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Reader Service Number 1

TBM: Tunnel Business Magazine (ISSN 1553-2917) is published six times peryear. Copyright 2007, Benjamin Media Inc., P.O. Box 190, Peninsula, OH 44264.USA All rights reserved. No part of this publication may be reproduced ortransmitted by any means without written permission from the publisher. Oneyear subscription rates: complimentary in the United States and Canada, and $69in other foreign countries. Single copy rate: $10. Subscriptions and classifiedadvertising should be addressed to the Peninsula office. Postmaster return form1579 to TBM: Tunnel Business Magazine, P.O. Box 190, Peninsula, OH 44264.USA

ColumnsEditor’s Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4New York City Subway ... 100 Years and Counting

by James W. Rush

North American Tunnel Project Update . . . . . . . . . . . . . . . . . . 35A recap of recently completed, current and future tunnel projects

by Jack Burke

DepartmentsBusiness Briefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Global Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

CONTENTSCONTENTSFebruary 2007

26

14Photo provided by the Milwaukee Metropolitan

Sewerage District (MMSD)

Tunnel Business Magazine 3February 2007

Cover StoryMilwaukee Below the Surface 14The Milwaukee Metropolitan Sewerage District (MMSD) has builta network of tunnels that have helped to reduce the number ofsewer overflows and accommodate growth within the GreaterMilwaukee area. Today, it continues to plot a course for cleanerwater with its tunneling program.

By James W. Rush

FeaturesBetween Rock and a Hard Place 18A state-of-the-art telescopic belt conveyor recently helped to makeconstruction on the MGM Tower in Las Vegas possible.

Working Beneath the Surface 22Milwaukee uses evasive shotcrete repair techniques for vitalsewer repair program.

Soil Preconditioning, Conditioning &Lubrication for Tunneling with an EPB Shield 26Soil conditioning for earth pressure balanced (EPB) shields is notjust a requirement, but a necessity.

By Gil Garcia

ITA World Tunnel Congress 2007 30The ITA-AITES World Tunnel Congress & 33rd ITA GeneralAssembly will be held in Prague, Czech Republic, May 5-10.

Tunnel Business Magazine4 February 2007

New York City Subway … 100 Years and Counting

While doing research for a recent article on the engineering firm Parsons Brinckerhoff, it was interesting tonote how intertwined the company is with the construction –past and present – of the New York City subway system.The company today is still involved in many aspects of thesystems improvements.

The company’s founder, William Barclay Parsons, set upshop as a consulting engineer in 1885 with the intent oflanding the contract for the construction of the subway. Atthe time, city planners were actively pursuing the idea ofbuilding a buried railroad, at the same time that otherleading cities were in the process of planning or buildingsimilar schemes – London, Paris, Glasgow and Budapest. Construction of thefirst portion of the New York subway didn’t start until 1900 (Delays in getting a project started? Hard to believe …), and was finally completed in 1904. In theintervening years, the system has been expanded and improved, up until aboutthe mid-20th century.

Today, major upgrades to the systems are being planned, including the SecondAvenue Subway, East Side Access, No. 7 Line Extension and new trans-Hudsontubes, as well as the Fulton Street Transit Center project. It’s an exciting time forunderground construction in the region and thrives on one of the most heavily trafficked subway systems in the world. The subway system has gained almosticonic status in New York, nationwide and even abroad. Its appearance is familiarto people who have never ridden the subway through film and TV, which got methinking about memorable NYC subway moments from the big and small screens:

• The French Connection – One of the most famous chase scenes in film history takes place under an elevated train, but another memorable scene inthe subways shows the bad guy giving Gene Hackman the slip.

• Seinfeld – The Upper West Side’s infamous quartet – Jerry, George, Kramerand Elaine – have their separate misadventures in an episode titled “TheSubway.”

• Teenage Mutant Ninja Turtles – I never actually saw this one and only recentlybecame acquainted with the Turtles through my school-aged children, butthese reptile crime fighters call the underground home.

• Escape From New York – The incomparable Snake Plissken (no, he’s not dead)rumbles in a subway-station-turned-battle-arena to rescue the President andsecure his own release from the anarchical prison of Manhattan Island.

• Ghost – OK, so I’m running out of ideas and happed to see this scene on TBSrecently. The scene shows Patrick Swayze, recently joining the ranks of theundead, learning the spirit world’s version of parlor tricks in an NYC subway station.

There are many, many more, and, and with the host of new projects being planned and built, there will be many more settings to choose fromfor the next 100 years.

Regards,

James W. RushEditor

Editorial Council

EDITORIAL & ADVERTISING OFFICES1770 Main St., P.O. Box 190 Peninsula, OH 44264 USA

Ph: (330) 467-7588 • Fax: (330) 468-2289 Internet home page: http://www.tunnelingonline.com

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EDITOR’S MESSAGEEDITOR’S MESSAGE

Bernard P. KrzysPublisher

Richard J. KrzysRobert D. Krzys

Associate Publishers

James W. RushEditor

Nick ZubkoAssociate Editor

Sharon M. BuenoKatherine Fulton

Keith GribbinsBrad Kramer

Jason MorganContributing Staff Editors

W.M. ConleyCreative Director

Edward A. HaneySenior Graphic Designer

Sarah E. HayesChris Slogar

Elizabeth C. StullGraphic Designers

Kelly DadichMarketing Manager

Dan SiskoRegional Sales Representative

Alexis R. TarbetCirculation Coordinator

ChairmanGary Brierley, P.E.Brierley Associates, Denver

Randy Essex, P.E.Hatch Mott MacDonaldRockville, Md.

Roberto GonzalezIzquierdoMoldequipo InternacionalTepotzotlan, Mexico

Dr. Levent Ozdemir, P.E.Colorado School of MinesGolden, Colo.

Bob PondFrontier-KemperEvansville, Ind.

George YoggyGCS LLCAllentown, Pa.

William H. EdgertonJacobs AssociatesSan Francisco

Joe GildnerSound TransitSeattle

Boro LukajicConsulting EngineerMississauga, Ont.

Dru DesaiDMJM+HARRISBaltimore

Ted BuddKenny ConstructionWheeling, Ill.

David CaidenArupNew York, N.Y.

Rick Switalski, P.E.NEORSDCleveland, Ohio


TAC Meets in VancouverTunneling professionals from Canada, the United States,

Southeast Asia and Europe took part in the 19th CanadianTunnelling Conference, held Sept. 18-21, 2006, in Vancouver.The event was sponsored by the Tunnelling Association ofCanada (TAC).

Dr. Evert Hoek presented the keynote address on theEgnatia Highway tunnels in northern Greece, a challengingproject involving some 75 tunnels with a cumulative length of100 km, many in difficult, weak ground conditions. Dr. Hoekwas also presented with an award by TAC to recognize hiscontributions to education, research and design of tunnels.

Canada’s robust tunnelling industry was well represent-ed. The development of and progress on two pairs of twintunnels currently under construction in Vancouver, fortransit and for water transfer, were presented. The world’slargest hard rock TBM, at 14.4 m diameter, had just beencommissioned at the Niagara tunnel in Ontario. The recenthistory and the approval process for soft ground tunnels inthe greater Toronto area, notably York Region, were alsohighlighted. Quebec, Canada’s hydroelectric powerhouse,was well represented with two papers on the recentToulnustouc hydro development. In a related paper,authors from Sandvik in Finland described the technologi-cal advances in drilling jumbos that were put to the testin the tunnel.

Canada’s mining industry was represented, in particularwith a paper on the development and construction of shafts inthe Sudbury mining district up to 1,700 m depth for access and ventilation.

The West Coast ofthe United States iscurrently an activetunneling theater,and attendees werebrought up to dateon tunnels in Seattleand Sacramento.Other internationalcontributions cov-ered tunnels inBangkok clay, hydrotunnels in thePhilippines, theGotthard base tun-nel in Switzerlandand the Porto metrotunnels and stationsin Portugal.

Claude Berenguier, Secretary General, and Dr. HarveyParker, President, attended on behalf of the InternationalTunnelling Association. Dr. Parker made a presentation to theconference on the role of ITA and the need for bold and visionaryplanning. Tom Payton, Chairman of Underground ConstructionAssociation of SME, attended the conference and the planningcommittee meetings.

Following the technical program, the final day included atour of the Seymour-Capilano Twin Tunnel water transfer andtreatment project in North Vancouver and the Canada Linetwin transit tunnels in downtown Vancouver.


Business Briefs

A number of recent tunnel projects, includingToronto’s Sheppard Subway (pictured),

were highlighted at the 119th annual TAC conference, held Sept. 18-21 in Vancouver.

Status of Seattle Viaduct Replacement Tunnel UncertainThe plan to replace the elevated Alaskan Way Viaduct

with a tunnel got murkier in January following meetingsbetween state and Seattle officials. Washington Gov.Christine Gregoire has threatened that the state will moveforward with constructing an elevated highway to replacethe aging viaduct if the citydoes not put the issue to aballot before state lawmak-ers adjourn in April.

At issue is whether theexisting viaduct — an elevated structure — will bereplaced with a similarstructure or a tunnel. Thetunnel alternative is favoredby Seattle Mayor GregNickels, but some state law-makers are concerned aboutits cost of construction.

In a response to cost concerns, Nickels introduced a newalternative that reduces the six-lane tunnel into a four-lanetunnel and could potential shave $1.2 billion off the $4.6 bil-lion estimated cost - the so-called “tunnel lite” alternative.

Nickels and Seattle city council members had proposed anApril 24 votes, but the governor and others in Olympia

deemed that too late. According to published reports, statelawmakers are now considering two options - replacing theviaduct with another elevated structure of shifting funds toanother highway project — apparently signaling the demiseof the tunnel option.

The Alaskan Way Viaductis a double-decked, rein-forced concrete viaduct builtbetween 1952 and 1956.Along with I-5, it serves as amain north-south corridorthrough downtown Seattle.The future of the agingstructure was called intoquestion following the 2001Nisqually Earthquake thatrocked the area.

The elevated viaduct’sfoundations are in soil held

back by a seawall that also supports surface streets andadjacent structure. If the seawall were to fail, it could under-mine the integrity of the viaduct. The tunnel replacementalternative included strengthening the seawall.

In addition, the tunnel alternative would reduce noise andwould open space along the Seattle waterfront.

Schematic of the proposed Alaskan Way Viaduct tunnel.


Construction Equipment TheftRecoveries Rise Again in 2006

LoJack Corp. announced the results of its sixth annualConstruction Equipment Theft Study in a report that providesvaluable information on the growing problem of equipmenttheft — a problem that costs construction companies up to $1billion per year in lost assets, according to the NationalInsurance Crime Bureau (NICB).

According to the study, which analyzed LoJack stolen vehi-cle recovery reports for the calendar year 2006, more than$18.6 million in stolen construction equipment assets wererecovered by LoJack in 2006, up more than 18 percent from2005. Since LoJack entered the construction market in 2000,the company has recovered nearly $70 million in stolen con-struction equipment.

This year’s study showed that professional theft rings roseagain in 2006, with law enforcement discovering 14 theft ringsand chop shops (vs. 11 in 2005) through tracking and recover-ing stolen equipment that was equipped with the LoJackSystem. Through these discoveries, police recovered morethan $3 million in additional stolen assets that were notLoJack-equipped. In one theft ring bust alone in Los Angeles,police tracked a LoJack-equipped Ingersoll-Rand Skid Steerand recovered it along with more than $750,000 in additionalstolen construction equipment-much of which was intendedfor shipment overseas to Russia and Germany.

“Professional thieves see construction theft as a low risk,high reward theft opportunity,” said Richard T. Riley,LoJack’s Chairman and CEO. “Typically, the risk of beingcaught is low because equipment is difficult to trace and isoften located on remote, unsecured job sites. Since construc-tion equipment carries a hefty price tag, the rewards forthieves are high. That’s precisely why equipment owners need to have a solid action plan to protect their equipment and their businesses from theft. That plan should involvekeeping good records of all equipment, employing as much

physical security on the job site as possible and using productsthat not only attempt to deter thieves, but also track and recov-er equipment if it is stolen.”

The study also revealed that once again the newer equipmenton the job site is the most common theft target because of higher resale value. The types of equipment most frequencystolen are (in order):

1. Backhoe loaders, skip loaders, wheel loaders 2. Skid steers 3. Generators, air compressors, welders 4. Forklifts and scissor lifts 5. Light towers 6. Light utility/work trucks 7. Trailers

These equipment types represented more than 70 percentof all construction equipment recoveries documented byLoJack in 2006. More than 73 percent of the equipment stolenand recovered was five years old or less.

Rates of equipment theft and recovery were highest inthose states where rapid growth is fueling construction pro-jects. Additionally, theft rose in Louisiana this past year due toincreased construction following Hurricane Katrina.

Based on LoJack’s recovery data, the following are the top10 states with the highest occurrence of equipmenttheft/recovery: California, Florida, Texas, Arizona, Georgia,Nevada, New Jersey, Maryland, Illinois, Louisiana

The report also indicated that construction theft is a localissue. In 98 percent of the cases, the stolen equipment wasrecovered in the same state in which the theft was reported. It was either in a storage facility or in use on a local jobsite.Unlike auto theft, which has a higher incidence in major citiesaround the country, construction theft is not confined to citystreets and urban areas. Rather, it is often located in suburbanareas where construction growth is high.

Below is LoJack’s advice on how to protect equipment andbusinesses from the costly problem of theft:


Business Briefs

Equipment theft costs construction companies up to $1 billion per year in lost assets.

