The Tunnel Update is a recap of the ongoing major tunneling and underground construction projects across the United States and Canada.
Terris Tatum Tennessee River Intake Facility
Bradshaw Construction Corp.
This $1 million Installation project for the Madison Utilities Board consists of 388 lf of 60-in. x 0.75-in. steel casing with liner by slurry microtunnel for a fresh water intake into the Tennessee River. Anticipated ground conditions are clayey and gravelly sand with possible limestone lens along the drive. Mobilization started Aug. 1. Intake screen airburst lines will be installed inside the intake pipe enabling access for inspection & repair after construction. J. Cumby Construction Inc. is the general contractor and Southern Marine Construction Co. supplied the divers.
Key Project Personnel — Project Manager: Mike Wanhatalo; Superintendent: Justin York; MTBM Operator: Joe Cheeseman, Patrick Brauning, AJ Haverly.
Regional Connector Transit Project
Regional Connector Constructors (Skanska-Traylor JV)
The tunneling portion of the $1.55 billion Regional Connector project for the Los Angeles County Metropolitan Transportation Authority involves 5,795 ft of twin tunnels with an excavated diameter of 21 ft. The ground conditions range from alluvium soils to siltstone of the Fernando formation with potential for perched groundwater, methane, hydrogen sulfide gas, and possible boulders. The groundwater table is generally above the tunnel alignment. EPB TBM tunneling is required using precast, concrete segments with double gaskets as the tunnel lining system. The tunnel depth (cover) ranges from 25 ft to approximately 100 ft and crosses below the existing Metro Red Line heavy rail tunnels with less than 7 ft of clearance. The Regional Connector includes approximately 2,100 ft of cut-and-cover and retained cut guideway and three cut-and-cover subway stations. The bored tunnels will pass through two of the cut-and-cover stations, requiring coordination of cut-and-cover and tunnel excavation.
NTP was issued July 7, 2014, with an original project completion date of May 29, 2021. The TBM was shipped from Tacoma, Washington, to the project site in April 2016. Tunneling is expected to commence in January 2017. The 1st & Central Station, from which tunneling will start, has been excavated to full depth. Preparations are in progress to concrete the station invert over which the TBM will be brought from the TBM assembly pit across Alameda Street to the launch site at the west end of the station. Soldier piles for support of the approximately 90-ft deep excavation at 2nd & Broadway Station are being installed as utility relocations are completed. Excavation of the approximate 100-ft deep 2nd & Hope Station is in progress and expected to be completed in December 2016. The downtown Los Angeles urban location of the Regional Connector provides challenges in the coordination of the project work with multiple third parties. The Regional Connector will be the first tunnel subway project to connect to two operating rail systems at either end, the Blue Line on the south and the Gold Line on the north.
Other parties affiliated with the project – Tunnel Designer for the Contractor: Hatch Mott McDonald; Metro’s Construction Management Consultant: Arcadis; TBM Manufacturer: Herrenkecht. Preliminary design was completed by CPJV (AECOM/PB JV), which is also performing design services during construction. Key Project Personnel – Metro Project Executives: Gary Baker, Project Manager; Girish Roy, Deputy Project Manager; Metro Design Consultants: (AECOM/PB JV), Bill Hansmire, Tunnel Design Manger; Metro Construction Manger Consultants: (Arcadis), Patrick Jolly, Construction Manager; Ron Drake, Technical Advisor; Resident Engineer, Glen Frank; Contractor Project Executives (Regional Connector Contractors RCC: (Skanska) Mike Aparacio, Mike Smithson; (Traylor) John McDonald.
DISTRICT OF COLUMBIA
Division H – Anacostia River Tunnel
This $253.9 million project for DC Water consists of 12,300 ft of 23-ft ID tunnel, approximately 100 ft deep with six shafts. The tunnel is being driven in heavy clay and sand/clay with up to 3 bar pressure using an EPB TBM. NTP was issued June 4, 2013, and final completion is scheduled for March 13, 2018.
The project is currently 70% complete by schedule with the TBM drive about 67% complete. The TBM has crossed under the Anacostia River, and has crossed under several fragile utility lines without damage. Crews have concrete lined several of the shafts and have started internal shaft structures. Excavating and shoring for near-surface structures is also ongoing.
This design-build project included several unique aspects: extensive use of slurry walls; depressurizations of lower artesian aquifer while leaving upper aquifer undisturbed; TBM advance using a conveyor belt system through multiple curves with vertical belt storage unit exterior to the shaft; steel fiber precast segmental lining; extensive use of geotechnical instruments for monitoring TBM excavation performance; and use of compensation grouting to cross under fragile critical utilities.
Designer: Parsons Professional Corporation; Construction Manager: Gilbane; Major Subcontractors: Moretrench, Con-Seg, Bulldog Construction, SECA; TBM Manufacturer: Herrenknecht; Conveyor Manufacturer: H+E.
