE


BS - Civil Engineering, 1965, University of Florida
MS – Civil Engineering (Structures), 1970, City College of New York




Post-tensioning Institute (PTI)
Precast/Prestressed Concrete Institute (PCI), Bridge Committee
Florida Engineering Society (FES)
American Society of Civil Engineers (ASCE), Fellow


Mr. Garcia has over 39 years of structural engineering experience in both the private and public arena. This experience includes bridges (both of steel and concrete), retaining walls, cut & cover tunnels, port facilities, transit stations and maintenance facilities, Throughout his career, Mr. Garcia has been extensively involved in large, multi-disciplinary projects. As of June 30, 2004, he formed his own firm, Garcia Bridge Engineers, P.A., with his partner, Dr. Juan J. Goñi. While with the Florida Department of Transportation, he served as District Special Projects Director overseeing the construction of the Sunshine Skyway Bridge, as State Structures Design Engineer (Chief Bridge Engineer), he was involved in the design decisions for many of Florida’s major bridges such as the Acosta Bridge, Edison Bridge, Howard Frankland, and many others.

Work History





Sep 1965

Sep 1969

Hardesty & Hanover, NYC

Junior Engineer to Engineer

Sep 1969

Oct 1975


Engineer to Sr. Eng., and Proj. Mgr.

Oct 1975

Sep 1982

TAMS, Inc., Boston

Chief Bridge Engineer

Sep 1982

Feb 1983


Sr. Bridge Engineer

Feb 1983

Sep 1993

FDOT, Tallahassee

Structures VE Engineer, PM Sunshine Skyway Bridge, District Director Sunshine Skyway Bridge, Chief Bridge Engineer.

Sep 1993

Mar 1995

DRC Consultants, NYC

Sr. Vice President

Mar 1995

J uly 1997

T. Y. Lin, Inc. Tallahassee

DRC was bought out by TYLin, Vice President.

Sep 1997

Aug 1999

PBS&J, Orlando

Senior Engineer

Aug 1999

Apr 2003


Vice President

May 2003

Jul 2004

Weidlinger Associates, Inc., Tall

Senior Associate

J ul 2004


Garcia Bridge Engineers, P. A.,  Tallahassee



Monterrey Metro Linea 2 (Mexico). Technical Support for the design of a segmental viaduct for the Monterrey Metro (Light Rail).  The total length of the project is 6.6 Km. with ap proximately 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 girders with 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 technical support for the 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 production for special segments with deviators.


Straddle CraneI-95 Lake Worth Viaduct (FL). Provided Construction Engineering Services to the Contractor, Astaldi Construction Corporation.   The work included the evaluation of the exiting bridges to support the total weight of a gantry including an erection girder shown in the picture. The total load, 77,600 lbs. under each tire, was supported by the existing 7 inch thick bridge deck with supporting AASHTO IV girders spaced from 7 feet to 11 feet.  Mr. Garcia and Dr. Goni provided the FDOT with the necessary calculations showing that the existing bride deck was capable to resist, without restricting traffic, these extremely large loads without additional supports or modifications to the structure.  The work also included the design of the 114 foot long spreader pipe-beam shown in the picture.


SR9A/I-295/I-95 Interchange (FL). As office manager, Mr. Garcia oversaw the development of all shop drawings for all the precast segments. 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 were been constructed by the balanced cantilever method with cranes. The project is nearing completion and should be opened to traffic shortly.


Tampa-Hillsborough 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. Mr. Garcia directed and oversaw the development and design of the erection equipment (both the undreslung girders and the pier bracket supports), oversaw the preparation of all the shop drawings, the development of the Geometry Control Plan, and generation of all the casting sets.


Sunshine Skyway Bridge (FL). Mr. Garcia served as District Director of Special Projects with the sole responsibility of overseeing the construction of the Skyway Bridge. His responsibility involved the featured 1,200 foot record (at the time) main channel span, the 4,000 feet High Level Approaches that consisted of span-by-span twin concrete segmental boxes, and about 3 miles of Low Level twin AASHTO girder bridges. Mr. Garcia oversaw the work of the CE&I Consultant, the designer, and the Contractor. The main feature of the bridge is the 1,200 foot cable-stayed main span. The cross-section consisted of concrete trapezoidal box segments 97 feet wide, 14 feet deep and 12 feet long. The construction, by balanced cantilever, required that segments be brought to end of the cantilever and lifted into position by two beam & winch units on each cantilever. Mr. Garcia was also involved in approving the cable testing that was carried out in the supplier’s factory in Zurich, Switzerland. For the High Level Approaches, the contractor used an overhead gantry to lift the pier segments into place. Each span was then floated out to the site and lifted as a unit into place. Tendons were then placed to effect the continuity and stressed to complete each span.


Mr. Garcia was also involved in a number of other cable-stayed and segmental bridges in other parts of the world such as:

Gilo Bridge, Israel: Mr. Garcia led a team of engineers providing construction support to an Israeli contractor for the erection of the country’s longest, highest, and first segmental bridge put into service. The Gilo Bridge is located just south of Jerusalem.