9February 2007 Tunnel Business Magazine

Keep Good Records Label all equipment with unique identifying numbers, includ-ing the following:

- Product Identification Numbers (PIN)- Owner Applied Number (OAN) - Consider marking above numbers in multiple locations

on equipment Keep accurate inventory records

- Record manufacturer, model number, year, PIN and purchase date for each piece of equipment

- Record serial numbers of each major component parts Consider registering your equipment with a national database

Focus on Physical Site Security When possible, fence in your equipment Park equipment close together and in a circle if feasible, withsmaller pieces in the center; chain small equipment to largerequipment

Communicate with law enforcement. Request more frequent patrols, especially in known high-theft areas

Use Theft Deterrents and Proven Recovery Systems Use immobilization devices such as wheel locks, fuel shut- offsor ignition locks

Consider installing battery-disconnect switches Use a proven tracking/recovery system that offers time-test-ed tracking technology and is integrated with police so thatrecovery is in the hands of the law.

Big Dig Tunnel ReopensTwo full travel lanes of the I-90 Eastbound Connector

Tunnel reopened Jan. 14, providing direct access to the TedWilliams Tunnel and Logan Airport/Route 1A.

Motorists traveling to Logan Airport/Route 1A from thewest will now be able to continue in the Connector Tunnelthrough the Ted Williams Tunnel directly to Logan Airport.

Since Sept. 1, 2006, ongoing ceiling repairs in theConnector Tunnel required I-90 Eastbound motorists to trav-el in a single lane through the Connector taking Exit 25 andthen re-entering I-90 East via an on-ramp to the TedWilliams Tunnel.

The detour to the South Boston Waterfront and LoganAirport for I-93 (Southeast Expressway) northboundmotorists continues via Exit 18 to the South BostonBypass Road.

The Eastbound Connector Tunnel had been closed follow-ing a July 10, 2006, collapse of a ceiling panel that resulted inthe death of 39-year-old motorist Milena Del Valle.

With a cost of $14.8 billion, the Big Dig is the most expen-sive highway project in U.S. history. The project replaced 3.5miles of elevated highway in the heart of downtown Bostonwith tunnel.


Preliminary Engineering JV Selected for New Trans-Hudson Tunnel

New Jersey Transit, as part of its Access to the Region’sCore program, has awarded a contract for preliminary designof the $7.2 billion Trans-Hudson Commuter Rail TunnelProject to THE Partnership, a joint venture of ParsonsBrinckerhoff (PB), STV Group and DMJM Harris.

The project includes a new tunnel under the Palisades inNew Jersey and the Hudson River to midtown Manhattan andan expanded rail station connected to the existing New YorkPenn Station. Concept plans call for construction of two side-by-side, single-track tunnels of 4.1 miles in length.

The tunnel would supplement the existing 100-year-oldAmtrak-owned Hudson River tunnel by doubling commuterrail capacity between New Jersey and New York. When com-pleted, it will help meet demand for rail service to New York’sPenn Station by expanding peak-period train capacity.

As the prime consultant on the project, THE Partnership isresponsible for preliminary engineering. Construction on theproject is scheduled to begin in 2009 with completion slated for 2016.

Founded in 1885, PB provides strategic consulting programmanagement, planning, engineering and construction management services for transportation, buildings, power andenvironmental projects. PB employs 10,000 professionals andsupport staff in more than 150 offices worldwide.

STV Group is a national leader in the planning and designof infrastructure, transportation systems and facilities. Thefirm provides full engineering, architecture, planning, environmental and construction management services. Withmore than 1,400 employees in 32 offices, STV is 100 percentemployee owned and one of the premier consulting firms inthe country. The firm was ranked 56th in Engineering News-Record’s Top 500 Design Firms survey.

DMJM Harris is the transportation flagship company ofAECOM Technology Corporation, ranked #1 in Transportationfor 2006 by ENR magazine. DMJM Harris has headquarterslocated in New York and Los Angeles, and has more than 2,200employees in the United States. The company specializes intransit/rail, highways/bridges, aviation, marine, planning, energy infrastructure, power and design-construct services.

NUCA Testifies Before Congress On Water Infrastructure, SupportsPending SRF Legislation

On Jan. 19, the National Utility Contractors Association(NUCA) testified before members of the HouseTransportation and Infrastructure Subcommittee on WaterResources and Environment to alert them to the necessity ofmaking funding for America’s environmental infrastructure apriority in the first session of the 110th Congress. NUCAlooks forward to the introduction of legislation that will reau-thorize the Environmental Protection Agency’s Clean WaterState Revolving Fund (SRF) program at substantially higherfunding levels for the next several years.

NUCA President Jim Stutler of Tierdael Construction inDenver, Colo., testified on behalf of NUCA at the hearing

“The Need for Renewed Investment in Clean WaterInfrastructure.” As an underground utility contractor, he wasable to provide the unique perspective of someone who hashad firsthand experience with the catastrophic consequencesof failed sewer systems.

“I’m here this morning to tell you about what is quicklybecoming an environmental crisis in America — the deteriorating condition of America’s wastewater infrastructure,” said Stutler. “You’ll hear this from some-one who has witnessed this problem up close while working torepair and rebuild these systems, and believe me the view fromthe trenches isn’t pretty.”

Stutler also praised the outstanding track record of the CleanWater SRF, a pragmatic, efficient and fiscally responsible program that provides states with the resources they need toaddress their wastewater infrastructure needs. Unfortunately,the SRF has faced repeated cuts in federal appropriations inrecent years, something NUCA believes the committee couldhelp alleviate through the legislation that is expected to beintroduced in the near future.

“Unfortunately, the lack of reauthorization has led tosignificant cuts in federal funding,” Stutler noted. “NUCAapplauds the committee for making SRF reauthorization apriority in the 110th Congress, and we once again stand readyto assist in seeing the bill become law. The time is now.”

NUCA pledged to support SRF reauthorization legislation,and stated that the Clean Water Council, a coalition of construction organizations chaired by NUCA, would take alead role in encouraging passage of the bill in the House and Senate.

“NUCA and the Clean Water Council have taken a lead rolein advocating legislation that would reauthorize the SRF formany years,” said Stutler, who added that the coalition ismade up of “organizations representing underground construction contractors, design professionals, manufacturersand suppliers, and others committed to ensuring a high quality of life through sound environmental infrastructure.”

Stutler also talked about the ongoing debate over long-term funding solutions, stating that NUCA supports severalalternatives that offer a dedicated source of revenue forwater and wastewater infrastructure rehabilitation.Acknowledging that legislation supporting that solutionwould take a significant amount of time to pass, he said: “Inthe meantime, SRF legislation will begin to address thisproblem by authorizing higher funding levels for this existingand successful program, which has done so much for our environmental infrastructure already.”

The oldest and largest national trade association workingsolely for the utility construction industry, the Arlington,Va.-based National Utility Contractors Association has anationwide network of chapters and represents more than1,500 company members that provide the workforce andmaterials to advance the water, sewer, gas, electric, telecom-munications and construction site development industriesacross the country. Founded in 1964, NUCA continues to bethe driving force for improving conditions in the industry byadvancing and protecting the profession in the legislativeand regulatory arenas and delivering the latest in safety andprofessional education.


Business Briefs

Coastal Drilling East Announces

Acquisition of SDIThe principals of Coastal

Drilling East LLC — Scott Kigerand Charlie Riggs — announcedthe acquisition of Shaft DrillersInternational (SDI), the worldleader in large diameter shaftdrilling. This acquisition com-bines the large diameter expertiseof North American Drilling and Zeni Drilling with the specialtygeotechnical capabilities ofCoastal Drilling East to create oneof the world’s most capabledrilling organizations.

By combining the experiencedstaff and technology, the SDI groupis now capable of completing holesfrom 2 in. to 20 ft in diameter todepths of greater than 3,300 ft whileemploying proven ground improve-ment techniques to tackle even theworst conditions. With a continuedfocus on consistent performance,innovation, safety and teamwork,SDI will continue to provide cus-tomers with solid performance, long-term value and strong relationshipsfor the years to come.

With the acquisition, the groupwill operate as subsidiaries of ShaftDrillers International and willmaintain the North AmericanDrillers, Zeni Drilling and CoastalDrilling East entities. This family ofcompanies will continue to operateout of SDI’s headquarters at 70Gum Springs Rd. in Morgantown,W.Va. For more information contactShaft Drillers International at (304)291-0175 or visit the Web site atwww.shaftdrillers.com.



Manitowoc Crane Group Names VP

Manitowoc Crane Group has announcedRobert M. Hund is joining its executiveteam as Vice President, WorldwideMarketing. Hund brings more than 18years experience to the post and will beresponsible for strategic planning, direc-tion, and execution of marketing functions.He succeeds and will report to LarryBryce, who was promoted in October tothe new role of Vice President, BusinessDevelopment for the Crane Group.

At Manitowoc Crane Group, Hund willwork closely with the executive team,regional leadership, and sales and mar-keting teams to set and implement globalmarket penetration efforts across allproduct lines. His focus will be on allaspects of marketing at the Crane Group,which include product marketing, market-ing communications and operational mar-

keting. He will also beresponsible for leadingthe global new productdevelopment team.

Hund comes toManitowoc havingspent the last 18 yearsat Caterpillar Inc. in avariety of roles. Hebegan his career as amanufacturing and systems engineer andlater transitioned to marketing workingwith construction and mining trucks. Heserved in international assignments forCaterpillar in Kuala Lumpur, Malaysia,and Munich, Germany.

Hund’s duties also included a post asSix Sigma Division Champion forCaterpillar’s Mining and ConstructionEquipment Division, where he managed ateam of Master Black Belts and wasresponsible to coach and mentor hun-dreds of Black Belts and Green Belts.

People

Hund

tunnelingonline.comtunnelingonline.comtunnelingonline.comtunnelingonline.comtunnelingonline.comtunnelingonline.com

Assembly of a Robbins 5.0 m (16.4 ft)diameter Main Beam TBM was complet-ed in September 2006 for the OlmosTransandino Project in Peru. The machinewas built in Robbins’ Austintown, Ohio,shop. Contractor Odebrecht PeruIngenieria y Construccion S.A.C. (OPIC)awarded the complete contract for theTBM, backup, spare parts, cutters, and

operations personnel to Robbins in spring2006. The TBM is scheduled to begin bor-ing in the first quarter of 2007.

The TBM willexcavate a 13.8 km(8.6 mi) section ofthe 20.0 km (12.4mi) Trans-Andeantunnel, over 1,000m (3,300 ft) abovesea level. TheAndes Mountainsrise more than1,800 m (5,900 ft)directly above thetunnel. The highcover creates sev-eral challenges,including highambient air tem-peratures of up to52 degrees C (125degrees F) in thetunnel.

Two interacting air-cooling systemswill help combat the high temperaturesin the tunnel. Air chiller systemsmounted on the backup deck and free-standing air chillers will cool the tunnelto 32 degrees C (90 degrees F) or below.

The TBM is capable of installingground support including roof bolts, wiremesh, ring beams and shotcrete for boringthrough the challenging quartz porphyryand andesite geology (UCS of up to 225Mpa or 33,000 psi). A probe drill mountedon the machine will be used in areas wherethere are anticipated fault zones and the

types of ground support installedwill depend upon the geologyencountered. The backup will fea-ture a two-TBM-stroke, double-track system for rail muck cars.Tunnel lining will involve installa-tion of cast in-situ concrete lining inareas of bad ground after the TBMis removed from the tunnel.

The Olmos Trans-andino Projectwill transfer water from high alti-tudes in the Andes to a reservoir atLimón Dam in Peru for hydroelec-tricity and irrigation. The tunnel willtransfer over 2.0 billion m3 (530 bil-lion gallons) of water annually fromthe Huancabamba River, a tributaryof the Amazon, to the Olmos Valleyon the Pacific Ocean watershed. Thewater will be used to irrigate 150,000ha (580 sq mi) of farmland and togenerate 600 mW of electricity at aproposed hydroelectric station.

The Peruvian national govern-ment and the Lambayeque regionalgovernment granted a 20-yearbuild-operate concession toConcesionaria Trasvace Olmos S.A.,a subsidiary of Norberto Odebrechtof Brazil, in July 2004.


Tunnel Business Magazine12 February 2007Tunnel Business Magazine February 2007

GlobalRobbins TBM Will Brave New Heights in the Andes

The 5.0 m (16.4 ft) TBM includes a unique air cooling system to combattunnel temperatures up to 52°C (125°F).

The TBM for the Olmos Transandino Project willbore a tunnel over 1,000 m (3,300 ft) above sea level.



MMiillwwaauukkeeeeBelow the SurfaceMMMMSSDD PPlloottss CCoouurrssee ffoorr CClleeaanneerr WWaatteerr wwiitthh TTuunnnneelliinngg PPrrooggrraamm

Formed in 1846 as the amalgamation ofthree communities nestled along the banksof the Milwaukee River and Lake Michigan,the City of Milwaukee today is home tomore than 570,000 people and the culturaland commercial center of Wisconsin.

Like many other cities of its sizethroughout the country, Milwaukee hasbeen actively engaged in upgrading itssewer and water infrastructure to keep

pace with environmental requirements aswell as the demands of a growing popula-tion. Over the years, the MilwaukeeMetropolitan Sewerage District (MMSD)has quietly built a network of tunnels thathave helped to reduce the number of seweroverflows and accommodate growth withinthe Greater Milwaukee area.