Project Manager: Shane Yanagisawa; Deputy Project Manager: Phil Colton; Construction Manager: Daniele Nebbia; Quality Manager: Rick Munzer; Business Manager: Omer Sanchez; Design Manager: Jonathan Taylor; General Superintendent: Frank Flannelly; Equipment Manager: Chuck Tedford; Electrical Superintendent: Bruce Haught; Concrete Superintendent: Jimmy Hill; Tunnel Superintendent: Brad Krumel; Senior Concrete Engineer: Andrea Sessena; Construction Manager: Scott Shylanski. Information: John Kennedy, (702) 524-0438.
City of Atlanta Water Supply Project
Atkinson Construction in July began assembling the 12-ft Robbins tunnel boring machine that will complete the City of Atlanta Water Supply project. The TBM arrived to the jobsite in sections on more than 70 trucks. The TBM is being assembled on the quarry floor and will be used to excavate a five-mile tunnel to connect the Chattahoochee River and the Hemphill Water Treatment Plant to the former Bellwood Quarry. The Water Supply Project, scheduled for completion in 2018, will increase the City of Atlanta’s water reserve from 3 to 30 days.
The City of Atlanta’s raw water system infrastructure forms the foundation and starting point for delivering clean and reliable drinking water as well as fire protection service for more than 1 million system users. In the 1890s, when Atlanta faced major public health issues with water quality and water availability, the investment in raw water conveyance and storage was the first step in securing a sound future for the City. Since then, that investment has been integral to the success of Atlanta’s economy and the health of its citizens. Now, over 120 years later, Mayor Kasim Reed recognizes the critical need for reliable delivery of clean and safe drinking water to the City and neighboring jurisdictions that rely on the City for this vital resource.
The original raw water pipelines are still in service. Cast iron mains of diameters 30, 36 and 48 in. and were installed in 1893, 1908 and 1924, respectively. Although these were renewed with a cement liner in the 1950s, they have far exceeded their design life. A fourth line, a 72-in. steel main, was built in 1975 and metallurgical weaknesses restrict its operation to warm weather months. The vision of the next 100 years of drinking water for the Atlanta area includes renewing the foundation of the city’s water supply system and ensuring secure and reliable delivery.
The Chattahoochee River is the source of raw water for the entire Metro Atlanta. The path of the new conveyance system will follow closely the path of the current cast iron lines. The new 5-mile conveyance tunnel (10-ft ID) will end at a quarry site that will be transformed into a new water storage facility. Blasting at the quarry site began in April 2016. It will be designed to meet the current withdrawal permit limits and store any excess water not used for daily drinking water. Once filled, this facility will hold 2.4 billion gallons of water to provide the City a 30-day backup water supply.
The program design will address the objectives of achieving 100 years of asset lifecycle and flexibility in system operations. The estimated cost of design and construction for conveyance and water storage is approximately $300 million.
Kaneohe/Kailua Sewer Tunnel
This $173 million project for the City and County of Honolulu, Department of Design and Construction, Wastewater Division, was given NTP on Jan. 6, 2014, and has an estimated completion date of Jan. 9, 2017. It includes 16,338 lf of 13-ft diameter tunnel with a 10-ft ID GFRP liner; two slurry wall shafts: 87-ft diameter/95-ft deep (launching shaft at Kailua Site) and 30.5-ft diameter/54-ft deep (receiving shaft at Kaneohe Site). The ground included massive basalt to highly weathered basalt with clay in-fills and soft estuarine deposits that required jet grout for 500 lf of tunnel. Both shafts have been completed and TBM hole-through occurred on June 28, 2016. The project also included 1,500 ft of 60-in. diameter microtunnel. The project represented the first use of TBM mining in Hawaii.
Lead Designer: Wilson Okamoto Corp.; Tunnel Designer: Jacobs Associates; Construction Manager: Bowers and Kubota Consulting; Major Subcontractors: Layne Christensen Company (slurry wall and jet grout); James W. Fowler Co. (microtunnel); Brierley Associates (Design Consultant); Hobas Pipe USA (GRFP Tunnel Pipe); TBM
Manufacturer: The Robbins Company.
Key Project Personnel – Tim Winn, SMJV Project Director; Don Painter, SMJV Project Manager; Bill Kominek, SMJV Quality Control Manager; Quang D. Tran, SMJV Senior Project Engineer; Mike Young, CM Director.
