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The scope of work for the Port of Miami Tunnel (POMT) project includes twin tunnels connecting S.R. A1A/MacArthur Causeway and PortMiami, as well as Watson Island surface road work, widening the MacArthur Causeway Bridge, and the rebuilding of the bridge and roadways on Dodge Island.

The limits of the project are from I-395 at the western end of the MacArthur Causeway Bridge to the port roadway system prior to the security gates on Dodge Island.

The project is being built through a public-private partnership (PPP or P3) that includes the design, build, finance, operation and maintenance of the POMT. It is a 35-year concession agreement, which includes 55 months for design and construction. The firm selected, Miami Access Tunnel (MAT) Concessionaire, LLC. is also responsible for operating and maintaining the tunnel once construction is complete.  The Concessionaire's Team is comprised of Bouygues Civil Works Florida (BCWF) which is the design-build contractor and Transfield Services Industry (TSI) as the Tunnel Operator.

A PPP is a contractual agreement between a public agency, in this case FDOT, and a private sector organization with the qualifications to carry out the specific duties.

A concession agreement is an agreement allowing a private sector company to design, build, finance and operate a State infrastructure over a long period of time and return it to the State in a prescribed condition at the end of the period.  In this case, FDOT entered into a concession agreement with MAT Concessionaire, LLC in a competitive bidding process to design, build, finance, operate, and maintain the POMT project over a defined term.

MAT Concessionaire, LLC (MAT) is under contract with the Florida Department of Transportation (FDOT) for the 35-year concession. MAT has hired Bouygues Civil Works Florida as the design-build contractor and Transfield Services Industry (TSI) as the operations and maintenance operator.

The tunnel will:

•  Provide direct access between the seaport, I-395 and I-95
   
•  Create another access to the port besides the Port Bridge, now the only connection to the mainland
   
•  Keep the Port of Miami, which is the county’s second largest economic generator after the airport, competitive
   
•  Improve traffic in downtown Miami by reducing the number of cargo trucks and cruise line buses from congested downtown streets
   
•  Aid ongoing and future development in and around downtown Miami

Various choices were considered during the early stages of the project, including several different road layouts, a high-level bridge over the Main Channel, and not building anything. All were found to be less effective than the tunnel. Based on the engineering and environmental criteria, the tunnel best improves safety conditions, reduces traffic congestion, creates no significant long- or short-term environmental impacts and has no long-term effects on marine navigation. 

Community involvement was encouraged throughout the early planning and conceptual design phases. FDOT and its partners, MAT & BCWF, are committed to continuing this community outreach during the construction phase. Many meetings took place before the start of construction and continue to take place with businesses, residents, governmental organizations and other groups that are affected by the project. The community is encouraged to see project details elsewhere on this website. Questions regarding the Port of Miami Tunnel project may be directed to:

Roberto C. Gutierrez, P.E. Public Information Specialist
Stantec Consulting
Port of Miami Tunnel Construction Project Office
975 North America Way
Miami, Florida  33132
Direct Line / Mobile: 305-445-2900
Email: roberto.gutierrez@santec.com