MMSD is a regional government agencythat provides wastewater treatment and

flood management services for 28 commu-nities in the Milwaukee area, serving 1.1million people in a 420-square mile servicearea. It was originally founded in 1913 asthe Sewerage Commission of the City ofMilwaukee to design and build a completesewage disposal system.

Early approaches to sewage disposalsincluded the construction of flushing tunnels, which tapped water from Lake

By James W. Rush

After spending about three months analyzing various options with Rust-Harza, the District rejected allbids in June 2004, with the goal of redesigning the projectto accommodate the budget. During the months followingthe rejection of bids, more detailed reviews and analyses ofoptions were performed with a recommended designapproach being agreed to in September 2004. In November,the Commission approved an amendment for the redesignof the Harbor Siphons project.

Rust-Harza began the redesign in December 2004; exact-ly one year after the first project was advertised. One yearlater in December 2005, the redesign was complete. Theproject was scale back, and did not include replacement of

existing MIS sewers. These were to be rehabilitated underfuture contracts.

The project was re-advertised in January 2006 and bidswere opened in March. Three bids were received with Shea-Kenny being the lowest at $87,255,000; the high was$102,850,000. In May 2006, the contract was awarded andexecuted and Notice to Proceed issued to Shea-Kenny.

Since beginning construction this past May, Shea-Kennyhas work proceeding at three locations: Jones Island WWTP,where ground freezing is in place and the siphon riser shaftis under construction; East Scott Street, where crews areconstructing a new splitting chamber and diversion struc-ture; and at East Erie Street, where they are constructing a


MMSD currently has $400 million worth of tunnel projects on thebooks that are scheduled to be completed by 2010. This is in

addition to more than $300 million worth of tunnels and rehab work completed since 2002.


new diversion structure and modifying the existing valvechamber. Valve chamber modifications are also planned forEast Bruce Street to alter the hydraulic capabilities of theexisting Harbor Siphons.

This project is scheduled to be completed in August 2009.

Future Tunneling WorksNorth 27th Street ISS Extension

The project consists of approximately 10,750 lf of 21-ft diameter concrete-lined rock tunnel ranging from 290 to 330 ftdeep. It is located in the cities of Milwaukee and Glendalebetween West Hampton Avenue and West Mill Road.Associated facilities include a control building, two accessshafts, a ventilation structure and about 25 lf of 8-ft finisheddiameter connection tunnel to the existing North Shore leg ofthe Deep Tunnel System. The project will add an additional 27million gal of storage to the system. Bids were due at the end of January 2007.

Canal Street Wet Weather Relief Sewer The project is located just south of downtown Milwaukee,

in Basin “D” of the MMSD’s Central MIS system. Theexisting MIS facilities in Basin “D” are hydraulically inadequate to convey current wet weather flows and becauseof this, recurring wet weather flows are frequently divertedto the District’s deep tunnel Inline Storage System (ISS). Thiscontribution of flows occupies tunnel storage volume andreduces the ability of the ISS to capture wet weather flows from other sources.

This project will convey wet-weather flows to the Jones Islandsiphons, which is currently under construction and is tributaryto the District’s Jones Island Wastewater Treatment Plant;thereby reducing the discharge of wet-weather flows to theDistrict’s ISS, and freeing up capacity in the ISS for wet-weath-er flows from other sources.

The project consists of approximately 13,800 lf of 84-in. diam-eter relief sewer and 200 ft of 54-in. diameter relief sewer, to beinstalled by tunneling methods, and 16 manholes ranging from20 to 70 ft deep.

The project’s alignment begins in the Menomonee Valley,which has geotechnically challenging soils; and proceedsbeneath Mitchell Park, which is home to the Milwaukee CountyDomes, and then generally beneath public streets to the connec-tion at the Jones Island siphons; with glacial tills expected inboth of these segments.

General sewer construction methods and work shaft locationswere selected along the alignment to minimize im-pacts on traffic, existing utilities, businesses and residents. The project isscheduled to advertise during the second quarter of 2007.

Barcaly/4th/Chase Metropolitan Interceptor Sewer (MIS)The project is located south of downtown Milwaukee, in Basin

“A” of the MMSD’s Central MIS system. This project will conveydry and wet-weather flows to the Jones Island siphons, which arecurrently under construction and are tributary to the District’sJones Island Wastewater Treatment Plant. The project consists ofapproximately 11,000 lf of 48- to 72-in. replacement sewer con-structed by tunneling methods, as well as miscellaneous sewer andmanhole rehabilitation work.

The majority of the tunneling will be in soft ground, how-ever, an outcrop of bedrock will be encountered in onestretch of the final selected route. The flexibility of routeswas somewhat limited due to the numerous connections thathave to be made to the existing sewer system.

The scheduling of the construction is also tied in to streetsthat are experiencing higher daily traffic volumes because of thereconstruction of the nearby Marquette Interchange that is thedowntown confluence of multiple Interstate highways. The pro-ject is scheduled to advertise during the third quarter of 2007.

On the HorizonThrough the work of the MMSD and its tunneling and other

wastewater programs, the average number of overflows peryear has been reduced from 50 to 60 to 2.5. The deep tunnelhas captured 64 billion gal of untreated wastewater sincebeing put on line in 1994. Current projects included in a stipu-lation with the State Department of Natural Resources, DNR,are scheuled to be complete by the end of 2010.

And while there are no major tunnels on the books in the nearfuture, Maurer says that doesn’t mean things can’t change.

“When we finished the deep tunnel in 1994, many people atMMSD felt the system would serve us for many years to come,”Maurer said. “We never thought we would be putting moredeep tunnels in seven years latter. You have to be constantlyaware of regulatory changes and changes in public opinion.”

James W. Rush is editor of TBM.

MMSD is using innovative repair techniques including cured-in-placepiping, shotcrete relining and sliplining to keep costs down, reduce

disruption and accelerate completion time.

W hile bright lights, casinosand fabulous hotels cometo mind when you hearsomeone say “Las Vegas,”

pervious concrete probably does not.But this zero-slump concrete mix isbecoming increasingly popular as thechoice mix in building parking lots andramps in Florida and California, wherefrequent storms are heavy and run-offcan pose an environmental hazard.

However, pervious is making itsdebut in the desert – on the Las VegasStrip at the MGM Residence Towers.All three MGM Residence Towersrequire a drive entrance on top of anunderground parking ramp. Familiarwith the benefits of pervious concretefrom its projects in Florida,Turnberry, the developer for this job,specified the mix as a proactiveapproach in preventing water run-off

from accumulating on top of, or leakinginto the underground parking area.

While the first two-thirds of thepour for the second tower wentsmoothly chuting from a ready mixtruck, the last third of the pour took adetour, according to Bob Sanders, theproject superintendent with MarnellCorrao Associates. The grade differ-ential for the last third of the perviouspour area was 30 in., which would notallow the trucks to back down to thepour. In addition, only five yards ofpervious could be poured at one timebecause of weight restrictions on theparking structure beneath.

With no room or support to maneu-ver, ready mix trucks with the pervi-ous concrete could not access the area.As a result, Sanders and his teamturned to Quinn Concrete Pumpingfor the only way to complete the job –

Quinn’s truck-mounted, telescopicbelt conveyor, the PutzmeisterTelebelt TB 130.

What makes pervious concrete so dif-ferent from conventional concrete is whatalso makes it so challenging to place. Aporous, gap-graded, permeable concrete,pervious is virtually unpumpable becauseof its make-up of Portland cement, littleor no fine aggregate, water admixtures,open-celled stones and gravel. The lack ofexcess water means that placement mustoccur very quickly.

A general rule of thumb for most per-vious placements is to keep constructiontraffic (primarily vehicular) away fromthe pervious pavement area during con-struction to prevent compaction of anyunderlying soil and loss of infiltrativecapacity. In the case of the MGMResidence Towers job, the Telebelt TB130 was the only equipment that could


With the use of a truck-mounted, telescopic belt conveyor, concrete canbe placed in tough-to-reach areas, including tunnels. In this example, theequipment allowed a contractor to complete three separate perviousconcrete placements at the MGM Residence Tower in Las Vegas.

Telescopic Belt Conveyor Helps to MakeMGM Tower Construction Possible

Between Rockand a Hard

PlaceTelescopic Belt Conveyor Helps to Make

MGM Tower Construction Possible


place the pervious mix with the conve-nience the project required.

Although pervious concrete has beenaround since the mid-19th century, it isdefinitely new to Las Vegas. “It was alearning curve for all of the workers,”Sanders says. “We found out that pervi-ous doesn’t require much finishing, andwe had to use a compactor to level thepervious out.”

He notes that Nevada Ready MixCorp. provided instructions and helpfulinformation on placing the perviousbecause they had already poured thefirst two-thirds of the 325-cu yd pour forthe second tower with their ready mix trucks.

Mike Sherwood, of Nevada ReadyMix Corp., had never used pervious con-crete on a job and was impressed withhow easy the pervious mix was to place.“It was not hard to produce the perviousconcrete mix,” he says. “Supplying thepervious went smoothly. We were wellinformed on the capabilities of the mixbefore the pour took place.”

According to Sherwood, most of theinformation was dispersed to them fromthe Southern Nevada ConcreteAggregate Association, the CaliforniaCement Promotion Council and the localchapter of the American ConcreteInstitute (ACI). Seminars were alsoheld to better educate the workers forfuture and upcoming pervious jobs. As aresult, the Nevada Ready Mix team waswell-prepared to undertake this mixrequest. “It was effective that we hadinformation and exposure to tackle thisproject,” says Sherwood.

Constructing the driveway requiredfirst installing a waterproofing system,then placing the pervious concrete. Thiswas then topped with a protectivesealant to prevent contamination of thepervious, 2 in. of sand, and finally, 2-in.brick pavers were positioned on top.

As Sanders explains, the drivewaycomposition prevents water from leak-ing into or accumulating on top of theparking structure, “Rain will go throughthe brick pavers, down through the per-vious and then finally the rain drainsinto the waterproofing system. That’swhy we used pervious, because it letsthe water filtrate through it to thewaterproofing system.”

Sanders and his team found this chal-lenging environment posed no obstaclefor the Telebelt TB 130, because of itsgreat placement versatility and itssmooth, fast conveying abilities.

When using a ready mix truck, woodplanks needed to be placed over the


In the case of the MGM Residence Towers job, Putzmeister’s Telebelt TB 130 was the only piece ofequipment that could place the pervious mix with the convenience the project required. With theThe challenging environment posed no obstacle for the truck-mounted conveyer, because of its

great placement versatility and its smooth, fast conveying abilities.

waterproof sealant layer that was laidbefore the pervious concrete mix so thetruck would not damage the work thathad been completed. This processrequired advance setup time.

With the TB 130 on hand, the readymix trucks were never close enough tothe site of placement to cause any dam-age. The TB 130 was able to maneuveraround the job site freely and place thepervious exactly where it was neededfor the 110-cu yd pour. Sanders notesthat Marnell Corrao Associates hasused Putzmeister Telebelts in the pastto place regular concrete mixes andbackfill on many projects, including theWynn Las Vegas Hotel.

Steve Heimark, Operations Managerfor Quinn Concrete Pumping, says theTB 130 handled the pervious concretevery well and welcomes more jobs thatrequire the versatility of a PutzmeisterTelebelt. “Certain jobs need a Telebeltto get the job done,” he says. “Our com-pany is ready to take on those tasks.”

“When we were told that the MGMResidence Towers drive entranceswould require pervious concrete, wewere surprised,” Heimark notes.However, he had no problem with thepervious and feels that this type of mixcould be a good thing for Las Vegas andits surrounding areas. “The ground inthe Nevada area doesn’t soak up waterwell at all,” he continues. “Las Vegascould get a half-inch of rain and down-town would be flooded. The rain runs ontop of the ground and can’t find a way ora channel to disperse or make it to aflood channel.”

According to Heimark, “As the cityhas grown, there has been an increasedeffort to find other possible flood chan-nels for the Nevada area. They’realways looking for better options fordrainage. Pervious may be one way toaddress this issue.” he says.

This article was submitted byPutzmeister America Corp.



The last step of the driveway construction; 2-in. brick pavers are placed on top of the 2 in. of sand for the second tower of the MGM Residence Towers.


WorkingBeneaththe Surface:

Milwaukee Utilizes Evasive Repair Techniques for Vital Sewers

Along the surface, everyday life contin-ues as usual; residents commute to work,businesses open up shop and pedestrianstraverse the sidewalks. But underneaththe streets, it’s not business as usual.

In Wisconsin, the Milwaukee Metro-politan Sewerage District (MMSD) is inthe midst of a large-scale rebuilding pro-gram – the Central MetropolitanInterceptor Sewer Improvement Project.Involving more than 50 miles of sewer torepair or replace, the project is one of thelargest the district has undertaken.

But while the work is large scale, thedistrict is employing methods that havethe least amount of impact on residents.One of the methods, shotcreting, involvesusing sprayed concrete to reline failingsewer pipes below the streets without digging up the old pipe.

Minimally intrusive techniques are vitalfor MMSD officials. “Working with busi-nesses, municipalities and state agencies,we’ve carefully scheduled work to minimize disruption,” said Kevin Shafer,executive director of the MMSD. “In addition, new technologies have allowedus to rehabilitate sewers without havingto close streets, bring in excavators anddig trenches to replace the pipe.”

In one section of town, MMSD turnedto a new shotcrete technology as part ofits sewer rehabilitation program.