Deep Rock Tunnel Connector, Eagle Creek Deep Tunnel
The Deep Rock Tunnel Connector is a 42,000-ft, 20-ft, 2-in. diameter bored tunnel with an 18-ft finished concrete lining (approximately 250 ft deep). There are two bifurcations in the final alignment and three CSO connecting structures/deaeration chambers and adits. The Eagle Creek Deep Tunnel is a 9,175-ft, 20-ft, 2-in. bored tunnel with an 18-ft finished concrete lining. The Deep Rock Tunnel Connector was awarded for a contract price of $179 million with the Eagle Creek Deep Tunnel added through a $32 million change order. The work is for Citizens Energy Group’s DigIndy project, which is a CSO reduction program including six deep rock tunnels totaling over 28 miles.
Tunnel lining consists of 12-in. thick cast-in-place concrete liner. Concrete is pumped from the surface from various drop holes along the tunnel alignment. The tunnel is cast using seven Everest 35-ft form sections. As of the start of August, approximately 44,200 ft of tunnel has been lined, putting the lining operation just over 90% complete. Construction of the adits and deaeration chambers is also ongoing.
Subcontractors: Platt Construction – Dick Platt; Steppo Supply & Construction, Inc. – Eileen Stepanovich; Acura Inc. – Domenico DiGioia.
Key Project Personnel – Construction PM: Stuart Lipofsky, P.E.; General Superintendent: Shannon Jennings; Assistant Project Manager/Project Engineer: Percy Townsend; Safety Manager: Kyle Shickles; Equipment Superintendent: Keith Walter; Field Engineers: Eric Haacke, Zack Heinrich, Kendall Gadd, Chris Monahan, Max Engen.
Inspection PM: Alex Varas, P.E. (AECOM), Assistant PM: Mark Guay (AECOM).
Owner: Citizens Energy Group – Manager of Construction: Mike Miller, P.E.; Supervisor Technical Lead: Tim Shutters; Construction Supervisor: John Morgan.
White River Tunnel, Lower Pogues Run Tunnel
The White River Tunnel is a 30,600-ft, 20-ft, 2-in. diameter bored tunnel with an 18-ft finished concrete lining (approximately 250 ft deep). There are two bifurcations in the final alignment and seven CSO connecting structures/deaeration chambers and adits. The Lower Pogues Run Tunnel is a 10,200-ft, 20-ft, 2-in. bored tunnel with an 18-ft finished concrete lining, which bifurcates from the White River Tunnel alignment, and includes two CSO connecting structures/deaeration chambers and adits. The work is for Citizens Energy Group’s DigIndy project, which is a CSO reduction program including six deep rock tunnels totaling over 28 miles.
The contract was executed in late June 2016, and the contractor is currently refurbishing and reassembling the Robbins TBM that was used to mine the Deep Rock Tunnel Connector and Eagle Creek Deep Tunnel. Mining is planned to start in August 2016. The TBM will launch from a 35-ft diameter shaft that was previously constructed as the retrieval shaft for the Deep Rock Tunnel Connector alignment. Mining of the White River Tunnel alignment will extend approximately 4,800 ft, at which point mining will then follow the Lower Pogues Run Tunnel alignment. Following completion of the Lower Pogues Run Tunnel, the contractor will back the TBM down to the bifurcation, and will then continue on with the remainder of the White River Tunnel.
Key Project Personnel – Construction PM: Stuart Lipofsky, P.E.; General Superintendent: Shannon Jennings; Assistant Project Manager/ Project Engineer: Percy Townsend; Safety Manager: Kyle Shickles; Equipment Superintendent: Keith Walter; Field Engineers: Eric Haacke, Zack Heinrich, Kendall Gadd, Chris Monahan, Max Engen.
Inspection PM: Sam Cain, P.E. (AECOM).
Owner: Citizens Energy Group – Manager of Construction: Mike Miller, P.E.; Supervisor Technical Lead: Tim Shutters; Construction Supervisor: John Morgan.
Low Lake Level Pumping Station (L3PS) Project
Barnard of Nevada Inc.
In May 2015, Barnard entered into a Construction Manager at Risk (CMAR) contract for the L3PS Project for the Southern Nevada Water Authority (SNWA). The team began work on design completion of the underground work first. Barnard’s multi-discipline team worked with SNWA, Construction Manager Parsons, Designers MW/HILL A Joint Venture, and other stakeholders to provide constructability, value engineering and cost estimate input during design completion for the shafts, cavern and 34 pump well shafts. Once design and pricing were finalized, the underground construction work began in September 2015. To date, work has progressed on the Access Shaft excavation to approximately 400 ft deep, including concrete final lining. Of the 34 well shafts, 9 each of the 8-ft diameter blind bore shafts and 6-ft diameter steel pump well casing have been completed. Additional, work has also begun on the 144-in. Discharge Aqueduct pipelines. Concurrent with the underground construction, the above-ground preconstruction work continues with focus on the pumping station, including design, constructability and cost estimates. All work is estimated to be completed in 2020.
