Michels/Jay Dee/Coluccio JV
This $215.2 million project for the San Francisco Public Utilities Commission (SFPUC) involves the installation of a new 108-in. diameter, 26,208 ft long, water transmission main pipeline (a portion of the new BDPL No. 5) using tunnel methods underneath San Francisco Bay. As of April 2014, the Bay Tunnel Project reached 93 percent completion and is on track for completion in March 2015.
Crews used a 15-ft diameter Hitachi Zosen (Hitz) EPB TBM to excavate the tunnel and install 12-ft, 6-in. ID concrete rings (6, 10-in. x 5-ft segments). Muck was hauled off site to restore wetlands and fill-in existing quarries. Two shafts were excavated. On the Peninsula side, the 58-ft diameter Ravenswood Shaft was built using slurry wall construction to a depth of 141 ft. The 28-ft diameter Newark Shaft was excavated to a depth of 86 ft by freezing the ground and installing rings, lagging and concrete for support.
The last steel liner pipe was installed in the tunnel in October 2013. A total of 654 pipe spools (108-in. diameter, 40 ft in length, 9/16-in. thick) were welded. Subcontractors Northwest Pipe fabricated the pipe and National Welding Corp. welded the pipe. Pacific International Grout Corp. completed placing low-density cell concrete in annulus between the outside of pipe and concrete segment rings. In April, Mainlining Service Inc. began lining the interior of the pipe with a thin layer of cement mortar. This process is expected to complete by the end of July.
Once the 5-mile long tunnel pipeline is fully lined, the next step is to connect the vertical pipe spools at each shaft, hydro test and disinfect the entire Bay Tunnel pipeline system. Then, the tunnel will be connected, by a pipe manifold, to original Bay Division pipelines Nos. 1 and 2 and the new No. 5. It is expected to have water flowing in the tunnel across the Bay by Mid October 2014.
Key Project Personnel: Contractor – Project Manager: Jim Stevens; Project Engineer: Ed Whitman; Assistant Project Manager: Kit Fleming; Quality Control Manager: Ted Walker; Superintendent: Ron Klinghagen. Owner – Project Manager: Johanna Wong. Construction Management – Jacobs Engineering Construction Manager: Robert Mues; Lead QA: Tom Hogan. Designer – Jacobs Associates Engineer: Shawn Spreng.
Central Subway Tunneling Project Contract 1252
Barnard Impregilo Healy JV
The $233 million Central Subway Tunnel Project, Phase II of the San Francisco Municipal Transportation Agency’s Third Street Light Rail Program, has been designed to expand the City’s transportation network and increase public access to San Francisco’s Chinatown. This project includes constructing precise, twin, 8,512-lf tunnels that are being excavated with two EPB tunnel boring machines (TBMs) and lined with 18-ft diameter precast segments. The work also includes construction of a launch box and portal structure under 4th Street, a retrieval shaft, and headwalls for future stations that the TBMs will mine through prior to station construction.
The first of the two Robbins TBMs, “Mom Chung,” has tunneled 7,972 lf since launching in late July 2013. The second Robbins TBM, “Big Alma”, has now tunneled 7,571 lf. Both machines have successfully crossed underneath the Bay Area Rapid Transit (BART) tunnels. Achieving this milestone involved completing the project’s extremely tight radius compound horizontal and vertical curve. During this period, the crews switched to a 24/7 operation to prepare for grouting if necessary.
At North Beach, Drill Tech has completed the retrieval shaft in anticipation of the arrival of the TBMs. One of the five cross passages has been completed; work continues on the remainder.
Project Director: Dan Schall; Project Manager: Ben Campbell; Project Superintendent: Mike Hanley; Chief Engineer/DPM: Alessandro Tricamo; Superintendents: Andy Granger, Bill Kiehl, Bob Schaffer, Lynn Twomley, Michael Shough, Eric Smith, Mike Gilbertson and Harlan Davis; Survey Manager: Klaus Herbert; Staff Engineers: Matt Paulisich, Glenn Strid, Jack Sucilsky, Vik Sehdev, Beau Blume, Aaron Abel and Brian Shalk; Safety Manager: Mike Sinon; and Quality Manager: Antonio Prado.
Information: Ben Campbell, (415) 546-0799, or email@example.com
New Irvington Tunnel Project
Southland/Tutor Perini JV
This $227 million project for the San Francisco Public Utilities Commission consists of 18,660 ft of 8.5-ft ID tunnel between 30 and 700 ft underground, as well as three access areas: the Alameda West Portal in Sunol Valley, Irvington Portal in Fremont and the Vargas Shaft off of Interstate Highway 680.
The final installation of the 8.5-ft diameter welded steel pipe fabricated by Northwest Pipe was completed earlier this year on the remaining 14,600 ft of tunnel. The annulus backfill grouting with low-density cellular grout is under way. Over 25,000 of the 60,000 cu yd has been placed. The new tunnel is expected to be commissioned in fall 2014.
Excavation on the entire 18,660-ft New Irvington Tunnel was completed between the Alameda West Portal heading and the Vargas Shaft heading with a final hole-through occurring on Oct. 8, 2013. Southland/Tutor Perini used conventional tunneling with two Antraquip roadheaders and controlled detonations to excavate the two headings. Both headings have been challenging with high groundwater inflows and pressures, some squeezing ground, and extensive pre-excavation grouting required. The New Irvington Tunnel Project is 95 percent complete.