ShotliningShotcrete Technologies Inc. of Idaho

Springs, Colo., has been in business forover 25 years developing new shotcreteapplications. The company has developeda system for lining/repairing all types ofculverts, pipes, shafts and tunnels from 18in. ID to 144 in. (12 ft) ID. This newprocess is quick, non-disruptive (i.e. noexcavation, traffic stoppage) and lessexpensive than conventional techniques.

The company’s system, dubbed “Shot-lining” is a one-step operation that con-structs a new, permanent “in-situ” liningusing a fiber-reinforced cementitious mixthat will develop a compressive strengthof 6,000 psi or greater in seven days. Theresulting lining is more acid and abrasionresistant and more impermeable thanordinary concrete. The pipe/culvert isready for use within hours of application.

The custom designed “Shotliner” spin-ning robot is operated via remote controlwith cameras and can travel several hun-dred feet at a time — around corners,down inclines and up declines. The spin-ner unit, as well as all of the other equip-ment, fits through a 3-ft manhole, so noexcavation is needed.



Putting the System to the TestShotcrete Technologies, subcontracting for Affholder Inc., performed the rehabili-

tation of a 9,000 lf of 60-in. ID sewer line for MMSD. Employing the Shotlining sys-tem, a ½-in. thick monolithic structural cementitious lining was applied with a 5,000-to 7,000-rpm spinner head. The material is a high-strength, non-shrink mortar liningwith high water impermeability and a bacterial inhibitor.

The project took place from November of 2005 through January 2006 with many sub-zero days. An average of 300 lf per day was completed — with a record day of 500 lfTwelve manholes from 30 to 80 ft in depth were also rehabilitated.

“We started out on-site testing in Milwaukee using a calcium-aluminate cement mix.We were not successful using this material for wet shotcrete. In spite of using variousretarders, we were never able to control the consistency of the mix, i.e. the set time,”said Kristian Loevlie of Shotcrete Technologies.


“Eventually we settled on our proprietary mix, which is a non-shrink, waterproof mix of sand, cement, Pozzolon and KFA. Withthis mix we were able to continuously apply a minimum ½-in.thickness at a speed of 6,000 rpm, and do up to 500 lf per day.”

Before the Shotlining could commence every morning, theAffholder crew pressure-washed, plugged inlets and preparedfootage that was to be lined with the repair material that day.Shotlining normally commenced by 10 a.m.

Delivery SystemA continuous supply of material was key to the success of the

operation. The proprietary mix was bagged and delivered to thesite by Quickcrete in Milwaukee. On the surface, we mobilizedtwo 1-cu yd remixers that delivered the material to an AllentownMagnum piston pump with a 1 ½-in. hose to provide the neces-sary steady stream of mortar. A 250-cfm compressor was theonly air requirement.

It was important for repair methods to be non-dis-ruptive to keep traffic moving. By using shotcrete,MMSD was able to avoid digging up the streets.

The underground gear that all fitthrough the 3-ft ID manhole openingsincluded the Shotline spraying setup, noz-zle, sled, winch and unique spinning headmounted on the sled. A five-man crewhandled the process from mixing to finalapplication. The winch speed was setbased on the ID of the pipe, the overalldesired thickness and the material volumepumped per minute.

The cohesiveness of the mix, and thehigh velocity of the application resulted inalmost no rebound. In the case of somewater in the invert, often a ½ in. or more,crews included cellulose in the mix so thein-place mix would not be affected orwashed out by water.

Lateral pipes/inlets were of no concernbecause during spaying, shotcrete buildsup around the opening and does not bondunless the material is sprayed perpendic-ular to the surface. If not sprayed with theproper angle, the mix will end up as grav-el to be washed away. This repair methodeliminates the need for re-opening later-als and the risk of leaks between the mainand laterals.

Major challenges included freezingweather, black water days and the learning curve on a new technical applica-tion for the owner, engineers and generalcontractor.

On the last day of rehabilitation, crewshandshot a chamber at 6th Street and shot-lined nine manholes. An MMSD inspectorwas on site every day and Rust/Harzaengineering oversaw and inspected theunique project. The videotaped resultswere approved and accepted.



The spinner unit, as well as allof the other equipment, fitsthrough a 3-ft manhole.

Soil Preconditioning,Conditioning &Lubrication for EPB TunnelingBy Gil Garcia

It is widely known thatsoil conditioning forearth pressure balanced

(EPB) shields is not just arequirement, but a neces-sity. Some of the mostcommon benefits associ-ated with the use of foamas a soil conditioner are:

Reduction of friction between theexcavated soil and the variousinternal mechanical components ofthe EPB.

Reduction of cutterhead andscrew(s) torque.

Change in the fluidity characteris-tics of the excavated soil from abrittle-solid to plastic-solid leadingto improved face stability duringtunnel.

Current ConditioningKnowledge

The current soil conditioning knowl-edge for EPB shield tunneling consistsof the utilization of surfactants and poly-mers mixed with water at a 1:9 ratio.The solution and compressed air isinjected into a foam generator gun tocreate foam that is injected at the cut-terhead face, in the mixing chamber andin the screw conveyor. In general, thereis a foam generator for each injectionport since the foam injection rate (FIR)can vary per injection port.

Although the use of soil conditionersis of key importance for EPB shieldtunneling, there is no quantitative orqualitative method to determine theconsistency of the conditioned soilmainly because it requires extensiveknowledge of: rheology, paste flowextrusion and mechanical engineering;three fields of learning not quite wellknown to the average tunnel engineer.

Therefore, there is no technical speci-fication from design engineers for itsapplication and usage but a few pre-con-struction laboratory tests that provideguidance to the contractors and they areusually performed by the soil condition-er supplier just prior to tunneling.

So, how can we improve the current

soil conditioning knowledge for EPBshield tunneling? To do so, the authorparticipated in the construction of thefollowing tunnel projects through avariety of geological conditions anddeveloped a new approach that con-sists of soil preconditioning, condi-tioning and lubrication for EPBshield tunneling. Additional informa-tion will be released as the doctoralthesis on the subject is completed andapproved.

1 Hollyhills Drain Unit, Los AngelesCounty, Calif.: 586 ft of 102-in.diameter tunnel; geology: clayeysand, silty sand and sandy silt.

2 60-in. Brick InterceptorReplacement, San Jose, Calif.:Three drives totalling 1,990 ft of108-in. diameter tunnel; geology:lean and fat clay, silty clay, siltysand, silt, sand and gravel.

3 CEP to IMC Utility Tunnel, Indianapolis,Ind.: 2,016 ft of 9-ft diameter tunnel;geology: glacial till with boulders, poor-ly and well-graded sands and gravel.

New Methodology for

EPB Soil ConditioningThe new methodology for EPB shield

tunneling consists of three steps: soil pre-conditioning, conditioning and lubricationduring tunneling accompanied by theintroduction of slurry as an additional soilconditioner mixture.

Slurry is defined as a mixture of: surfactant, polymer, bentonite andwater that is mixed in a liquid formand injected either at the cutterheadface, the mixing chamber and/or screwconveyors depending on the geologicalconditions.

Soil preconditioning is defined asthe injection of soil conditioner (foamor slurry) through the cutterhead faceinjection ports, remolding of the exca-vated soil and extrusion of the soilthrough the face opening. The mainpurposes of the preconditioning are to:

Increase the reaction contact timebetween the excavated soil and thesoil conditioner.

Create a semi-solid paste that hasgreater workability than the in-situsoil while allowing the face support.Permit lubrication of the shield with



the unused portion of the soil conditioner.

As a general rule learned through the construction of 4,592 ftof tunnel, slurry was injected at thecutterhead face and foam was inject-ed inside the mixing chamber formatrixes consisting mostly clayeyand silty soils. For sandy soils, foamwas injected at the cutterhead faceand a smaller amount of slurry wasinjected in the mixing chamber. And,for coarse sands and gravely soils,thicker and binding slurry wasinjected at the cutterhead and thefoam injected inside the mixingchamber was generally dry.

Soil conditioning is similar to thecurrent knowledge with the excep-tions that it cannot be injected in thesame location as the slurry and thatthe FIR quantification is different.The foam and slurry can be injectedsimultaneously and alternatively ateither the cutterhead, mixing cham-ber and screw(s) through the sameports; therefore, no additional portsare required. The only additionalequipment required is a mixingtank, a storage tank and itsrequired plumbing and valves. Theformulations and details will be

available to the general tunneling industry as soon as theresearch work is formally completed.

Soil lubrication is similar to the concept utilized in pipe jacking


Due to the fluidity of the conditioned soil, conveying the spoil with belt conveyors is a little messy if too much slurry is injected. On the other hand, it allows crews to completely fill the muck car,

increasing overall demucking efficiency.


and microtunneling. However, one remarkable difference isthat it utilizes the residual slurry injected — either at the face orthe mixing chamber — to decrease friction between the shieldand the excavated tunnel. It can also reduce friction betweenthe shield and the excavated material, as it passes through theface openings, mixing chamber, screw(s) and discharge gate.

Soil Handling DisposalWhen utilizing the above new methodology for EPB soil con-

ditioning, the design engineers must pay special attention to soilhandling and disposal. The conditioned soil is rarely contaminat-ed by the either the slurry or foam since their injection quantitiesare much lower than the threshold limit established by the man-ufacturers. Also, the foam and slurry components have a shelf lifeof one to three days; therefore, just allowing the muck storageonsite over the weekend will make the soil non-contaminant.

Ironically, the problems associated with soil handling disposalare related to those benefits described under soil preconditioningstep. For example:

Due to the fluidity of the conditioned soil, conveying thespoil with belt conveyors is a little messy if too much slurryis injected. On the other hand, it allows crews to complete-ly fill the muck car, increasing overall demucking efficiency.

Since its permeability is greatly decreased, it takes severalmonths to completely dry out. A solution to this problem isto require that the muck is disposed and seeded with highwater-demand grass that can accelerate the drying process.

Surface Settlement and EPB

Shield PerformanceThe surface settlement recorded for each of the above

projects are impressive, to say the least. For the HollyhillsTunnel, although an extremely shallow tunnel in flowingsands, the maximum movement recorded by the inclinome-ter located 5 ft away from the tunnel was 5 to 7 mm. For the60-in. Brick Replacement Interceptor, the maximum settle-ment under the Hetch Hetchy water line that supplieswater to San Francisco was approximately 1 mm with acover of 8 ft of lean clay, silty sand and gravel; while; theaverage settlement for the Indianapolis Tunnel was 5 mmrecorded with extensometers placed only 2 ft above the tunnel crown.

Gil Garcia is president of GilCo Group Inc., Indianapolis, Ind.,and a Ph.D. candidate at the Colorado School of Mines, Golden,Colo. For information on GilCo Group, see the Business Card adon page 37.

AcknowledgementsThe author would like to thank Barry Green and Brad

Gardener with Pacific Boring; Maynard Akkerman andRob Tumbleson with Akkerman; Dan Liotti with MidwestMole; Elizabeth Dwyre with Parsons Brinckerhoff andLaurent Debord from Condat.


The ITA-AITES World Tunnel Congress & 33rd ITAGeneral Assembly will be held in Prague, Czech Republic,May 5-10. The event is being organized by the CzechTunnelling Committee under the patronage of the Presidentof the Czech Republic, the Lord Mayor of Prague and theMinister for Regional Development in Congress Center.

With its thousand-year development, the historic city ofPrague is one of the most architecturally pleasing cities in theworld. With the increased number of visitors and related prob-lems with traffic and the infrastructure of the capital city, under-ground space - the fourth dimension of the metropolis - plays anirreplaceable role, creating a suitable backdrop to the Congress.

The Open Session is organized on the theme “New FinancingTrends and Consequences on the Tunneling Contracts.”Keynote lectures will focus on state-of-the-art in undergroundconstruction, including “TBM Tunnels,” “Hard Rock Tunnels,”“Tunneling in Clays” and “Tunnels in Metropolises.”

Additional sections are offered on the following topics:“Underground City Design, Planning of UndergroundConstructions,” “Geotechnical Survey and Improvement ofGround Mass,” “Research, Development and Design ofUnderground Constructions in Built-up Areas,” “UrbanTunneling and Its Monitoring: Conventional and MechanizedTunneling,” “Underground Constructions Executed from Surfacein Built-up Areas,” “Concrete in Underground Construction,”“Distribution and Management of Risks and Accidents DuringTunneling,” “Tunnel Equipment: Fire and Operational Safety,”and “Historical Underground Constructions: Maintenance andReconstruction of Underground Constructions.”

In addition, technical excursions are planned for nearbytunnel and underground projects, including Mrazovka Tunnel,an operating highway tunnel, Metro - Line C, a subway pro-ject under construction, the Komorany and Slivenec Tunnels,road tunnels under construction, and the New ConnectionTunnels, railway tunnels under construction.

Another key element of the World Tunnel Congress is theexhibition. Manufacturers and vendors from the global tun-neling community will be on hand to present the latest tech-nologies, materials, mechanisms and software to assist in theplanning and construction of underground facilities.

Attendees will be offered a wide range of accompanying andafter-congress cultural and entertainment events, togetherwith sightseeing tours both in Prague and its surroundingsand to remote places in the Czech Republic and Slovakia.

For more information on the World Tunnel Congress andITA General Assembly, visit www.wtc2007.org.