The underground work includes: 525-ft deep x 26-ft diameter Access Shaft; bulkhead to allow for future expansion; 80-ft deep x 26-ft diameter Riser Shaft to connect to existing Intake No. 3 connector tunnel; 33-ft wide x 36-ft high x 400-ft long horseshoe-shaped Forebay Cavern; Forebay Connector Tunnel; and 34 each drilled 8-ft diameter x 500-ft deep pump well shafts with steel-lined 6-ft diameter casings. The above-ground pumping station and accompanying appurtenances includes: 34-each 30 mgd submersible pumps; valves and discharge headers; surge tanks, electrical controls and starting equipment for the pumps; electrical control building; electrical feed from an onsite substation; and 5,550 lf of 144-in. discharge aqueducts for connecting the new pumping station to the existing water treatment plants.The estimated cost of the project is $440 million.
Key Project Personnel –SNWA: Peter Jauch, Director of Engineering; Erika Moonin, Project Manager; Parsons: Kevin Ulrey, Construction Manager; MW/HILL: Ted Davis and Steve Hunt, Lead Engineers; Barnard: Operations Manager, Dan Schall; Project Manager, Jordan Hoover; Project Superintendent, Ken Quintana; Chief Engineer, Brad Bush; Construction Superintendent, Andy Granger; Superintendents, Engineers, and Safety: Tyler Askin, Chad Brinkerhoff, Nick Bowerman, Alex Casilla, Mike Gilbertson, Klaus Herbert, Dan Heroux, Tyler Komenda, Bill Kiehl, Pryde Lahr, Jimmy McGauley, Joerg Moser, Jake Richardson, Aaron Rustin, Bob Schaffer, Terry Swindle, Peter Turlington, Lynn Twomley, Devin Weekly, and Leo Weiman.
Briar Creek Relief Sewer Phase III
Bradshaw Construction Corp.
Bradshaw will begin work on a project to install 60-in. steel casing for 42-in. gravity sewer underneath boulevards and railroads. Three tunnels totaling 378 lf will be installed by microtunneling. The subsurface conditions vary from soft ground of clay and silt, partially weathered rock, and granite. Bradshaw will also be installing liner plate launch shafts for the tunnels. The project is scheduled to be completed from September to December of 2016. Information: Mike Wanhatalo, Project Manager, firstname.lastname@example.org.
Crabtree & Upper Pigeon House Interceptor Tunnels Project
Bradshaw Construction Corp.
Bradshaw is in construction on a $21 million sewer project that consists of approximately 3,000 ft of 1-pass and 2-pass microtunneling at 11 locations. The City decided to let a separate trenchless general contract in advance of the 30,000 ft of future open-cut pipeline contracts. Casing size is 60 and 72 in. and the FRP pipe is 42 to 57 in. Subsurface conditions range from alluvium and residual soil to partially and unweathered hard granitic rock and mixed face. Information: Mike Wanhatalo, Project Manager, email@example.com.
Ohio Canal Interceptor Tunnel
This project for the City of Akron involves connecting a 72-in. consolidation sewer to the larger, main OCIT tunnel. Due to the challenging soils conditions the tunnel will be constructed using either a hydraulically driven tunnel shield and a two- pass system or ground stabilization and hand mining. The work is to be performed under numerous existing utilities and a busy thoroughfare of Akron which is to not to be closed for construction. Challenging soils conditions of running sandy material with a high water table are expected. Information: Joel Froehlich – Project Manager, firstname.lastname@example.org.
Dugway South Relief and Consolidation Sewer
McNally Construction Inc.
This $26 million project for the Northeast Ohio Regional Sewer District includes: DSRCS Mainline Sewer – 2,730 lf of 90-in. pipe be mined using a 112-in. Lovat TBM; Phillips Ave Relief Sewer – 2,640 lf of 42-in. pipe mined using a 100-in. Lovat TBM; Phillips Ave & Carlyon Rd Open-Cut Sewer – 1,420 lf of 24-to 36-in. ID pipe (Subcontracted to Digioia Suburban Excavating); Primrose Ave. Consolidation Sewer – 677 lf of 18- to 30-in. ID pipe (Subcontracted to Digioia Suburban Excavating); and seven shafts ranging from 10 to 35 ft in diameter and from 40 to 52 ft in depth.
The majority of the alignment is expected to be through sound shale with the exception of the first 650 ft on DSRCS-1/2, which is expected to be weathered shale and fill material.
Crews are sinking the DSRCS-4 Shaft, which will serve as the launch shaft for the Phillips Ave. Relief Sewer, and are preparing to relocate existing utilities in order to sink PL-2 (double retrieval shaft) and PL-6 (second launch shaft). The job is about 5% complete. NTP was issued on May 16, 2016. Estimated completion is July 2018.