Project Designer: Jacobs Associates, URS Corp.; Construction Manager: Hatch Mott MacDonald. Key Project Personnel: Southland/Tutor Perini Project Manager: Robert Cornish; Tunnel Superintendent: Walt Hawkins; Hatch Mott MacDonald Construction Manager: Daniel McMaster; Lead QA Inspector: Rebecca Fusee; San Francisco Public Utilities Commission Sunol Regional Project Manager: David Tsztoo, PE. Communications: Maria Le 866-973-1476 or email firstname.lastname@example.org
DISTRICT OF COLUMBIA
Anacostia River Tunnel
This $253 million design-build project for DC Water was awarded to Impregilo-Healy-Parsons JV in June 2013. The work includes six shafts with various configurations and diameters from 27 to 77 ft, depths 113 to 123 ft, 12,500 ft of 23-ft minimum inside diameter CSO tunnel with bolted/gasketed precast liner, excavated by a Herrenknecht EPB TBM, CSO diversion structures, odor control facilities, various SEM adits, and ancillary work.
Project design is being performed by Parsons and is under way. Site setup is under way. The TBM design and manufacturing is proceeding. Diaphragm wall construction for the two shafts at the CSO-019 site is in progress.
Project Director: John Kennedy; Project Manager: Shane Yanagisawa; DPM/Design Manager: Phil Colton; Design Manager: Jonathan Taylor; General Superintendents: Larry Weslowski, David Brown; Mechanical Superintendent: Lars Poulsen; Electrical Superintendent: Bruce Haught; Chief Construction Engineer: Daniele Nebbia; Safety Manager: Sharyn Hopson; QC Manager: Rick Munzer. For DC Water, Construction Manager: Scott Shylanski. Information: John Kennedy, (702) 524-0438.
First Street Tunnel
Skanska/Jay Dee JV
The First Street Tunnel is a $157 million design-build project that is part of DC Water’s $2.6 billion Clean Rivers Project. It is expected to be complete in Q2 2016.
Main elements of the project include: 2,700 lf of 20-ft ID precast, lined tunnel approximately 80- to 160-ft deep; three drop shafts; Four diversion chambers, 25 to 35 ft below the ground surface.; three adit connections, ranging from 20 to 400 ft in length and are 8 to 10 ft ID; 6 mgd pumping station housed in a fourth below-grade shaft.
The contractor is approximately 7 percent complete of the total project based upon billings to the owner. Major milestones achieved to date include the completion of the demolition work at the McMillan sand filter cells No. 25 and 26. The contractor has mobilized major subcontractors Moretrench and Treviicos for work on ground-freezing preparations and slurry wall construction, respectively. Sedimentation and other environmental controls are being completed in advance of major slurry wall operations at Channing Street. Slurry wall construction has commenced at the EPBM Launch Shaft at First and Channing Streets NW.
The contractor selected a Herrenknecht TBM for the project, which is currently in Germany for refurbishment, and procured and recently taken delivery of a Leibherr 895 as its primary service crane.
The design-build team’s designer is Parsons Brinckerhoff. Construction Management is handled by a joint venture in the employ of DC Water led by Jacobs Associates. Major subcontractors include Moretrench for freezing and dewatering, Treviicos for slurry wall installations, Underpinning and Foundation for drilled piles and secant piles, Leyden Electrical for onsite power generation and mining electrical support, Marmolejo for precast segment supply and install, CMI for concrete readimix supply, and Fort Myer for street civil work.
Key Project Personnel: Gary Almeraris – Project Executive; Scott Hoffman – Project Manager; Mina Shinouda – Construction Manager; Thomas March – Project Engineer; Dudley Eisser – Surface General Superintendent; Tim Awald – Underground General Superintendent; Steve Young – Design Manager for PB.
Blue Plains Tunnel
Traylor/Skanska/Jay Dee JV
The design-build project includes designing and constructing the BPT, associated shafts, and structures from BPAWWTP to DC Water’s Main Pumping Station at 2nd Street and Tingey Street SE. The 23-ft ID tunnel runs for 24,000 ft generally northward from the BPAWWTP, following the Potomac River. Two connected shafts (Figure-8) start the alignment, with two intermediate shafts and one end shaft. Tunnel depth is approximately 150 ft, and varies between under the river and shoreline. A Herrenknecht Earth Pressure Balance machine is mining and installing the precast concrete liner. Shaft construction used diaphragm walls, with excavation and CIP lining following.
Upon installation of the tunnel’s long-term mucking system, and full install of the TBM, excavation of the remaining depth of the DS has been completed, waterproofing is ongoing, and the 25-ft thick base slab is being placed in multiple lifts. Placement of walls will follow. The TBM has advanced to 5,000 ft, and mining continues. Construction of the end shaft has been completed, and the site demobed. Lining of the two remaining shafts along the alignment are ongoing in various stages.
Halcrow/CH2M Hill is nearly complete with the design of the various components of the project. The Bay State Precast segment production is ongoing.