Friday, May 49 a.m.- 6 p.m. Training - Czech Technical University 1 p.m. 6 p.m. Registration

Saturday, May 58 a.m. - 7 p.m. Registration9 a.m. - 6 p.m. Training - Czech Technical University9 a.m. - 11 a.m. ITA Executive Council Meeting - ITA members only11 a.m. - 3 p.m. Executive Council & Animateurs Meeting

(w/ lunch) - ITA members only3 p.m. - 5:30 p.m. Communication Meeting Executive Council,

Working Group, - ITA members only7:30 p.m.- 10 p.m. ITA Welcome Cocktail (invitation only)

Residence of the Lord Mayor of Prague

Sunday, May 68 a.m. - 7 p.m. Registration9 a.m. - 1 p.m. ITA General Assembly - ITA members only1 p.m. - 3 p.m. Lunch3 p.m. - 7 p.m. ITA Working Groups Meeting - ITA members only8 p.m. - 11 p.m. WTC Welcome ReceptionMunicipal House

Monday, May 7 8 a.m. - 3 p.m. Registration8 a.m. - 6 p.m. Poster Session9 a.m. - 11 a.m. Opening Ceremony 11 a.m. - 1 p.m. Keynote Lectures1 p.m. - 3 p.m. Lunch and Exhibition 3 p.m. - 7 p.m. Presentation3 p.m. - 7 p.m. Working Groups Meetings - ITA members only8 p.m. - 10 p.m. Concert Rudolfinum

Tuesday, May 88 a.m. - 1 p.m. Registration 8 a.m. - 6 p.m. Poster Session9 a.m. - 1 p.m. Open Session 1 p.m. - 3 p.m. Lunch and Exhibition 3 p.m. - 7 p.m. Presentation4 p.m. - 6 p.m. Executive Council and Working Groups Meeting:

Evaluation of the WG Meetings and Strategy8 p.m. - 11 p.m. Boat trip and Various Social Program

Wednesday, May 99 a.m. - 1 p.m. Presentation9 a.m. - 1 p.m. ITA General Assembly - ITA members only1 p.m. - 3 p.m. Lunch and Exhibition2 p.m. - 5 p.m. Presentation2 p.m. - 5 p.m. ITA Executive Council Meeting - ITA members only5 p.m. - 6 p.m. Closing ceremony 8 p.m. - 11 p.m. Gala DinnerPrague Castle

Thursday, May 109 a.m. - 5 p.m. Technical Excursion

Friday, May 11 - Monday, May 14Post-Congress ToursUnderground construction, cultural and natural sightsin the Czech Republic and neighbouring countries.

ITA World TunnelCongress 2007“Underground Space — The 4th Dimension of Metropolises”

CALIFORNIALos AngelesEastside Light Rail Transit ProjectTraylor/Frontier-Kemper JV

The eastside LRT Project is part of aplan to provide public transportation toneighborhoods in East Los Angeles. The project is a 5.9 mile-long extension ofthe current Metro Gold Line, whichextends from the City of Pasadena toUnion Station in Los Angeles. The jointventure is a subcontractor to EastsideLight Rail Constructors to complete theunderground segment of the project. Thisincludes twin-bored tunnels from 1st andBoyle to 1st and Lorena. Other construc-tion includes two sump structures, and sixcross passages between tunnels.

Eastbound TBM: The Eastbound HKTBM holed through on Nov. 14, 2006, com-pleting the 7,215-lf run. The machine hasbeen removed from the shaft for transport tothe storage yard.

Westbound TBM: The westbound TBMholed through Dec. 9, 2006, completing the7,230-lf run. The machine was to beremoved in December and transported tothe storage yard.

Removal of all equipment from the BoyleStation is under way to allow construction ofthe Station concrete.

Cross Passages: Cross passage No. 1and No. 2 have been excavated and wereready for concrete in late December. Crosspassages Nos. 3-6 were scheduled to beexcavated and concreted in January andFebruary.

Invert And Wakway Concrete: Invertand walkway concrete will begin in Marchand completion is scheduled for July. All tunnel construction work will be com-pleted by August.

Project Personnel: Los Angeles CountyMetropolitan Transit Authority — Owner;Parsons Brinkerhoff — Engineer; OwnerContact: Fred Smith Sr. ConstructionManager, LAMTA — (213) 922-7295. Traylor-Frontier JV — Contractor; Contact: JohnMcDonald, Project Manager — (323) 261-0444; Michael Traylor, Operation Manager —(310) 524-0044.

San BernardinoArrowhead East and WestShea/Kenny JV

The Shea/Kenny JV is currently undercontract with the Metropolitan WaterDistrict of Southern California to constructthe Arrowhead Tunnels Project in SanBernardino. The project continues to makegood progress despite some challenges.

The Strawberry Tunnel has advancedmore than 72 percent of the drive with6,200 lf left for completion. The WatermanTunnel excavation is about 40 percent com-plete with excavation of 11,850 lf left to go.

Project Personnel: Brian Fulcher ProjectDirector; Bob Gordon, Project Manager;

Mike Belcher, PA; Stuart Lipofsky AssistantProject Manager; Dana Downs, ProjectEngineer; Ron Walton, SuperintendentStrawberry; Bob Leslie, SuperintendentWaterman; Walkers — Danny Sayre, DonFulmer, Jeff Bright, Bobbie Briggs, RonSammeth, Bradley Leonard, Jim Autry.Daniel Spenser Office East — Joe Nagy,West- Dana Downs. MWD: John Wallace,Construction Manager; Mike Bell, ResidentEngineer; Ian Ward-McNally, DeputyResident Engineer; Dan McMaster,Assistant Resident Engineer. Contact:Brian Fulcher, (909) 883-3399

San DiegoSan Vicente PipelineTraylor/Shea JV

The San Vicente Pipeline Tunnel is an 11-mile water conveyance tunnel being built forthe San Diego County Water Authority. The joint venture of Traylor Bros. Inc. and J.F.Shea (TSJV) was low bidder at $198,366,900on April 20, 2005. Award occurred July 1, andNTP was July 14. Contract completion isscheduled for Dec. 1, 2008.

West Shaft Site/Reach 1 - Shaft excavationis complete to 115 ft. Excavation of thestarter tunnel for the rock TBM has beencompleted to 400 ft. The tunnel awaits deliv-ery of the TBM from Reach 6.

Central Shaft Site/Reach 4 West —Installation of shaft rail switches and muckguides is complete. The CTS digger shieldhas advanced to 2,400 ft through extreme-ly hard, well-cemented conglomerate.Ground support consists of precast con-crete segments, with backfill grout.

Slaughterhouse Shaft Site/Reach 5 —Reach 5 East is at 3,100 ft and 5 West at1,500 ft. West remains in fresh to weatheredgranite, support is Swellex bolts with occa-sional shotcrete. East has been in mixed faceof granite and conglomerate, or full-facegranite, support consisting of lattice girdersand shotcrete, or shotcrete with Swellex.

San Vicente Portal Site/Reach 6 — TheTBM has advanced 4,650 ft and is complete.Rock is granite, requiring pattern Swellexbolting. Small portions have required ribs andboards. The TBM has advanced nearly 1,000 ftinto Reach 5 East, thereby removing substan-tial time from the project schedule. Upon com-pletion of this portion of the tunnel, the TBMwill be backed out, and re-installed at Reach 1.

TBMs — Fabrication of the second shieldfor use in Reach 4 East is complete. It hasbeen delivered to site, and awaits completionof Reaches 5 and 6.

Precast Concrete Segments — Manufacturedby Traylor-Shea-Ghazi JV is complete toapproximately 30,000 ft.

Project Manager: Mike Jatczak, (619) 631-0777.

Fountain ValleyEllis Avenue Trunk SewerBarnard/Soletanche J/V

Bid Results: 1. Barnard/Soletanche JV,$31,232,600.00; 2. J.F. Shea Co.; 3. Kenny

Construction Co.Engineer’s esti-mate: $25,875,000.

Orange CountySanitation District awarded the $31 millioncontract to the joint venture team of BarnardConstruction Co. Inc. and Soletanche Inc.NTP was issued Nov. 14, 2006. Final comple-tion is May 16, 2008.

The Ellis Avenue Project is one of 44large sewer trunkline replacement or reha-bilitation projects planned by the OrangeCounty Sanitation District as part of its$2.5 billion, 18-year Capital ImprovementProgram. CDM and Malcolm Pirniedesigned this project, which required theuse of an EPB machine to excavate a 9-ftdiameter tunnel, 5,437 ft in length underEllis Avenue, a fairly busy thoroughfarelocated between the cities of HuntingtonBeach and Newport Beach, three milesinland from the ocean.

Project highlights include: • Excavate 45-ft-deep by 45-ft-diameter

junction shaft, 16-ft by 25-ft TBMretrieval shaft, and 30-ft by 20-ft-deepdiversion structure shaft

• Chemical grout 350 lf of alignment inadvance of tunnel excavation to con-solidate area of known petroleum con-tamination

• Excavate five manhole shafts • EPB mine 5,437 lf of 9-f t diameter

tunnel in soft ground using steel ribsand wood lagging boards for initialsupport

• Hand-mine 25 lf tunnel for connectionfrom TBM retrieval shaft to diversionstructure shaft

• Install 5,500 lf of 66-in. ID carrier pipewithin the tunnels and shafts andgrout annulus between carrier pipeand tunnel

• Install manhole risers and concrete shafts. Personnel (Barnard): Dan Schall,

Operations Manager; Ben Campbell,Project Manager; Brad Bush, ProjectSuperintendent; Boodie Hurd, SafetyManager; Patrick Stump and JordanHoover, Project Engineers; Andy Grangerand Bob Cayer, Superintendents; andIsmail Benamar, Soletanche TunnelSuperintendent. Contact: Shelley Burg,(406) 586-1995.

COLORADOParachuteWilliams Production Co. ProjectKiewit Construction Co.

The project scope includes excavationand support of 3,200 lf of tunnel, excava-tion of a 340,000-cu yd drill pad and allassociated access roads. The purpose ofthis project is to provide future access fordrill rigs. The tunnel geometry is 24 ftwide by 20 ft high with a flat back.Excavation of the shale is being conductedusing a roadheader; excavation of the tun-nel has reached the 2,000-ft mark. Ground


Project UpdateNorth American Tunnel

by Jack Burke

support for the tunnel includes No. 8 pat-tern rock bolts with welded wire mesh.The project is currently scheduled to becomplete in early 2007.

Project Personnel: Todd Cummings,Project Manager; JD Martin, TunnelSuperintendent. Contact: Todd Cummings,(970) 285-7909.

Twentymile Coal Intake ShaftFrontier-Kemper Constructors Inc.

Excavation of the 18-ft diameter shaftwith Nordberg hoist and shaft sinking sys-tem continues. The bottom of the shaft was660-vt below the collar and had passedthrough the water-bearing zones. Due tothe delays caused by excessive inflow ofwater, the project is now scheduled forcompletion end of February. Contact: ToddRichardson, (812) 426-2741

GEORGIAAtlantaWest Area CSO Storage Tunnel and Pumping StationAtlanta CSO Constructors

The Clear Creek Tunnel has progressedmore than 12,000 lf — more than 50 per-cent of the excavation. North AvenueTunnel, scene of the bearing change, uti-lized the downtime for subcontractorHayward Baker to grout from the surfaceground that was marginal with 30,000 galof chemical grout. This allowed the TBM tosuccessfully excavate the area after thebearing change without a major incident.The drive then continued with almost12,000 lf excavated and supported.

Project Personnel: City of Atlanta — KenJohnston, Construction Manager; AtlantaCSO Constructors - Project Manager: TaroNonaka; Assistant Project Manager:Darrell Liebno; Project Engineer: RayHutton; Office Engineer: T.J. Kobayashi;Tunnel Engineers: Adam Stremcha, JamesMcNally, Percy Townsend, Stuart Sullivan,Koichiro Shimomura; Raj Magam; ArashSayyar; General Superintendent: JeffEarly; Assistant Superintendent: JohnDempsey. W.L. Hailey & Co. - ProjectManager: Don Painter; Project Engineers:Mark Palmieri, Jake Coibion. JDH JV —Resident Construction Manager: MikeRobison; Resident Engineer: Ed Kennedy;Project Engineers: Randy Divito, RonDavis; Project Controls Engineer: JamesTalley; Chief Inspectors: Mark Rhodes,Dave Mundis. Information: (404) 352-0701.

ILLINOISChicagoValve Isolation Chamber-TARP Pump StationKenny Construction Co.

All of the shafts have been excavated andconcreted. The access shaft to the TARPtunnel gives access to the existing TARPtunnel that flows to the pump station. The flow is currently being diverted to oneside of the existing bifurcation so the newvalves and flumes can be installed andencased in the vacated side. Concurrentwith this operation is the required demoli-tion in the inactive pump room followed bythe installation of the new TARP pumps.Crews have also been working in the exist-

ing wet well in preparation for the divisionof wet well into two separate wet wells forthe new divided station.

Project Personnel: Ted Budd, TunnelDivision Manager; Mike Surman, ProjectManager; Christian Heinz, ProjectEngineer; Ken Dumas, Safety Manager;Richard Dresser, Safety; Donn Renfro,Senior Staff Engineer. Contact: Ted Buddor Doug Heinz, Kenny Construction Co. —(847) 541-8200; e-mail: [email protected].

HodgkinsC.U.P. McCook ReservoirKenny Construction Co.

The $60 million C.U.P. project beingbuilt by Kenny Construction for the Corpsof Engineers is in the final stages of com-pletion. Final testing and operations aretaking place.

