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Rea de r Service Num be r 25

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TBM: Tunnel Business Magazine (ISSN 1553-2917) is published six times per

year. Copyright 2005, Benjamin Media Inc., P.O. Box 190, Peninsula, OH 44264.

USA All rights reser ved. No part of this publication may be r eproduced or

transmitted by any means without written per mission from the publisher. One

year subscription rates: complimentary in the U nited States and Canada, and $69

in other foreign countries. Single copy rate: $10. Subscriptions and classified

advertising should be addr essed to the Peninsula office. Postmaster retur n form

1579 to TBM: Tunnel Bu siness Mag azine, P.O. Box 190, Peninsula, OH 44264.USA

Cover StoryChicago —Tunneling Under the Windy City 14Chicago has fought against flooding and water pollution caused

by sewer overflows since the late 19th century. But a solution

may have been reached, as it completes of the first phase of its

massive Tunnel and R eser voir Plan (TARP ).

By N ick Zubko

FeaturesChicago Set to Host NAT 2006 18Sponsored by the recently formed U CA of SME , the 2006 Nort h

American Tunneling (NAT) Conference & Exhibition is set to

visit C hicago J une 10-15.By N ick Zubko

Tunneling in Spain 26Home t o 3 million r esidents , Madrid is a gr owing cultur al and

industrial center that is in need of new infrastr ucture to keep

pace with its growing population. By James W. Rush

Turning Rock into Art 30A unique project is being planned in the Canar y Islands tha t aims

to fulfill the dreams of a Spanish sculptor.

By Paul Heslop and Steve Macklin

The Challenges of Florida Limestone 33Crews on a project in Tampa, Fla., used a new hybrid EPB shield to

contend with the soft and per meable limestone of the F loridian Aquifer.

By Gil Garcia

ColumnsEditor’s Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4TBM Makeover by James W. Rush

Dr. Mole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12A Better Contracting Manual by Gary Brierley

North American Tunnel Project Update . . . . . . . . . . . . . . . . . . 40A recap of recently completed, curr ent and futur e tunnel projectsby Jack Bur ke

My Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50NATM — It Can Be Done Right in North America

by David R. Klug

Depar tmentsBusiness Briefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Global Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3

Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 9

CONTENTSCONTENTSJune 2006

26

14Photo provided by the Chicago Convention & Tourism Bureau

Tun ne l Business Ma gazine4 June 2006

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Tun ne l Business M a g a zine6 June 2006Tun ne l Business Ma g a zine June 2006

TBM MakeoverAs you can see by the cover of this issue, we decided

to give TBM a facelift. It’s been eight years since we

launched the magazine, and in that time we have not had

any major redesigns.

The new design is intended for improved readability,

and a more modern , clean look. Graphic designer Chris

Slogar spearheaded the redesign in conjunction with

editorial and market ing staff.

While the look of the magazine is different, we are

committed to bringing you the same great editorial

content, featuring the most complete coverage of the

North American tunneling market. One of the major

area s of emphasis is on th e business aspect of tunneling, as reflected in the

name, and we will continue to make that an editorial priority.

One new featur e we have added this year is the Global Featur e. These are

intended t o provide a snapshot of overseas tunneling market s and how theyrelate t o the Nort h American companies that may be doing business there.

In this issue we focus on the bustling Spanish market, which involves

major works in Madrid and Barcelona — including the use of the largest

TBMs built t o date — two 15.2-m (49.9-ft) E PB TBMs. (However, the t itle

will be short-lived as Herrenknecht is assembling a 15.43-m (50.6-ft)

mixshield for a crossing of the Yangt ze River in Shanghai.)

As always, we welcome your input as to how we can improve TBM and

make it more meaningful for you. Please feel free to contact us with your

comments/suggestions a t j r ush@benj aminmedia.com.

NAT 2 0 0 6North American Tunneling 2006, sponsored by the Underground

Constr uction Association of SME, is scheduled for June 10-15 at t he Palmer

House Hilton in Chicago. This is the premier tunneling event in North

America this year, with more than 500 delegates participating in the 2004

event in Atlanta. More than 50 exhibiting companies will be on hand at this

year ’s event.

Congratulations ar e in order for the volunteer officers of UCA who were

able to keep the event on track despite the recent folding of the American

Underground-Construction Association (AUA), which created and had

sponsored NAT. These types of events take a gr eat deal of time to plan, so

being able to keep it going, reform an industry association and work a

full-time day job is quite an accomplishment.

The t heme of this year ’s conference is “E xtreme Tunneling: Improving

Progress, Cost, Performance and Safety.” For a complete preview,

see page 18.

Regards,

J ames W. Rush

Editor

Bern ard P. K rzysP ub l i she r

Richard J. Krzys

A ssoc ia te P ub l i she r &Con fe r ence D i r ec to r

Rober t D . K rzysA ssoc ia te P ub l i she r

James W. RushE d i t o r

N i ck ZubkoA ssoc ia te E d i t o r

S h a r o n M . B u e n oK a t he r i ne Fu l t on

Kei th Gr ibb insB r a d K r a m e r

Jason M or ganCon t r i bu t i ng S ta f f E d i t o r s

W. M . C on l eyCr ea t i ve D i r ec to r

E dw ar d A . H aneyS en io r G r aph i c Des igne r

Chr i s S logarE l i zabeth C . S tu l lGr aph i c Des igne r s

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B ob P ondFr o n t i e r - K e mp e rEvansvi l le , Ind .

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San Francisco

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2006/2007 Moles Officers ElectedRichard S. Weeks, of Weeks Consulting LLC, was recently

elected to serve as president of the Moles for the year

2006/2007. Weeks received the gavel from retiring president

Thomas O’Neill at the annual business meeting and dinnerheld May 3, at t he New York H ilton Hotel.

Growing up in New Jersey, Weeks attended Johns

Hopkins University and the Advanced School of

International Studies to receive his BA and MA. He

then received his MBA in 1975 from Harvard Business

School, after which he was hired

full-time at Weeks Stevedoring

Co., where he had first started

working with his father, Richard

N. Weeks (2001 Moles Member

Award r ecipient), at t he age of 17.

Since then, the company not

only changed its name, but alsochanged t he mix of work and p rin-

cipal businesses from stevedoring

to marine constr uction and dr edg-

ing. In 1999, Weeks was named

president of Weeks Marine and

he has served as president of the

National Dredging Association,

on the boards of the Maritime

Association of New York and t he

Beavers.

In addition to Weeks, other Moles officers have been

elected, including Salvatore Mancini, Skanska U.S.A. Civil

Inc., as first vice president; Alfred Brand, Mueser Rutledge

Consulting Engineers, as second vice president; JosephMcCann, Moretrench American Corp., as treasurer; Henry

Adams, Kiewit Constructors Inc., as secretary; and Martin

Cocoran, Weeks Marine Inc., as sergeant-at-arms.

Trustees elected for three-years terms were Henry

Massman IV, Massman Constr uction Co.; Michael McHugh,

Moretrench American Corp.; and Allan Sylvester, the Clark

Corp. Joel Moskowitz of Mueser Rutledge Consulting

E ngineers was elected to a one-year ter m as a trust ee.

Dulles Rail Tunnel Decision DelayedAccording to a Washi ngton Post article, Virginia

Department of Transportation recently announced that a

panel of engineers is being enlisted to advise whetherthe Metrorail extension to Dulles International Airport

should run above or below ground in Tysons Corner —

a move that will delay the contentious decision by at least

two months .

The panel, to be selected and headed by the American

Society of Civil E ngineers (ASCE), will have 60 days to

evaluate the competing proposals for the four-mile Tysons

portion of the 23-mile extension to Dulles. There is deep

disagreement among the many players on the project over

whether it would be affordable to tunnel under Tysons, which

most agree would other wise be prefer able to an elevated t rack.

The announcement of the panel, and the accompanying

delay, underscores to what extent the $4 billion project hasbecome hung up on the tunnel question. Under the project’s

timeline, contractors and state officials are supposed to be

putting the final touches on the existing plan, which calls for

an elevated t rack thr ough Tysons, with an eye t oward getting

final federal approval late this year.

While opponents of the tunneling contend that the featur ewould be prohibitively expensive, adding as much as $800

million to the price tag, advocates say an underground

route would be less disruptive during construction and

would draw more riders. Most importantly, they say, it

would do much more to advance Fairfax’s plans of turning

Tysons into a walkable, quasi-urban hub. They question the

contractors’ estimates, saying that the tunnel is at most

$200 million more.

UCLA to Offer Tunneling CoursesUCLA will again offer an extension class in “Design,

Construction and Costing of Underground Structures.” The

class was given at UCLA in January-March 2006 and willagain be given in September 2006.

The class is roughly divided into three parts: 1) design —

geologic, geotechnical and engineering design methods

including Finite Element Method 2) construction including

drill-blast, roadheaders, hard rock TBMs, and slurry shield

and earth pressure balance (EPB) soft ground excavating

and 3) detailed cost est imating for (a) a 12-ft har d r ock TBM

water tunnel and (b) a soft rock New Austrian Tunneling

Method (NATM) 40-ft diameter caver n.

The three exams were on drill-blast peak particle velocity

vibrat ions for a given blast patter n; cost estimate changes if

steel ribs are changed in the 40-ft NATM cavern; and cost

estimate changes if another layer of shotcrete is required in

the 40-ft NATM cavern.

Call Pr ofessor J oe Mueller at UCL A at (310) 206-7252 for

detailed info. Credit is given for the class. The text and color

illustrations are provided to all attendees on a CD.

Windsor Tunnel UtilizesNew Vent ilation System

The Detroit and Canada Tunnel Corp. unveiled a state-

of-the-art ventilation system, replacing t he syst em th at was

first installed in Det roit in 1929. The millions of commuter s

who have passed through the tunnel since its opening in

1929 have been unaware of the eight massive ventilation

fans that are housed in the four story building on thetunnel’s Detroit plaza.

The new system circulates fresh air in and out of the

tun nel every 90 seconds. I t was recent ly completed at a cost

estimat e at $10.2 million. E mpowered by computer s, the

new ventilation system automatically adjusts the power and

ventilation to match the environment inside the tunnel.

“It is designed to provide a safe environment during both

normal operations and emergency situations using aut omated

technology and continuously circulating the air inside the

tunnel to give motorists a clean and enjoyable ride through

the tunnel,” said Gordon J ar vis, Tunnel president.

According to David McFadden, chairman of the board for

the Det roit and Canad a Tunnel Corp., the company operating

the tunnel, “The new ventilation system improves the way

Tunnel Business Mag azine 7June 2006

Business Briefs

Rich Weeks, of WeeksConsulting LLC, was elected

president of the Moles for2 0 0 6 / 2 0 0 7 .

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Tunne l Business Ma gazine8 June 2006

that the tunnel air quality is measured to offer the traveling

public a safer and cleaner way to travel. It is a system t hat is

truly revolutionary for one of the nation’s busiest border

crossings.”

The Detroit Windsor Tunnel, owned jointly by the cities of Detroit and Windsor, is one of the busiest passenger border

crossings between the United Stat es and Canada, and overall,

ranks in the top 15 crossings nationally.

Cincinnati Votes for Sewage Tunnel PlanAccording to a recent article in the Cincinnati Enquirer ,

Cincinnat i’s Sanitat ion Distr ict No. 1 recent ly decided that t he

best way to send sewage to its proposed Western Regional

Wastewater Treatment Plant is through a tunnel, rather than

using pump stations and force mains,

The dist rict’s board of directors chose the pr oposed 6.7-mile

alternat ive that the sanitat ion district and its engineering con-

sultants know as the “green t unnel” over another alternat ive,the 7.7-mile alternative code-named “red tunnel.” The vote,

which officials emphasized was preliminary, was a change

from the original plan of using force mains.

The board must now conduct a public hearing and offer a

30-day public-comment period before it can take a final vote.

Officials said that hear ing likely will happen in late J une or

early July, and the district hopes to take a final vote by late

August. The board then plans t o submit its pr oposed option t o

the st ate for appr oval.

“We feel that the gr een tunnel alter native is the most cost-

effective, and it’s environmentally sound,” Quest Engineers

Inc. senior project manager John E. LaRue told the board

before its unanimous vote.

Both proposed tunnels would start near Camp Ernst Road

and continue westward t o Commissary Corner on their way to

the t reatment plant that is scheduled to open in 2010. But the

red tunnel curves further northward and southward again

between Commissary Cor ner and the plant.

“The tunnels are more cost-effective, the tunnels have less

environmental impact,” LaRue said. Also, “the green alterna-

tive has better public support than does the red alternative.

There ar e fewer pr operty owners that we have to deal with on

the green than on the red.”

The most critical environmental aspect, according to

LaRue, is th e potential for groundwater impact. Groundwater

is most sensitive in a zone closest to the Ohio River valley —

for approximately that last 3,800 ft of the red tunnel, or thelast 2,800 ft of the green tunnel.

“Since there’s more of the red tunnel

in this sensitive zone, we feel like the

green therefore would have the less

impact potential, with respect to

groundwater,” LaRue said.

Seattle Mayor Tries Satireto Win Over TunnelOpponents

In a story in a r ecent edition of the

Seatt le Post-I nt el l i gencer , Seattle

Mayor Greg Nickels is trying a new way to get a point

across in his campaign to replace the Alaskan Way Viaduct

with a tunn el: satire.

Nickels, in a recent speech touting the Alaska Way Viaduct

tunnel to the Rotary Club of Seattle, played a two-minutevideo spoofing the controversy by quoting an imaginary

“Committee to Save Big Ugly Things,” whose spokesman

uttered tongue-in-cheek warnings about removing the viaduct

from the water front.

The spokesman lamented the tearing down of other

less-than-attractive structures in recent years, such as the

Kingdome and the Queen Anne blob. The video warned that

by removing the viaduct, the improved waterfront view

would so distract downtown office workers that their

pr oductivity would plummet. Picnickers at tr acted to an open

space without the viaduct would simply increase t he ant and

fly population, the announcer intoned, while couples’ roman-

tic strolls to enjoy the new view would result in unwanted

pr egnancies that “are pr eceded by romant ic activity.”

The committee is a figment of Nickels’ staff's collective

imaginations and doesn’t exist. Nickels’ spokeswoman,

Marianne Bichsel, said the video was meant to show that

“rebuilding the big, ugly viaduct would be a huge mistake,

and to show in a humorous way just how bad it would be to

reb uild it.”

The video, played for the first time at the Rotary

meeting, “was a group effort,” Bichsel said. The decision

about what to do with the viaduct is a serious one, “but

sometimes using humor t o get your point across is the best

way to do it,” she said.

More to the point, the mayor's staff was trying to make

sure it got heard amid the recent flurry of media storiesabout other options — such as retrofitting the existing

viaduct, r eplacing t he old viaduct with a new one, or t earing

down the viaduct and dispersing the traffic on surface

str eets and into buses.

TAC Conference Set for VancouverThe Tunneling Association of Canada (TAC) is scheduled

to hold its 19th National Conference in Vancouver, British

Columbia, Canada, Sept. 17-20. TAC 2006, focusing on this

year ’s th eme of “Tunn elling Towar d 2010,” will be held a t

Vancouver’s Marriott Pinnacle Hotel. Registration for the

conferen ce begins on Jun e 1. For mor e infor mation, visit th e

TAC online at www.tunnelcanada.ca.

Business Briefs

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Mohammad Irshad1 9 4 0 - 2 0 0 6

Mohammad I r shad , 66, P.E .,

F.ASCE , passed away March 18, in hissleep of an apparent heart attack.

He is sur vived by his wife and one son.

Irshad came to the United States

from London, where he was resident

engineer and design group leader for

British R ail from 1966 to J anuar y 1977.

Once he finished his bachelor of science

in civil engineering at the University

of Peshawar, Irshad worked as a soils

and site engineer at the Tarbela and

Mangla Dams in Pakistan, before

leaving for E ngland in 1966.

Once he returned from England,

Irshad enrolled at the University

of Cincinnati to receive his master’s

degree in civil engineering in

structures. He later finished his

coursework for his Ph.D and while

studying, worked as an instructor

and teaching assistant.

In 1981 he joined DeLeuw Cather

& Co. as a Senior Structural

Engineer. He worked his way up to

vice president and was director

tunneling and infrastructure. After

working on the Washington Met ro for22 years, Irshad was an important

part of the team that won the Wilson

Bridge Pr oject for Parsons Corp.

Well-known and well liked both

nationally and internationally, Irshad

was an exceptional professional engineer.

He worked on numerous national and

international tunneling and infrastruc-

ture projects, winning the contract for

the Seattle Light Rail Transit Deep

Tunnel Subway project in 2001.

Irshad left Parsons Corp. in 2003,

after he got seriously ill toward theend of 2001. He was a professional

engineer, fellow in ASCE , chairman

of committ ee AF F 60, committee

on tunneling and underground str uc-

tures for TRB from 1999 to 2005, and

chairman of the structures committee

of APTA from 1993 to 2003. He was a

member of ITA, BTA and other

professional societies.

Irshad started his own infrastructure

companies, IDC and DIG Tunnel

Consultants (a subdivision) with two

Austrian engineers. He also published anumber of papers and made presenta-

tions at several conferences.

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In M e moria m

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Degussa Admixtures MakesTwo New Marketing Hires

Degussa Admixtures Inc. recently hired two new product

line managers in a continued effort to enhance the product

marketing capabilities. Both Robert Lesher and J ohn Peoples

will contribute to the company’s technology, innovation andsustainability group developing, implementing and supporting

product line str ategies and plans.

Lesher comes to Degussa Admixtures from

OMNOVA Solutions, with eight years of expe-

rience in the specialty chemicals and commer-

cial products industries. He will oversee all

products and technology in the underground

constr uction market segment and direct mar-

keting initiatives related to Degussa’s line of

durability admixtures. Lesher received his

degree in chemical engineering from Ohio

University and MBA from Tiffin University.