PORT of Miami Tunnel
MAT Concessionaire LLC
May 19, 2014, marked the opening celebration ceremony for the Port of Miami Tunnel Project. Hundreds of construction workers and project staff walked out of the tunnel in a special parade with over 1,200 guests, media and dignitaries. Special guests included: Governor Rick Scott, Lt. Governor Carlos Lopez-Cantera, U.S. Secretary of Transportation Anthony Foxx, State Secretary of Transportation Anath Prasad, FDOT District Secretary Gus Pego, Miami-Dade County Mayor Carlos Gimenez, City of Miami Mayor Tomas Regalado, PortMiami Director Juan Kuryla and Former Port Director Bill Johnson. This $1.2 billion project is undergoing final testing and will soon open to traffic connecting PortMiami directly to the interstate highway system alleviating traffic congestion in downtown Miami, improving quality of life and promoting development while keeping PortMiami competitive.
The project, which was built for the Florida Department of Transportation at an estimated design and construction cost of $667 million, includes 0.75-mile long twin-tube highway tunnels connecting the MacArthur Causeway on Watson Island to PortMiami on Dodge Island. The tunnel was excavated using a 42-ft Herrenknecht Mixshield TBM, which was considered the largest soft ground TBM bored to date in North America. The TBM used an innovative water pressure balance/control mode in addition to the classical EPB mode. Approximately 751 concrete tunnel lining rings were installed in the 4,186 lf bored Eastbound Tunnel and approximately 745 rings were installed in the 4,152 lf bored Westbound Tunnel. Five cross passages were built between the two tunnels. Due to the highly permeable nature of the soil, pretreatment was required. The first, fourth and fifth cross passages were not located underneath the channel, so they were pretreated from ground surface using cutter-soil mixing panels that form a grouted block of soil that were excavated. A first for Florida, a ground freezing method was used for the other two cross passages, which go underneath Biscayne Bay, and were treated with a brine to freeze the ground, before excavation was done. Freezing process included the installation of a total of 44 freezing pipes.
Estimated freeze time once brine was installed at -22 F was about 40 days. A small cooling unit was installed in the second tunnel to cool the lining segments and ensure efficient closing of ice ring. Steel support frame was installed to prevent movements of the first tunnel due to ice pressures and a steel door was installed as “fail safe” to be closed in case of an emergency during excavation. All cross passages were successfully excavated.
FDOT Construction Manager/Owner’s Representative: Jacqueline Sequeira, P.E.; Project Construction Manager: Victor Ortiz, P.E. (CSA Group); CEI Manager: Steve Dusseault, P.E. (Parsons Brinckerhoff); Concessionaire CEO: Trevor Jackson; Concessionaire Vice President: Christopher Hodgkins (MAT); Project Director Design-Build Contractor: Louis Brais (BCWF); Operator: Chad Elliott (TSI); FDOT/Owner’s Representative – Public Information: Liz Fernandez (Stantec) – (786) 502-0704 or email@example.com.
McCook Reservoir Main Tunnel System
Kiewit Infrastructure Co.
This $114 million project for the U.S. Army Corps of Engineers is part of the Chicago Underflow Plan. The project’s scope of work includes the excavation of one 90-ft diameter, 300-ft deep shaft, two 33-ft ID , 800-ft long tunnels with a CIP concrete liner, steel liner, waste gate system and gate house on the surface,
The tunnels were excavated using the drill-and-shoot method in the Elwood Dolomite formation. Steel liner installation is nearing 75 percent complete and is scheduled to wrap up this year while shaft concrete began in February and will continue through into the fall.
Key project personnel: Project Manager: Mark Petermann; Project Engineer: Matt Trotter: General Superintendent: Dick Armstrong; Quality Manager: Jamie Bonner.
Deep Rock Tunnel Connector
The Deep Rock Tunnel Connector Project is the largest combined sewer overflow project constructed in the City of Indianapolis to date. This tunnel is being constructed by the SK JV for Citizens Energy Group and will help improve the quality of life in Indianapolis neighborhoods by reducing the amount of raw sewage overflows to comply with a federal Consent Decree. This $179 million project started construction in December 2011. As of April 15, 2014, 88 percent of the 250-ft deep, 41,593-ft long, 20-ft, 2-in. diameter tunnel has been completed and the project continues to maintain an excellent safety record. Tunnel mining is anticipated to be completed in June of this year. Following mining, a 12-in. thick, cast-in-place, fully circumferential liner will be constructed. The main beam TBM is a refurbished unit with a new cutterhead by Robbins.
The tunnel connections consist of 10 different shafts, including the launch shaft, retrieval shaft, CSO drop/vent shafts and utility shafts. The retrieval shaft is ready for TBM breakthrough. The CSO 117 structure and Utility Shafts 1, 2 and 3 are anticipated to be completed this summer. Work on CSO structures 008 and 118 are also under way, and are anticipated to be complete by May 2016. The overall project final completion date is scheduled for May 31, 2017.
Construction Project Manager: Stuart Lipofsky, P.E.; Tunnel Superintendent: Mark Haney; Shaft Superintendent: Darrel Vliegenthart; Project Engineer: Percy Townsend; Safety Manager: Jason Burroughs; Equipment Manager: Keith Walter; Quality Manager: Michael Stolkin; Field Engineers: Eric Haacke, Brian Stevens, Sriram Ganesan. Inspection Project Manager: Alex Varas, P.E. (AECOM), Assistant Project Managers: Mark Guay, (AECOM), and James McKelvey, P.E. (Black and Veatch).