Project Personnel: Ted Budd, TunnelDivision Manager; Bob Rautenberg,Project Manager; Paul Lauricella, SafetyManager; Jack Finn, Superintendent; DougHeinz, Project Sponsor. Contact: Ted Buddor Doug Heinz, Kenny Construction Co. —(847) 541-8200; e-mail: [email protected].

HodgkinsMWRD McCook Haul TunnelsKenny Construction Co.

The MWRD Haul Tunnel Project associ-ated with the reservoir portion of theTunnel and Reservoir Plan (TARP) wasawarded in September 2004 and is com-pleted and crews are performing addition-al work for Vulcan Materials in preparationfor the installation of a new crusher that isthe major element of the new quarry devel-opment for a new TARP reservoir.

Project Personnel: Ted Budd, TunnelDivision Manager; Bob Rautenberg,Project Manager; Paul Lauricella, SafetyManager; Jack Finn, Superintendent; DougHeinz, Project Sponsor. Contact: Ted Buddor Doug Heinz, Kenny Construction Co. —(847) 541-8200; e-mail: [email protected].

INDIANAPrincetonNew North Mine #2 Portal Service ShaftFrontier-Kemper

In 2006, FKCI was awarded the con-tract for the construction of a new serviceshaft at the Alliance Coal/Gibson CountyCoal North Mine. The shaft will serve as anew portal for the mine’s expanded opera-tions. The shaft will be 28-ft finished diam-eter divided shaft and conventionally exca-vated to a depth of approximately 550 ft.The use of ground-freezing techniques willbe required to sink through the upper 120-ft of overburden. The work also includesconstruction of a 30-ft deep sump and afour-way concrete and shotcrete lined sta-tion. The project was mobilized inSeptember 2006 and drilling of freezeholes completed and the freeze startedOctober 2006. Shaft excavation is underway in the overburden.

Contact: Todd Richardson, (812) 426-2741.

MASSACHUSETTSDorchesterMWRA Dorchester CSOShank/Barletta JV

The joint venture of Shank/Barletta wasthe low bidder at $140 million, followed byJ.F. Shea at $160 million. The project, forthe Massachusetts Water ResourcesAuthority, consists of two miles of 19-ftexcavated, 17-ft segment lined tunnelusing a one-pass lining from single shaft.

To date the only work on the project hasconsisted of submittals to the owner andreviewing and ordering the TBM.

Contact: Steve Wardwell, (401) 941-1495.

MISSOURIViburnumDoe Run Ventilation ShaftFrontier-Kemper

FKCI was awarded the contract on July6, 2006, to construct a new ventilation shaftfor Doe Run Mining Co.’s SoutheastMissouri Mining and Milling Division(SEMO) at the Casteel Mine. The shaft willbe raise-bored to a diameter of 6-ft from adepth of approximately 900-ft using aDUR1000 drill rig. Work will be performedat the Casteel Mine and was scheduled tostart September 2006. Presently the job ison hold until the issue of surface rights isresolved. Once a resolution is reached thecrews will move back and complete the jobin approximately three months.

Contact: Todd Richardson, (812) 426-2741

NEW YORKNew York CityEast Side AccessDragados/Judlau JV

The project consists of 25,200 lf of 22 ftdiameter hard rock TBM excavated tun-nels. There are four tunnel runs, two ofwhich are 7,400 lf and the other two are5,200 lf. The tunnels start from the existing63rd Street terminus. The job shaft will bein Long Island City in Queens and crewswill have to travel 8,800 ft to the heading.The drill-blast excavation consists of twolarge crossover caverns between tunnelsthat will be lined with reinforced concrete.Approximately 11,000 ft of excavated tun-nel will be concrete lined. The projectduration is 48 months.

Work has begun in the portal and exist-ing tunnels. The JV has removed a con-crete overlay from the existing tunnels andcommenced to install the 8,900 lf of track toextend to the rock face in each of the twotunnels. Civil work in the existing portal isunder way by extending the opening of thebellmouth and placing a new 5-foot thickreinforced concrete invert. The surfacework of building a maintenance shop andlaydown areas is in progress. The electricalsubstation is in fabrication for delivery andinstallation prior to the first of the twoTBM arrivals in May. The team is planningthe installation of the TBM’s conveyor sys-tems and the assembly chambers.Equipment is also arriving to the siteincluding a shaft crane, loaders, compres-sors and rolling stock. Procurement of thetunneling equipment is mostly complete


with a few items still remaining. The firstTBM is provided by SELI in Rome, thecomponents of the TBM are in the manu-facturer’s facility and assembly will beginthe first week in January. The first TBMshould arrive in May so all work that isrequired to get the TBM running needs tobe completed including installation of con-veyor systems that will bring the muckback through existing tunnels, all utilityinstallations and completion of the drill-blast assembly chambers, it should be avery busy few months in order to get readyfor the TBMs. The second TBM will besupplied by The Robbins Co. and is sched-uled to arrive two months after the first.All tunnel systems will be designed to sup-port the two headings from one shaft.

Project Executive: Jose Miguel Gonzalez;Project Manager: Don Hockey; ProjectEngineers: Joaquin Fernandez, Julio Velez;Job Superintendent: Denis O’Neill;Equipment Manager: Louis Sanchez; SurveySuperintendent: Jim Skura.

New York CityWater Tunnel #3 Stage 2 Contract 538cSchiavone/Frontier-Kemper/Shea JV

TBM excavation was completed Aug. 4,2006. Tunnel forms were installed in thesouth tunnel and the 10-ft diameter con-crete lining placement started in October2006. Tunnel concrete placement will con-tinue through the to line 47,770 ft of tunnel.

Excavation and final lining of five southshafts is completed and shafts are turnedover to subcontractor J.P Picone for instal-lation of final stainless steel piping and fillconcrete. Out of four north shafts, oneshaft remains to be raise bored, whileslashing and concrete placement operationare taking place at three shafts. Final con-tract completion is in July 2009.

Project Personnel: Schiavone ProjectManager: Anthony Del Vescovo; GeneralSuperintendent: Dale Estus; ProjectEngineer: Florentino Sison. J.F. Shea ShaftManager: Shemek Oginski; ShaftSuperintendent: Mike Jennings; ShaftProject Engineer: Jim Rosteck. Information:(212) 564-8552.

NORTH CAROLINACharlotteIrwin Creek Relief Sewer-Phase 2Bradshaw Construction Corp.

As of Dec. 22, 2006, 16 shafts and 10 tun-nels have been completed. The unanticipatedrock conditions have resulted in drilling andblasting in front of the soft ground TBMs forsignificant reaches of the tunnels. The con-tractor is currently using a Herrenknechtmicrotunneling machine to bore through rockand mixed face under Trade Street andinstalling 36-in. DIP carrier pipe at variouscompleted tunnels.

Bradshaw Construction Project Manager:Eric Eisold; Superintendent: Jerry Simon.Contact: (410) 461-4466.

CharlotteSugar Creek WWTP Pump Station-TunnelBradshaw Construction Corp.

The project consists of a 27-ft deep shaftand a 340-ft long by 114-in. diameter tun-nel under Tyvola Road. Ground conditionsinclude mixed face and rock. The tunnel isbeing advanced with a poling plate shieldexcavated by drill-blast, and lined withsteel liner plate. The poling plate shieldwas cut away due to blast damage. Mininghas been challenging due to the softground top overlying hard rock. The tunnelis about 55 percent complete. The carrierpipe in the tunnel will be 72-in. reinforcedconcrete pipe.

Project Manager: Eric Eisold, Superintendent:Bob Welch. Contact (410) 461-4466.

OHIOClevelandMill Creek Contract 3KM&M&K JV

Northeast Regional Sewer District.Concrete final lining to a 20-ft ID has begunand is scheduled for completion in earlyspring. Shaft construction and connectorsewer installation are continuing.

Project Manager: Robert J. Kassouf;Project Superintendent: Ralph Dodero.Contact: Bob Kassouf (216) 651-3333

ColumbusBWARIJay Dee/Michels/Traylor JV

The holing through into the receptionshaft, which is also the main working shaftfor the McNally/Kiewit project, took placeOct. 15, 2006. The TBM was dismantledand hoisted from the shaft together withall the backup gear, which was completedon Nov. 20.

Project Personnel — of ColumbusDivision of Sewerage and Drainage: GaryGilbert, Civil Engineer; City of Columbus,Division of Sewerage and Drainage: TanyaArsh, Sewer System Engineering Manager;URS Corp., Designer: Douglas Uhren andTom Richardson; HR Gray, ConstructionManagement: Robert Scott, Sr. Mgr., JamesJoyce; Lachel & Assoc., GeotechnicalDesign: David Chapman and Glen Frank;Contractor, Jay Dee/Michels/Traylor JV:Michael DiPonio, Project Manager; JeremyTheys, Project Engineer and Tim Awald,Project Superintendent. Contact: (614) 491-9551.

Columbus BWOAS IIMcNally/Kiewit JV

The joint venture has completed fiveshafts. Subcontractor Soletanche/Moretrenchcompleted a 39-ft finish diameter, 77-ft deepwork shaft with a slurry wall 99 ft deep. A jetgrout area, 15 ft deep, 30 ft wide and 27 fthigh, was placed on one side of the shaftwhere the tunnel eye will be placed and a sim-ilar jet grout area placed on another sidewhere the TBM from BWARI I will breakthrough into this shaft.

Mining operations were halted aftercompleting 856 rings and all components inthe shaft including shaft hoisting frames,and other equipment were removed toallow the Lovat EPB TBM from the

BWARI Jay Dee/Michels/Traylor projectto hole through into this working shaft

Mining operations were re-started afterthe shaft was cleared and all ancillaryhoisting and mucking equipment replacedduring the week of Nov. 20, 2006.

Project Sponsor: Larry Lenahan; ProjectManager: Tom Szaraz; Project Engineer:Gary Bulla; Project Superintendent: JohnHerward. Contact: Scott Lewis, (614) 491-2800.

OREGONPortlandEast Side CSO Tunnel ProjectKiewit/Bilfinger Berger JV

The joint venture of Kiewit/BilfingerBerger started construction of the projectfor the City of Portland Bureau ofEnvironmental Services (BES) in April2006. As of early 2007, the 70-ft diameter,130-ft deep main mining shaft has beencompleted. Work on this shaft involvedconstruction of the shaft slurry wall,underwater shaft excavation, tremie slabconcrete and shaft dewatering. Work iscurrently progressing on the shaft struc-tural concrete lining for this shaft. Further along the alignment Bencor ofAmerica continues its slurry wall work onsubsequent shafts. A total of seven mainshafts will ultimately be completed.Excavation of the second main shaft isanticipated to start during the first quarterof 2007.

Fabrication and commissioning of theHerrenknecht 25-ft diameter slurry tunnelboring machine is complete and will startarriving at the project site in early 2007.Site setup of the tunneling operation con-tinuous with the installation of the slurryseparation plant, muck conveyance system,shaft tower crane and shaft utilities. It isexpected that the tunnel operation willstart as scheduled in May. Assembly andtesting of the precast segment lining plantis also complete as all tunnel molds havebeen received and installed along with thebatch plant. Segment cast will start inearly 2007.

Work on the pipeline shaft structureshas commenced with Malcolm Drillingstarting installation of the secant pilewalls. Ultimately, a total of twelve differentpipeline structures will be completed usingboth slurry and secant pile support of exca-vation methods. Fabrication of the 8-ftdiameter slurry microtunneling boringmachine has begun with an expectedarrival on-site during the second quarter2007. A total of 6,000-lf of microtunnel willbe completed along with another 3,000-ft ofopen-cut pipeline construction. This workis scheduled to begin in mid-2007.

Project Personnel for KBB: Tom Corry-Project Manager, Tony O’Donnell-Engineering Manager, Paul Weisheit-Safety Manager, Glen Tomack-QualityManager, Scott Wimmer-Shaft Manager,Christof Metzger-Tunnel Manager, ScottCromack-Pipeline Manager, DaveCraemer-Precast Manager, Mike Hanley-General Superintendent, Rich Schubert-


Shaft Superintendent, Dave Cramer-Precast Manager, Kevin Young-EquipmentManager, Darwin Goodsell-BusinessManager. Contact: Bill Mariucci, (503) 849-8189.

PENNSYLVANIAPittsburghPittsburgh Light Rail TunnelsNorth Shore Constructors/Obayashi Corporation Inc.

On Oct. 2, 2006, North Shore Constructors,a joint venture of Obayashi Corp. andTrumbull Corp., was issued the notice to pro-ceed for the Port Authority of AlleghenyCounty’s North Shore Light Rail Tunnel andStation Shell expansion contract. This $156million project includes construction of a 1,500lf of cut-and-cover section, twin 2,400 lf ofbored tunnel 40 to 50 ft below the AlleghenyRiver, and an underground station shellextending the existing light rail line a total of3,700 lf.

The tunnels are part of the first phase ofthe North Shore Connector project, a $435million, 1.5-mile expansion of the city’slight rail system. This new section of the25-mile line will eventually link the centralbusiness district in downtown Pittsburghto the northern shore community. This pro-ject also includes reconstruction of retain-ing walls on the 10th Street Bypass andunderpinning support for the Route 65overpass on the north shore. It is anticipat-ed the entire light rail expansion projectwill take 4 1/2 years to complete and onceopen will carry more than 14,000 riders on weekdays.

Current work includes utility relocation,site preparation, archeological investiga-tions, and mobilization of support for excava-tion subcontractor Nicholson Construction’sjet grouting and soil mixing wall equipment.