Designer: AECOM; TBM: Lovat 112-in., Lovat 100-in.; Subcontractors: Northstar – Cast-in-Place Structure work; Digioia – Open-Cut Pipe Installation;Cook Paving and Construction – Restoration and Paving Work; Pacific International Grout – Cellular Grout.
Project Personnel: General Manager Tunnels: Tom Szaraz; General Superintendent: Henry Williams; Project Manager: Christopher Lynagh.
Dugway Storage Tunnel
Salini Impregilo/Healy JV
The work includes six shafts with various configurations, diameters of 16 to 50 ft, depths 200 to 250 ft, 14,700 ft of 24-ft minimum inside diameter CSO tunnel with bolted/gasketed precast liner, excavated by a Herrenknecht hard rock single shield TBM, a conventional connection tunnel to the Euclid Creek Project, CSO diversion structures, various adits, and ancillary work.
NTP was issues on Feb. 2, 2015, with a completion date set for Sept. 29, 2019. The bid value was $153 million. The project is approximately 35% complete.
Project Director: John Kennedy; Project Manager: Jim Kabat; Chief Engineer: Roberto Bono. General Superintendent: Jim Conant
For NEORSD, Construction Program Manager: Doug Gabriel, CCM, Senior Construction Supervisor: Ryan Sullivan. Information: John Kennedy, (702) 524-0438.
Dugway West Interceptor Relief Sewer
Turn-Key Tunneling was subcontracted and completed a previously planned open cut tie-in awarded to Walsh-Super Excavators JV by the Northeast Ohio Regional Sewer District. Due do to multiple utility conflicts above the proposed sanitary sewer line, a trenchless installation was determined to be the best fit for this crossing. The project consisted of a 24-ft diameter vertical access shaft to act as a dual launch location for two tunnels – one 120-in. for an underground connection to an existing structure and the second for a 72-in. tunnel to make the final connection to the new sewer. Ground stabilization in combination with a hand-mined tunnel liner plate was used to negotiate through challenging geology. Information: Brian Froehlich – Project Engineer, brian @ tunnelit.net.
West End Trunk Line Microtunnel Project
Bradshaw Construction Corp.
Bradshaw completed the installation of 1,050 ft of 60-in. steel casing for 30-in. PVC sewer along Valley Road at the Arcelormittal Steel plant in late March 2016. The tunnel was for Pennsylvania-American Water’s West End Trunk Line microtunnel project. The casing was jacked behind a microtunnel boring machine in limestone and the scope also includes two tunnel access shafts, which were installed without rock blasting. The difficult rock mining persisted during long hours through the duration of the winter, but those efforts paid off when the MTBM hit right on its mark in the recovery shaft. The 30-in. sewer was subsequently installed, ready for incorporation into the city’s sewer system. Information: Todd Brown, email@example.com.
Wildcat Point Raw Water Supply Pump House and Pipeline
Bradshaw Construction Corp.
In early June, Bradshaw completed the installation of 830 ft of 60-in. steel casing for a raw water intake pipeline for Old Dominion Electric Cooperative’s Wildcat Point Raw Water Supply Project in Lancaster County. The casing was jacked behind a microtunnel boring machine through rock, then transitioned into river bottom silts below the Conowingo Reservior. Underwater marine recovery brought the MTBM to the surface from a coffer dam installed in the Susquehanna River to complete the microtunneling operations. The tunnel was accessed by a 54-ft deep shaft, constructed of liner plate in the overburden soils, which transitioned to rock bolts and wire mesh in the rock that was excavated by conventional drill-and-blasting. Following the installation of the intake tunnel, the shaft was lined with shotcrete to a 23-ft ID to serve as the wet well’s permanent structure. Bradshaw worked nearly around the clock to complete the shaft and microtunnel scope in just three months. Information: Todd Brown, firstname.lastname@example.org.
Villanova Station Improvement Project – Phase I
This project for the Southeastern Pennsylvania Transportation Authority (SEPTA) features a 15-ft diameter tunnel installation, required to be installed with a hydraulic tunnel shield, to be performed by Turn-Key Tunneling. The project consists of a 72-lf drive of 180-in. tunnel beneath three active railroad tracks on SEPTA’s Thorndale Line. Turn-Key previously installed a similar tunnel on this same line at the Malvern Station in 2010. Anticipated grounds conditions include sand and gravel with a watertable in the bottom 3 ft of the tunnel heading. Information: Brian Froehlich, Project Engineer, email@example.com.
Edwin Warner Pedestrian Tunnel
Turn-Key Tunneling has been subcontracted by Rock City Construction to complete a 12-ft pedestrian tunnel to serve Nashville’s picturesque Edwin Warren Metro Park. The park is managed by and the work is being done for The Metropolitan Board of Parks and Recreation of Nashville and Davidson County. The tunnel will be constructed under a live railroad track and allow park attendees have access to a previously remote portion of the park. The 104-ft long tunnel will be constructed using a hydraulically driven tunnel shield in soils consisting of clay and exposed rock. Information: Joel Froehlich – Project Manager, firstname.lastname@example.org.