Lake Mead Intake No. 3 Connector Tunnel
Renda has completed the connector tunnel and is in the process of securing the permanent bulkhead into place with concrete. Renda has also completed the connection to Intake No. 1 shaft and is performing scaling and bolting. Within the next couple of months, final marine work will take place to unseal Intake No. 1 and begin the reflow of lake water to current water treatment operations. Renda will begin punchlist items as well. The project is being built for the Southern Nevada Water Authority. Renda Project Manager: Dennis Bailey.
Lake Mead Intake No. 3 Shafts and Tunnel
Vegas Tunnel Constructors
This design-build Project for the Southern Nevada Water Authority was awarded to Vegas Tunnel Constructors for $447 million. The work includes an access shaft 600 ft deep and 15,000 ft of rock tunnel to be mined with a convertible 7.2m Herrenknecht TBM, capable of operating as a hard rock machine in open mode and as a full Mixshield in poor rock and/or with high water inflows, and lined with 20-ft diameter precast gasketed segments. Also included is a new Intake Riser structure constructed 350 ft below the surface of Lake Mead, and miscellaneous site and ancillary work.
Project design has been completed by Arup USA in conjunction with Brierley Associates. All underwater work has been completed.
Excavation of the Intake Tunnel is under way in a very complicated geology with large groundwater flows. Closed mode excavation with face pressures of up to 14 bars was employed in the first 2,800 ft, along with an extensive pre-excavation and ground improvement program. After going to open mode, tunneling passed the 50% mark. To date, approximately 9,700 linear feet of tunnel has been excavated, representing more than 67 percent tunneling completion. Tunneling is continuing with good progress, with intermittent open and closed mode mining according to the ground and groundwater conditions. The project is expected to be complete in July 2015.
Project Director: Jim McDonald; Project Manager: Jim Nickerson; Construction Manager: Renzo Ceccato; Chief Construction Engineer: Roberto Bono; Staff Engineers: Erik Hornaday, Claudio Cimiotti, Nihad Rajabdeen, Joey Cadavid; Tunnel Superintendent: Chris Gomez; Walkers: Mike Revis, Brian Comfort, Willie Flores; Plant Manager: Greg Cook; Safety Manager: Vaughan Hargrave; QC Manager: James Grayson. For SNWA, Construction Manager: Jerry Ostberg. Information: Jim Nickerson, (702) 893-2300.
The Tully/OHL JV, with support from Robbins, completed refurbishment of the TBM following flooding by Superstorm Sandy. After being stationary for approximately 18 months, the TBM resumed mining again in April. The first shove was challenging but successful, and did not require any excessive thrust to get the TBM back in motion. Since mining has resumed, in excess of 60 rings have been excavated and installed.
Personnel currently assigned to the project are the following: Tully/OHL JV Project Manager: Vincent Sefershayan; Tully/OHL JV Tunnel Project Manager: Josep Juan Rosell; Tully/OHL JV Tunnel Manager: Luis Alonso; LiRo/PB JV CM Project Manager: Tom Bowers; NYCEDC Owner’s Representative: Rob Damigella; CDM/HMM JV Design Liaison: David Watson.
Second Avenue Subway 72nd Street Caverns and Tunnels
Schiavone/Shea/Kiewit (SSK) JV
Since the last update, all surface demobilization has been completed and personnel are off the site. The project, which began in October 2010 with a bid price of $447,180,260, was completed on time. Scope of the project included: underground blasting/excavation and concrete of a main station cavern 900 ft long, three turnout caverns, two running tunnels and nine adits. Included in the work was also the demolition of three buildings five stories high, excavation of three ancillary shafts and an escalator entrance.
Second Avenue Subway 86nd Street Cavern
The project successfully turned over all works south of 85th St. to the follow-on finishing contractor upon meeting Milestone No. 1 on April 15, 2014. Concreting operations north of 85th St. and in the two entrance complexes and Ancillary No. 2 are continuing. Included in the turn-over were the deep tunnels, pump station, South Ancillary Cavern, Public Cavern and Ancillary No. 1. Moving forward, the JV is working toward an underground completion in September and a final completion in November.
The project hosted Moles student on April 4 with 450 students attending — it was a great opportunity for these college engineering seniors to see a massive underground construction project.
Project Personnel: VP: Mike Attardo; Project Executives: Gary Almeraris, Tom Maxwell; Tech Director: Lars Jennemyr; Project Manager: Tom O’Rourke; Project Engineer: Steve Vick; Underground General Superintendent: John Kiernan, Karl Poss; Surface Superintendent: Pete Mezbah; Engineer/Superintendents: Rob Begonia, Charlie Schoch, Mike Stokes, Joe Weaver; Equip Superintendent: Dean Gibbon; Safety Manager: Mike Ceglio; Quality Manager: Ivan Djordjevic.
Euclid Creek Tunnel
McNally/Kiewit ECT JV
The Euclid Creek Tunnel is on-schedule for a April 2015 completion. Crews have completed cleaning and patching of the tunnel. Cast-in-place lining of the starter and tail tunnel tunnels is in progress. Final lining of the three shaft continues. Concrete operations continue at multiple near surface structures. Mining operations commenced for the trenchless portion of the Lakeshore Blvd. Relief Sewer.