Project Personnel: Asao Nomura-ProjectManager, Hiroaki-Deputy Project Manager,John Murray-Construction Manager, ShuMino-Project Engineer, Kenji Yamauchi-Tunnel Engineer, Daisuke Sone-MechanicalEngineer, Mike Restani-Safety Manager,Russ Pollard-Chief Field Engineer, WilliamGyofi-Site Superintendent, Vince Kraynak-Utility Superintendent, Joe Restelli-Electrical Superintendent. Contact: PaulZick-Project Director (412) 246-0325

RHODE ISLANDProvidenceDeep Tunnel CSO ProjectM.L. Shank Co. Inc.

The main spine tunnel, 26-ft in diameterand 16,215 ft long, was turned under inMarch 2004 and the TBM holed through intothe Foundry Shaft on Dec. 1, 2005. The breakthrough came within 1 in. of line and gradefor the three miles of tunnel.

Using 160-ft of full circle Everest Formsfor a finished ID of 26 ft has been completed.The main construction shaft was to be con-crete slip-formed in January followed bymove out and site restoration.

Project Director: Mike Shank; GeneralManager: Gerry Stokes; Project Manager:Steve Wardwell; Project Engineer: ScottShylanski; Tunnel Superintendent: Curtis

Bahten; QC Manager: Nick Torello;Superintendent: Jim Mulkey; P.A.: JimHinashian; Safety: Eric Stalman. Contact:Steve Minassian (401) 941-1495.

SOUTH CAROLINACharlestonDaniel Island ExtensionAffholder Inc.

This new project was awarded toAffholder Inc. for $24 million as a negotiat-ed bid. It will be getting under way simul-taneously with the Cooper River Tunnels.A new caisson shaft, 20-ft ID, will be sunkwith a concrete caisson full depth 120 ftand a Lovat EPB TBM 96-in. in diameterwill be assembled to excavate the 11,000 ftto the Huger Street Shaft.

With the completion of the two shafts inOctober 2006 the Lovat TBM will be installedand mining will commence.

Operations Manager: Ross Webb; Projectmanager: John Scheithe; Superintendent:Ron Beasley; Project Engineer: JasonTeuscher; Structure Superintendent: HarryGajan; Microtunnel Superintendent: RoyWindham; Tunnel Foremen: VinceCardenas, Jose Rios; Safety Manager:Howard Jones. Contact: Ross Webb (843)723-5899.

GreerBushy Creek Trunk Sewer-TunnelsBradshaw Construction Corp.

The project consists of two access shaftsand two 120-ft long by 96-in. rock tunnels.The tunnels are being excavated by drill-blast and lined with steel liner plate perSouth Carolina Department ofTransportation (SCDOOT) specifications.The carrier pipe consists of 60-in. ductile ironpipe, both tunnels excavated and the carrierpipe installed end of 2006.

Project Manager: Eric Eisold: ProjectSuperintendent: Frank Jones. Contact: (410)461-4466.

WASHINGTONSeattleC710 Beacon Hill Tunnel ContractObayashi Corp.

The west heading for the South Platform tunnels (31 ft in diameter) is complete.Waterproofing and concrete invert workhas begun. The east heading excavationwas finished by Oct. 1, 2006. Excavation forthe west heading on the North Platformtunnel has begun. Development work forthe east portal was completed. The Mitsubishi EPB TBM arrived at thestation and was rehabilitated to continueafter walking through the competed tunneland turned under to complete the drive daylighting into the prepared portal where itwill be transported back to the west portalfor the final drive.

Sound Transit Personnel: Rick Capka,Resident Engineer; Zeph Varley, StationProject Engineer; Clement Wiggins, TunnelProject Engineer; Roger Smith, ResidentEngineer Structures. Obayashi Personnel:Masaki Omote, Project Manager; SteveRedmond, Tunnel Manager; Rohit Shetty,SEM Manager; Nestor Garavelli, TBM

Project Engineer; Bob Clucas, StructuralManager; Russell Nash, Building Manager;Gregg Olsen, Project Engineer; Billy Hahn,Safety Manager; Jon Kirk, BusinessManager; Richard Boutelle, TunnelSuperintendent; Leif Nordell, TunnelStructural Superintendent; Rob Stark,Equipment Superintendent; Duke Wilhite,Surface Superintendent; Satoshi Akai, SEMEngineer; Yoshi Sawamoto, EquipmentManager; Tomo Kudo, EPB TunnelEngineer; Nezihi Turkalp, Surface Engineer;Mat Matsumoto, Structural/BuildingEngineer. Contact: Paul Zick, ProjectDirector (206) 262-0665.

BothellBrightwater Conveyance System — East ContractKenny/Shea/Traylor JV

King County awarded the BrightwaterProject to the joint venture of KennyConstruction(Sponsor)/J.F. Shea Co./Traylorfor $130,848,700. Mobilization got under wayin February 2006 after the Jan. 30, 2006, NTP.The scheduled completion date is Aug. 28,2009. The project is in both King andSnohomish Counties.

It is the first of the major projectsscheduled by King County to complete theBrightwater System. The East Contractconsists of the following major elements:14,050 ft of 18-ft, 10-in. diameter EPBTBM mined tunnel using 16-ft, 8-in. IDbolted, gasketed precast concrete seg-ments for a primary liner; installing andgrouting 14,200 ft each of 48-in., 66-in., 27-in. and 84-in. diameter pipes inside the tun-nel along with three runs of fiber-opticcable; 2,430 ft of 72-in. diameter microtun-nel including three shafts including struc-tures; one intercepting structure to minefrom that is 74 ft deep and 80 ft in diame-ter with 130-ft deep slurry diaphragmwalls, tremie slab and final concrete walllining; one influent pump station shell 83 ftdeep, twin 84-ft ID cells, with 160-ft deepslurry diaphragm walls, tremie slab, andfinal lining; two short 12-ft diameter con-nector tunnels; one extraction shaft 40 ftdeep by 40 ft wide and 140 ft long for connection to new treatment plant piping.

The site utilities and screen/sound wallfence were completed and the slurry wallconstruction for the IS shaft was complet-ed by Bencor Corp. despite a six-week set-back due to an operator’s strike againstthe ready-mix concrete suppliers in KingCounty. Bencor was on pace to finishinstallation of the binocular twin 84-ftdiameter shafts and center wall for the IPSshaft using 160-ft deep by 48-in. thick pan-els by early January. The IS shaft excava-tion is completed with diver work current-ly taking place to pour the 2,600-cu ydtremie slab. Following the installation of a13-ft thick tremie slab in the bottom of theIS shaft, the shaft must be lined and amicrotunnel drive from the IS shaft mustbe completed before the 19-ft, 4-in. diame-ter Lovat EPB TBM will be assembled inthe shaft. A mid-summer TBM launch is expected.

Project Personnel: Ted Budd, TunnelDivision Manager; John Kennedy, Project


Manager; Jake Taylor, Project Engineer;Luminita Calin, Cost and ScheduleManager; Tony Huphauf, QAQC Manager;Mark Saylor, Division EquipmentManager; Rich Mascarello, SiteEquipment Manager; Mickey Aliff,General Superintendent; Dale Wold,Electrical Superintendent; Terry Walls,Warehouse Manager; Mike Sarlitto, SafetyManager; Austin Cooney, Home OfficeSponsor. Contact: (847) 541-8200, e-mail:t e d b u d d @ k e n n y c o n s t r u c t i o n . c o m ;[email protected].

BothellBrightwater Conveyance System -West ContractJay Dee/Coluccio/Taisei J/V

The joint venture was scheduled to bemoving onsite after Jan. 1.

Project Personnel: Greg Hauser, ProjectManager; Tom Foley, Project Engineer; TomMcMahon, General Superintendent.

BothellBrightwater Conveyance System — CentralContractVinci/Parsons/FKCI JV

On July 24, 2006, the joint venture ofVinci Construction Grands Projects,Parsons and Frontier-Kemper was award-ed a four-year, $210 million contract withKing County, Wash., for the BrightwaterCentral Conveyance Tunnel. Work includes11,600 lf of 14.33-ft diameter segmentallylined tunnel between the North KenmoreShaft and the North Creek Shaft, and21,100 lf of 14.33-ft diameter segmentallylined tunnel between the North KenmoreShaft and the Ballinger Way Shaft. The project also includes 3,400 lf of 3- to 5-ft interceptor work constructed by micro-tunneling and cut-and-cover methods. TheJV will also construct the North KenmoreShaft, 54 ft in diameter and 90 ft deep, andthe Ballinger Way Shaft, 28 ft in diameterand 200 ft deep. The JV will use mixedslurry (slurry and compressed air) TBM,which is a first for FKCI and rarely used inNorth America until just recently, but apopular technology in Europe. Maximumoperating pressures are expected to be justover 5 bar. Notice to proceed issued onAug. 28, 2006. Contract calls for substan-tial completion late 2010.

Currently setting up offices and shops andordering equipment and slurry TBM.Contact: Dave Rogstad (296) 766-8106.

WISCONSINMilwaukeeElm Road Generating Plant —Cooling Water Intake SystemKenny Construction Co.

Dredging and installation of manifoldpiping is taking place when the weatherpermits. This will be followed by the instal-lation of the intake screens to complete atleast two of the shafts to fill the tunnel latethis year for test water for the new plant.

The overburden excavation using a 32-ftID caisson method to the rock (80 ft deep)for the first of three land-based shafts wascompleted and the rock drilled and shot tothe top of the tunnel and TBM erection

chamber. The 200-ft deep shaft was linedfollowed by the drilling and shooting of the30-ft horseshoe erection chamber. The 27-ft, 4-in. diameter TBM was erected and hascurrently mined more than 4,000 ft with aMarch completion anticipated.

The dredging operation in the intakechannel was completed and followed bysteel sheeting work in the existing inletchannel that is also complete. The dike wallconstruction has started along with thesecond deep land-based shaft that willintercept the mined tunnel.

Project personnel: Ted Budd, TunnelDivision Manager; Paul McDermott,Project Manager; Jon Isaacson, ProjectEngineer; Tom Plinke, QAQC Manager;Mike Smithson, D/B Coordinator; MarkSaylor, Equipment Manager; Joe Johnson,Electrical Superintendent; Tom Peterson,TBM Specialist; Dave Kuepper, SiteEquipment Manager; Chuck Hartman,Warehouse Manager; Rich O’Neil, SurveyManager; Terry Beesley, GeneralSuperintendent; Matt Hadaway, SiteSafety Manager; Phil Harris, Safety;Austin Cooney, Home Office Sponsor.

Contact: (847) 541-8200; e-mail: [email protected] or [email protected].

MilwaukeeHarbor Siphons ProjectShea/Kenny JV

The project for the MilwaukeeMetropolitan Sewerage District consists ofapproximately 2,100 ft and 2,400 ft of 17-fthorseshoe drill-blast tunnel, with two 20-ftdrop shafts and one 30-ft riser shaft. The shafts range from 250 to 300 ft deepwith approximately 190 ft of overburden,which has to be frozen into the bedrock bycontract. Also included is a frozen coffer-dam of 80 ft by 250 ft for the various pipe connections.

The contract was awarded on May 22,2006. Notice to proceed was May 23, 2006.At present time shaft sinking has startedon Jones Island. The Scott and Barclay siteis set to turn the freeze plant on with struc-tures ready for piping and concrete work.On the Erie St. drop shaft site, 78 pipepiles have been driven and the steel sheetpiling installed for Phase I. Pre-excavationgrouting of the shaft has been started.

Project Personnel: Martin (Dutch)Vliegenthart, Vice President; CarlChristensen, Project Manager; BonnieSenkowski, Office Manager; Jerry Straube,Structure Superintendent; DarrellVliegenthart, Shaft Superintendent.Contact: (414) 258-2510.

CANADABrackendale, B.C.Ashlu Creek Power PlantFrontier-Kemper

The Ashlu Creek contract is a design-build-operate-transfer hydroelectric project. It con-sists of an upriver diversion weir, drop shaft,transfer tunnel and downriver powerhouse.The weir diverts the part of the river into thedrop shaft and tunnel, which then conveys thewater 4.3 km downstream to a powerhouse

and is finally discharged back in to AshluCreek. Frontier-Kemper’s portion of the workincludes the design and construction of a 130-m deep raise bored shaft and boring 4.3 km of4.1-m diameter power tunnel. After a two-year delay, the Provincial Government ofBritish Columbia has resolved the land usedispute with the local SLED regulatory body.The developer of the project, Ashlu CreekInvestments (an Innergex & Ledcor partner-ship), issued Frontier-Kemper Constructors anotice to proceed effective August 2006.Mobilization on the site started in December2006 with machine tunneling to begin in thefirst quarter of 2007. Contact: Dave Rogstad,(206) 766-8106.

Vancouver, B.C.Seymour-Capilano Filtration ProjectBilfinger-Berger (Canada) Inc.

The first TBM, the “Seymour TBM,” was setup in the raw water tunnel, which is the south-ernmost of the two tunnels, and commenced thephase 1 tunneling on June 1. The TBM wasstopped after 136 m at for a scheduled stand-down in late July to allow installation to com-mence of the second TBM, the “CapilanoTBM,” in the treated water tunnel.

TBM No. 1-Raw Water Tunnel: Third andfinal stage of TBM installation completed.TBM and backup system is now 265 m long.Excavated to 0+637 m from Seymour Shaft.Ground support installation to date has beenminimal (occasional spot bolting and shotcret-ing). Water inflows into tunnel are close toprojected from detailed design boreholetransmissivity results.