Peoples will manage Degussa’s manufactured concrete

products (MCP) line and assume marketing responsibilitiesfor the company’s core products and mid-range water reduc-

ers. He also comes to Degussa from OMNOVA Solutions,

where he ser ved first as a pr oduct development engineer and

then market manager for OMNOVA’s

marine upholstery business. Peoples gradu-

ated from North Carolina State University

with a bachelor’s degree in textile and

apparel business management.

Lesher and Peoples will work out of the

company’s headquarters located in Cleveland

and will report to Anthony Schlagbaum,

group manager for product line management.

White Joins DMJM HarrisDMJM Harris recently announced that Richard A. White has

joined the firm as executive vice president and director of

corporate strategic development. Based out of the Fairfax, Va.,

office, White is responsible for the executive leadership for

DMJM Harris Planning and AECOM Consult, an affiliate of

DMJM Har ris. He will also grow the firm’s management consult-

ing pr actice, including initiatives in security master planning.

White comes to DMJM Harris after a

distinguished 31-year career in the public

sector of transit-most recently as general

manager and CEO of the Washington

Metropolitan Area Transit Authority(WMATA). For the past 10 years, White was

responsible for WMATA’s bus, rail and para-

transit operation, the fourth largest public

transportation system in the nation. During

his tenur e at WMATA, rider ship increased 37 percent.

Pr ior to joining WMATA, White was the general manager of the

Bay Area Rapid Transit District (BART) in California; a

founding member of the New Jerset Transit management team;

and a staff member of the former Urban Mass Transportation

Administr ation (now Federal Transit Administr ation) for six years.

A national leader in transit industry professional groups,

White was the 2004-2005 chair of the American Public

Transpor tat ion Association (APTA) and ser ved on APTA’s

executive board for the p ast nine years.

HMM Adds Personnel inMid-Atlantic Region

Hatch Mott MacDonald has recently

hired two senior water and wastewater

project manager s, Bruce Burn s, P.E . and

J ames H avey, P.E ., for merly with MidAtlant ic Region E ngineering (MAR). With

the addition of these two key individuals,

Hatch Mott MacDonald will expand its

water and wastewater infrastructure

practice in Maryland, Virginia, Delaware

and south-central Pennsylvania.

Both Burns, who joins Hatch Mott

MacDonald as a vice president, and Havey

will work out of the firm’s Timonium, Md.,

location, from which they will support

pr ojects in th e Baltimore market , as well as

its new office in York , Pa. Bur ns and H avey

have consulted on infrastructure issues in

the ar ea for more that 26 years each. Theybring extensive experience in wastewater

nutr ient removal, water supply management and sewer shed

management to Hatch Mott MacDonald’s already extensive

list of capabilities.

Goodfellow Joins Black & VeatchBlack & Veatch’s Water Division recently named Robert

Goodfellow as the d irector of tunneling for t he E aster n

U.S. Region, based in Gaithersburg, Md. In his new role,

Goodfellow is responsible for the Tunnel Practice Group

in that region, while also supporting projects globally

and holding a bu siness development role in the company’s

geo-engineering operation in the UK.“Robert is an important addition to

our geo-engineering team and brings

self-standing technical strength and an

infectious energy to the practice as a

whole,” said Da vid E gge r, B&V Wat er

Global Tunneling practice leader. “Not

only does he have extensive experience in

global projects, but also he has built a

strong reputation in the U.S. by holding

prominent positions in t he t unnel industr y.”

Goodfellow, who holds a bachelor ’s de gr ee in civil

engineering and a master’s degree in engineering rock

mechanics, both from Imperial College in London, hasserved on various professional committees in the United

States, as well as chairing sessions at the Rapid

E xcavation & Tunneling Conference (RE TC) and t he

Nort h American Tunneling (NAT) conferences.

He has worked on major tunnel projects all over the

world, such as t he E ast S ide Access and t he Kensico to

City Water Tunnel in New York; th e Centr al Ar ter y

Tunnel, Boston; the Jubilee Line Extension, London; the

West Rail, Hong Kong; the Copenhagen Metro, Denmark;

the Tunnel and Reservoir Project (TARP), Chicago;

and the Big Walnut Augmentation and Rickenbacker

In ter ceptor (BWARI), Columbus, Ohio.

Burns

Havey

Lesher

White

Goodfellow

Peoples

People

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Note: Taking over for Dr. Mole in this

issue of Tunnel Business Magazine is

Bill Edger ton, president and pr incipal

for Jacobs Associates and chairman of

the steering committee for the

Underground Construction Association

of the SME . Mr. Brierley will reclaim his

post and in the August 2006 issue.

In the last edition of this column, Dr.

Mole discussed the progress (or lack

ther eof) achieved in contracting p ractices

as a result of the 1974 Better Contracting

for Underground Constr uction manual.

As you may recall, this document was

completed by the U.S. NationalCommittee on Tunneling Technology and

published by the National Academy of

Sciences. At the time, it was a big step

forward in drawing the underground

industry’s attention to the importance of

certain contracting practices.

In the last 30 years, we’ve begun to

make more and better use of under-

ground space, creating this space in

more challenging ground conditions and

use many different types of technology

that were not even dreamed of in 1974.

However, of the recommendations set

forth in the 1974 report, only a few have

been universally adopted, many of the

issues identified are still problems and

new issues have ar isen. A few examples:

• One of the pr imary focuses of the

1974 report was to discourage the

disclaimers of subsurface conditions.

For the most part, the industry has

advanced to the extent that such

disclaimers ar e ra re. H owever, other

geotechnical issues are still not

addressed in a consistent manner,

including the incorporation of vari-

ous types of geotechnical reportsinto the contract documents.

• Bidder pr equalification was recom-

mended in order to identify quali-

fied contractors. Since 1974, a

number of different pre- and post-

qualification methods have been

used by various agencies, but for

the most part, the details of such

qualification assessments have

frustrated the ultimate purpose.

• Inflation was quite important in 1974,

and this resulted in a recommenda-

tion that escalation clauses be used in

all contract documents. With the

lower inflation rates experienced in

the last 30 years, it’s only been recent-

ly that there has been an increase inthe use of escalation clauses — and

agencies have each developed differ-

ent escalation clause formats, many of

which are so complex as to be totally

useless for the intended pur pose.

• The import ance of improved com-

munication between the contr acting

parties was not identified in the

1974 report. N onetheless, the use of

“partnering” has advanced to the

extent that it is common on most

pr ojects. Yet, t he objectives and

methods for obtaining the bestresults ar e still not well understood.

• Dispute resolution was a major issue

in 1974, and as a r esult, an industr y-

wide program of arbitration was

recommended. Since then , the use of

mediation and dispute r eview boards

have been adopted by many agencies.

Yet, ther e are many misunderstand-

ings as to what contr act dispute reso-

lution methods work best; and many

agencies adjust the detailed language

to such an extent that the end result

is frequently of little value in either

avoiding disputes or resolving themin a timely manner.

• At the insistence of insurance compa-

nies, many agencies are adopting a

risk assessment approach in the pro-

ject planning and design phases. Yet ,

neither the methods, nor the output

derived, are ver y well underst ood.

The bottom line is tha t our contr acting

practices have not kept up with t he tech-

nological advances, they ar e not suppor t-

ive of new technology and many mor e of

our pr ojects get into contr actual difficul-

ty. It ’s imperative th at all of us focus ourattention on improving the contracting

practices in th e under ground industr y.

In order to do so, the Underground

Construction Association of the SME has

embarked upon an update to the 1974

“Better Contracting” report. The new

manual will identify “best practices” for

owners and other project participants,

drawing upon contracting practices that

have worked and/or not worked in vari-

ous jurisdictions over the past 30 years.

The purpose is to educate underground

industry part icipants on how to control and

manage r isk with contracting practices, by

enhancing the equi-

table sharing and

allocation of contractual risk. The premiseis that if owner agencies and contractors

were to adopt the recommendations set

forth in the new document, the construc-

tion of underground space would be more

cost-efficient for owners and there would

be less uncertainty in the profit margins

realized by the contracting community.

The new manual is intended to be an

evaluation of the state of practice in the

underground industry: It is not intended

to cover practices other than those typi-

cally used in the under ground industr y.

Topics to be covered include:Relationship of the Parties; Project

Planning; Subsurface Investigations; Risk

Analysis; Design Development and

Responsibilities; Engineer ’s E stimates;

Scheduling; Measurement and Payment;

Contract Types; the Changes Clause; and

Dispute Resolution and Insurance. In

addition to providing a background of the

issues, each chapter will discuss approach-

es used by various agencies, advantages

and disadvantages of alter nate approach-

es and, hopefully, identify best practices.

The first chapter s, in what is expected

to be a 13-chapter document, are curr ent-ly in review by a group of industry

experts. We expect that these first

chapters will be discussed on June 10 at

the NAT conference in Chicago, where

we hope to reach consensus on specific

recommendations for best practices that,

if adopted, will help us achieve our goal.

The remaining chapters will be developed

over the summer and fall of 2006.

We expect to hold another workshop

sometime in the late fall or early winter,

depending on the progress of our volun-

tary authors and reviewers. The newdocument could be published in 2007 —

33 years after publication of the 1974

report. We’re hoping that the resulting

document will be endorsed by all the

major associations and organizations in

the underground industry.

The steering committee thanks, in

advance, everyone who part icipates in this

endeavor. It is only by receiving input

from as many industry experts as possible

that we can produce the best document.

Gary Brierley is president of Brierley

Associates, Denver.

Ask Dr. Mole

by Gary Brierley

A Better Contracting Manual

7/30/2019 2006-06-01



The International Tunnelling

Associat ion (ITA) held its 32nd meet ing

in Seoul, Korea , April 22-27, in conjunc-tion with the World Tunnel Congress

2006. Organized by I TA and the Korean

Tunnelling Association (KTA), the 2006

Congress followed t he t heme of “Safety

in the Underground Space.” Meetings

were attended by representatives,

delegates, observers and working

group members from 35 of the 53

member nations of the association.

The open session on Risk Management

of Tunnel Projects, held on the April 25,

heard three speakers from the ITA

Working Groups, a speaker from theKorean tunneling industry and finally a

speaker from the international insurance

industry. There was a good debate and

exchange of ideas on proactive manage-

ment of risk. It is hoped the open session

will promote a safer environment, better

quality and reduced incidents in the

tunneling industry.

The second training course for

young professionals and students

was organized under the hospicesof the ITA, KTA and F IDI C-KAIST-

KE NSA tr aining center and chaired

by ITA president Harvey Parker and

Sung-Wan H ong, KTA pr esident . The

course covered the most important

aspects relate d with t unnel constr uc-

tion and relevant tunnel examples

were presented and discussed.

The tr aining course lasted t wo days,

with eight hours of lessons each day,

and was attended by 130 students and

young professionals coming from

seven countries, notably Korea, whichhad 112 students attend. The didactic

material developed by the various

teachers will feed the section Training

on ITA’s Web site, www.i ta-ai tes.org.

An ad hoc meeting on the subject

of tunnel security was held on

April 25. Twenty-two people from 16

countries participated in the meeting.

The participants were

informed of the gener al

nature of the three pre-vious annual meetings.

Harvey Parker gave a

presentation on the

results of work being done in the United

States for future implementation by

ITA. The group discussed conflict diffi-

culties, sensitivity of the subject and the

importance of ITA’s action in the mat ter.

The gr oup agreed ITA should continue

to work closely with the Committee on

Operational Safety of Underground

Facilities (COSUF ). Finally, Arnold Dix

agreed to gather a list of relevant eventsfor futur e use by I TA.

The next ITA meeting will be held in

Prague, Czech Republic, May 5-10,

2007, during the I TA-AITE S World

Tunnel Congress 2007. The congress

will carry the theme, “Underground

Space: The Fourth Dimension of

Metropolises.”


ITA World Tunnel Congress Convenes in Korea

Globa l

ITA-AITES

7/30/2019 2006-06-01



In recent years, many people have

lamented about how difficult it has

become to tell one city from another.

While there are probably plenty of

examples to support the complaint,

there are still a few exceptions. When you

come into Chicago, for example, a few

signature landmarks are sure to catch

your eye right away — Sears Tower,

Wrigley Field or the 137-year-old Water

Tower.

Usually referred to as the “Windy

City,” (not so much for its weather,

but for a history of pretty garrulous

politicians) Chicago is probably best

known for its spectacular skyline. Its

unique culture also makes it stand

out — from its world-famous pizzerias

and five-star restaurants to its interna-

tionally acclaimed art museums and

legendary jazz and blues clubs.

Its rich and diverse culture has

helped Chicago grow into the th ird most

populous city in the United States. But

throughout its history, the city has also

experienced a fair share of setbacks—

most notably the Great Chicago Fire of

1871, which resulted in the major ity of the

city needing to be rebuilt. Yet, the most

persistent challenge in the city’s history

has been beneath the streets.

Chicago has fought against flooding

and water pollution caused by sewer

overflows since the late 19th century.

A little more t han 30 years ago, the city

embarked on a long-term plan that

aimed to put an en d to the problem once

and for all. Ear lier this year, Chicago

celebrated the completion of the

first phase of its massive Tunnel and

Reservoir Plan (TARP) — finally

providing a solution to a problem that

had plagued t he city for far t oo long.

From the BeginningWhen the area now known as Chicago

was first settled in 1673, it was nothing

more than a swampy marsh full of wild

onions that Nat ive Americans were said

to have called “Checagou.” When the

city was incorporat ed in 1837, the ar ea’s

marshy ground conditions immediately

proved to be a serious challenge, making

sewer dr ainage near ly impossible.

“Pr actically from the t ime it was found-

ed, Chicago has had problems with pollu-

tion and drainage. It was basically a flat

area with swamp-like conditions, which

provided little r elief in ter ms of being able

to slope sewers so they could effectively

drain,” explains Joe Sobanski, chief

engineer for the Metropolitan Water

Reclamation District of Greater Chicago

(MWRDGC). “That has always been an

issue that over the year s has led to issues

with flooding due to backups in sewers.”

Before treatment plants were built in

the early 1900s, sewage flowed directly

into the water ways. This practice result-

ed in numerous outbr eaks of typhoid and

cholera—

including an 1854 epidemic

that killed 5 percent of the population.

Through the early 20th century, Chicago

embarked on an aggressive plan to

create a new combined sewer system.

But as the a rea’s ur ban spr awl continued

into the 1950s and 1960s, sewers contin-

ued to be overwhelmed during rain-

storms, resulting in flooding that caused

sewage to back up into basements — and

flow untreated into the water ways.

“In the early 1960s, the state, city and

MWRDGC formed a technical advisory

committee to develop an area-wide plan

that would address what the priorities

should be to address all of those prob-

lems — hopefully with one pr oject,” says

Sobanski. “The priorities were pretty

simple: to prevent pollution of the water -ways, flooding from overt axed CSOs and

backflows into Lake Michigan. And, do it

in the most cost-effective manner.”

The committee considered various

options to put the issue to rest once

and for all. Ultimately, that plan was

selected a nd r efined and became what is

now known as TARP, which consisted of

a series of tunnels, shafts and r eser voirs

that were designed to effectively allow

the capture of combined sewage from

those sewers before they discharge to

the waterway during a storm.

“Overall, Chicago is a tunnel commu-

nity and the public has seen its

benefits,” notes Faruk Oksuz, director

of underground infrastructure for

ARCADIS. “The r ivers used to be very

poor in terms of the water quality, but

now there is fish in a lot of areas, water

quality has greatly improved. All of

these changes are due to the tunnels,

but since they are underground many

people don’t realize their impact right

away. Once they did, they adapted and

really embraced the idea of tunnel

projects fairly quickly.”

ChicagoChicago

Tunneling

Under

the

Windy City

By Nick Zubko

7/30/2019 2006-06-01



As the elements of the proposed plan

began taking shape, the timing couldn’t

have been better. The Clean Water

Act of 1972 brought with it federal

funding for projects that addressed

environmental projects. So when the

funding became available, MWRDGC

already had a plan in the works. Not

only did this allow the program to get

off the ground quickly, the available

funding also allowed a wider project

scope that included the entire district.

“One of the driving forces in [deter-

mining the scope of the plan] was that it

was a r egional problem,” says Sobanski.

“It didn’t just affect the City of

Chicago; it affected 52 communities in

and ar ound Cook County. So in order toreally solve it, it had to be a regionally

based plan. That leads you to open up to

something big and maybe a little more

innovative. We couldn’t r eally do it on a

piecemeal basis.”

The finished plan that was eventually

launched as the TARP pr ogram consisted

of two phases. Phase I consisted of 109

miles of new underground tunnels, while

Phase II involved building three new

reser voirs, now known as the Chicagoland

Underflow Plan (CUP). The first phase

alone would take more than 30 years to

complete, but if it worked, Chicagoans

would never again have to worry about

the quality of their water supply.

“TARP was a very unique approach

because it was one of the first to really

have a major storage component to it,”

says E d Corning, civil and environmen-

tal engineering professor emeritus at

the University of Illinois at Urbana-

Champaign (UIUC). “The tunnels them-

selves store the water until it can be

pumped through the treatment plants,

so they don’t get over loaded during peak

per iods. The flow is spr ead in such a way

that the treatment plant can continue to

operate without discharging untreated

[waste] into the lake or rivers.”

The TARP ProgramThe first phase of Chicago’s exten sive

TARP plan, referred to as the Deep

Tunnel Project, involved construction

of three main components: collection

structures to intercept the combined

sewer flows prior to t heir discharging to

local waterways, vertical drop shafts

used to convey this flow to the various

tunnel systems and the actual tunnels

to tem porarily store and convey flows t o

reservoirs for storage and then to the

treatment plants.

Construction on Phase I was dividedinto four new separate systems:

Mainstream, O’Hare, Calumet and Des

Plaines. In 1976, construction star ted on

the Mainstream tunnel system, which

was designed to install 40.5 miles of a

new 13- to 33-ft diameter storage tunnel

240 to 350 ft below ground . Seven differ-

ent contracts were a warded to complete

5- to 6-mile stretches, with as many as

three pr ojects running at the same time.