Black River Tunnel
Walsh/Super Excavators JV
This $53.6 million project for the City of Lorain consists of the construction of approximately 5,500 lf of 23-ft diameter rib-and-board, two-pass TBM rock tunnel using a 23-ft Robbins double-shield TBM (Model DS-205-277-1). The final tunnel is a 19-ft ID storage tunnel that extends approximately 120 ft below ground and along the western bank of the Black River. For the first phase of the project, which was completed in early July 2013, Super Excavators constructed 200 lf of wood lagging/steel ring mechanically excavated starter tunnel. The starter tunnel, which has a 25-ft x 25-ft arch, was constructed with an Alpine roadheader attached to an excavator. The launch shaft is a 42-ft ID, 175-ft deep shaft that will serve as home to the future Pump Station. The machine is being retrieved from a 30-ft ID, 115-ft deep shaft. The ground conditions consist of shale rock.
Notice to proceed was issued on August 6, 2012. The project is projected for completion (including tie-in and above-ground work scheduled after tunneling) in Spring 2015. Tunneling commenced on Nov. 18, 2013. The TBM arrived at the receiving shaft and successfully holed out on April 29, 2014. Currently, crews are disassembling the TBM and the conveyor system. The 232,000-lb cutterhead was to be lifted out of the receiving shaft on May 13 by local subcontractor Cleveland Crane and Shovel. After the TBM is completely demobilized, a secondary monolithic poured, cast-in-place, concrete tunnel liner will be installed to complete the storage tunnel. Crews will continue progress on above ground and tie-in work through 2014.
Other parties affiliated with the project include: Engineering/Designer – Malcolm Pirnie/Arcadis; Starter Tunnel Concrete Liner: Headlands Contracting & Tunneling Co.; Shaft Work: Ric-Man Construction; TBM Manufacturer: Robbins.
Key Project Personnel: Project Tunnel Supervisor: Gregg Rehak; Project Managers: Mike Garbeth, Mark Hedrick; Tunnel Superintendent: Jeff Reagan; Project Superintendent: Doug Meyers; Survey Manager: Mike Klement; Safety Managers: Steve Garlock, Anthony Revay Jr. Information: firstname.lastname@example.org.
Market Street Tunnel
Triad Midwest Mole JV
This $13.779 million project was given NTP on July 16,2012 with a target completion date of August 2014. It consists of 4,000 lf of 12-ft diameter excavated tunnel using ribs and lagging. There are two headings, each of which work from one access shaft and terminate at a dead end. The final lining is a 9-ft diameter, monolithically poured concrete. Tunneling is entirely in the Cooper Marl formation. The access shaft is a 20-ft finished concrete diameter structure that was installed by sunken caisson methods. In addition, there are three 54-in. drop shafts that will be installed along the route on Market Street to connect surface drainage structures.
The project is nearly complete. Tunnel excavation is complete. Monolithic concrete installation is complete. Drilled drop connections are complete. Tunnel connection to the Pump Station is under way and will be completed by June1.
The contractor had the option in the bid to use the base design of S.E.M. or an alternate using TBM. However, the contractor, if using the TBM method, was responsible for the design and had to retain their own design consultant. Triad Midwest Mole selected the TBM alternate. ARUP was chosen as the contractor’s design consultant. ARUP, with input from Triad Midwest Mole’s engineers, have designed and provided the final shaft and tunnel drawings for the TBM alternate.
Other parties affiliated with the project include: Original Tunnel and Site Work Designer: URS/Davis & Floyd; Construction Manager: Black & Veatch; Contractor’s Tunnel and Shaft Designer/Consultant: ARUP; Instrumentation Consultant: Terracon. Key Project Personnel: JV Manager: Clifford J. Kassouf, P.E.; Assistant JV Manager: Dan Liotti, P.E., Project Manager: Paul J. Kassouf, P.E., Project Engineers: Matthew J. Kassouf, P.E., Michael Firestone, P.E. ARUP Lead Rngineer: Seth Pollak, P.E.
Jollyville Transmission Main WTP4
The Jollyville Transmission Main project is nearing completion. All tunnel pipe has been installed and grouted with the exception of the closure pieces at the Four Points and PARD shafts. These pieces are onsite and will be installed once all the joints are patched and the reaches cleaned. The WTP4 shaft has had the 84-in. steel riser pipe installed, welded and backfilled. The Jollyville shaft is nearly complete as well and preparation for the remaining surface pipe and structures is well under way.
The Jollyville Reservoir site has three precast structures along with approximately 365 ft of 66-in. steel pipe installed via open cut. The entire line will then be pressure tested and disinfected prior to making the two final connections to existing valves. Once the testing is complete, the system will be operational and the remaining work will consist of backfilling the Four Points shaft with tunnel cuttings that have been stockpiled onsite, installing the remainder of 96-in. access manhole along with shaft backfilling at the PARD site and site restoration at all four shaft sites.
Project Manager: John Arciszewski; General Superintendent: Kent Vest; Superintendent: Mike Clingon; Project Engineer: Nick Jencopale; Safety Manager: Mike Seeley; MWH Project Manager: Jim Brennan; Black & Veatch RPR: Ray Brainard. Information: (817) 293-4263.
Elizabeth River Tunnels
This $2.08 billion project is a public-private partnership between the Virginia Department of Transportation (VDOT) and Elizabeth River Crossings, OpCo LLC. VDOT holds long-term ownership of all project assets. It is being built by design-build contractor SKW Constructors, a joint venture of Skanska, Kiewit and Weeks. Parsons Brinckerhoff is the Engineer of Record.