Elizabeth River Tunnels (ERT) Project
SKW Constructors (Skanska/Kiewit/Weeks Marine JV)
The ERT Project is a $2.1 billion P3 project ($1.5 billion construction) for the Virginia Department of Transportation (VDOT). The concessionaire is Elizabeth River Crossings OpCo, LLC (ERC) (a Skanska/Macquarie JV). The New Midtown Tunnel Construction portion of the contract reached substantial completion on Aug. 26, 2016, four months ahead of the Dec. 24, 2016, scheduled completion date.
Other project deliverables include: Existing Downtown Tunnel Rehabilitation (substantial completion reach Aug. 5, 2016; scheduled completion was Dec. 24, 2016); Martin Luther King Freeway Extension Construction (contract substantial completion date is Dec. 24, 2016); and Existing Midtown Tunnel Rehabilitation (contract substantial completion date is May 11, 2018).
The new Midtown Tunnel was constructed using immersed tube tunnel (ITT) technology. The tunnel is comprised of 11 tubes each measuring an average of 342 lf, 54 ft wide, and 28.5 ft tall (for a total tunnel length of 3,772 lf – or 0.71 miles long), and weighing in at 16,000 tons (or 32 million pounds). At the deepest point in the river, the bottom of the tunnel is 95 ft below water.
The westbound lane was opened June 17, 2016 (6 months ahead of schedule), while the eastbound lane opened Aug. 26, 2016 (4 months ahead of schedule). The Elizabeth River Tunnels project is approximately 79% complete based on billing (as of Jun 30, 2016). Crews are continuing work on approaches and interchanges.
The completed new Midtown Tunnel serves to carry two lanes of westbound traffic from Norfolk to Portsmouth on US 58; and the existing Midtown Tunnel currently serves to carry one lane of eastbound traffic from Portsmouth to Norfolk (note: once rehabilitated, the existing Midtown Tunnel will carry two lanes of eastbound traffic)
Special/Unique Features of the Job:
Design life of new Midtown Tunnel is 120 years;
Immersed tube tunnel (ITT) technology with all concrete construction
New tunnel alignment is adjacent to the existing Midtown tunnel (built in 1962) and was carefully analyzed and monitored during construction to prevent any damage to the existing tunnel
Complex spiral geometry of tunnel (selected to minimize impacts on the nearby existing Midtown Tunnel) required independent 3D models to identify casting and placement tolerances and 3D laser scans of the elements to verify that the critical endframes would seal properly when the elements were placed
Concrete tubes fabricated in a dry dock near Baltimore and floated 220 nautical miles down the Chesapeake Bay to the construction site in Portsmouth
Unique 3-seal system to prevent water migration between the elements (an external Gina gasket, an internal Omega gasket, and a concrete ring covering)
Tunnel alignment was under a heavily utilized Federal shipping channel (military and commercial vessels) – required close coordination with stakeholders for channel closures during placement of the tubes
One of the first tunnels in the U.S. with an egress corridor
First tunnel in the U.S. constructed under the Public-Private Partnership (P3) delivery method
Project personnel: VDOT Construction Manager/Owner’s Representative: Bradley Weidenhammer; Concessionaire’s Representative: Greg Woodsmall; Project Lead Design: Parsons Brickerhoff (Fred Parsons); Project Director Design-Build Contractor: SKW Constructors (Wade Watson); Project Assistant Director: SKW Constructors (Tom Fulton); Project Construction Manager: SKW Constructors (Pete Guthorn); Concessionaire’s (Elizabeth River Crossings OpCo) Public Information Representative (Leila Rice at 757-932-4415 or LRice@ERCOPCO.com); SKW Constructor’s Communications Representative (Stephen Meyers at 757-879-2027 or email@example.com).
Northgate Link Extension, Contract N125, TBM Tunnels (UW to Maple Leaf Portal)
JCM Northlink LLP (Jay Dee/ Coluccio/ Michels JV)
This $440,321,000 light rail extension project for Sound Transit received NTP on Sept. 30, 2013, and had a substantial completion milestone of Feb. 11, 2018. The project consists of approximately 18,400 lf of twin bore tunnels with an internal diameter of 18-ft, 10-in. The tunnels were 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 of 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 N125 Project is approximately 70% complete. The shoring and excavation is complete at the two stations and one portal location. At the Roosevelt Station excavation support was accomplished with slurry diaphragm walls and tie backs. At the University District Station soldier and secant piles are the primary support in conjunction with soil nails and shotcrete in specific locations.