The Mainstream system was complet-

ed in 1985 and in its first year of

operat ion, it eliminated 80 percent of the

combined sewage pollution problems

throughout Chicago and 15 nearby sub-

urbs. The following year, the Mainst ream

system r eceived the American Society of

Civil Engineer’s (ASCE) “Outstanding

Civil E ngineering Achievement.”

“There ha s been a long lear ning curve

over the 30 years of this project,” Oksuz

points out. “During this time, it has

allowed the contr actors and designers to

adapt the technologies and means and

methods so that it has become really

cutting-edge in terms of efficiency.Contractors grew to have a really good

underst anding of the gr ound conditions,

which in turn resulted in some very

good, very close bids.”

Work on the 36.7-mile Calumet tunnel

system began concurrently with the

Mainstream system, along with the

smaller 6.6-mile O'Hare system, which

TARP’s first phase of construction was divided into four new separatestorage systems: Mainstream, O'Hare, Calumet and Des Plaines.

7/30/2019 2006-06-01



was also completed in 1985. By 1988,

ground was broken on the Des P lains tun-

nel system, which installed 25.6 miles of

tunnel. The final stretch of the Calumet

system, the L ittle Calumet Leg, was com-

pleted in March 2006, and brought Phase

I construction to a close after more than

30 years. According to Sobanski, there

were relatively few issues that challenged

any contract’s progress through the

entire 30-year period of construction.

“We were actually very fortunate

through the entire program with the

quality of rock we encounter ed,” he says.

“Tunnels were

designed through

dolemitic lime-

stone, because

[ g e o t e c h n i c a l

borings] indicat-

ed that it was

very high quality

rock, with rela-

tively few discon-tinuities. There

were a couple of

contracts where

we had issues like

a clay seam and

another where

we had some

shale issues. But most of what we ran

into was minor and taken care of with

standard methods like rock bolting.”

As construction progressed on Phase I

thr oughout the 1980s, the CUP r eservoir

portion of the program was also under

way. The reser voirs are being undertaken

in a joint effort by the Water Reclamation

District and the U.S. Army Corps of

Engineers. The CUP is designed to

construct three new reservoirs (O’Hare,

McCook and Thornton) to help control

flooding in the combined sewer area by

providing an outlet for floodwaters.

In addition to the actual reservoirs,

each sys tem will include pumping facili-

ties and additional tunnels and shafts,

which were designed to serve a dual

purpose. The reser voirs provide storage

of excess flows during wet weather

events, those beyond th e WRP capacity.

When completed, t he r eser voirs will fur-

ther increase the capacity of the TARP

system by 15.6 billion gal, providingmajor flood relief benefits and addition-

al pollution control improvements.

The storage capacity of the reservoirs

will also promote the full utilizat ion of the

conveyance capacity of the tunnels and

shafts, which in tur n r esults in optimizing

the conveyance capacity of the existing

sewer systems. In 1990, ground was br o-

ken on the first pr oject of the CUP, the

O’Hare Reser voir, which was designed t o

add 342 million gal of floodwater storage

capacity. It was completed in J uly 1998.

McCook Reser voir is being constr ucted

in two stages, adding 10 billion gal of stor-

age to the system. Distr ibution tunnels on

the system’s first stage are currently

being constructed and are scheduled to go

online in 2014, followed by a second stage

in 2023. Thornton Reservoir, which is still

in the design process, is planned to add

another 4.8 billion gal of storage.

Tunnel Business Mag azine16 June 2006

All of the TARPtunnels were

bored throughhigh-quality,dolemitic

limestone, withrelatively fewdiscontinuities.

7/30/2019 2006-06-01



“Once all of the r eser voirs ar e online,

they will provide an outlet for those

same sewers that is free and open and

doesn’t discharge into the river — it

goes to the tunnel and ultimately to

the reservoirs,” says Sobanski. “That

means you don’t have the head of the

river cr eating e ffectively a r educed flow

condition for these sewers.”

A Long Time ComingWith the completion of the final leg of

the Calumet System in March 2006, all

109.4 miles of the Pha se I Deep Tunnel

program are now completed and have

been placed into service. The first and

smallest of thr ee reser voirs, the O’Har e

Reservoir (1,000 acre-ft), has been

constr ucted an d in operat ion since 1998.

The online segments of TARP

now capture about 85 percent of the

pollution caused by CSOs, and the

difference is already readily apparent.

According to reports, there have been

dramatic improvements in the water

quality of the Chicago and Calumet

Rivers and other waterways. Game fish

have returned to marinas and riverside

restaurants abound, river recreation

and tourism are booming and water-

front real estate values have skyrocket-

ed as Chicago area

residents see th e river

system as a major

asset rather than an

embarrassment.

“The TARP pro-

gram is a huge piece

of infrastructure and

it ultimately serves a

goal that people havebeen tr ying to achieve

in Chicago for the last

century — to clean up

the river and prevent

basement flooding,”

says Sobansk i. “We’re

not totally there. We

obviously need the

reservoirs. But now, I think the public is

at least well aware that the program

really is a good solution. Everyone

seems to be pretty happy with where

we’re at and where we are going.”

Thus far, the su ccess of the pr ogram

has proven the concept of utilizing

tunne ls to solve this kind of a pr oblem.

While th e solution might n ot suit every

type of municipality — each being

unique in its own right — Sobanski

says it provides a viable option for a

regional program. For the Chicago

area, it seems to be the right solution.

“I think the main factor to take away

from this program is not to put off

something if you know it’s needed,” says

Sobanski. “The district was very insight-

ful and had a lot of forethought in pushingahead with something that might have

been controversial — knowing that it was

the right thing to do. As a result, they

were able to secure funding when it was

available — before it dried up.”

Nick Zubko is associate editor of

Tunnel Business Magazine


Booth # 406

TARP

serves agoal that

people

have beentrying to

achieve in

Chicagofor the lastcentury —

to cleanup the

rivers and

preventbasement

flooding.

7/30/2019 2006-06-01


Chicago probably has

one of the more unique

stories in U.S. history.

Originally built on top of

a swampy marsh, the city

has experienced its fair

share of setbacks — fires,

floods and widespr ead ep i-

demics caused by what was

once an infamously conta-

minated wate r supply.

But Chicago recovered

from these disastrousevents. And it r ebuilt itself

into one of the most popu-

lous and successful cities

in the United States.

Over the last century, the

city’s effort to create a

reliable and vast network

of wastewater tunnels has

played no small part in

its resur gence. Through this

time, Chicago’s successes

and failures have all provid-

ed valuable lessons thatimpacted the tunneling

industr y as we know it today.

And these lessons continue

to be spread throughout

Chicago, as the 2006 North

American Tunneling (NAT)

Conference & Exhibition

visits the Palmer House Hilton from June 10-15.

Sponsored by the Under ground Constr uction

Association (UCA) of the Society for Mining,

Metallurgy and Exploration (SME ), or UCA of

SME , the 2006 NAT Conference will focus on

the theme of “Extreme Tunneling: Improving

Pr ogress, Cost, Performance and Safety.”

More than 500 delegates participated in the

last bienniel NAT Conference, held in Atlanta in

in 2004. However, considering the administr at ive

changes that have taken place with the Amer ican

Underground-Construction Association (AUA),

the conference’s longtime sponsor, many ques-

tioned whether NAT 2006 would even happen.

E ar lier this year, AUA was dissolved as a legal

entity and reformed into the UCA as a new

division of SME. But despite the challenges in

get ting the conference back on track, it now looks

as though NAT will pick up right where it left off

in Atlanta, with almost 60 of the foremost compa-

nies in tunneling and underground construction

scheduled to crowd the Hilton’s exhibit hall.

The weekend before the conference will

consist of two days of workshops, starting on

Satur day, J une 10, with a continuing education

course on dispute review boards (DRBs).

The program will include case studies, lectures,demonstrations and exercises designed to

impart the pr esent day “best practices” required

for the proper operation of a DRB Panel.

UCA will also hold a meeting on Satur day

to discuss the development of a new and

improved vers ion of the 1974 edition of Better

Contracti ng for U nderground Constr uction

Manual. The manual will identify “best prac-

tices” for owners and other project participants,

based upon contracting practices which have

worked, and/or not worked over the past 30

years. The primary focus is “Underground

Construction: Tunnels and Shafts for Highway,

Rail, Water, Wastewater and other uses.


N

A T 2

0 0

6

Chicago Set to HostNorth Am e ric a n Tunne lingConference

Chicago Set to HostNorth Am e ric a n Tunne lingConferenceBy Nick Zubko

7/30/2019 2006-06-01


On Sunday, J une 11, Randall Essex

will chair a workshop that will open

the floor to comment on the second

edition of Geotechnical Baseli ne

Reports for Underground Construction

— Guidelines and Practices , commonly

re ferr ed t o as the “Yellow Book.”

A dra ft manuscript of the r evised Yellow

Book will be provided to participants for

feedback, which will be recorded andfactored into final publication.

NAT 2006 will officially convene on

the morning of Monday, J une 12, with a

keynote address by NAT committee

chair Tom Peyton, and vice chair Ted

Budd. Afterward, those who attend the

opening luncheon will hear an “SSC

Retrospective,” given by Hugh Kelly

and Charles Daugherty.

Following the reception on Tuesday

evening, the UCA will present awards.

As always, NAT’s schedule of techni-

cal sessions is packed with all the latestinformation. Monday’s sessions kick off

with “Project Management: Predicting

and Controlling Cost and Schedule;”

“Going Underground: Protecting

Critical Infrastructure;” “Innovations

in Tunneling;” and “Specialized Urban

Construction.”

On Tuesday, sessions include

“Identifying, Quantifying and Managing

Risk in Underground Construction;”

“Transit-Oriented Development: Making

the Case for Going Underground;” “Soft

Ground Tunnels;” “Ground Modifi-

cation for Underground Construction;”“Alternative Delivery Methods for

Underground Works;” “Going Public:

Selling the Underground Solution;”

“Tunnel Lining Design;” and “Machine

Mining: Soft Ground to Hard Rock and

E verything in Between.”

The schedule will be wrapped up on

Wednesday, J une 14, with “Stakeholder

Interests in Design and Construction;”

“Show Me the Money: Creative

Financing for Underground Projects;”

“Challenging Tunnel Designs;” and

finally “Conventional UndergroundConstruction.”

A variety of sightseeing events are

also scheduled during the conference,

including a comprehensive tour of the

entire city, plus more relaxed tours of

Chicago’s art world and its beautiful

gardens. Also on the schedule is a field

trip to the Department of Energy’s

undground research facilities at the

Fermi L aboratories.

Nick Zubko is assoicate editor of Tunnel

Business Magazine



Saturday, June 10

8:00 a.m. - 12 :00 p .m. DRB Workshop

1 : 0 0 p . m . - 5 : 0 0 p . m . B et t er Co n tr ac t in g

Practice Workshop

Sunday, June 11

8:00 a.m. - 12:0 0 p.m. Review Session for 2nd

Edition of GBR Guidelines

8:00 a.m. - 12:0 0 p.m. Board of Directors Meeting

6:0 0 p.m. - 7:3 0 p.m. Icebreaker Reception

Monday, June 12

9: 00 a.m . Welcome Keynote

12 :00 p.m. Luncheon

2: 00 p.m . Technical Sessions

6:0 0 p.m. - 8:0 0 p.m. Opening Reception

Tuesday, June 13

7:0 0 a.m. - 8:3 0 a.m. ITA Breakfast

8:3 0 a.m. - 12 :00 p.m. Technical Sessions

12 :00 p.m. Luncheon, Exhibit Hall

2:0 0 p.m. - 5:0 0 p.m. Technical Sessions

5:30 p .m. - 7 :00 p .m. Recept ion, Exh ib it Hal l

7:0 0 p.m. - 10 :00 p.m. Awards Banquet

Wednesday, June 14

7:0 0 a.m. - 8:3 0 a.m. ISTD Breakfast8 :3 0 a.m . Technical Sessions

12:0 0 p.m. - 2:00 p.m. Luncheon, Exhibit Hall

Thursday, June 15

Field Trip to Fermi Laboratories

NAT 2006 AT A GLANCE

7/30/2019 2006-06-01


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operators can download data to create

charts necessary for certain reporting

requirements, saving time and producing

more accurate r eport s.

American Commer cialAmerican Commercial offers a complete

selection of ground control solutions and

we are today the leading designers andmanufacturers of underground steel sup-

ports in North America. The company’s

experience in the art of tunneling spans

more than 80 years and thousands of pro-

jects, great and small, on six continent s.

Underground supports by American

Commercial are designed specifically

for the requirements of each project and

are designed in endless configurations

to control every condition known.

American Commercial brings related

products t o the jobsite; Wirt h TBMs for

hard and soft gr ound, Wirth PileTop andECO foundation drills, Interoc tie back

rigs, Hany grout pumps, Bosworth seg-

ment dowels, Trelleborg tunnel gaskets,

Aliva shotcrete equipment, Sika addi-

tives and mixtures, CT roof bolts and

Muhlhauser equipment. For the mining

industry, American Commercial also

supplies yielding sets, Tri-Log wood

cribbing, portal canopies, VTS propsand valves, RBS jack posts, overcasts,

concrete donuts, Paurat roadheaders

and Wirth raiseboring machines.

AntraquipAntraquip Corp. provides complete

systems and solutions for today's tunnel-

ing challenges worldwide. Antraquip

continues to build on

its reputation as a

leading supplier of

roadheaders, as well

as rock and concretegrinding attach-

ments for excava-

tors. In the field of tunnel support,

Antraquip is not only the exclusive North

American supplier of Pantex lattice gird-

ers, but also supplies ribs, rock bolts and

steel fibers. Pr oprietar y drilling systems

for pipe roofing, drainage and anchoring

complement Antraquip's product line.

Bekaert Corp.The Big Walnut Outfall Augmentat ion

Sewer project, Part II, in Columbus,

Ohio, is the first to use steel fiber rein-

forced concrete segmental tunnel lin-

ings in the United States. The 3-mile

long, 14-ft diameter tunnel uses precast

segments as a one-pass tunnel liner.

Dramix steel fibers, manufactured by

Bekaert Corp., was used on the project

in combination with a small amount of reinforcing steel to resist the handling,

transportation, erection and in-place

stresses. Steel fibers have been used to

reinforce segmental linings in tunnels

throughout the world for more than 10

years , however this is the first application

of the technology in the United States.

Cellular Concrete LL C

Cellular Concrete LLC supplies

Geofoam Liquid Foam Concentrates and

foam generating equipment to the geot-

echnical and tunnel constr uction markets.

Applications for their low density concrete

include annular fills, backfills, fill for aban-

doned mines, bridge approaches and

replacement for unstable soils — to name

a few. Recently, Cellular Concrete LLCwas named exclusive distributors of

Fibercon steel fibers to the North

American Shotcrete Industry.

ChemGrout Inc.For more than 40 years, ChemGrout

has manufactured the world's largest

selection of grouting equipment. Based

in LaGrange Park, Ill., ChemGrout has

remained the industry leader in under-

ground grouting since 1963, offering

innovative features such as colloidal and

paddle type grout mixers, as well as avariety of grout pumps, including piston,

plunger and pr ogressing cavity.

Outputs range up t o 45 gpm and pres-

sures to 2,000 psi. Complete integrated

mixing and pumping units are available

in a variety of power options, including


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air, electric, electric/hydraulic, gasoline

and diesel/hydraulic. ChemGrout spe-

cializes in offering balanced systems for

the tunneling industry for a variety

of applications, including pre-grouting,

rock bolts/ anchors, water infiltration

contr ol, r ock/soil nails, contact grouting

and shaft abandonment.

Degussa Admixtur es Inc.Degussa Admixtures Inc., a leader in

advanced technology in the civil construc-

tion, mining and pet rochemical industries,

is once again poised and r eady to meet the

increasing demands of the underground

construction industry. The company's

MEYCO FIX SLF 30 is a liquid foaming

agent used to condition soil in projects

where tunnel boring machines are used.

This revolutionary product plasticizes

the soil during construction, reducing

stickiness and significantly minimizing

clogging and abrasive wear on the cutter

head. It enables the soil to be extracted

and conveyed easily, reducing downtime

and decreasing machine maintenancecosts. Another key advantage to MEYCO

FIX SLF 30 technology is the ability

to dramatically suppress dust created

during hard rock tunneling and mining.

MEYCO FI X SLF 30 has proven to be a

safe and effective solution for contr actors

faced with environmental mandates on

dust reduction in mine construction.

DeNeef Constr uction ChemicalsWith more than

30 years experience,

D e N e e f C o n s t r u c t i o n

Chemicals Inc. has

built a strong pres-

ence as the leading

polyurethane grout manufacturer in the

world. Its cutting-edge technology and

dedicated contractor support team has

proven invaluable to its success and the

success of its clients.

DeNeef representatives can introduce

you to products such as SUPERFLEX,

the new durable, flexible acrylate grout

with field adjustable set times of three

seconds to three hours. The company offers

a full line of injectable tubes, waterstops,

microfine cements, methacrylates, epoxies,

polyurethanes, acrylates and more.

Dywidag Systems InternationalDSI M&T is a division of Dywidag

Systems International. For decades,

DSI has been supplying construction

systems worldwide and has local pres-

ence in more than 75 countries. DSI’stechnical support team has the expert ise

and experience to provide tunneling

projects with the best available tech-

nologies to meet challenging ground

support situations. DSI has a strong

R&D program that focuses on meeting

customer needs. Several innovative

designs have made mining safer and

more cost-effective to t unneling contr ac-

tors and mining companies alike.

J ust in the past year, DSI T&M has

launched three new products in the

Americas: DCP bolts, Omega bolts,and Geogrid. For the DCP bolt (dou-

ble-corrosion-protection) the bar can

be black or galvanized and is attached

to an expansion shell, polyethylene lin-

ing, and grout bell/nut/plate assembly.

DCP technology allows for pre-ten-

sioning and post-grouting of bolt. It

provides early ground support with

grouting operations taking place at a

later time. The Omega bolt is a friction

anchor that is inflated by high pres-

sure water. Geogrid is polymer mesh

that doesn't cor rode, is lightweight and

equivalent t o the st reng th of chain link or welded wire mesh and be used in

conjunction with shotcrete. Geogrid is

particularly suitable for installation in

limited spaces such as behind TBM

cutterheads.