Construction NTP was issued Nov. 30, 2012, with substantial completion of New Midtown Tunnel expected by Dec. 24, 2016.
The project consists of 3,760 feet of reinforced concrete, immersed tube tunnel. A total of 11 tunnel elements will be cast in Sparrows Point, Maryland, in two casting cycles, and towed to the project site. There is also combined 420 ft of cut-and-cover tunnel at each approach to the tunnel. Tunnel elements will be immersed in a dredged trench, with three elements placed in the “slot,” a combination wall, support of excavation structure.
Structural concrete of the first six tunnel elements is complete and outfitting for towing is in progress. Float out from the dry dock commenced in early June with element arrival in Portsmouth over the following five weeks. Placement of the first element is expected in Q3 2014. Dredging and excavation is near 85 percent complete.
The New Midtown Tunnel is not the typical steel shell, concrete lined tube with upper and lower plenums but a reinforced concrete, rectangular tunnel using longitudinal ventilation (jet fans). The new tunnel is adjacent to the existing Midtown Tunnel, which required monitoring of the existing tunnel for movement and installation of an extremely stout support of excavation.
Key Project Personnel: Wade Watson (Project Director), Peter Guthorn (Construction Manager), Hank Kelly (Commercial Manager), John Pohle (Design-Build Manager), Fred Parkinson (Design Manager – PB), Norm Mitchell (Project Manager – Marine), Mike Hall (Project Manager – Tube Fabrication), Tom Fulton (Project Manager – Approaches).
SR 99 Tunnel Project
Seattle Tunnel Partners (Dragados USA/Tutor Perini JV)
Tunneling stopped on Dec. 6, 2013, three days after the TBM encountered an 8-in. diameter steel well casing, 119 ft in length, which was installed by WSDOT in 2002 as part of previous explorations for the Alaskan Way Viaduct Replacement Program. During December 2013 and January 2014, a series of free air and hyperbaric interventions were performed to replace damaged cutting tools on the cutterhead and to remove blockages from the openings in the cutterhead. Tunneling resumed in late January 2014 but was stopped shortly thereafter when damage to the main bearing seals was observed. A decision was made to replace the main bearing seals with new main bearing seals and to replace the existing main bearing with the spare main bearing. Work for the balance of 2014, prior to the resumption of tunneling, will involve constructing an 83-ft diameter, 120-ft deep shaft in front of the TBM; advancing the TBM into the shaft; removing and raising the cutterhead/cutter drive unit to the surface; installing the main bearing seals and main bearing in the cutter drive unit; lowering the cutterhead/cutter drive unit into the shaft; installing the cutterhead/cutter drive unit on the TBM; and breaking out of the shaft with the TBM. During this tunneling stoppage, work will continue on the north and south approaches to the tunnel and the tunnel operations buildings at the north and south ends of the tunnel.
Key project personnel include: Seattle Tunnel Partners Executive Committee: Jack Frost and Alejandro Canga; Project Manager: Chris Dixon; Deputy Project Manager: Greg Hauser; Construction Coordinator: Bill Monahan; Construction Manager: Juan Luis Magro; General Superintendent: Joel Burch; Tunnel Superintendents: Tom McMahon and Jorge Vazquez; Safety Manager; Dan Weathers. Information: Chris Dixon, (206) 971-8215.
Northgate Link Extension, Contract N125, TBM Tunnels (UW to Maple Leaf Portal)
JCM Northlink LLP (Jay Dee/Coluccio/Michels JV)
This $440,321,000 million project for Sound Transit was given NTP on Sept. 30, 2013, with a substantial completion milestone of Feb. 11, 2018. The project consists of approximately 18,100 lf of twin-bore tunnels with an internal diameter of 18 ft, 10 in. The tunnels will be driven through glacially deposited soils using EPB tunnel boring machines and lined with a single-pass, pre-cast, bolted and gasketed concrete liner. This contract also includes 23 cross passages and provides the shoring and excavation for the station boxes for two underground light rail stations and a portal structure to transition the light rail tracks from tunnels to elevated guideway.
The project is approximately 14 percent complete. Work is in progress at all three of the major project sites. At the Maple Leaf Portal, excavation is complete including the tie backs, soil nails and pile installation. Utility work and pile installation are nearly complete. At the Roosevelt Station, jet grouting is approximately 50 percent done, utility relocation is nearly complete and the slurry diaphragm walls are approximately 40 percent done. At the University District Station, the utility relocation is nearly complete, and the pile installation will start this month.
Tunnel Designer: Jacobs Associates; Construction Management, NorthStar JV (CH2M Hill, Jacobs Engineering); Major Subcontractors include DBM, Case Foundations, Bencor, Elcon, Sundancer, Hayward Baker, Soldata. TBM Manufacturers: Hitachi Zosen, Robbins.
Key Project Personnel: Sound Transit: Don Davis, Executive Project Director; Jonathan Gabelein, Principal Construction Manager; Brad Cowles, Construction Manager. JCM: Tom Diponio, Managing Partner; Mike Diponio, Project Executive; Glen Frank, Project Manager; Gregg Olsen, Deputy Project Manager; Jerry Pordon, General Superintendent. Construction Management: Paul Gasson, Program Manager; Ed Shorey, Resident Engineer; Anthony Pooley, Section Manager; Derek Dugan, Section Manager.
