FIGG桥梁工程师, the Tallahassee, Fla.-based company cited by federal officials for its role in a fatal 2018 pedestrian bridge collapse in Miami, has asked a judge to block the U.S. Dept. of Transportation from suspending the company prior to a proposed 10-year debarment from any transportation projects involving federal funds.

For Figg的律师在华盛顿州联邦地区法院寻求临时津贴顺序。

在它8月11日法院申请该公司声称,美国DOT's proposed suspensions, issued July 14, "pose a threat of catastrophic and imminent harm" to FIGG "that cannot be reversed if the suspensions are allowed to continue during" the debarment process.

[查看拟议暂停的7/31/202新利18备用0 enr故事这里。]

公司索赔的潜在伤害包括失去一个目前提供近一半收入的未认出的项目。

Although the project isn't named, the Texas Dept. of Transportation announced recently that the joint venture leading the U.S. Route 181/Harbor Bridge in Corpus Christ, had replaced FIGG with a team of Arup and CFC. The switch reflected concerns about the firm’s involvement in the 2018 collapse of a pedestrian bridge at Florida International University.

崩溃杀死了六人，在混凝土桁架结构，在建设的后期和最终联系之前，落在繁忙的道路上。

DOT的联邦公路管理局还暂停并提出了Debar W. Denney Pate，Figg为佛罗里达桥工程的工程师。他也被列为法院行动的原告。

在上个月的电子邮件中，FHWA新利18备用发言人表示，该机构的行为由与桥梁崩溃相关的“安全失败”产生。

The spokesperson added that the suspensions and proposed debarments are "being taken in the interest of protecting public safety."

FHWA发言人在8月12日的电子邮件中表示，关于FIGG诉讼的评论，“我们不会评论持续的诉讼。”

2019年NTSB报告

国家运输安全委员会调查报告last year blamed several companies for their roles in the tragedy but reserved its harshest criticism for FIGG, the design subcontractor in a design-build contract award. In its report, NTSB stated that several members of the project team failed to exercise their implied authority to stop traffic beneath the incomplete structure as cracks worsened and the project team explored their significance and what to do about them.

Figg是一个为其创新桥梁设计而闻名的42岁的公司，从未承认佛罗里达灾难的责任。

在它motion, FIGG claims—as it did prior to the NTSB's final report on the collapse—that the contractor that retained FIGG, Munilla Construction Management, damaged the partly assembled structure when rolling the bridge sections into final position above the road.

In addition, according to FIGG, MCM failed to properly follow design instructions at a key connection in the unusual concrete truss structure. When the cracks appeared on the structure in the days preceding the collapse, FIGG argues, MCM failed to communicate their dimensions or seriousness to the engineering firm, whose staff was not present at the jobsite.