GeokonGeokon’s Mode l 6100 ME MS

Inclinometer Probe uses two state-

of-the-ar t, Micr o-E lectro-Mechanical

Systems (MEMS) sensors as the basic

tilt sensors; it is used in conjunction with

inclinometer casing to measure lateraldeformation that might occur in unsta-

ble slopes, landslides, dam and r oadway

embankments, landfills, walls of excava-

tions, shafts, t unnels, caissons and p iles.

The 6100 offers a significant reduction

in cost and a gain in robustness over more

conventional inclinometer probes using

servo-accelerometer sensors. It s r ange is

± 15 degrees, and the resolution is 10 arc

seconds; total system accuracy is 6 mm/30

m. Readout is accomplished with the

Geokon GK-603 Readout Box. ME MS

technology is also available in tiltmeters

and in-place/horizontal inclinometers.)

Hayward BakerHayward Baker Inc. is the North

American leader in specialty geotechni-

cal construction, with more than 60

years of service and innovation in the

industry. The firm has worked on

hundreds of tunneling projects, and is

committed to providing the most eco-

nomical and technically corr ect solution

for each geotechnical challenge.

Hayward Baker's nationwide network

of offices and full-service equipment

yards means fast mobilization andreduced startup costs. Tunneling-ser-

vices include: waterproofing/urethane

grouting, fracture grouting, cement

grouting, compaction grouting, jet

grouting, and underpinning. From

making problem soils t unneling-wort hy,

to constructing access shafts with spe-

cialty grouting methods, Hayward

Baker has the tools and experience to

get t he job done right.

Heintzmann Corp.

Heintzmann Corp. offers cold-rolledwide flange tunnel ribs in horseshoe,

semi-circular, circular, elliptical and

other cross-sections to suit the tunnel

plan and specifications. Wood and steel

lagging and accessories, r ing walers and

NATM lattice girder s ar e also available.

Heintzmann also car ries a complete line

of two- and four-flange liner plates

(plain, galvanized or bituminous coated).

With sales offices located throughout

the United States, Heintzmann is ready

to serve your tunneling support require-

ments with onsite evaluations, design

and world-class manufacturing and


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engineering/draft-

ing facilities. North

America's tunnel

builders now have a

professional alter-

native to the long-

time single source.

Herrenknecht

As an international market leader,Herrenknecht develops, manufactures

and sells TBMs with diameters ranging

from 0.10 m to more than 16 m for the

underground constr uction of supply and

disposal pipelines as well as traffic tun-

nels. Herrenknecht provides tunnelling

systems that are individually adapted

to the tunnelling projects and their

specific geological and hydrological

conditions, as well as comprehensive

ser vices. The pr oduct port folio includes

hard rock machines and open-face

shields, earth pressure balance shieldsand mixshields for traffic tunnelling

(Ø > 4.2 m), utility tunne lling- and

HDD-Equipment for the installation of

supply and dis-

posal tunnels

(Ø < 4.2 m,) as

well as modern

shaft sinking

equipment.

Hobas P ipe USAMost municipalities in the United

States have installed Hobas pipe in new

construction and rehab for critical appli-

cations, and its use is growing faster than

ever. Hobas is ideal for tunneling and

microtunneling because of its predictable

and reliable performance. Its leak-free,

push-together, flush bell-spigot couplings

reduce installation time and costs.

Hobas is unique among large diameter

fiberglass pipes because it is centrifugally

cast, giving it precise exterior dimensions

and a smooth surface to ease installation.Centrifugal casting also provides an

extremely smooth interior, which improves

flow and can provide pumping cost sav-

ings. Hobas fiberglass-reinforced, polymer

mortar pipe is inherently corrosion resis-

tant with a life expectancy of 100 years or

more. HOBAS manufactures gravity and

pressure classes from 18 to 110 in.

Layne GeoConstructionLayne GeoConstruction, a leading

specialty geotechnical contractor, provides

solution-driven innovation for the tunnel-

ing industry. Through its unparalleled

expertise in jet grouting, Layne

GeoConstruction, collaborates on many

complex large-diameter and microtunnel-

ing projects, constructing tunnel shafts,

shaft bottom seals, break-in/break-outblocks, as well as providing soil stabilization

for soft ground along tunnel alignments.

J et gr out bottom seals limit the ingress

of groundwater into the TBM launch and

access shaft, creating a stable bottom for

shaft excavation. Jet grouting for break-

in and break-out blocks produces a zone

of improved soil with predictable charac-

ter istics, facilitating the steady advance of

the TBM during these critical operations

at the shafts. Soil stabilization along the

tunnel alignment improves the strength

and per meability of the soils, assisting the


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tunneling process and guarding against

the settlement of the tunnel during and

after construction.

LinabondLinabond is a world leader in the

development and manufacture of co-lin-

ing systems. For more than 25 years, the

company's patented composite technolo-

gy has been considered by many well-known design engineers as the most effi-

cient and cost-effective solution for cor-

rosion protection, structural reinforce-

ment, gas and liquid containment and

infiltration/inflow prevention for munici-

pal concrete and steel infrastructure.

Tested to pr essures of up to a half-mile

of water head, it is the material of choice

for many tunneling engineers when

designing for protection and hydr ostatic

pressure. No other materials perform

like Linabond's composite co-lining sys-

tems. The company's award-winning

technology and QA/QC methods, which

include the use of Internet sites devoted

to each project, bring not only the high-

est t echnology to infrast ructur e, but alsothe best accountability in today's elec-

tronically connected world.

Nicholson Constru ctionFounded in 1955, Nicholson provides

grouting and diaphragm wall (slurry

wall) applications for tunneling projects

throughout North America. Recent

tunneling highlights include the Nancy

Creek Tunnel in Atlanta, the Big Walnut

Interceptor in Columbus, and the

Michigan Street Tunnel in Grand Rapids.

In addition to tunneling applications,Nicholson's core design-build services

include slope stabilization and ear th ret en-

tion, str uctural support and underpinning,

ground treatment and improvement and

dam remediation. Headquartered in

Pittsburgh, Nicholson supports regional

markets through its district offices in

Boston, Kalamazoo, Miami, Knoxville,

New York and Salt Lake City.

Nicholson was recently pur chased by

Soletanche Bachy, the world leader in

geotechnical contr acting, with more t han

3,000 employees in more than 40 coun-

tries. In January 2006, all of Soletanche's

US operations and assets were absorbed

into Nicholson, greatly enhancing

Nicholson's capabilities and resources

for major geotechnical projects.

Parsons Brinckerhoff Parsons Br inckerhoff, with more than

9,000 employees worldwide, draws on

over a century of engineering excellence

in underground technology to offer

world-class capabilities in planning,

design and construction management of

tunnels and underground structures.

The company's underground engineer-ing services include soft ground and

hard rock tunneling, immersed t ube con-

struction, NATM/SEM, underground

caverns, t unnel jacking, microtunneling,

directional drilling, excavation support

and gr ound improvement.

PB has done research on many

tunneling topics and has led the way

in developing new technologies andstandards for worldwide tunneling

applications. The company’s newest

research fellowship examines tunnel

stability under the impact of explosions

and will be the first industry guideline

that addr esses the security thr eat to our

tunnel infrastr ucture.

PutzmeisterPutzmeister America is one of the

world’s leading heavy equipment manu-

facturers, specializing in concrete and

material placing equipment. Putzmeister

offers a complete line of truck-mountedconcrete boom pumps, separate placing

booms, truck-mounted telescopic convey-

ors and trailer-mounted concrete pumps.

The company

provides a wide

range of mor-

tar, grout, shot-

crete, plaster

and fireproof-

ing pumps and

mixers, high

and ultra-high

pressure water

jet ting equipment , indus trial pumps and

tunneling and mining equipment. The

company achieved international ISO

9001 quality certification in 1998 and

ISO 9001:2000 stat us in 2003.

Robbins Co.With more than 50 years of innovation

and experience, The Robbins Company

is one of the world's foremost developersand manufacturers of advanced,

underground construction machinery.

Robbins equipment is engineered for

durability and performance, ensuring

the successful completion of the most

difficult underground construction pro-

ject . Products ar e specifically des igned

and manufactured for each project.

Today, Robbins has an extensive range

of underground excavation equipment

from horizontal directional drills to pipe-

jacking machines to large-diameter TBMs.

Robbins is an international organization

with four primary manufacturing facilities,

seven international sales and service loca-

tions and representatives worldwide.

TowillTowill Inc. offers a wide ar ray of sur-

veying and mapping ser vices to the tun-

neling and underground construction

community, including owners, designers,

contr act managers and contr actors.

Towill has a long history of performing

coast-to-coast tunneling projects with

services such as

large scale digi-

tal photogram-

metric mapping

for engineering

design; qualityassurance sur-

veys for owners,

LiDAR surveys

for digital sur-

face models;

high precision geodetic surveys for

surface and underground control;

right-of-way and utility inventory

surveys; precision as-built surveys,

including 3D terrestrial laser mapping;

deformation monitoring; construction

surveys; consulting and trouble-shooting

and special services such as offshore

str ucture location surveys.


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Located in Castillian Plain in the heart

of Spain, Madrid has long been known as

the political and financial center of the

country. But this booming cosmopolitan

city, home to more than 3 million residents ,

is also a growing cultural and industrial

center that is in need of new infrast ructur eto keep pace with its growing population.

Currently, subway and highway

construction projects are moving for-

ward at a rapid pace. According to the

International Tunnelling Association

(ITA), Madrid is in the midst of extend-

ing its subway more than 48 miles with 80

new stations in the period from 2003 to2007. At the completion of this expansion

phase, Madrid’s subway network of 176

miles with 281 stations will be the second

largest in E urope (behind London, which

has 258 miles of network).

But subways aren’t the only tunnels

being built in Madrid. I n fact, one of the

city’s largest projects involves rerout-ing a highway underground. The M-30


Tunneling in

Spain

Tunneling in

Spain

By James W. Rush

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project in Madrid involves a major

refurbishment and reconstruction

effort on this ring road around the

downtown center to improve traffic

flow, create new areas for redevelop-

ment and allow for improved access to

the Manzanar es River.

The M-30 project is being built in

two phases with the second scheduled

for completion in 2010. One major com-ponent of the first phase is the construc-

tion of a roughly 2.5-mile section of twin

tunnel with an OD of 49.9 ft. Each tube

will contain thr ee lanes of tra ffic.

The construction contract was

awarded to Spanish construction com-

panies N esco E ntr ecanales Cubiertas

SA and Fer rovial-Agr oman SA. The J V

ordered two 49.9-ft OD EPB TBMs —

currently the largest built — one from

Her renknecht and one from MHI-Duro

Felguera.

The Herrenknecht EPB was

launched in November 2005 and isdriving the north tunnel 2.3 miles.

By mid-February, contractors had

completed 1,969 ft of tunnel (300 rings),

with a best day of 72.2 ft (11 rings).

The MH I-Duro Felguera machine for

the south tunnel dr ive is scheduled to be

completed in J uly. That machine will

drive 2.5 miles of tunnel under the

Spanish capital. Overall, seven EPB

TBMs are expected to be used for tun-

neling work on the 15 projects for M-30.

Projects Aroundthe CountryUnderground works in Spain are not

limited to the capital. Several large pro-

jects are under way throughout t he coun-

try that are making up for a long period

of under-investment. It is expected that

this growth period will continue for

another t hree t o four years before finally

leveling off, according to representatives

from Herrenknecht. As an indicator of

the current market strength in Spain,

Herrenknecht took orders for 16 TBMs

from Spanish contractors in 2004 alone.

High-speed rail tunnels have been a

major emphasis in recent years, includ-

ing those expanding service to areas

north and northwest of Madrid. Perhaps

the most notable of these rail tunnels is

the Gaudarrama Tunnel. Involving twin

tunnels more than 18 miles in length,

this is one of the longest tunnels

constructed in Europe. This project

involved four double-shield TBMs — two

for each tube. Wirth and Herrenknecht

supplied two machines each. E xcavation

of the 31.2-ft diameter tunnels was

completed in J une 2005.The Pajares Tunnels present another

major challenge for Spanish tunnel

contr actors and engineers. This project

involves the construction of a 15.3-mile

tunnel for rail service between Castilla

and Asturias.

In Barcelona, contractors are expand-

ing Line 9 on the city’s metro system.

Between 2002 and 2009, 27.3 miles of

track and 46 stations will be added at a

cost of 2.7 billion euros (US $3.4 billion).

Another major project being

planned is the construction of a tun nel

under the Strait of Gibraltar that

would connect Spain and Morocco.

The tunnel would be 24.9 miles in

length, 17.4 miles of which would be

under water. It is estimated that the

project would cost between 4 and 5

billion euros (US $5.1 and $6.4 billion).

Tunneling in Spain has been an active

market over the past few years and

current projects ensure that the market

will remain strong through at least 2010.

James W. Rush is editor of Tunnel Business

Magazine.Rea de r Service Num be r 13

Tunnel Business Mag azine28 June 2006Tunne l Business Mag azine June 2006

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By Paul Heslop and Steve Mac klin

Arup is in th e pr ocess of completing

the final phase of geotechnical site

investigations and preliminary designfor a large undergr ound cavern within

the heart of Tindaya Mountain —

located on the Spanish island of

Fuerteventura in the Canary Islands.

The Tindaya project involves the

creation of an immense cavern within

the heart of Mount Tindaya. The

project is the realization of an idea

conceived by Eduardo Chillida, one of

Spain’s foremost sculptors. Launched

in 1996, the project has continued in

spite of Chillida’s dea th in 2002, th e

culmination of the artist’s work and

every effort is being made to realize

his last a mbition.

His idea was “to create a monumen-

tal space that explores the concepts of

space, scale and light and contracts

them with the humility of man.”

For the realization of this challeng-

ing project, the Spanish government

has bought together a team of world-

class experts. Arup was appointed to

lead the technical design of the pr oject

and is an integral part of the design

team engaged by the architect,

E studio Guadiana SL, to help bringthis project to life. This is a key

moment for the Arup-led design team,

as it progresses the design of one of

the most challenging underground

str uctures in the world.

The Arup design team has been sup-

ported by a team of experts including

engineering consultants Scott Wilson

Piesold, and professors Evert Hoek,

Acibiades Serrano and Claudio Ollalo.

The company’s scope of work on the

Tindaya pr oject has included:

• Geological and geotechnical mapping

• Site investigation, including geo-

physics and det ailed petr ographic

analysis of the rock

• Feasibility stud ies, including

detailed desk studies and aerial

and satellite interpr etation

• Initial design of the cavern and

associated shafts and tunnels

• 2-D and 3-D numer ical analysis of

the underground structures

Protruding more than 650 ft from

the surrounding plain, Mount Tindaya

is an impressive, steep-sided moun-

tain. The mountain represents the

remains of a laccolithic intrusion

within one of the original island-form-

ing volcanoes, which subsequently

collapsed by dramatic land sliding to

expose this laccolith.

The proposed cavern is a 1,765-cu ft

void carved from within the center of

the mountain. Measuring appr oximate-

ly 213 ft x 164 ft and 148 ft high, with

two light wells rising to the surface,

Turning Ro c k in to ArtUnique Project

Planned for

Canary IslandsAims to Fulfill

Dream of Spanish

Sculptor

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the project will be one of the largest

underground caverns ever constructed

and, more import antly, the only cavern

of its size with a flat roof.

The two vertical “sun and moon”

shafts will be approximately 164 ft

long and will extend from the roof of

the cavern to the mountain’s surface,

exiting close to t he mount ain’s peak .

In addition to the cavern, a tunnelwill be built 42.7 ft high, 42.7 ft wide

and 262.5 ft long, providing access to

the cavern. The work presents some

unprecedented technical challenges as

a result of the cavity’s shape and

considerable dimensions along with

the need to preserve the surrounding

environment.

The dry, near desert-like environ-

ment is extremely fragile with a

delicate balance of flora and fauna. I n

addition to this, the mountain is of

important archaeological interest and

is a protected area. Carved into the

surface of the mountain are important

engravings made by the Guanche, an

ancient r ace of people.

The design work has been under tak-

en in three phases. The first phase of

the work included a series of studies

that established the feasibility of the

project and the environmental impact

of the work.

Respecting the environmental and

historic importance of the mountain,

Arup’s work dur ing the initial phase of

the project was limited to surfaceinvestigation. This consisted principal-

ly of geological and geotechnical map-

ping and cross-hole geophysics t ogeth-

er with the interpretation of aerial

photographs and satellite imagery and

a desk st udy of the seismic risks.

Limited physical testing was carr ied

out on rock samples from existing

quarries at the foot of the mountain to

give an idea of rock chara cteristics. All

involved appr eciated th at the viability

of the scheme would be st rongly influ-

enced by the geology.The main joint sets and dikes were

mapped on the surface and their

distr ibution through the mountain

estimated. This enabled a geological

model of the constr uction of the moun-

tain to be created. The model showed

that the location of the proposed

cavern was in an area of massive

trachyte r ock.

With this infor mation, a 3-D numer -

ical model of the mountain was devel-

oped to allow the stress regime to be

calculated with a ran ge of various rock

parameters. These initial calculations

and subsequent parametric studies

showed that it should be possible to

constr uct th e cavern sa fely.

Once the feasibility of the project

was confirmed, an intr usive geotechni-

cal investigation was carried out in

J anuary 2005 (Phase I I of the project)

to confirm the rock’s characteristics.

Arup specified and managed a com-prehensive site investigation consist-

ing of 14 bore holes tot aling 1.1 miles of

core logging with a comprehensive

suite of insitu t esting including:



The p roject willbe one of

the largest

undergroundcaverns ever

constructed —

and the onlycavern of its

size with a

flat roof.

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• Hydrofracture t esting

• Dilatometer testing• Goodman jack testing

• Modified Lugeon per meability

tests

• Geophyical test ing and

• Optical and a coustic logging.