TBM No. 2-Treated Water Tunnel:Completing third and final stage of TBMinstallation, TBM and backup system is now265m long, services hookups to complete.Excavated to 0+437 m from the SeymourShaft. Ground support installation to date hasbeen minimal (occasional spot bolting andshotcreting). Water inflows into tunnel areclose to that projected from detailed designborehole transmissivity results. Grouted twozones ahead of the current TBM position.

Pipe Supply: Steel pipeline contract award-ed to North West Pipe Co. for $33.6 million(CAN) in September 2006. Pipe will beinstalled on surface, in shafts and at each endof both tunnels, center portion of tunnels(approximately 5 km) will be unlined. Projectrequires up to 4,800 m x 3 m ID pipe of 12 to50 mm wall thickness. Delivery of first pipes isscheduled for December.

Project manager is Pacific Liaicon &Associates Inc. (PLA), a subsidiary of SNCLavalin. Design and CM engineer is HatchMott MacDonald (HMM). Tunnel Contractoris Bilfinger Berger (Canada) Inc.

Project Personnel: GVRD — TomMorrison, Senior Project Engineer Tunnels;Doug Neden, Manager Water TreatmentEngineering; Goran Oljaca, Senior Engineer.PLA — Andy Saltis, Area Manager Tunnels;Jeff Spruston, Project Manager for SCFP;Brian Gardner, Project Director and VPProject Services; HMM — Dean Brox, RE;Joe Rotzien, ARE; Golder (geology subcon-tractor to HMM) — Grant Bonin; BBC —Christian Genschel, PM; Joseph Messner,CM. Contact: Andy Saltis, (604) 982-3197.


ChemGrout CG-680 Series The ChemGrout CG-680 High Capacity Colloidal Mixer

series includes both skid- and trailer-mounted equipment. Thecolloidal series easily mixes and pumps slurries of cement, fly

ash, bentonite and limeflour. Each groutingmachine in this seriesis designed to provide acontinuous mixing andpumping operation.

These units featurea 17-cu ft homogeniz-ing colloidal mixer, a17-cu ft agitated stor-age tank and a 45-gpmgrout pump. The colloidal mixer is

equipped with a high speed centrifugal diffuser-type pump thatdisperses the cementitous material down to its finest particlesize to achieve complete particle wetness.

The mixing tank is also equipped with a bridge breaker tobreak apart the material before entering the colloidal mixer. Theagitated storage tank is equipped with a variable speed high-effi-ciency paddle mixer that maintains a thoroughly mixed groutwhile waiting to be pumped. The grout pump is connected direct-ly to the agitated storage tank to provide a continuous pumpingoperation. The grout pump is a progressing cavity, positive dis-placement, rotor-stator pump. The rugged steel frame stands upto the toughest conditions on the construction site. Operator con-trols are centrally located for efficient production. All componentsare easily accessible for operating, cleaning and maintenance.

An option available is the CG-6885 trailer mounted colloidalgrout plant equipped with two grout pumps. One of the pumps isa standby. Power and grout supply can be easily switchedbetween the pumps. The trailer-mounted units come completewith leaf springs, lights, a working platform and an adjustabletrailer hitch for either ball or pintle.

Putzmeister Develops STOP STIKConcrete Release Coating

Concrete on the hopper and splatter on the machine is a normal part of the concrete pumping process. Removing it canbe labor intensive and time consuming. Putzmeister AmericaInc. is introducing a product to save time and money on sitewhile protecting equipment.

STOP STIK is an advanced spray-on solution that makes cleanup quicker and easier, getting workers home or to the next site faster. This new product is ideal for most Putzmeister equipment, including truck-mounted concrete boom pumps, large line trailer pumps, Thom-Kattsand mortar machines.

“STOP STIK forms a barrierbetween equipment and cementi-tious material,” says DennisKueffler, Putzmeister parts man-ager. “Users can simply spraySTOP STIK on the surfaces theywant to protect and they’re readyto go. When it’s time for cleanup, apower washer quickly rinses theconcrete away.”

Convenient 11-oz. aerosol cans ofSTOP STIK are available in six- and 12-packs. The product canalso be purchased in one- and 5-gal bulk liquid packages for application with a pump sprayer. Itshould be reapplied periodicallybetween jobs for continued protec-tion and easy cleaning.

A patented product, Putzmeister STOP STIK is made andpackaged in the USA by J2 Solutions WWD Inc. It will be avail-able through authorized Putzmeister distributors throughoutNorth America and samples are available upon request.

Products

Ad Index

Advertiser . . . . . . . . . . . . . . . . . . . . . . .Page . . . .RS #

Akkerman . . . . . . . . . . . . . . . . . . . . . . . . . .23 . . . . . . .7

Allentown . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . . . . . . .1

American Commercial . . . . . . . . . . . . . . . . . .7 . . . . . . .3

Brierley Associates LLC . . . . . . . . . . . . . . . . .11 . . . . . . .5

Cellular Concrete LLC . . . . . . . . . . . . . . . . . .25 . . . . . .10

CSI Tunnel Systems . . . . . . . . . . . . .Back Cover . . . . . .14

Gilco Group Inc. . . . . . . . . . . . . . . . . . . . . .37 . . . . . .50

Herrenknecht Tunnelling Systems USA Inc. . . . .5 . . . . . . .2

Icon Equipment Distributors, Inc. . . . . . . . . . .21 . . . . . . .9

Moretrench American Corporation . . . . . . . . .27 . . . . . .11

No-Dig Sewers Without a Trench . . . . . . . . . .37 . . . . . .51

Robbins Co. . . . . . . . . . . . . . . . . . . . . . . . .13 . . . . . . .6

Rocscience, Inc. . . . . . . . . . . . . . . . . . . . . . .9 . . . . . . .4

Sekisui SPR Americas LLC . . . . . . . . . . . . . .19 . . . . . . .8

Sekisui SPR Americas LLC . . . . . . . . . . . . . .37 . . . . . .52

Shaft Drillers International . . . . . . . . . . . . . . .37 . . . . . .53

Shimahara Illustration . . . . . . . . . . . . . . . . .12 . . . . . .15

Shimahara Illustration . . . . . . . . . . . . . . . . .37 . . . . . .54

Trenchless Road Show Charlotte . . . . . .28 & 29 . . . . . .12

Tunnelingonline.com . . . . . . . . . . . . . . . . . .37 . . . . . .55

Wholesale Mine Supply, LLC . . . . . . . . . . . . .39 . . . . . .13



Business Cards



Tunnel and Underground Specialistswww.gilcogroup.com

[email protected]

� Design, Peer Review, Value Engineering & Dispute Resolutions� Cost Estimate and & Construction Schedule� Design-Build, Construction Management & Engineering Services� CIVIL – Geological, Geotechnical Structural Engineering� MINING – Rock Mechanics, Underground Excavation & Foundations� MECHANICAL – Equipment Evaluation and Selection� Specialized on Mechanized Tunneling and Soil Conditioning

8206 Rockville Road, #202, Indianapolis, IN 46214Phone: 317.450.7349 • Fax: 866.685.2871




Exploratory Tunnel Construction – Contractor Outreach BriefingKentucky Transportation Cabinet (KYTC) The Louisville-Southern Indiana Ohio River Bridges Project

KYTC will conduct a Contractor Outreach Briefing forthe construction of an exploratory tunnel and access ramp for geotechnical inves-tigation for the design and construction of proposed twin highway tunnels on theLouisville-Southern Indiana Ohio River Bridges Project located in JeffersonCounty, KY. The briefing will focus on construction of the approximate 12 footsquare, 1800 foot long exploratory tunnel using drill and blast or mechanical (i.e.,roadheader) methods.

All firms interested in serving as a Prime Contractor, as part of a Joint Venture, oras a subconsultant are encouraged to attend. KYTC promotes the participation ofDisadvantaged Business Enterprises. Along with a project overview, time will beallotted to afford networking opportunities for Contractors.

Note: In addition to the typical pre-qualification require-ments of all

Contractors to perform work for KYTC, interested parties will be required to submit a pre-approval application to bid on this Contract.

For project and registration information, visit project website at: http://www.kyinbridges.com/.

March 21, 2007, 9:00 a.m. E.S.T. Check-in begins at: 8:00 a.m. Kentucky Transportation Cabinet Building Auditorium200 Mero Street, Frankfort, KY 40622

Bart Bryant, P.E.Project Manager (502) 564-0319 [email protected]

Classifieds



Every tunnel project, especially thosebuilt in the public domain, can be viewedas a voluminous book consisting of fourchapters: Planning, Design, Constructionand Operations and Maintenance. As youflip through the pages, you discover theintricacies of the plot as a cast of charac-ters move in and out of the story. However,there is one individual who is presentthroughout: the owner.

As the main character, the ownermust wear many different hats:financier, lawyer, engineer, publicspeaker, negotiator and operator. Tomove the plot forward, the ownermust successfully interact with all theother characters in the story, whilekeeping them focused on the project’spurpose and goals. As the representa-tive of a large number of people, theowner must strive to maintain theirtrust and keep their best interests inthe forefront. When speaking to agroup of residents about an upcomingtunnel project that will disrupt theirneighborhood for several years, hemust address them with a passion thatcan only come from a deep belief thatwhat is going to be built will serve thepublic well.

Every chapter of the book is equallyimportant. The story will end badly ifthe appropriate time and effort is notgiven to each of them. In the Planningchapter, the foundation of the project islaid as the setting and plot are estab-lished. For example, during the devel-opment of a long-term plan to controlcombined sewer overflows, numerousscenarios are evaluated from largediameter storage tunnels to remotetreatment facilities to determine whichone will best comply with EPA’s poli-cies. Untold effort is expended on theanalysis and preliminary engineering,as hydraulic models are created to pre-dict the behavior of a system, horizon-tal and vertical alignments are evaluat-ed and construction estimates areestablished. It is extremely importantat this phase of the project to includethe appropriate cast members fromdesign, construction and operation inthe decision-making process so thattheir concerns are heard and that allparties understand the basis of the pro-ject. Similarly, this symbiotic relation-

ship should be nurtured and main-tained through the ensuing chapters.

The design phase must produce con-tract documents that clearly presentthe scope of work to the contractingcommunity. For tunnels, this requires athorough understanding of the subsur-face conditions. The designer must beallowed to define a boring and testingprogram that allows him to confidentlydescribe the ground conditions. Theowner and his design team then mustcraft a “book within a book,” namely thegeotechnical baseline report (GBR).This document gives the owner theopportunity to set contractual baselineson expected ground conditions andother project features. The GBR letsthe contractor know the owner’s toler-ance for risk and risk sharing on theproject. If the contract documents,including the GBR, are created, admin-istered and implemented fairly withoutbeing overly conservative, the owner,designer and contractor can all beheroes in this saga.

The Design chapter should alsoinclude two other items: communicationwith and input from the community inwhich the project will be built and thetimely procurement of all propertyinterests such as purchases, easementsand permits. In today’s environment ofpublic mistrust of government officials,public outreach and property acquisitioncan be challenging. Like the author of anew book, the owner must undertake amulti-layered effort to advertise theproject and get the public to buy into it.If this is not done, the project can lan-guish for years.

When addressing the residents andtheir elected officials, the owner mustdescribe the purpose of the project andhow it will benefit them along with an hon-est assessment of the constructionimpacts. They should be assured that youare a guest in their neighborhood and assuch, you will act accordingly. Telling“fairy tales” is sure to get “Grimm”results. Regarding property interests, aformal tracking process that can be readi-ly viewed and updated will ensure that theproject can start on schedule. It is nevertoo early to start property negotiations.

The first several pages of theConstruction chapter should address the

owner’s philosophytoward the projectand the contractor. This chapter shouldcarefully explain the purposes of the pro-ject, both in terms of the environmentalbenefits, as well as the benefits to thepublic and other stakeholders. An atmos-phere of cooperation should be carefullyfostered and closely monitored. The con-struction phase is not a stage for a battleof egos or wits between the contractorand the owner’s team. The owner and hisrepresentatives should offer the contrac-tor every opportunity to succeed withinthe framework of the contract.

While it is the owner’s desire to com-plete the project on time and under bud-get, claims and change orders happen.They do not necessarily indicate that theproject was poorly designed or built. Ifthe owner and his team have developed areasonable set of documents, including aGBR, and worked in good faith to miti-gate claims with the contractor, then theowner has served his stakeholders well.

The final chapter of the book isOperations and Maintenance (O&M).This is sometimes the forgotten chapteras the other three draw most of theattention. Including the O&M people inevery phase of the project goes a longway toward ensuring a project that willmeet the owner’s needs while being assimple and safe as possible to operateand maintain. This chapter will remindthe reader that there are people whowill be entering the tunnel for manydecades to come for inspection, cleaningand repair. Clear recommendationsmust be given regarding such items asthe frequency of inspecting and clean-ing the tunnel and how best to commu-nicate and travel through it.

The story of each tunnel project isunique and can make fascinating read-ing. No two stories are ever alike, evenwhen all of the characters are the same.But each story shares one moral. That is,for the story to have a happy ending, allthe parties — owner, engineer and con-tractor — need to understand that theyare bound together, sharing in the suc-cesses and the duty of serving the publicfor whom the project is being built.

Rick Switalski, P.E., is the sewer design manager for the Northeast Ohio Regional SewerDistrict (NEORSD), Cleveland.

My TurnA Successful Tunnel Project: The Four Basic Chapters

By Rick Switalski



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