Allahabad/Naini Cable-Stayed Bridge, India: Working for the Ministry of Surface Transportation, Mr. Garcia led a team, including a local Indian consultant, in the Peer Review of this cable-stayed bridge spanning the Yamuna River. The work involved providing technical expertise to the Ministry and an International Lending Bank to review the design criteria, design details, and construction sequence prepared by another consultant.

Argentina/Brazil/Colombia: Mr. Garcia also worked in various capacities on a wide variety of cable-stayed projects in South America. The projects were either in the conceptual, preliminary, or final stages of design. These included two cable-stayed bridges crossing the Rio Plata connecting Argentina and Uruguay; one cable- stayed bridge in Brazil, and the Pereira-Dos Quebradas cable-stayed bridge in Colombia.

Acosta Bridge Replacement, Jacksonville, FL: As Florida's Chief Bridge Engineer, participated in the initial studies to provide alternate concrete and steel structures. The project included the design of a multi-level approach structure in a highly urban area crossing the St. Johns River in downtown Jacksonville. The multi-level approaches were designed as both steel plate girders and steel box girders for the highly curved portions. Work also included the design of drilled-shaft-supported foundations for the river crossing.  The 1,700 foot main river crossing consisted of a concrete alternate composed of a five span continuous unit, with a main span of 650 ft (the longest in the Southeast U.S.) and asymmetrical side spans to accommodate the ship channel which was not over the deepest part of the river.


Red River Bridge Inspection, Boyce, LA, LADOTD. Team Leader responsible for the inspection of the interior portion of the cast-in-place concrete segmental spans of LA 8 over the Red River. The work involved overseeing a team doing the hands-on visual inspection of the interior surfaces, anchorage blocks, diaphragms as well as overseeing a subcontractor locating ducts, drilling into ducts, and endoscoping same to detect voids in the tendons.



Mr. Garcia was also involved in Design/Build projects that required close work with contractors. Two of these projects are:

Texas SH 130 (TX). This project stretches 96 miles from Georgetown, just north of Austin to I-10 just outside San Antonio. At $1.4 billion, this is the largest Design/Build project in the US today.  Mr. Garcia was the principal structural engineer directing the effort as part of the Design/Build Team. He led the team in laying out the ground rules for the design of some 126 bridges, hired staff, and assisted in the bidding that led to the successful selection of the Team. Some of the bridges, specially those crossing major rivers, were major bridges. In addition, there were five major interchanges most with three levels of structures.

Carolina Bays Parkway (SC). Mr. Garcia was the Bridge Manager for the design of 23 bridges on this $240 million Design/Build project. The project parallels the west shore of the Intracoastal Waterway near Myrtle Beach, South Carolina. Mr. Garcia directed the design of four off site offices, resolved fabrication problems, and responded to the contractors issues at the job site. In addition, Mr. Garcia met with the South Carolina DOT to resolve all concerns or issues that they might have had concerning the design or the construction. The project consisted of five directional interchanges, one major bridge over the Intracoastal Waterway, and three bridges spanning environmentally sensitive marches preserved for their unique plant life.

I-95 over the Piscataqua River, (Portsmouth, NH to Keenes, ME). Senior Engineer for the design of a major steel through truss bridge carrying Interstate 95 over the Piscataqua River from Portsmouth, NH to Keenes, ME. The steel through arch bridge received an AISC Award of Merit for Long Span Bridges. The approaches consisted of 36 spans made up or steel plate girder sections for the longer spans and steel rolled sections for the spans near the ends.

Overlook Bridge on Highway of the Americas (Puerto Rico). In charge of the design of a major precast prestressed AASHTO girder bridge (the Overlook Bridge) on Puerto Rico's Highway of the Americas. The structure is located at the highest and most scenic point on the highway connecting San Juan and Ponce. The extremely high piers and ground conditions challenged the design of the structure


Metropolitan Transportation Authority/Long Island Railroad (New York City, NY). Mr. Garcia led the structural design team for this major commuter railroad terminal that was to be located beneath Third Avenue from the upper 50's to 42 Street. The three level underground facilities consisted of a passenger transfer and access level and two platform levels that included storage tracks. Totally underground, access to the LlRR tracks was via a bored tube connection to an existing sunken tube tunnel under the East River at 56th street.

MARTA (Atlanta, GA). Mr. Garcia was the Design Engineer for the conceptual work on the Vine City Station and approaches. The station was built by the cut and cover method and included the internal structure and platforms as well as the retaining sidewalls. The east approach was a bored tube tunnel section and the west approach was a concrete box girder unit.

JFK Airport, Port Authority of New York & New Jersey, (Queens, NY). Mr. Garcia was the Principal Engineer for concept development of twin track steel plate girder system as support for an inter-terminal people mover. Concepts developed were for spans ranging from 70' through 110'. Aesthetic considerations included batten bracing, hidden pier caps and tapered hammerhead piers.