Undertaking such operations on

the top of a mountain, on a sparsely

populated island, in the middle of the

Atlantic Ocean presented difficult

challenges for the team.

Working on top of a mountain with

steel and other strong electrical

conductors meant that the team need-

ed to be extra careful of lightening

strikes. A special lightning detector

with a war ning system was established

to detect char ged ions in the a ir should

an electrical storm approach.

In ad dition, the teams ha ve not been

permitted to create even a cloud of

dust d uring t he site work. To avoid any

environmental impacts on the moun-

tain, all drilling sites were “isolated”

from the rock using geotextile blan-

kets beneath the drilling platforms

and sealed water supply pipelines.Allowing water to escape would have

prompt ed lots of plants t o grow where

they have never grown before, dis-

rupting the natural landscape.

Pr ofessors Pedr o de Nicolas, Francisco

Diez Pieneda and Santiago Hernandez

have ensured that the environmental

impacts of the scheme are fully identified

and correctly addressed.

In addition to this site investigation

work, LiDAR surveys were also

undertaken to assess and acquire

information on the 3-D shape and

str ucture of the mountain.

The testing confirmed that the

mountain consists of an igneoustracyte rock; this is a light-colored,

fine-textured material, which, with

weathering, can develop an ornamen-

tal br own, swirling band ing.

The site investigation was complet-

ed in June 2005 and the Arup team is

currently working on Phase III of

the project, comprising design of the

cavern support requirements and site

access and facilities.

The execution of the sculpture will

present a number of complex engi-

neering problems that have seldom

been met before. The sculpture must

appear as if the cubic space has been

cleaved directly from t he r ock.

The artistic requirements do not

allow for the use of a conventional

arched vault and vaulted ceiling

option. The rock surface most be

exposed, this means that other tradi-

tional support systems such as place-

ment of a concrete lining or use of

shotcrete lining cannot be used.

The design team is rising to these

challenges an d is curr ently working on

ideas to overcome th em.In relation to the large-scale nature

of the project, the cavern is being

modeled as a discontinuum, allowing

the stresses and displacements to

be calculated and different support

scenarios explored . A mixture of cable

bolts and rock bolts are currently

being consider ed as a solution to st itch

the rock mass together and prevent

discontinuities opening up under

tension caused by displacement of the

single span roof.

Results of the testing showed high

insitu stresses, however, the rock

strength is such

that it is unlikely

to be an issue for

the design. Six

discontinuity sets

were recognized,

three of which

are master joint

sets and these

will be critical forthe design. On

the smaller scale,

the local stability

of the rock faces

is also being st ud-

ied to prevent

small rock frag-

ments coming

loose.

A construction

sequence is cur-

rently being pro-

posed where pilot galleries and shafts

are cons tructed f i rs t through the

mounta in. These will not only pr ovide

good air circulation, but th ey will also

allow all of the spoil to be extracted

through the main tunnel entrance.

Experiments are also under way

to determine the most appropriate

technique for cutting th e rock to leave

the smooth finish required by the

artist. Also under investigation is

the possibility of hiding the bolt heads

in specially cut r ecesses.

Parallel to this design work, the

environmental impacts of the con-struction methods are being defined

with assessments being made of the

impact outside of the mountain and

the potential disposal or reuse of the

materials excavated.

As a unique pr oject in a unique loca-

tion, the project represents a variety

of challenges, from ar tistic to environ-

mental and engineering. Combined,

these challenges are pushing rock

engineering t o new limits.

On finding Mount Tindaya as a

potential site for his work, Chilladacommented that “my sculpture wants

the mountain; it is now time to see

whether the mountain wants my

sculpture.”

With constr uction work scheduled to

start in 2007, the answer to this ques-

tion will soon be known. It is expected

that the cavern and associated t unnel

will take over thr ee years t o constr uct.

Paul Heslop is a senior tunnel engineer

with Arup New York. Steve Macklin is

an associate with Arup London.


Protruding more than 6 50 ft from the surrounding plain,

Mount Tindaya is an impressive, steep-sided mountain.

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Formed in warm, shallow seas, limestone is comprised of

the fossilized and calcified remains of thousands of tiny sea

creatures that have fallen to the sea floor over hundreds of

millions of years. I n F lorida, a slight ly younger composition

of limestone can be found — one that is white in color, softer

and significantly more permeable than what is found in most

other par ts of the Un ited States. And it’s those sorts of unique

characteristics that have been known t o make tunnel pr ojects

in cent ral F lorida a litt le tricky.

But d ur ing the const ruction of 888 ft of 96-in. OD Permalok,

1-in. thick steel casing, crews were able to address those

challenges head on by utilizing t he first hybr id earth pressur e

balance (EP B) machine shield built in U.S. Built by E J M Pipe

Ser vices under t he Alafia River in Tampa, F la., the t unnel

travels through an extremely permeable, highly fractured

limestone layer host of the Floridian aquifer with over 2.5 bar

of hydraulic face pressure.

The Alafia River Tunnel is the first documented case

history in the U.S. describing the utilization of a hybrid

EPB shield and perhaps the largest, longest and deepest

tunnels built to date in F lorida. The tunnel was part of

Tampa Bay Water’s Master Water Plan Stage B, South

Central Intertie — Contr act 2, which was awarded t o Kenko

In c. in 2002 for a lump sum of appr oximat ely $24 million.

The geology of the project was very consistent between the

six borings performed at an average spacing of 195 ft along the

tunnel alignment and drilled alternat ing between t he r ight and

left of the alignment t o approximately 120 ft deep.

In general, the geology consisted on

15 ft of: very loose to loose, dark gr ay to

dark-grayish brown silty fine sand (SM)

with 2 to 8 blows per ft (bpf), underlaid

by ver y stiff green clay (CH) with 50 bpf

for 0.2 ft, underlaid by gray to cream

limestone with NX core recovering

varying from 10 to 20 percent and RQD

ranging from 0 to 25 percent. On theproject area, the limestone layer is

know as the F loridian Aquifer t hat is a

large aquaclude that if punctured its

pressure is approximately 14 ft above

grade elevation.

Shaft ConstructionDue in part to the gr ound conditions,

shaft construction was a complex task

that Kenko was able to complete in

cooperation and coordination with

Schnabel Foundation, Coastal Caisson

Corp. and Moret rench Corp . Two shafts

were built requiring the installation


The Alafia River Tunnel is the first documented case history in the U.S. describing the utilization of a

hybrid EPB shield and perhaps the largest, longest and deepest tunnels built to date in Florida.

The Challenges of

Florida LimestoneThe Challenges of

Florida LimestoneHybrid EPB

Shield Provides

New Solut ion

for Central

Florida TunnelsBy Gil Garcia

7/30/2019 2006-06-01



of 104 drilled caissons, each of which had diameters

of 34.65 in.

To construct the shafts, crews carefully followed a

specific sequence of events. First, they installed the

unreinforced primary piles, which were followed by

overlapping the secondary piles by 4 in. on each side.

The piles were then reinforced by HP14x73 steel pile,

including a special design for the hard piles within the

tunn el envelope.

Crews then installed eight dewatering and two observa-tion wells around sh aft and two dewatering wells. E ach was

installed at a depth of 90 ft deep to permit a safe launching

and reduce uplift forces. Once the water table was drawn

below the u pper sand layer, excavation sta rt ed. As the invert

of the excavation reached the required elevation, the

reinforced walers were assembled an d shotcr eted-in-place.

The excavation of the limestone required 24 saw-cutting

cuts with Vermeer wheel tr encher to a d epth of 5 ft at t he

bottom of the shaft. The pie sections were excavated with a

½-cu yd bucket Komatsu excavator and transported to the

sur face by a 2½-cu yd muck box.

When the excavation reached the desired invert elevation, a

24-in. reinforced concre te slab with 8 dra inage holes was cast.

The construction of the main shaft took approximately four

months. However, it was not on the critical path since the

hybrid E PBM was under fabrication.

Two construction methods are typically recommended for

shaft construction on such hydrogeological conditions, namely

secant pile or diaphragm walls. For either method, temporary

dewatering or permeation grouting is required to reduce the

water inflow into and around t he shaft during the excavation and

launching of the sh ield, and to reduce the s ize of the bottom plug

against uplift forces.

However, dewatering on such soil conditions usually

removes the fines within the voids and can potentially

increase the permeability of the soil with time. And due to

construction costs and the structural quality of the secant

pile shaft constr uction met hod, crews decided not t o backfill,

but instead designed the project as a permanent final

str uctur e. This made it suitable for per manent access and/or

emergency storage.Although the construction method of the shaft was

appropriate, its excavation was very slow mostly due to

Kenko’s inexper ience on excavating L imestone within a sha ft.

Perhaps a rotary drum cutter wheel with chisels attached to

an excavator would have been more effective.

M achine SelectionThe Robbins Company, based in Solon, Ohio, was selected

to design and fabricate the hybrid EPBM because it

required design parameters usually applied to hard rock

tunn el boring machines, E PBM, and slurr y shields. For

example: the hybrid EPBM had a full face of eight double

and four single 17-in. disc cutters assembly back-mounted,

four buckets reinforced with carbide insert teeth, and grill

bars protected with carbide bottoms with a maximum

rotat ional speed of 12 rpm in either direction.

The EPBM also had two face ports and one at each side

to permit drilling and grouting in case of an emergency.

The mahcine had a periphery type main bearing that

requir ed the installation of the auger screw at the center of

the mixing chamber; ther efore, maximizing th e thr ust t hat

Tunnel Business Mag azine34 June 2006Tunne l Business Mag azine June 2006

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can be directly applied to each disc cutt er and optimize the

instantaneous penetration. All the previous mechanicalcharacteristics are t ypical of a har d r ock TBM. On the other

hand, the EPBM was designed to operate within 3 bar of

hydraulic face pressure without any water intrusion into

the t unnel.

The mixing chamber contained several mixing paddles

that agitated and crushed the limestone even further.

The excavated ground was extracted with a 17-in. diameter

auger screw that was initially designed to discharge to a

muck car. Although the machine was not equipped with a soil

conditioning syst em (or port s at the face or mixing chamber ),

the excavation and demucking system was a closed and pr es-

surized face, so ther efore it clearly classified as an E PBM.In addition, the 1½-in. overcut combined with the buoyancy

effect of the steel casing and the forward movement of the

pipe jacking activity induced filling of the annulus a t t he invert

of tun nel, therefore significantly increasing the jacking forces.

Tunnel ConstructionThe hybr id E PBM ar rived on site on May 20, 2002, and was

launched on May 27, 2002, utilizing an Akkerman skid and

P-5000 thrust unit, which were used to set and push the

machine thr ough the launching seal. As the E PBM cleared the

secant pile shaft and the dewatered

area around the shaft, it faced full

hydraulic load of nearly 2.5 bar that

pushed the shield backward when themain jacks were retr acted to insert the

lead steel pipe joint. However, since

such condition was anticipated, the

EPBM was held in place with a

circular break system that kept the

machine in place.

During the launching and for the

first 45 ft, corresponding to a point just

past the cone of influence of the dewa-

ter ing wells, the advance r ate was 21 ft

per 9 1/2 hours per day shift. The slow

advance rat e (23.7 mm per minute) was

mostly due to t hree hours required forthe connections between pipe joints

and two hours for secondary crushing

and mixing of excavated rock with poly-

mer t o improve its fluidity and create a

plug flow within the auger screw.

Regardless of the numerous combi-

nation of soil conditioning dosages,

secondary crushing and mixing time

trials, it was not possible to covert the

excavated limestone into matrix that

was suitable for extrusion and convey-

ing with an screw auger. In fact, as the

EPBM advanced further away from

the dewatered zone, it was impossible


Although the hybrid EPB machine was not equipped with a soil conditioning system, the excavation and demucking system was a closed

and pressurized face; therefore, clearly classified as an EPBM. Left, conditioned muck is seen during the first 45 ft of the tunnel.On the right, the ineffective use of polymer can be seen during tunneling through the non-dewatered zone.

The hybrid EPB shield proved to be an effective solution to tunnel through the

permeable, highly fractured limestone layer host of the Floridian Aquifer.The tunnel successful ly broke through on Aug. 23 , 2 00 3.

7/30/2019 2006-06-01



to fill the muck car due to the sluggish characteristics of

the excavated and conditioned soil. Therefore, an alternative

demucking syst em was required.

It was obvious then that either a closed conveying system

such as solid or a slurry pump was required to directly

discharge the cuttings to the surface due to the very large

porosity and permeability of the limestone.

To insta ll a closed conveying syst em, the discharge of the

screw auger was connected to a field fabricated chute that

per mitted t he closed discharge of muck from the screw to thesuction side of a slurry pump installed inside the tunnel and

next to the EPBM operator. The slurry pump had a 3-in.

diameter suction and discharge and was capable of pumping

the cuttings to the shaft where a second pump was installed

to lift the cuttings to a settlement tank at the sur face.

After the change in mucking system, th e average advance

rat e with similar delays was approximately 40 ft per 9½-hour

shift or 45.2 mm per minute consistently during the entire

tunneling operat ion. The almost double advance r ate is most-

ly attr ibuted t o the savings associated with t he elimination of

the secondary crushing and mixing time and an increased

efficiency during the installation of each pipe joint.

It is also important to document that the operator had

to maintain a very constant instantaneous penetration to

achieve the required fragmentation and corresponding

particle size as well as cutting volume to avoid clogging

the chute and consequently overloading the slurry pump.

Once the closed slurry discharge system was installed,

the hybr id E PBM was complete consisting of technology

usually applied to hard rock TBM, EPBM and slurry

shields.

Although very unusual, the combination of the various

mechanical devices that made t he hybr id E PBM pr oved to be

practical, economical, simple and effective to tunnel through

the extremely permeable, highly fractured limestone layer

host of the F loridian Aquifer with over 2.5 bar of hydraulic

face pressure. The tunnel was successfully completed on

Aug. 23, 2003.

In addition to the integral jacks of the hybrid EPBM

designed for 1,200 tons, EJ M Pipe Ser vices inst alled four

inter-jacking stations (IJS), each of them fitted with eight83-ton jacks at: 87.95 ft from back of shield; 182.61 ft from I J S

No. 1; 195.3 ft from I J S No. 2; and 235.4 ft from I J S No. 3.

All of the int er -jacking stat ions were fully used t o advance the

tunnel due to the friction developed by both the buoyancy

forced as t he tun nel became longer and t he small cuttings t hat

cleaned the annular space at the invert of the t unnel.

Lessons LearnedAlthough this paper summarizes the shafts and tunnel

construction for a two-pass liner system, the remaining and

associated details are either applicable for a larger diameter

tunnel through similar hydrogeological conditions.

For example, in many par ts of F lorida, geology does not

improve significantly with depth; on the contrary, it increases

the operat ing face pressur e of the E PBM and t he buoyancy of

the tunnel due to the very large porosity and permeability

inherent of such geological for mation.

Although F lorida’s limestone forma tion is infamous for

containing voids and cavities, they ar e rar ely larg er t han 48 in.

in diameter and can possibly be filled during tunneling due to

the rotat ional and mixing action of the cutter head.


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NASTT is no w accept ing abstracts for

th e 2007 No-Dig Show in San Diego.Abstracts from th e followin g subject areasare of interest to the p rogram com m ittee:

SUBM IT ABSTRACTS FOR CONSID ERATION TO:

NASTT

1655 N.Ft.M yer Drive,Suite 700 Arlington ,VA 22209

E-mail:[email protected] • Fax:703-739-6672 • Web site:www.nastt.org

Question s? Please con tact :

Dr.Samuel T. Ariaratnam • 2007 Prog ram Chair

E-m ail:ariaratnam @asu.edu • Phone: 480-965-7399

TRENCH LESS RESEARCH, CASE STUD IES &ENGIN EERING PRACTICE

• New Constructio n• Rehabilit ation• Condition Assessment• Asset M anagem ent• Gas/Electrical/Telecomm un ications• Project Delivery Meth od s

• Techn olo gy Assessm ent• Cur ren t Trench less Research• Con tracts and Specifications• Com put er Applications• Construction Project Management• Risk Assessment and Management

EDU CATION & TRAINING

• University-Industry Initiatives• Trench less Edu cation

SPECIAL TOPICS

• Infrastru cture Security• Sustainable Construction Practices

• Quality Con trol and Assurance• Lean Constru ctio n Processes• Legal Issues

Please sub m it one page abstracts, not

more than 300 words, by Ju n e 1 , 2 0 0 6 .

Be sure to include the primary author's

name, complete m ai ling address, phone,fax and e-mail.

UNDERGROUNDDA M AGE PREVENTION

Spo nsored by

• Subsurface Utility Engineering• Inn ovative Techno log ies• Facility Safety Issues and Regu latio ns

INTERNATIONAL PROJECTS(Special Focus on Asia)• Asian Trenchless Case Stu dies• Beijing 2008 Olymp ic Gam es• Shang hai World Expo 2010

SPOTLIGHT ON SAN DIEGO

• Trench less Case Stu dies from San Dieg oand t he region o f south ern California

7/30/2019 2006-06-01


F lorida limestone is character ized as a weak rock var ying

in strength from approximately 500 to 12,000 psi with a

medium to high abrasivity and an average permeability of

10-1 cm/s. Therefore, it shall be excavated by ut ilizing either

a hybr id EPBM or a slur ry shield with a full face of disc

cutters designed to last th e entire length of the tunnel dr ive.

In addition, if a tunnel is longer than 1,000 ft, a CE RCH AR

abrasivity test is strongly recommended to determine if the

disc cutt ers shall be reinforced with car bide insert s. A linear

cutting test is essential to properly design the disc cutterassemblies.

In regards to the operation of the hybrid EPBM, the

cont ractor found t hat soil conditioning was not applicable for

tunneling through F loridian limestone, since the excavated

and crushed weak rock is poorly graded and has insufficient

cohesiveness behavior needed to form a paste — not even

with a large dosage of polymer as a binding agent.

Therefore, a closed system conveying mechanism is

required.