The Evergreen Line is a $1.43 billion 11-km transit project with seven stations, including approximately 2 km of bored tunnel. The project is expected to be in service in summer 2016. As of January, the TBM – named “Alice” in honor of pioneering geologist Alice Wilson – was being assembled with launch expected in March.
EGRT Construction includes SNC-Lavalin Inc., Graham Building Services, International Bridge Technologies Inc., Jacobs Associates Canada Corp., Rizzani de Eccher Inc., S.E.L.I. Canada Inc., SNC-Lavalin Constructors (Pacific) Inc., SNC-Lavalin Constructors (Western) Inc., and MMM Group Ltd.
The components of the project that will be delivered by EGRT Construction include elevated and at-grade guideways, the 2-km bored tunnel, seven stations, power substations, train operating systems, parking facilities and a vehicle storage and light maintenance facility.
Port Mann Main Water Supply Tunnel
This $167 million project for the Greater Vancouver Regional District began in March 2011 and has an expected completion date of July 2015. The project includes 1,000 m (3,280 ft) of 3.5-m (11.5-ft) diameter tunnel 35 m (115 ft) underneath the riverbed of the Fraser River, as well as two slurry shafts approximately 60 m deep constructed on either side of the river. The tunnel is being excavated by EPB TBM under 6 bar of pressure.
Shaft excavation is complete with South Shaft lining complete and North Shaft lining close to completion. The TBM has been launched and mining is under way with 40 rings completed.
Other parties associated with the project include: Construction Manager: Hatch Mott MacDonald; Owner Design consultants: Fraser River Tunnel Group (Ausenco, Jacobs Associates, Golder Associates); Precast Tunnel Lining Design: Aecom; Slurry Wall Construction: Bencor Construction; Site Civil Work: Southwest Contracting; Shoring & Excavation of Valve Chambers: Matcon Excavating and Shoring; TBM Manufacturer: Caterpillar.
Key Project Personnel: Project Sponsor: Steve Skelhorn; Project Manager: Andrew Rule; Project Engineer: Mark Thomson; Civil Planning Coordinator: Brian McInnes; Engineering Manager: Behzad Khorshidi; Chief Surveyor: Nick Dmitrenko.
Alloa Feedermain and Trunk Sewer
McNally Construction Inc.
This $32.6 million project for the Region of Peel began Jan. 14, 2014, and is expected to be complete by July 31, 2014. It consists of 5,542 m (18,182 ft) of 2.692-m (8-ft, 10-in.) diameter TBM bored tunnel and three shafts. The project is 70 percent complete. All shafts are completed and 85 percent of tunneling is done.
Other Parties Affiliated with the Project: Tunnel Designer: Genivar; Project Consultant: Hatch Mott MacDonald and Cole Engineering; Subcontractors: Dom Meridian (open-cut work); Matcon/Deep Foundation (SOE); Fermar (trucking); TBM Manufacturer: The Robbins Company.
Key Project Personnel: President: Murray Malott; Tunnel Operation Manager: Tim Cleary; Project Manager: Nick Bray; Engineering Manager: Behzad Khorshidi; Equipment Manager: Rick Anderson; Chief Surveyor: Nick Dmitrenko; Project Technician: Josh VanAndel; QHSE Manager: Melissa Thompson.
Hanlan Feeder Main Contract 1
McNally Construction Inc.
This $102.7 million project for the Region of Peel began on June 11, 2013, with an expected completion date of Jan. 6, 2016. The job comprises 5,725m (18,783 ft) of 3.65-m (12-ft) diameter tunnel in shale with rib and lagging. It also includes six shafts; three permanent chambers; settlement monitoring program; 5,798 m of 2.4-m dia. CPP pipe with cellular backfill; 688 m of 3.124 steel casing under rail lines and QEW; six construction compounds and one owner compound; connection and relocation of watermains; and landscaping.
The project is currently 10 percent complete. Shaft 2 and the starter tunnels are ready for launching of the TBM in June 2014. Shaft 3 and Shaft 4 are being excavated.
Project participants include Design Engineer: CH2M HILL; Restoration Works: Fermar Paving; Landscaping Works: Downsview Group; Electrical Works: Guild Electric; Mechanical Components: Emco; CPP Pipe: Hanson; Concrete: Dufferin; TBM Manufacturer: The Robbins Company.
Key Project Personnel: President: Murray Malott; Tunnel Operation Manager: Tim Cleary; Project Manager: Armenio Martins; Engineering Manager: Behzad Khorshidi; Equipment Manager: Rick Anderson; Chief Surveyor: Nick Dmitrenko; Assistant Project Manager: Josh Campbell; Engineering Technician: Jordan VanTol; QHSE Manager: Melissa Thompson.
West Trunk Sanitary Sewer
McNally Construction Inc.
This $71.3 million project for the Region of Peel began in June 2013 with an expected completion date of June 2016. It consists of 9,780 m (32,087 ft) of 3.02-m (119-in.) diameter TBM tunnel with five main shafts. Other components of the contract include: settlement monitoring program during construction under Hwy 401, Hwy 403 and two CNR Railways; Provisional item for 392 m mixed faced tunnel to be constructed using the 129-in. EPB with segmental lining; 104 m of 900 mm sanitary sewer to be constructed using jack-and-bore techiques from existing tie-in to MH-6; and 542 m of 400 mm watermain to be constructed beneath Hwy 401 using open-cut and jack-and-bore techniques with steel liner under Hwy 401.