Jamaica Yard Expansion Facility, NYCTA (Jamaica, Queens, NY). Mr. Garcia was the Project Manager for the design of the award winning (1992 NY Association of Consulting Engineers Award for Engineering Excellence) facility for the NYC Transit Authority. The facility became a model for a number of other such facilities built by NYCTA to update and modernize operations that had not changed for 30 or more years. The work involved coordinating the work of architects, structures engineers, track and signalization, and civil works.


Washington D. C. Department of Transportation. Mr. Garcia was the Structural Engineer in responsible Charge for the design of a major Air Rights project in Washington D. C. east of the Capitol building and over Interstate 95. The project consisted of coordinating all the structural design for the support of two 8 story high-rise apartment buildings, a series of town houses, a parking garage, and the ventilation of Interstate 95 as it passed below the structure. The structures supporting the high rise apartment buildings were steel plate girders about 8 feet deep. The structure supporting the town houses were steel Veerendel structures about 12 feet deep where the top chord supported the townhouses and the bottom chord supported a parking garage. The structures have been built and are in use today.

Panama Canal Authority. Mr. Garcia was the structural engineer for the inspection and analysis of the existing port facilities (docks, warehouses and other transportation facilities) for conversion to containerized operations. The client was the Panamanian Port Authority as a precursor to their taking over operations of the canal and the zone in December 1999.

Iraqi Grain Authority. Mr. Garcia was the structural engineer on a team investigating damages to grain silos in Basra and the structural conditions of numerous other grain silos in Hillah, Mosul, and Erbil. The structural investigations were carried out for the client, the Iraqi Grain Authority. They were in the process of converting all the machinery and loading equipment from an exporting mode to an import mode. In the process, they were interested in assuring the structures reliability or need to repair or rehabilitate


Garcia, Antonio M. and Robinson, Rita, “Sunshine Skyway Nears Completion,” Civil Engineering, November 1986.
Garcia, Antonio M., “BDR, The “B:” in the ABC’s of Bridge Design,” Journal Florida Engineering Society, September 1989.
Shahawy, Mohsen El, Garcia, Antonio M., “Structure Research and Testing in Florida: TRB No. 1275, 1990.
Garcia, Antonio M., “Forum: Computers, Creativity, and the Engineer” Civil Engineering, August 1993.
Garcia, Antonio M., “Florida’s Long Span Bridges: New Form, New Horizon,” PCI Journal, August/September 1993.
Garcia, Antonio M., “Treasure or Trash? Bridge Aesthetics,” Concrete International, August 1995.


TRB, January 1990, Washington, D. C., “A States Approach to Ship Impact Design”.

American Segmental Bridge Institute, Annual Meeting, December 1990, Miami, Florida, “Segmental Bridges in Florida”.

Precast/Prestressed Institute (PCI), Bridge Seminar, October 21, 1992, Indianapolis, Indiana, "Testing, Construction, and Aesthetics of Florida’s Long Span Concrete Bridges”.

FHWA, Region 4 Bridge Engineers Conference, March 17, 1993, Mobile, Alabama, “Report from Florida’s Corrosion Task Force: Discontinued Use of Epoxy Coated Reinforcement; and, “Use of Precast Bulb-Tee Girders in Florida”.

ACI Convention, March/April 1993, Vancouver, British Columbia, Committee 124 Symposium, “Quantifying Bridge Esthetics: Bridges: Treasures or Trash”.

Florida Department of Transportation, Design Conference, August 1993, Orlando, Florida, “Aesthetics for Florida’s Bridges”.

National Concrete and Masonry Engineering Conference, June 1995, San Francisco, California, “Concrete Bridges – Innovation and Progress”.

TRB, January 1998, Washington, D. C., “Intermediate Diaphragms for Precast Prestressed Concrete Bridges”.

Florida Department of Transportation, Project Manager’s Training for Structures Design, June 1999, Clearwater, FL, “The Consultants Perspective”.

Western Bridge Engineer’s Seminar, Seattle, Washington, October 1999, “Intermediate Diaphragm’s for Precast Prestressed Concrete Bridges”.

FHWA/Michigan DOT Technology Transfer Workshop, Lansing, Michigan, September 2005, “Construction of the Sunshine Skyway Bridge”.

III Congreso de Puentes y Estructuras de Edificacion, ACHE, November 2005, Zaragosa, Spain, “Tendon Grouting: Pathology, Detection, and Adopted Solutions”.


Chairman, Structures Group, Metropolitan Section (NYC), ASCE
Chairman, NCHRP 12-37, “Transverse Cracking in Newly Constructed Bridge Decks”
Chairman, FDOT Corrosion Task Force
Vice Chairman, AASHTO Technical Committee, T-10, Prestressed Concrete
Member, AASHTO Technical Committee, T-8, Movable Bridges
Member, Expert Task Group, SHRP C-104 Project, “Protection and Rehabilitation for Existing Reinforced Concrete Bridges”
Member, Research Council on Curved Bridges, FHWA
Member, FHWA Test and Evaluation of Bridge Railings, Pooled Study No. 2-(134)
Member, AASHTO Ad-Hoc Committee on Ship Impact Forces
Member, PTI Grouting Specifications Committee
Member, PCI Bridge Subcommittee, Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge Products