In addition, the success of a mechanized tunneling pr oject

is highly related to the degree of cooperat ion and r elationship

between the tunnel contractor and TBM manufacturer. The

hybrid EPBM equipped with disc cutters, crushing chamber,auger screw and closed demucking system proved adequate

and efficient for t unneling thr ough F loridian limestone.

Care must be exercised during advancement of a full

face disc cutt er shield thr ough limestone since it is ver y

possible to embed the disc too deep and rotate the

shield, therefore, poten tially damaging any mechanical

component.

A separation plant for the slurry system (bentonite and

separation pant) was not found to be required, since there

was sufficient available water from the dewater ing wells and

excavation to permit conveyance of the cuttings while the

density of the particles was large enough to settle without

the aid of any mechanical equipment.

Gil Garcia is a Ph.D. candidate at the Colorado School of

Mines in Golden, Colo., and is with GilCo Group Inc.



References:Sant i , Paul M. and Doyle, Br idget C. “The Locat ions

and Engineer ing Character ist ics of Weak Rock in

U.S.” Character izat ion of Weak and Weathered Rock

Masses. Assoc ia t ion o f Eng ineer i ng Geolog is t s # 9,

1 9 9 7 , p ag e s 1 t o 2 1 .

The a uthor wou ld l ike to recognize the fol lowing individ-

uals and associated companies for their hard work and

dedicat ion that permitted the successful complet ion of

the project: Clay Tappan and Elwood “ Chip” Herom from

CDM; Jeff McGrand and Tom Kerker from Kenko; Mark

Montgomery, Jim Anderson and Roger Lepiney from EJM

Pipe Services; Thom as Anderson of Sch nabel Foundation

Co.; Jon Wiksten of Coastal Caissons Corp.; Sorin

Calugaru and John Simm from The Robbins Company,

and Dwayne Huxted from Huxted Tunne l ing.

Acknowledgements:

7/30/2019 2006-06-01


CALIFORNIABakersfield

Kern R iver Powerhouse R ehabilitat ionMerco Western I nc.

Tunnel rehabilitation work is near ing com-pletion on Phase II of the Kern River PH1Tunnel Rehab Project. Forebay reconstruc-tion concrete work is complete, as butterflyvalves and slide gates have been installed andsteel platform and electrical work are inprogress. Helicopter lifts were utilized toinstall the valves. Tunnel 19 Liner is complete

and crews are removing the temporary con-str uction rail and prepar ing for a substantialcompletion date of May 22, followed by aweek of testing to be able to run water forpower generation. Phase II I work is plannedfor r emobilization in S eptember 2007.

MercoWestern - Clyde Joseph: projectdirector; Lock Spenser: project superinten-

dent; Bogdan Velcu: project engineer; JerryStark: tunnel superintendent; Renn Joseph:

forebay superintendent. S.C. Edison - projectmanager: Terry Falleson; construction inspec-tors: David Oehley, Hank Chavez, J ohn Feeney.

Los Angeles

E astside Light Rail Transit P rojectTraylor/Frontier-Kemper JV

The Eastbound TBM was installed andtested on the Eastside LRT Project in

January and February. The machine waslaunched in late Feb. and has progressed 1,000lf. Crews are working two eight-hour shiftsand production is increasing to expectedlevels. The Westbound T BM was installed andtested in February and March. The machinewas launched in late April and has pr ogressed100 lf. Crews are working one eight-hour shiftuntil the entire machine is buried and a switchis installed. Hayward Baker is continuing

the grouting of critical structures and crosspassages along the alignment.

San Bernardino

Arrowhead East and WestShea/Kenny JV

East: Strawber ry Por tal The Str awberry t unnel has advanced more

than 12,000 lf as of May 2 — more than 50

percent of the total drive. Grouting continu-ously primarily from the cutter head support.

West: Waterman Canyon Por tal The Waterman portal has advanced to 6,235

lf with continued difficulty with the groundand water conditions. Grouting and probingcontinuous, with pr e-excavation grouting beingconducted to alleviate the water inflow.

Ed Marcus Project manager, Bob Gordonsssistant project manager, Mike Belcher PA,Stuart Lipofsky Project Engineer, RenaldMcInnes Equipment Superintendent, RonWalton Superintendent East Walkers East:Bob Leslie and Danny Sayre, Don FulmerEddie Meeghan Superintendent West,

Walkers West: Kenny Frego, J eff Bright ,

Daniel Spenser Office E ast- J oe Nagy, West-Dana Downs. MWD Program Manager:Dan Tempelis; Resident Engineer: JohnTownsend. Information: Brian Fulcher (909)883-3399.

Sacramento

Bradshaw 8 Inter ceptorAffholder I nc.

The excavation of the tunnels has been com-pleted, the pipe installed and encapsulated in cel-lular concrete. Shafts have been backfilled andall sites and streets are restored. Final cleanupand demobilization is curr ently being completed.

Area Manager: Dan Martz, project manag-er: John Forero, general superintendent:Perry Dreckshage, project engineer: TolgaTolgan, Safety: Mike Mickelseeley. Residentengineer URS: Tom Martin. Information:

Dan Martz (708) 201-7666, John Forero (916)

302-7258.

San Diego

San Vicente P ipelineTraylor/Shea JV

Shaft excavation has been completed todepth, 75 ft. The sha ft is a 62 ft x 30 ft ellipse,supported by 10-in. steel ribs and shotcrete.

The shaft invert has been prepar ed to acceptdelivery of the first shield in late May, tunneleye and 14-ft starter tunnel prepped andmining utilities installed in shaft. The groutmixing plant for segment backfill will alsobe assembled onsite in early June.

The Slaughterhouse shaft site, and theReach 5 excavation from it, is the project’s

critical path activity. The 75-ft shaft is 36 ft indiameter and is supported in the conglomer-

ate with 6-in. ribs and shotcrete. The rock issupported by rock bolts. The tunnels havebeen in granite, very weathered granite and amixed face of granite and conglomerate andhave been supported by r ock bolts, shotcret e,and lattice girders as appropriate. Ribs wereused in the two 100-ft star ter tunnels. Reach 5east is at 850 ft, Reach 5 West is at 450 ft. Tworepresentatives of BeMo are onsite to aid insupport and excavation.

The San VicentePortal site is the easternter minus of the project, and star ting point forReach 6 excavation. Starter tunnel for the

Robbins main beam is complete to 60 ft, withsupport of r ibs & lagging. Work for t he TBMcradle and other startup items are complete.Installation of a rollover station for muck tr ains has been completed. TBM delivery wasexpected in late May.

Fabrication and refurbishment of theTBMs is near ly complete. The first of two new

open-face digger shields was built byConstruction Tunneling Services (CTS) inWashington. It was to be delivered in lateMay to the Central Shaft, where it will minere aches 4W, 3 and 2. The second shieldfabrication will follow, with later delivery tothe Slaughter house Shaft, after completion of Reaches 5 and 6. It will be set down that shaft

and head west to excavate Re ach 4E.

The rock TBMis a used machinebeing refurbishedby Robbins inSolon, Ohio. This machine will mine Reach 6first, and then be removed to the West shaftto mine Reach 1. It will be delivered to thePorta l site in late May.

Ground support in Reaches 2, 3 and 4

will be precast concrete segments. They willbe installed behind the CTS shields, andsubsequently backfill grouted. Segments arebeing manufactured by Traylor Shea Ghazi,in its Pa lmdale, Calif., plant. Cas ting began inlate Mar ch, and is proceeding well.

Project Manager: Mike Jat czak. Information:(619) 631-0777; Mobile: (858) 248-9042.

San Diego

Lake Hodges Tunnel Project

Kiewit Pacific Co.The Design Build Lake Hodges to

Olivenhain Pipeline Tunnel, Shaft & SiteDevelopment pr oject consists of a 5,848-ft long12-ft hors eshoe-shaped tunn el. Excavationof the tunnel will be completed by drilland shoot methods. Additional project scopeconsists of construction of a 195 vf raise bore

shaft, installation of 10-ft diameter steel liner,and placement of cellular grout.

The tunnel, shaft and portal design aspectswere completed in J uly 2005. All opera tionsrelating to the site development, portal exca-vation and port al support ha ve been complet-ed. Tunnel excavation started in September2005. Tunnel excavation operations are cur-

rently working three shifts per day and havecompleted 3,932 lf of the 5,848 lf of excavation

to-dat e. E xcavation of the 1,870 lf 0.5 per centincline and the 2,062 lf 13.5 percent inclinehave been completed. The remaining excava-tion will be completed on the 19.6 percentincline. Fabrication of the 10-ft diamete r steelliner is in process with a target completiondat e of August 2006.

Personnel (Kiewit): Ray Backen, areamanager; Sean Menge, project manager;Jarrett Carlson, project engineer; MikeShough, tunnel superintendent; Curt

Millsaps, tunnel superintendent; LarryAndersen, equipment superintendent; Lee

Friedman, electrical superintendent.Personnel (Parsons): Jon Kaneshiro, projectmanager; Luis Piek, design engineer.Informat ion: (760) 466-1080.

GEORGIAAtlanta

Nancy Creek TunnelNancy Creek Construct ors

Tunnel construction began in June 2002.The project was completed on Dec. 31, 2005,with Mayor Shirley Franklin pushing aceremonial red button to mark the tunnel’sofficial opening. The capping of shafts, site

grading and restoration and landscaping willbe finished by J une 2006.


Project UpdateNorth America n Tunnel

by Jack Burke

7/30/2019 2006-06-01



Atlanta

West Area CSO StorageTunnel and Pumping Stat ionAtlanta CSO Constructors

As of May 6, the Clear Creek TunnelTBM had excavated 4,700 lf and the North

Avenue Tunnel TBM has excavated 6,300 lf.The Clear Creek shaft and deaerationchamber excavation is complete and liningwork is beginning. The Nort h Avenue Shaft

excavation is complete, with deaerationchamber top heading excavation complete.14-ft diameter raise bored vent shafts havebeen excavated and shotcreted at NorthAvenue and Clear Creek.

Work on the Pump Station is being

per formed by W.L. H ailey as a sub-contractor to ACC. All pump stationexcavation work has been completed and24-ft diameter tunnel forms are beinginstalled. Surface work is ongoing for t hedivers ion s tructures at Clear Creek,Nort h Avenue and Tanyard.

Construction Manager-City of Atlanta:Ken Johnston; Atlanta CSO Constructors:Project Manager: Taro Nonaka; Assistant

Project Manager: Darrell Liebno; ProjectEngineer: Ray Hutton; Office Engineer:T.J . Kobayashi; Tunnel En gineer : AdamStremcha; Project Superintendent: Jeff E arly. JDH J oint Ventur e: ResidentConstruction Manager: Mike Robison;Resident E ngineer: Don E inarson; Pr ojectEngineer: Randy Divito. Information:(404) 352-0701.

Atlanta

Greensferr y Sewer Separation ProjectW.L.Hailey & Co. Inc.

The Greensferry Project beingconstructed for the City of Atlanta isunde r way. W.L.H ailey will insta ll 1,200 lf of 72-in. diameter hand mined tunnel

and relocate 300 lf of 120-in. diameterreinforced concrete pipe as a sub-contrac-tor to Metals and Materials Engineers

(MME) The pr oject is located in historicWashington Park.Civil operations manager: Randy Wiek,

project manager: Bill Hawort h, superinten-dent: Mike Rast, tunnel superintendents:Sid Haney and David Chambers, projectengineer: Ashley Quinn, foremen: Larry

Todd and Duwayne Corey. MME projectengineer: Dunstan Campbell. Information:Donald Ackerman (615) 255-3161.

Atlanta

Indian Creek Sewer Pr ojectBradshaw Construction Corp.

Bradshaw has been awarded the reme-dial work to re-mine and correct grade

problems with the sewer pipeline installedby Modern Continental on the IndianCreek Sewer Project. Portions of the pipe‘F loated” while back filling the t unnel.Mobilization star ted J anuar y 2006.

Project Manager: David Wanhatalo,Superintendent: Frank J ones.

ILLINOISChicago

TARP-Calumet Tunnel System,Little Calumet L egAffholder/Jay Dee

Through the end of April, Affholder had

completed its portion of the project, includingthe connection to the existing Indiana Tunnel.All work has been accepted by the MWRD andAffholder has demobilized from the site a nd is

completing contract close out issues. Jay Deehas completed all tunneling for the RCPsewers and is current ly installing the last 700lf of 42-in. pipe in the section of rock tunnel just completed.

All other items of work are completed and

accepted by the MWRD. The project was givensubstantial completion status as of March 17and is currently going through the 60-dayoperational testing and start up. Final restora-tion and move out is on going, and it is antici-pated that all work will be completed by theend of June 2006.

Greg Hauser: project manager for the joint vent ur e and J ay Dee; J im Foley: projectengineer; Brian Chr ist: senior safet y superin-

tendent for the JV and Jay Dee; ReneeHalley: office manager for the JV and JayDee ; Louie Shapiro: soft ground superinten-dent; Tom McMahon: rock superintendent;Jack Kruszewski and Greg Slusher: fieldengineers. For Affholder, James Byrd is areamanager; Len Postregna is project manager;Ben Gasik is project engineer; Terry Beesleyis project superintendent; Milan Jovanovichis tunnel superintendent; Harry Gajan is


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Tunnel Business Mag azine42 June 2006

concrete superintendent; Lisa Setser is officemanager; Jim Eichberger is purchasingagent; field engineer is Narcizo Garcia;Darrell Grimes is safety superintendent.In forma tion: (708) 201 7166.

Chicago

Calumet Tunnel System-ValveIsolation Chamber, TARP Pump StationKenny Constr uction Co.

The 320-ft deep valve access shaft wasadvanced to grade and the drilling andshooting of the first phase of the chamber wascompleted. The first phase of the chamber has

been concreted and the shaft lined. The over-burden and drill and shoot excavation of theWest Pump Room Access shaft and access-wayhas been completed. The lining of the access-way and the shaft was recently completed.

The overburden of another access shaft t o theexisting TARP tunnels was completed followedby the drill-and-shoot excavation of the 310-ftdeep shaft. This will give access to the existingTARP flows to the pump station that will bediverted t o one side of the existing bifurcat ion, so

the new valves and flumes can be installed and

encased in the vacated side. Concurrent with thisoperation will be the required demolition in theinactive pump room followed by the installationof the new TARP pumps. Crews will also beworking in the existing wet well in preparationfor the division of wet well into two separate wetwells for the new divided stat ion.

Ted Budd: tunnel division manager; MikeSurman: project manager; Christian Heinz,

project engineer; Jess Rhynes, superinten-dent; Ken Dumas, safety manager; andLuminita Calin; cost and schedule manager.Informat ion: (847) 541-8200.

Hodgkins

C.U.P. McCook Reser voirKenny Constr uction Co.

The $60 Million C.U.P. project being built forthe Corps of Engineers is in the final stages of

completion. All below-ground concrete work iscomplete, along with all the mechanical andelectrical work. F inal testing is currently takingplace. Shaft piping and tie-ins have been

completed and the control building at thesurface is under construction with an earlysummer completion anticipated.

Ted Budd: tunnel division manager; BobRautenberg: project manager; Paul Lauricella:safety manager; Jack Finn: superintendent;Doug Heinz: project sponsor. Information:(847) 541-8200.

Hodgkins

MWRD McCook Haul TunnelsKenny Constr uction

Crews completed t he dr ill and shoot excava-tion of the haul tunnels in early Dec.The paving of the 2,100-ft long tunnels wascompleted the second week of January. Crewsdemobilized from the completed haul tunnelsand have star ted a follow-up project for VulcanMater ials that includes an access decline to thenewly completed tunnel and the development

of a star ter pit for futur e quarr y development.

INDIANAGriffith

Cady Marsh Drainage Ditch TunnelJay Dee/Kenny Construction J V

The Lovat soft ground TBM has completed

the 6,440-lf tunnel dr ive and crews ar e complet-ing concrete lining operations for the reinforcedconcrete lining and dewatering the last sectionwith the last pour currently being made midMay. Inlet and outlet spillways and structure

work will complete this work with substantialcompletion in July and final cleanup scheduledfor September 2006.

Project manager: David Stacey, projectengineer: J ason Cade, general superintendent:

J err y Pardon, quality control manager: SteveJ ensen. Information: (708) 473-5473.

Indianapolis

Indianapolis International AirportMidwest Mole Inc.

Midwest Mole has the subcontract to exca-vate a soft gr ound tunnel 2,100 lf with a 102-in.gasketed liner plate support, the Akkerman

E PB TBM will excavate the tunnel crossingunder an active runway and active taxi way.

The tunnel will house a chilled water line andsteam line for the new Terminal already underconstr uction. Bowen E ngineering has star tedconstruction of the launch shaft and will turnthe shaft over to Midwest Mole on June 5. TheTBM is scheduled to ar rive the week of June10 and launched approximate ly one week later.Information: (800) 533-0386.

Tunne l Business Ma gazine June 2006

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M ICHIGAN

Grand R apids

Christman Company TunnelKiewit Constr uction

The P roject consist s of 100 lf of 19 ft x18 ftNATM tunnel excavated in clean sands underMich. Str eet in Gra nd Rapids, Michigan. The

NATM excavation was completed on May 6,and crews are currently applying waterproof-ing and final shotcret e lining. Scheduled com-

pletion date is ear ly June 2006.Personnel Kiewit Construction Co. super-intendent: Paul Madsen, Project engineer:Ricardo Garcia, tunnel field engineer: JamesCoit. I nformat ion: (713) 297-2755.

M INNESOTA

Rosemont

Ames Construct ionSub Contract -Jay-Dee Constr uctors

Em pire III

Jay Dee has subcontracted the pipe jack-

ing of 3,400 lf of 78-in. ID Hanson heavy wallreinforced concrete pipe. The contractor hascompleted two runs totaling 1,700 lf.

Empire II has been bid and Ames is low

bidder with J ay-Dee to do the jacking of 4,600lf of 66-in. Hanson Heavy wall RCP in threeruns one 3,400 lf two runs each 600 lf.This work will start with the completion of Empire III. Information: Glen Rorison (708)473-5473.