The northbound running tunnel began tunneling from the Maple Leaf Portal in July 2014 and completed the drive to University of Washington Station on March 30, 2016. The southbound running tunnel began tunneling from MLP in late November 2014 and completed the drive to UWS on Sept. 1, 2016.
Work is in progress at 18 of 23 cross passages excavations. Twelve of the cross passages are being dewatered to provide ground modification prior to excavation, 10 of the cross passages are being frozen to provide ground modification prior to excavation and one cross passage requires no ground modification. Of the frozen cross passages 5 are being frozen primarily from the surface and 5 are being frozen completely from within the tunnel.
Finish works in progress include placing concrete for inverts and walkway along with MEP installation in both tunnels.
Northgate Link Extension is a key part of the Sound Transit’s regional mass transit system approved by voters in 2008. The 4.3-mile light rail extension includes stations in the University District, Roosevelt, and Northgate neighborhoods.
Other Major Parties Affiliated with the Project – Tunnel Designer: McMillen Jacobs Associates; Construction Management, NorthStar JV (CH2M, Jacobs Engr.); Major Subcontractors include DBM, Case Foundations, Bencor, Elcon, Sundancer, Hayward Baker, Soldata. TBM manufacturers; Hitachi Zosen, Robbins. Segment manufacturer;
Key Project Personnel – Owner: Don Davis, Executive Project Director; Rick Capka, Principal Construction Manager; Brad Cowles, Construction Manager.
Contractor: Tom DiPonio, Managing Partner; Mike DiPonio, Project Executive; Gregg Olsen, Project Manager; Brian Hagan, Deputy Project Manager; Jerry Pordon, General Superintendent.
Construction Management: Paul Gasson, Project Manager; Roger Mitchell, Resident Engineer; Anthony Pooley, Section Manager; Derek Dugan, Section Manager.
SR 99 Tunnel Project
Seattle Tunnel Partners (Dragados USA/Tutor Perini JV)
On April 29, 2016, the TBM left Safe Haven #3, where it had completed 1,500 ft of bored tunnel, to tunnel under the Alaskan Way Viaduct and to continue its northward journey under downtown Seattle. After successfully tunneling under the Alaskan Way Viaduct and tunneling an additional 1,500 ft since leaving Safe Haven #3, the TBM stopped for maintenance on June 23, 2016. After completing 46 hyperbaric interventions to perform maintenance on the TBM, the TBM resumed tunneling on July 18, 2016, and bored an additional 1,000 ft of tunnel by the end of August 2016, bringing the total length of completed bored tunnel to over 4,000 ft, leaving approximately 5,000 ft to complete the 9,273-ft tunnel drive. Construction of the double-deck highway structure inside the tunnel continued concurrently with the TBM tunneling. Work continued on construction of the north and south cut-and-cover approaches to the tunnel and the tunnel operations buildings at the north and south ends of the tunnel.
Key project personnel – Seattle Tunnel Partners Executive Committee: Jack Frost, Jose Luis Mendez Sanchez; Project Manager: Chris Dixon; Deputy Project Manager: Paco Gonzalez; Construction Coordinator: Bill Monahan; Civil Construction Manager: Joel Burch; Tunnel Manager: Roger Escoda, Tunnel Construction Manager: Juan Luis Magro; Tunnel Superintendents: Tom McMahon, Jorge Vazquez; Safety Manager: Dan Weathers; Quality Manager: Wally Chen. Information: Chris Dixon, (206) 971-8215.
Port Mann Main Water Supply Tunnel
The Port Mann Main Water Supply Tunnel is a $167 million project for Metro Vancouver that comprises 1,000 m of 3.5-m diameter tunnel 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 was excavated by EPB TBM under pressures of up to 6 bar, and was the first bored crossing of the Fraser River.
Work is now completed with only the mechanical and electrical work on the valve chambers on both sides ongoing. Reinstatement has commenced. The project commenced in 2011 and Metro Vancouver is scheduled to make the final connections later this year and put the water main into service.
Hatch Mott MacDonald was the program manager and Fraser River Tunnel Group (Ausenco, McMillen Jacobs Associates, Golder Associates) was the designer.
Project Personnel: Project Sponsor and Tunnel Manager: Steve Skelhorn; Project Manager: Andrew Rule; Tunnel Superintendent: Sean Gamble; Civil/Surface Superintendent: Arash Foadi; Project Engineer: Mark Thompson.
Hwy 400 and Tiffin Street Overpass
This project for the Ministry of Transportation consists of two microtunneled drives (60 and 68 m) and 72 m of sliplining of an existing 1,800-mm culvert. Dufferin Construction Co. (a division of CRH Canada Group Inc.) is the general contractor with CRS the tunneling subcontractor. The bid value of the project is $26,874,000. Tunnel construction was scheduled to commence in September. The 1,800-mm RCP microtunnel pipe will be used as a one-pass culvert installation. The MTBM is an Akkerman SL-74.