The project is 20 percent complete. MH-5 and MH-6 are done completely and 85 percent of MH-7 is done. Approximately 600 m of tunnel has been mined.
Other Parties Affiliated with the Project: Tunnel Designer: Genivar; Secant Piles: Matcon; CPP: Munro; TBM Manufacturer: The Robbins Company.
Key Project Personnel: President: Murray Malott; Tunnel Operation Manager: Tim Cleary; Project Manager: Jeff Reid; Engineering Manager: Behzad Khorshidi; Equipment Manager: Rick Anderson; Chief Surveyor: Nick Dmitrenko; Project Technician: Dane McKinney; QHSE Manager: Melissa Thompson.
Confederation Line Tunnel
Rideau Transit Group (RTG)
This $2.3 billion project will span 2.5 km (1.5 miles) under Ottawa’s downtown core, roughly 15 m below the surface, as part of a transit line. The project includes three access points – the West Portal, East Portal and Central Shaft – for personnel, material and muck removal. Tunnels will be driven through limestone with pockets of clays and sands using the SEM method. Three 135-tonne roadheaders will be used to mine the tunnels along steel sets and shotcrete for support.
At the West Portal, the roadheader “Jawbreaker” continues mining east toward Lyon Street. Excavation in drifts progresses in the Lyon Station Cavern and includes tunnel reinforcements and shotcreting. At the Central Shaft, shotcreting and tunnel reinforcements are ongoing as mining progresses in the transition to the Parliament Station cavern, continuing east toward Bank Street. At the East Portal, tunneling works advance with mining through concrete. Mining of the full tunnel face was scheduled to resume in mid-May. Tunneling operations had been suspended due to a road collapse that occurred in February.
Rideau Transit Group is led by Toronto-based ACS Infrastructure, and includes engineering firm SNC Lavalin, construction company EllisDon Corp. and Ottawa-based BBB Architects, among others.
Billy Bishop Toronto City Airport Pedestrian Tunnel
Technicore Underground Inc.
This is $35 million project for the Toronto Port Authority comprises 186 linear meters of tunnel with a 10 m maximum diameter and 10 m minimum rock cover, and two shafts up to 35 m depth, to connect the mainland to the Billy Bishop airport.
As of April, the permanent tunnel lining installation was under way with completion expected in mid-May. Shaft base slab and sidewall construction has commenced at the island shaft, in addition to surface structure construction between the tunnel and the existing island airport terminal. Mainland shaft permanent works construction is expected to commence soon.
The project is being built in the Georgian Bay Formation, primarily shale, with pre-support provided by seven 1.8-m diameter TBM-driven horizontal, interlocking secant bores, followed by conventional rock excavation using a Liebherr 934 excavator with rock breaker attachment as well as a DOSCO roadheader.
Other parties affiliated with the project include: Arup (Tunnel Designer); PCL Constructors Inc. (General Contractor); Technicore Underground Inc. (TBM Manafacturer/Tunnel Contractor); and Forum Infrastructure Partners (Private Partner).
Key Project Personnel: Technicore: Tony DiMillo, Gary Benner, David Marsland, Mike MacFarlane, Joe DiMillo. Design Project Manager: Jon Hurt (Arup); Tunnel Lead: Seth Pollak (Arup); Site Engineer: Andrew Cushing (Arup). Information: email@example.com.
Aecon/ACS Dragados Canada (East contract)/Crosstown Transit Constructors (West contract)
The Crosstown is a light rail transit (LRT) line that will run across Eglinton Avenue between Mount Dennis (Weston Road) and Kennedy Station. This 19-kilometre corridor will include a 10-km underground portion. It is divided into two tunneling contracts – a $177 million contract awarded to Aecon/ACS Dragados Canada to build 3.25 km of twin 6.5-m diameter tunnels from a launch shaft east of Brentcliffe Road to the extraction shaft at Yonge Street. Crosstown Transit Constructors, a joint venture of Kenny Construction, Kenaidan Contracting, Obayashi Canada and Technicore Underground, was awarded a $320 million contract to build the remaining 6.2 km of tunnels from near Black Creek Drive to Yonge Street. To date, two of four Caterpillar TBMs have been launched from the shaft near Black Creek Drive. The TBMs are heading east toward Yonge Street and have advanced approximately 1.3 km.
Toronto-York Spadina Sunway Extension
OHL/FCC (North Tunnels)/Aecon/McNally/Kiewit
The Toronto-York Spadina Subway Extension (TYSSE) is a $2.6 billion project for the Toronto Transit Commission involving an 8.6-km extension from Downsview Station to Vaughn Metropolitan Centre Station in York Region. Tunnel boring began in summer 2011 and was completed in December 2013 when “Torkie,” one of four Caterpillar TBMs used for the project, broke through on the final tunneling segment. It total, “Holey,” “Moley,” “Yorkie” and “Torkie” bored 6.4 km of twin tunnels. Construction work, including the construction of six new stations, is expected to be completed by fall 2016. For more information about the TYSSE project, visit www.spadina.ttc.ca.