M ISSOURI

St. Louis

Baumgartner TunnelFrontier-Kemper/Gunther Nash JV

The TBM daylighted on Dec. 15, 2005and was dismantled and removed from thereceiving shaft together with the support

equipment in late December. Tunnel cleanupwas completed in late J anuar y 2006 and instal-lation of the reinforced carrier pipe started in

February 2006. Cast-in-place concret e work atthe deaeration chambers is being completedand backfilling of the concret e pipe will star t assoon as they finish welding the tee lock sections. of the installed pipe. The backfillingwill be handled by a local sub-contractor.

Project manager: Jim Nickerson, Information:

Jim Nickerson (314) 293-0058 or Gunther Nash(314) 261-2611.

NEW YORKNew York

Dey Street Transit P rojectSlattery/Skanska

The Dey Street project is a design build bySlattery/Skanska with DMJ M+ Harr is as

designer. It is a complicated, deep open cutconstruction adjacent to the World TradeCenter site that requires underpinning of twoactive subway lines along with secant walls, jet grouting, and par tial demolition of two

stations.Project E xecutive: Mike Attar do, Project

Manager: Norm Hirsch, General Superintendent:

Tom Maxwell, Underpining: John Stanberry,

Project Engineer: John Phillips. Superintendent:Jay Harrison, Design Coordinator: Sean Glynn,Assistant. PM: Nir Golan. Information: GaryAlmeraris (708) 746-2714.

New York

Water Tunnel # 3 Stage 2Schiavone/Front ier-Kemper/Shea J V

The North Tunnel excavation was completed

in September 2005 and the TBM backed out andassembled in the east st art er t unnel to completethe remaining 13,035 lf of the east tunnel drive.South tunnel excavation was completed under aprevious contract. Mining commenced on Jan. 3.

The TBM has mined 10,335 lf in the eastdrive; the owner revised the contract t o includean addit ional 2,000 lf to take the tunnel to Shaft32 at the Queensboro Bridge. The shaft cham-ber on the surface is currently being excavated

through the overburden in prepar ation for set-ting up the raise bore and slashing operation.

Crews are mucking all the shaft slashingoperations from the completed adits andtransporting the muck to an undergroundcrusher to feed the horizontal conveyor

feeding the vertical shaft belt. They’re alsostart ing to set up concrete forms in the southheading for the start of tunnel concreteoperations this summer.

As part of the $658 million joint ventureproject, J.F. Shea Co. is excavating andconcret e lining nine shaft s, 550 vf each. Thedrill-and-blast slashing is complete on Shafts29 and 31 and crews are currently finishing



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concrete operations, while slashing of thelarge upper sections of Shafts 28 and 30 arecomplete. Once concreting of these sectionsback to the surface is complete, crews willthen resume slashing operations.

Excavation and concreting has been completedin the overburden of Shaft 27, with crews cur-rently slashing with 6-shots left then concrete.Raise bore is complete on Shaft 25 and crews aresetting up for slashing operations. On Shaft 24,

raise bore was completed the week of May 8, 2006and crews are sett ing up for slashing operations.Schiavone vice president: Tom King, pro-

ject man ager : Anthony Del Vescovo; pr ojectengineer: Florentino Sison; general superin-

tendent: Dale E stus, shaft construction man-ager: Jeff Salai, shaft superintendent: MikeJennings. DMJM+ Har ris subcontractor toJenny Engineering/URS for constructionmanagement. Information: (212) 564-8552.

NORTH CAROLINACharlotte

Ir win Creek Relief Sewers Contract IIBradshaw Construction Corp.

Bradshaw Construction Corp. is currently

constructing multiple shafts and tunnels asso-ciated with the sewer improvement program

commissioned by the Charlotte-MecklenburgUtilities Department (Irwin Creek Relief Sewers-Contract II ) The general contractor isRockdale Pipeline Inc. and the project wasdesigned by CDM. Shaft and tunnel excava-tions have encountered r ock, which has slowedprogress. The contractor, engineer and ownerare current ly working through these problems.

Bradshaw Construction P roject Manager:Eric Eisold, Superintendent: Jerry Simon.Rockdale Project manager: Ken Richardson;

Rockdale Superintendent: Jer ry Morr ow

High Point

Deep River Outfall Project, Segment 2Bradshaw Construction Corp.

Bradsha w Construction Corp. is still finish-ing constr uction on the last tunnel for a sewerproject in High Point, N.C. The last tunnelcrosses under Business I-85 and US-29.

Thalle project manager: Chris Haverstraw,Thalle superintendent: Eric Khuenel.Bradshaw project manager: Eric Eisold,Bradshaw superintendent: Franks Jones.Information: (401) 461-4466.

OHIOCleveland

Mill Creek Contract 3

KM&M&K JVMining of the 23-ft, 9-in. main tunnel has

been completed. TBM removal along withconveyors et c. is near ing completion. Concretefinal lining to a 20-ft I D is scheduled to begin inJune 2006. Shaft construction and connectorsewer inst allation is under way.

Project manager: Robert J. Kassouf, ProjectSuperintendent: Ralph Dodero. Further Infor-mation Contact: Bob Kassouf (216) 651-3333.

Columbus

BWARIJay Dee/Michels/Traylor JV

When excavation advanced to Shaft 6 atapproximately 15,000 lf, the TBM was halted

and major maintenance was conducted at that

site on the cutterhead and cutters. Miningres tar ted on May 6 on the final dr ive of 6,000 lf,where the TBM will breakthrough into themain working slurry shaft on the BWAOS II,with anticipated holing through in October2006. Hand mining 500 lf of 5 x 5 adits from t hemain tunnel to connect the 36-in. drop pipeelbow with the main tunnel. When the TBMhas completed its dr ive, work on a microtunnel250-ft long for installation of a 18-in. line will

commence The contractor has completed four10-ft diameter drilled and cased holes to thecrown of the tunnel drilling to tunnel invert andfilling the hole with flowable fill and installingHobas pipe after removal of the TBM.

City of Columbus, division of sewerage anddrainage: Gary Gilbert, civil engineer; City of Columbus, division of sewerage and drainage:Tanya Arsh, sewer system engineeringmanager; URS Corp., designer: Douglas

Uhren and Tom Richardson; HR Gray, con-str uction management: Robert Scott, Sr. Mgr.,Gary Bulla and James Joyce; Lachel & Assoc.,geotechnical design: David Chapman and GlenFrank; Jay Dee/Michels/Traylor JV: MichaelDiPonio, project manager; Jeremy Theys,

project engineer and Tim Awald, projectsuper intenden t. In format ion: (614) 491-9551.

Columbus

BWOASMcNally/Kiewit JV

The joint venture has completed 5-shaftone 39-ft FD work shaft 77 ft deep with aslurry wall completed by subcontractorSoletanche/Moretrench 99 ft deep. A mudslab 15 ft t hick was placed at t he shaft b ottomFour A jet grout area 15 ft deep, 30 ft wideand 27 ft high was placed on one side of theshaft where the t unnel eye will be placed and

a similar jet grout area placed on anotherside where the TBM from BWARI I willbreakthr ough into this shaft.

Four shafts were auger bored by CaseFoundation under a subcontract 12 ft indiameter and cased with liner plate 10 ft indiameter down to 2 ft above tunnel crownand a jet grout area 24-ft x 24-ft x 27-ft highplaced around the shaft by NicholsonContracting Pittsburgh. And the shaft bored

to invert and back filled with low densityslurry to spring line. The shafts ranged from45.5 ft to 74.5 ft in depth. The InterconnectingStructure bypass 108-in. Hobas pipe was com-pleted and currently drilling for soldier pileplacement around the structure.

The 4,600-lf stretch of open-cut (25 ft deep

and 7 ft wide) was completed and the Hobas42-in. pipe installed by subcontractor CompleteGeneral, Columbus, Ohio.

The Lovat TBM was assembled in sections inthe main work shaft; the tight quarter requiredhanging the sections and leading the umbilicalwith the cutterhead section turning the eyefrom a jacking station constructed in the shaft.The TBM has advanced approximately 1,950 lf as of May 2006 and will continue to Shaft 9approximately 550-ft, where it will halt in theenlarged area of the shaft for maintenance andseal replacement work on the ar ticulation seals.

The final drive started in June. Segments arebeing cast by North American Segment Co.,Mount Vernon, Ohio.

Project sponsor: Larry Lenahan; project

manager: Steve Skelhorn; project operationsmanager: Tom Szaraz; project engineer:

Gary Bulla; project superintendent: RichardBoute lle. Informat ion: (614) 491-2800.

OREGON

Portland

West Side CSO Tunnel,Shafts, Pump Station & PipelinesImpregilo/S.A. Healy JV

All tunneling and microtunneling is completeShaft build out, and diversion and drop struc-tures, will be complete in June, 2006. Site land-

scaping and rest orat ion work is under way. In thepump sta tion, mechanical/electr ical and ar chitec-tural work is in progress. The Operations andMaintenance Building adjacent to the pump sta-tion is structurally complete. Construction of a115-KV substat ion is substant ially complete.

Pr oject director : Giuseppe Quart a; manag-er: Jim McDonald; construction manager:Renzo Ceccato; deputy construction manag-er: Brad Bush; chief engineer: Jim Kabat;

tunnel superintendents: Mickey Aliff, ValerioViolo; microtunnel superintendent: RedBlanchette; shaft superintendents: Bill Kiehl

and Gary Svicarovich; safety manager:Boodie Hurd; City of Portland programmanager: Paul Gribbon; Jacobs Associatesconstruction managers: Greg Colzani andCraig Kolell. Information: (503) 595-4400.

Portland

Portland East Side CSO Tunnel ProjectKiewit/Bilfinger Berger J V (KBB)

After completing Phase I Pre-ConstructionServices earlier this year, KBB received notice-to-proceed for construction services from theCity of Portland in late March 2006. Key itemsof work completed during pre-constructionincluded TBM procurement, segmental liningdesign and cost estimating and scheduling.

Currently set-up of the main mining site

is being completed including grading,paving, utilities, and trailer/shop installa-tions. Construction of the 70-ft diameter, 125-ft deep slurry wall Mining Opera Shaft wasscheduled to star t in May.

Design of the 25-ft diameter Her renknechtSlurry Pressure TBM is complete withfabrication to start in June 2006. Delivery of the TBM is scheduled for later this year withtunneling to start in April 2007.

Other key elements of the project includ-ing planning for the precast segmental liningmanufacturing plant, microtunneling, andpipeline structure excavation and support.

Key personnel for the KBB team include: TomCorr y-Project Manager, Tony O’Donnell-ProjectE ngineer, Paul Weisheit-Safety Manager, GlenTomack-Quality Manager, Scott Wimmer-ShaftManager, Christof Metzger-Tunnel manager,Scott Cromack-Pipelines Manager, Dave

Craemer-Precast Manager. Information: BillMariucci (503) 849-8189

RHODE ISLANDProvidence

Deep Tunnel CSO ProjectM.L. Shank Co. Inc.

All of the adits have been completed andstarting freezing operations for raise-boreoperations on the small vent and drop shafts.

The freeze started on April 6 for the shafts 1-ft


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6-in. for one and 12-ft excavated for the other.The r aise boring will be conducted by Dynat ecfrom and excavated adit prior to concreteoperations r eaching the area. I t is anticipatedthat all concrete and raise bore operations willbe complete by the end of 2006.

Project director: Mike Shank; general manag-

er: Gerry Stokes; project manager: SteveMinassian; chief engineer: Dave Girard; fieldengineer: Scott Shylanski; tunnel superintendent:

Curt is Bahten; QC manager : Nick Torello; super-intendent: J im Mulkey; P.A.: J im Hinashian;safety: Eric Stalman. Information: (401) 941-1495.

SOUTH CAROLINACharleston

Cooper River Sewer Replacement-Phase II IAffholder I nc.

This $39 million contract consists of approxi-mately 18,100 lf of deep tunnel with carrier pipe20- to 48-in. diameter. Three working shafts tobe completed as drop shafts, two drop pipes,and one retrieval shaft. Connections to drop

shafts and pipes including sewers and odorcontrol; piping. Appr oximately 1.200 lf of micro-tunneling and approximately 1,400 lf of opencut

excavation with associated shafts, manholesand connections.

The shafts have all been completed usingconcrete caissons to the marl then ribsand lagging in the clay to tunnel invert.The exception to this method is the HugerStreet shaft at the North end of the

project,which was completed with a concret ecaisson in the soft gr ound to tunnel inver t.

From the South end Adgers Wharf shaft a

Decker 92-in. diameter TBM was installed andexcavated west 1,500-lf and cutterheadchanged to 84-in.diameter. The TBM minednorth to Queen Street into a 100-ft radius

curve. To complete th is curve the TBM minedahead into a starter tunnel to allow for handmining of the final curve then backing out theDecker TBM from the starter tunnel andturning it into the enlarged hand mined tunnelfor the 4,000-lf drive to Colonial Lake inter-

face with previous construction of the AshleyRiver Tunnels. Crews are currently movingthe TBM to the face to start mining with ribsand lagging support .

At the Calhoun shaft in the center of the project t he Lovat 77-in.TBM is being assembled inthe hand dr iven star ter tunnel and will drive southto meet the excavated section at Queen Street.

Operations Manager: Ross Webb, Projectmanager: J ohn Scheithe, Superintendent: RonBeasley, Project Engineer: Jason Teuscher,MicroTunnel Superintendent: Roy Windham,Tunnel Foremen: Vince Cardenas, Jose Rios,Safety Manager: Howard J ones. Informat ion:

Ross Webb (843) 723-5899.

CharlestonDaniel Island ExtensionAffholder I nc.

This $24 million pr oject awar ded t o AffholderInc. as a negotiated bid will be gettingunderway simultaneously with the CooperRiver Tunnels. A new caisson shaft with a 20-ft

ID will be sunk with a concrete caisson fulldepth 120 ft and a L ovat E PB 96-in. diameterwill be assembled to excavate the 11,000-ft to

the Huger Street Shaft. The same personneland offices will be utilized for this project.

Rock Hill

Sumter Ave. Storm DrainBradshaw Construction Corporation.

An 84-in. diameter liner plate tunnel wascompleted under a railroad using anAkkerman TBM. The shotcret e final lining is jus t get ting st ar te d. Project Manager : E r ic

Eisold, Superintendent: Jason Lytle.

VIRGINIAChantilly

Dulles West APMClark/Shea JV

At t he Dulles West APM P roject the NATMtunnels continue to excavate the last of fourbenches, with completion of excavation plannedfor June 2006. In May, concrete operations wereunder way in the other three tunnels. concrete

operations for the cut-and -cover boxes adjacentto the main terminal are under way, with com-pletion of the APM boxes planned for August.

In order to accommodate design revisions tothe Airport’s International Arrivals Facility, the

Tug Tunnel and ramp st ructures have been scaledback in size. This puts the tunnel concrete opera-tions on the project’s critical path to completion.

Chantilly

Dulles E ast APMAtkinson-Clark-Shea J V

Over on the East APM side of the airport,a major concrete operation is in full swing.The APM boxes at the south end are due to



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be completed in June, turning the tunnelsover to the follow on contractor for installa-tion of plinth concrete and tr ain contr ols.

The Tier 3 East Station concrete crews arepouring the mezzanine level and walls up to the

apron level. By July, the structure will be sub-stantially complete, allowing for the installationof the architectural, mechanical and electricalfit out. The Tier 1 East Station concrete is justgetting underway, after having the two TBMs

pulled through the station. The real estate out-side the windows of concourses A and B isshared by mucking opera tions, caisson installa-tion crews and structural concrete work.

In June 2006, two TBMs are north of the

station mining toward completion at theMain Terminal. Two NATM headings are alsomining toward the Main Terminal, with allmining planned for completion by fall 2006.

Project sponsor: Allan Sylvester, projectmanagers: Curt Allen, Peter Chase, project engi-neers : Rick Wymelenberg, Adam Rosmarin, gen-eral superintendent: Pete Zagorin, NATM tunnelsuperintendent: J.D. Martin, NATM projectengineer: Brian Chandlee. Parsons Management

Consultants r esident engineers: Dominic Cerulli,

Rick Munzer. Information: (703) 572-5757.Project manager: Mark Rybak; general

superintendent: Larr y Rigsby; equipment super-intendent: Kelvin Sampson; electrical superin-tendent: Don Magyar; Walker: John Hammer;chief field engineer: Rob White, office manager:Bertha Sampson. Information: (202) 345-1087.

WASHINGTON

Seattle

Beacon Hill TunnelObayashi Corp.

As of May 1, west headhouse/main shaftexcavation with tiebacks is complete; eastheadhouse and ancillary shaft excavation iscomplete, currently placing mud slab inbottom of shaft. South Concourse Cross Adit(41 ft diameter) excavation complete. NorthConcourse Cross Adit (41 ft diameter) side

drifts and top heading center drift complete,center drift bench and invert complete bymid-May. East and West (two headings) exca-vation of the South Platform tunnels (31 ftdiameter) is under way. East Portal develop-ment work will be complete by the end of June. The Mitsubishi EPB TBM begantunneling on a single shift mid-January. TheTBM was advanced 400 ft, then shut down toinstall a mucking system. Single shift mining

resumed April 24, with a current headingadvance of 500 ft. Single sh ift mining will con-

tinue until rea ching the Beacon Hill station inJuly. Precast segment production will be com-plete by mid June. Work on the 1,400 lf aerialstr ucture and st ation is 35 percent complete.

Sound Transit jobsite personnel: JohnCritchfield, resident engineer ; Zeph Varley, sta -tion project engineer; Clement Wiggins, tunnelproject engineer; Rick Capka, office engineer;

and Roger Smith, construction engineer.Obayashi Job Site Personnel: Masaki Omote,project manager; Steve Redmond, tunnel man-ager; Rohit Shetty, SEM manager; Nick Garavelli, TBM project engineer; Gregg Olsen,project engineer; Billy Hahn, safety manager;Jon Kirk, business manager; Jim Hyatt, shaftsuperintendent; Rob Stark, equipment manag-

er; Duke Wilhite, surface superintendent;

Satoshi Akai, SE M engineer ; Yoshi Sawamoto,equipment manager ; Tomo Kudo, EPB tunnelengineer; Bob Clucas, structural manager;Darrel Dobson, structural superintendent,Russell Nash. Information: (206) 262-0665.