Key Project Personnel: CRS Tunnelling Project Manager: Joe Mulville,; Site Superintendent: Tony Caruso; MTBM Operator: John Cox.
McNally Construction Inc.
This is a $102 million project for the Region of Peel that comprising 5,725 m of 3.65-m (12-ft) diameter tunnel in shale with rib and lagging. Other elements of the work include: six shafts; three permanent chambers; settlement monitoring program; 5,798 m of 2.4-m diameter concrete pipe with cellular backfill; 688 m of steel casing under rail lines and Queen Elizabeth Way; six construction compounds and one owner compound; connection and relocation of watermains; and landscaping.
All shafts have been excavated and pipe has been installed in three of the six shafts. All mining and tunnel pipe installation has been completed. Grouting was completed for all tunnels. Construction of permanent chambers has begun. The project was given NTP in November 2013 and is on track for completion by the end of the year. The project represents the largest water main ever undertaken by the Region of Peel.
Designer: CH2M; TBM: Robbins; Subcontractors/ Suppliers: Restoration Works – Fermar Paving ; Landscaping Works – Downsview Group; Electrical Works – Guild Electric; Mechanical Components -Emco; CPP Pipe – Hanson; Concrete – Dufferin.
Project Personnel – General Manager Tunnels: Tim Cleary; Project Manager: Armenio Martins; Assistant Project Manager: Dane McKinney.
West Trunk Sanitary Sewer
The West Trunk Sanitary Sewer project for the Region of Peel is a $71,384,151 began in June 2013 and had an original completion date June 2016. In July 2015, crews encountered water inflows of 1,000 L/min, approximately halfway along the project’s tunnel drive between the Shafts 6 and 8. Ground conditions were expected to be shale, however a 125-m valley of soft ground not contemplated in the GDR was encountered. Unexpected ground stopped the advance of the Robbins Main Beam TBM.
A recovery shaft was sunk to extract the TBM and launch a Lovat EPB machine modified to complete the remaining 350 m to the next shaft. The main beam TBM will be relaunched at Shaft 8 to continue excavation.
The overall project comprises 9,780 m of 3.03-m diameter cut with 2.4-m finished diameter constructed within shale utilizing the McNally owned Robbins Main Beam TBM and CIP final lining. There is a settlement monitoring program during construction under Highways 401 and 403 and two CN railways. There is a provisional item for a 392-m mixed faced tunnel to be constructed using the 129-in. EPB with two-pass lining.
Additionally, 104 m of 900 mm sanitary sewer is to be constructed using jack-and-bore techniques, and 542 m of 400 mm steel-lined water main is to be constructed beneath Highway 401 using open-cut and jack-and-bore.
As of late August, crews had mined a total distance of 5,161 m (52.8%).
Tunnel Designer: WSP Global; TBM Manufacturer: Robbins, Lovat; Subcontractors: Metric Contracting, HC Matcon, Geo Foundations, Earth Boring.
Project Personnel: General Manager Tunnels: Tim Cleary; Project Manager: Jeff Reid.
Jarry Road Water Transmission Pipes
EBC/McNally Construction JV
This $64 million project for the City of Montreal began in October 2015 and had an original completion date of December 2017. The project involves 4.1 km of 88-in. diameter cut with 1,200-mm (48-in.) finished diameter water main pipe constructed within shale utilizing an EBC/McNally owned Robbins Hard Rock Double Shield TBM. The annulus space will be filled with cellular grout.
There are a total of six shafts in various sizes and depths from 9 to 15 m for the connections of the water main along the route of Jarry Road. Starter tunnels and tail tunnels along with some of the shafts have been constructed by drill-and-blast and vibration has been kept to a minimum due to location of the shafts in residential areas. A settlement monitoring program has been implemented during construction along Jarry Road on the tunnel alinement and also at each shaft.
To date crews have mined 850 m from Production Shaft 2 to Shaft 6. The Robbins TBM will be removed from Shaft 6in the middle of September and relaunched from Shaft 1.
Shafts 2, 6 and 1 are complete. Shaft 3 is 75% complete, Shaft 4 is 35% completed, and Shaft 5 site setup is complete. Starter and tail tunnels at Shaft 1 are underway for TBM re-launch.
The tunnel construction technique was utilized to maintain traffic mobility and limit the impacts for Canadians. On such a distance, the benefits are considerable compared to trench work. These works are of a duration of 2 years and residents and business owners are less impacted with the tunnel method. Everything thing is worked around noise levels with the use of electric overhead gantry cranes to tipping of muck directly into trucks.
Subcontractors: Englobe, Cematrix, Camille Blais, System Urbain.
Project Personnel: Project manager: Alexandre Longtin, EBC; General Superintendent: Sean Gamble, McNally Construction Inc.