Bothell

Brightwater Conveyance System -East ContractKenny/ J.F. Shea/Traylor J V

King County awarded the BrightwaterPr oject t o the J oint Venture of KennyConstruction (Sponsor) / J.F. Shea Co. andTraylor, on Dec. 29, 2005 after a lengthy protestby the second bidder, Jay-Dee/Coluccio, JV. The$130,848,700 project will get under way in

February 2006 after the Jan. 30 notice toproceed. Scheduled completion is Aug. 28, 2009.

It is the first of the major projects sched-uled by King County to complete theBrightwater System. The East Contract con-sists of the following major element s: 14,050 ftof 18 ft, 10 in. EP B TBM mined tunnel using16 ft, 8 in. ID bolted, gasketed precast con-crete segments for a primary liner; installingand grouting 14,200 ft each of 48-, 66- , 27-,

and 84-in. in diameter pipes inside t he t unnelalong with three runs of fiber-optic cable;2,430 ft of 72 in. in diameter microtunnelincluding three shafts including structures;one intercepting structure to mine from thatis 74 ft deep and 80 ft in diameter with 130-ftdeep slurr y diaphragm walls, tre mie slab andfinal concrete wall lining; one Influent PumpStation shell 83 ft deep, twin 84 ft ID cells,with 160 ft deep slurry diaphragm walls,

tremie slab, and final lining; two short 12 ft indiameter connector tunnels; one extractionshaft 40 ft deep x 40 ft wide and 140-ft long forconnection to new t reat ment plant piping.

The site utilities and screen/sound wallfence has been completed and the guide walls

for the 130 ft and 160 ft deep slur ry wall pan-els is underway. Bencor, the slurry wall sub-contractor, will start the actual slurry wallexcavation in early J une with a lat e Octoberscheduled completion. This will be followed by

the lining of the slurry wall shafts and themining of a microtunnel drive from the (min-ing) shaft before the 19 ft, 4 in. in diameterLovat E PB will be erected in the shaft. TBMlaunch is expected for summer 2007 TBMlaunch is expected.

Inquiries can be directed to Ted Budd atKenny Construction Co. at 250 NorthgateParkway, Wheeling, IL 60090. Phone (847)541-8200, Fax (847) 541-8838, E-mail: ted-

[email protected].

WISCONSIN

Milwaukee

E lm Road Generating Plant -Cooling Water Intake SystemKenny Constr uction Co.

The overburden excavation using a 32-ftID caisson meth od to the r ock (80 ft dee p) forthe first of three land based shafts was

completed and the rock drilled and shot tothe t op of the tunn el and TBM erect ion cham-ber. The 200-ft deep shaft was lined and thedrilling and shooting of the 30-ft horseshoeerection chamber started. The erectionchamber for the insert ion of the 27 ft, 4 in. in

diameter TBM will be completed in late May.

Once complete, the 27 ft, 4 in. TBM that isnearing completion of its rebuild will bedelivered to the shaft and erection star ted.

The first season dredging operation in theIntake channel has been completed and steelsheeting work in the existing inlet channelhas st ar ted. This will be followed by the dock wall steel sheeting cofferdam placementfollowed by the s econd deep land based shaft .

Ted Budd: tunnel division manager ; Paul

McDermott: pr oject manager; J on Isaacson:project engineer; Austin Cooney: home officesponsor. I nformat ion: (847) 541-8200.

Milwaukee

Northwest Side Relief SewerShea/Kenny J V

The pr oject is being demobilized with finalpunch list work being completed. The job is

de-mobilized and the rema ining crew will bemoving over to the Harbor Siphons Project.The American Public Works Associationannounced that this project Northwest Relief Sewer was awarded Public Works Project of the Year and Dutch Vliegentha rt and RogerMaurer will be individually honored at a cer-

emony in Kansa s Cit y, Mo. on Sept . 11, 2006.Project manager: Dutch Vliegenthart,

project engineer: Carl Christianson, master

mechanic: Keith Walters, office manager:Bonnie Senkowski. Information: (414) 258-2510.

Milwaukee

Har bor Siphons P rojectShea/Kenny J V

The $87 million job is scheduled to startmobilizing in June .

CANADABRITISH COLUMBIANorth Vancouver

Seymour-Capilano Filtration Project(SCFP ) Bilfinger Berger (Canada) Inc.

The two new 3.88-m diameter RobbinsMB 264-310 conventional hard-rock TBMsmachines will sport 19-in. cutters, and can bereconditioned for other work up to 4.2 m. Totalcutte rhead power 3,000 kW with up to 8.3 rpmrotation speed. Installation of the two TBMunits will begin in May. The TBMs will be low-ered down the 11-m ID x 180-m deep SeymourAccess Shaft and assembled in the Shaft basechamber. Mucking will be by locomotive and

high capacity shaft buckets, utilizing anintegrated Bilfinger Ber ger system design.

The TBM drives will be approximately7,130-m long and down drive to elevation -150

asi to Capilano, adjacent to the Cleveland Damand underneath the newly constructed pumpsta tion will be launched in ear ly summer 2006.Two 4-m raise-bore holes will connect theCapilano shaft bottom chamber t o the sur face,and 3-m ID steel pipe liner will be installed in

selected areas of the excavations.GVRD-Tom Morrison, senior project engi-

neer tunnels; Doug Neden, manager watertreatment engineering, Goran Oljaca-seniorengineer. PLA - Andy Saltis- area manager tun-nels, Jeff Spr uston-PM for SCF P, BrianGardner-project director & VP pr oject ser vices.HMM Dean Brox- RE , Joe Rotzien-ARE (geol-ogy-Golder as sub t o HMM-Grant Bonin). BBC-Christian Genschel-PM, Joseph Messner-CM.

Information: Andy Saltis (604) 982-3197.


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M i c r o t u n n e l i n g, Ja c k & B o r e , C o n v e n t i o n a l T u n n e li n g an d

P ip e Ja c k in g . F o r m o r e in f o r m a t i o n o n o u r s e r v i c e s, v i si t

o u r c o m p a n y st o r e fr o n t o n w w w . t u n n el in go n l in e .c o m .

www.huxtedtunneling.com

3208 17 t h S t r ee t EastP al m e t t o , F L 3 4 2 2 1

P h : 9 4 1 - 7 2 2 - 6 6 1 3F ax : 9 4 1 - 7 2 2 - 6 61 5

Microtu nneling Pipejacking

Sliplin ing • Tunn eling

Guided Boring

www.akkerman.com

Akkerman Inc.

58256 2 66th St . Brow nsdale, MN 55918 USA

507-567-2261 • 800-533-0386

Fax: 507-567-2605

E-m ail: akk@ akkerm an.com

www.laynegeo.com

Web Directorytunnelingonline.com

Rea de r Service Num be r 100 Rea de r Service Num be r 101

Rea de r Service Num be r 102 Rea de r Service Num be r 103





7/30/2019 2006-06-01



Business C a rd s







24 hour toll free

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7/30/2019 2006-06-01



Eve nts C a lenda r

Ad Index

June 2006

10-15 Nort h American Tunneling, Chicago, UCA of SME

Ph: (612) 825-8933, Web: www.auaonli ne.org

30-31 Vancouver Rehab Roadshow, Vancouver,

Benjamin Media Inc., Ph: (330) 467-7588Fax: (330) 468-2289, E -mail: info@benjam inmedia.com

Web: www.rehabroadshow.com

August 2006

15-16 Vancouver Rehab Roadshow, Vancouver,

Benjamin Media Inc. , Ph: (330) 467-7588

Fax: (330) 468-2289, E -mail: info@benjam inmedia.com


September 200 6

10-13 APWA International Public Works Congress &

E xposition, New Orleans, APWA

Ph: (816) 472-6100, E -mail: [email protected] ks.org15 9th Annual DFI-CSCE Geotechnical Seminar, Berlin,

Conn., DFI , Connecticut Society of Civil E ngineers

17-20 TAC National Conference, Vancouver,

Tunneling Association of Canada, Ph : (780) 401-8286,

Web: www.tunnelcanada.ca

October 2006

4-6 31st Annual Conference on Deep Foundations,

Washington, D.C., Deep Foundations Inst itute

Ph: (973) 423-4030, Fax: (973) 423-4031

30-31 Valley Forge, Pa., Rehab R oadshow, Valley Forge, Pa.

Benjamin Media I nc. , Ph: (330) 467-7588,

Fax: (330) 468-2289 E -mail: [email protected]


21-25 WEF TEC 2006 Annual Conference & E xpo, Dallas,WE F, Ph: (800) 666-0206

January 2007

22-26 World of Concrete 2007, Las Vegas

Ph: (414) 289-4141

Web: www.worldofconcrete.com

April 2007

15-20 No-Dig 2007, San Diego

Ph: (330) 467-7588 Fax: (330) 468-2289

May 2007

5-10 ITA-AITES World Tunnel Congress 2007,Pr ague, Czech Republic, ITA

Web: www.i ta-ai tes.org

June 2007

10-13 RE TC, Toront o, SME , Ph: (303) 973-9550,

Fax: (303) 979-3461, E-mail: davis@smenet .org

September 200 8

22-27 ITA-AITE S World Tunnel Congress 2008, New Delhi, India, ITA

Web: www.i ta-ai tes.org

Advertiser . . . . . . . . . . . . . . . . . . . . . . . .PG . . . . .RS

2007 No-Dig Call for Papers . . . . . . . . . . . . . . . . . .38 . . . . . . . .19

Akker man I nc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 . . . . . . . .15

Akker man I nc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .104

Allent own . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 . . . . . . . . .2

American Commercial . . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . .6

ARUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 . . . . . . . .24

ASFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 . . . . . . . .10

Bar bco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .106

Bekaer t Cor p. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 . . . . . . . .54

Boart Longyear Inc. /

Const ruction Dr illing Division . . . . . . . . . . . . . . . .35 . . . . . . . .17

Bradshaw Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 . . . . . . . .23

Br ierley Associates L LC . . . . . . . . . . . . . . . . . . . . . . .9 . . . . . . . . .5

Cellular Concret e . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 . . . . . . . . .8

ChemGr out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 . . . . . . . .28

Hatch Mot t MacDonald . . . . . . . . . . . . . . . . . . . . . . .28 . . . . . . . .13

Herrenknecht Tunnelling

Syst ems U SA, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . . . . . . . .25

Hobas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .100

Howden Buffalo . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 . . . . . . . .12

Huxt ed Tunneling . . . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .102

Icon Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 . . . . . . . . .9

J acobs Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 . . . . . . . .29Kenny Const ruction . . . . . . . . . . . . . . . . . . . . . . . . . .34 . . . . . . . .16

Advertiser . . . . . . . . . . . . . . . . . . . . . . . .PG . . . . .RS

Layne GeoConstr uction . . . . . . . . . . . . . . . . . . . . . .23 . . . . . . . .11

Layne GeoConstr uction . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .101

Linabond . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 . . . . . . . . .3

Messe Ber lin GmbH . . . . . . . . . . . . . . . . . . . . . . . . .39 . . . . . . . .20

Naylor P ipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 . . . . . . . .21

Nicholson Const ruction . . . . . . . . . . . . . . . . . . . . . . .45 . . . . . . . .30

No-Dig Sewer s Without a Trench . . . . . . . . . . . . . . .48 . . . . . . . .52

Palmier i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 . . . . . . . .53

Par sons Br inckerh off . . . . . . . . . . . . . . . . .Back Cover . . . . . . . .27

Pr ime Resins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 . . . . . . . .51

Raisebor, a division of

Cowin & Company Inc. . . . . . . . . . . . . . . . . . . . . . . .9 . . . . . . . . .4

Rocscience, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 . . . . . . . . .7

Shaft Dr illers I nter national . . . . . . . . . . . . . . . . . . .48 . . . . . . . .50

Tensar E ar th Technologies . . . . . . . . . . . . . . . . . . . .37 . . . . . . . .18

The R obbins Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 . . . . . . . .14

The R obbins Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .103

Towill, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 . . . . . . . .31

Tunnel Business Magazine Reprints . . . . . . . . . . . .48 . . . . . . . .55

Tunnelingonline.com . . . . . . . . . . . . . . . . . . . . . . . . .47 . . . . . . .107

Tunnelingonline.com Bookst ore . . . . . . . . . . . . . . . .42 . . . . . . . .32

URS Corporat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 . . . . . . . . .1

URS Corporat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 . . . . . . . .22Vancouver R ehab Road Show . . . . . . . . . . . . . . . . . .51 . . . . . . . .26

7/30/2019 2006-06-01


The New Austrian Tunneling Method

(NATM) was formally introduced to the

United St ates in 1984 by Ilbau of Austr iaon the WMATA B-10 a/b Project in

Washington, D.C. For more than 20 years

there has been an ongoing debate in

North America if this is a viable method

of tunnel construction or a clever plan

created by the Austrian Tunnel Mafia (no

affiliation with Tony Soprano) to exploit

the N orth American market.

I have been involved with NATM in

various capacities from its introduction

in 1984. I have seen it replace heavy steel

sets t o create a more efficient initial sup-

port, introduce PVC membrane water-proofing and thus provide owners dry

tunnels, rep lace special forming systems

for final lining applications and pr ovide an

overall efficient tunnel construction sys-

tem wher e it is not pr actical or economical

to use a t unnel boring machine.

NATM has an image problem that

requires the services of a good public

relations manager. North American

contractors have had many bad experi-

ences with NATM. One well-known

individual has referred to it as “Not A

Tunneling Method.” They have had

difficulty making a profit with NATMprojects as frequently specifications were

bastardized and the contracts written

around the hard dollar, fixed-quantity

format, as owners did not write contr acts

to take full advantage of NATM.

North American-based engineering

companies were slow to adap t to NATM,

the progressive firms joint ventured

with Austrian companies and expanded

their knowledge. Other firm s attempt ed

to mask NATM and repackage as the

SE M (Sequential Excavation Method)

or referred to it as the North AmericanTunneling Method as they felt t hey were

using rock bolts and shotcrete before

the Austrians arrived.

Most major engineering companies now

offer NATM design services as part of

their repertoire. We have four major

underground NATM projects upcoming

for bid in North America in the next year.

The str ucture of the contracts will vary but

in all cases the owner wants a serviceable

tunnel at a fair price and the contractor

wants to make a profit commensurate

to the risk and capital (monetary and

personnel) expended to the project.

The upcoming projects will present

a challenge to the North American

underground construction industry andwill require the knowledge and services

available from the domestic and interna-

tional underground construction indus-

try inclusive of the country where the

real NATM experts are located (just ask

them) — Austria.

In an attempt t o promote t he exchange

of industry knowledge and awareness, I

organized a small industry seminar in

Austr ia in late 2005 called “NATM Tunnel

Construction in Austria.” We viewed a

NATM highway rock tunnel construction

outside of Innsbruck, where the advancerate was twice that typical to North

America. The contr actor was on schedule,

the engineering company was satisfied

with the quality of the work being

performed and the owner advised that

the project was under budget.

We viewed a soft gr ound NATM subway

project under construction in Vienna,

where running ground was encountered,

ground freezing and horizontal jet gr outed

pile support systems were designed,

change order agreed to and work complet-

ed in a time frame that enabled the project

to remain on schedule.Can we take this underground

construction competency and culture

that exists in Austria, where the same

workers are together from project to

project, where the owner takes full

responsibility for the geology encoun-

tered, where contracts are structured

such that the contractor is paid for all

the mat erials used to safely support and

construct the tunnels and transplant it

to North America? Of course not. But

we can learn from what is being done in

NATM projects in Austria and improveour N ATM projects in Nort h America.

Tunnel WorkersIn Austria, we observed workers

performing a ballet with heavy tunnel

equipment, we must train and retain

skilled workers in our industry so that

each project is not a new starting point.

Incentives must be put in place that

rewards workers for quality as well as

productivity, a “Blow and Go” mentality is

not beneficial to NATM constr uction prac-

tices. Workers must also be provided the

proper equipment to perform the work.

TunnelContractors

The industry must learn that it is not

bad for a contractor to make a profit on a

NATM project. The contractor must put

trained and talented first line supervision

and project management personnel on site

and not people who wing-it because that is

how they built it in 1977. A project-tr aining

program needs to be implemented prior to

and during the construction process so all

people are familiar with the project design

requirements.

Engineering Companies

Consulting engineers have an impor-tant industry role, they are the “indus-

try expert” on whom the owner must

rely. They market this ser vice to secure

the design contract then in the heat of a

confrontation, under the advise of their

legal consul, they defer the decision

to an owner who frequently does not

under stand and t akes a non-cooperat ive

position in dispute resolution. For

NATM to work effectively, major deci-

sions need t o be made and implemented

on a t imely basis at the project level by

the project construction team. All par-

ticipating part ies must have leader s and

not followers in these project positions.

OwnersNATM construction requires a knowl-

edgeable owner who understands his

ownership position and its associated

responsibilities. The ground conditions

are the ultimate responsibility of the

owner and not the contr actor. In Austr ia,

we obser ved the owner taking this respon-

sibility and going as far as hiring a tunnel

survey/scanning company to document

the project under construction and pro-vide the information online to all parties

involved inclusive of instantaneous infor-

mation at the tunnel heading. This needs

to be considered for North America.

NATM is still controlled to a degree

by the Austrian Tunnel Mafia, but t here

is a reason for this — they are good at

what th ey do. And we in Nort h America

should lear n and observe. We must meet

the upcoming project challenges, but it

can be done right in Nort h America.

David R. Klug, is president of David R. Klug

& Associates Inc., based in Pittsburgh.


M y Tu rnNATM — It Can Be Done Right in North America

by David R. Klug

7/30/2019 2006-06-01



Bringing Qualit y Trenchless Education to Y our R egion

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Contact info:

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P h : 330.467.7588 Em ail: info@ benjam inm edia.comVisit www.rehabroadshow.com for up dates!

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