2006-06-01

Reader Service Number 25
CONTENTS
June 2006
CONTENTS
Cover Story
Chicago Tunneling Under the Windy City 14
Chicago has fought against flooding and water pollution caused by sewer overflows since the late 19th century. But a solution may have been reached, as it completes of the first phase of its massive Tunnel and Reservoir Plan (TARP).
By Nick Zubko
Features
Chicago Set to Host NAT 2006 18
Sponsored by the recently formed UCA of SME, the 2006 North American Tunneling (NAT) Conference & Exhibition is set to visit Chicago June 10-15.
By Nick Zubko
14
Photo provided by the Chicago Convention & Tourism Bureau
Tunneling in Spain
26
Home to 3 million residents, Madrid is a growing cultural and industrial center that is in need of new infrastructure to keep By James W. Rush pace with its growing population.
Turning Rock into Art
30
By Paul Heslop and Steve Macklin
A unique project is being planned in the Canary Islands that aims to fulfill the dreams of a Spanish sculptor.
The Challenges of Florida Limestone
33
By Gil Garcia
Crews on a project in Tampa, Fla., used a new hybrid EPB shield to contend with the soft and permeable limestone of the Floridian Aquifer.
Columns
26
Editors Message TBM Makeover
..............................................
by James W. Rush
Dr. Mole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 by Gary Brierley A Better Contracting Manual North American Tunnel Project Update . . . . . . . . . . . . . . . . . . 40 A recap of recently completed, current and future tunnel projects
by Jack Burke
My Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 NATM It Can Be Done Right in North America

by David R. Klug
Departments
TBM: Tunnel Business Magazine (ISSN 1553-2917) is published six times per year. Copyright 2005, Benjamin Media Inc., P Box 190, Peninsula, OH 44264. .O. USA All rights reserved. No part of this publication may be reproduced or transmitted by any means without written permission from the publisher. One year subscription rates: complimentary in the United States and Canada, and $69 in other foreign countries. Single copy rate: $10. Subscriptions and classified advertising should be addressed to the Peninsula office. Postmaster return form 1579 to TBM: Tunnel Business Magazine, P Box 190, Peninsula, OH 44264.USA .O.
Business Briefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Global Events Calendar

.................................................
13 49
.......................................................
Tunnel Business Magazine
June 2006
EDITOR S MESSAGE
Bernard P. Krzys
Publisher
EDITOR S MESSAGE
TBM Makeover
As you can see by the cover of this issue, we decided to give TBM a facelift. Its been eight years since we launched the magazine, and in that time we have not had any major redesigns. The new design is intended for improved readability, and a more modern, clean look. Graphic designer Chris Slogar spearheaded the redesign in conjunction with editorial and marketing staff. While the look of the magazine is different, we are committed to bringing you the same great editorial content, featuring the most complete coverage of the North American tunneling market. One of the major areas of emphasis is on the business aspect of tunneling, as reflected in the name, and we will continue to make that an editorial priority. One new feature we have added this year is the Global Feature. These are intended to provide a snapshot of overseas tunneling markets and how they relate to the North American companies that may be doing business there. In this issue we focus on the bustling Spanish market, which involves major works in Madrid and Barcelona including the use of the largest TBMs built to date two 15.2-m (49.9-ft) EPB TBMs. (However, the title will be short-lived as Herrenknecht is assembling a 15.43-m (50.6-ft) mixshield for a crossing of the Yangtze River in Shanghai.) As always, we welcome your input as to how we can improve TBM and make it more meaningful for you. Please feel free to contact us with your comments/suggestions at jrush@benjaminmedia.com. Richard J. Krzys
Associate Publisher & Conference Director
Robert D. Krzys
Associate Publisher
James W. Rush
Editor
Nick Zubko
Associate Editor
Sharon M. Bueno Katherine Fulton Keith Gribbins Brad Kramer Jason Morgan
Contributing Staff Editors
W.M. Conley
Creative Director
Edward A. Haney
Senior Graphic Designer
Chris Slogar Elizabeth C. Stull

Graphic Designers
Kelly Dadich
Marketing Manager
Dan Sisko
Regional Sales Representative
Alexis R. Tarbet
Circulation Coordinator
NAT 2006
North American Tunneling 2006, sponsored by the Underground Construction Association of SME, is scheduled for June 10-15 at the Palmer House Hilton in Chicago. This is the premier tunneling event in North America this year, with more than 500 delegates participating in the 2004 event in Atlanta. More than 50 exhibiting companies will be on hand at this years event. Congratulations are in order for the volunteer officers of UCA who were able to keep the event on track despite the recent folding of the American Underground-Construction Association (AUA), which created and had sponsored NAT. These types of events take a great deal of time to plan, so being able to keep it going, reform an industry association and work a full-time day job is quite an accomplishment. The theme of this years conference is Extreme Tunneling: Improving Progress, Cost, Performance and Safety. For a complete preview, see page 18.
Editorial Council
Chairman
Gary Brierley, P.E.

Brierley Associates, Denver
William H. Edgerton
Jacobs Associates San Francisco
Randy Essex, P.E.

Hatch Mott MacDonald Rockville, Md.
Joe Gildner
Sound Transit Seattle
Roberto Gonzalez Izquierdo

Moldequipo Internacional Tepotzotlan, Mexico
Boro Lukajic
Consulting Engineer Mississauga, Ont.
Dr. Levent Ozdemir, P .E.

Colorado School of Mines Golden, Colo.
Dru Desai
DMJM+HARRIS Baltimore
Ted Budd
Kenny Construction Wheeling, Ill.
Bob Pond
Frontier-Kemper Evansville, Ind.
David Caiden
Arup New York, N.Y.
George Yoggy
GCS LLC Allentown, Pa.
Regards,
James W. Rush Editor

EDITORIAL & ADVERTISING OFFICES 1770 Main St., P Box 190 .O. Peninsula, OH 44264 USA Ph: (330) 467-7588 Fax: (330) 468-2289 Internet home page: http://www.tunnelingonline.com e-mail: info@benjaminmedia.com
June 2006
Business Briefs
2006/2007 Moles Officers Elected
Richard S. Weeks, of Weeks Consulting LLC, was recently elected to serve as president of the Moles for the year 2006/2007. Weeks received the gavel from retiring president Thomas ONeill at the annual business meeting and dinner held May 3, at the New York Hilton Hotel. Growing up in New Jersey, Weeks attended Johns Hopkins University and the Advanced School of International Studies to receive his BA and MA. He then received his MBA in 1975 from Harvard Business School, after which he was hired full-time at Weeks Stevedoring Co., where he had first started working with his father, Richard N. Weeks (2001 Moles Member Award recipient), at the age of 17. Since then, the company not only changed its name, but also changed the mix of work and principal businesses from stevedoring to marine construction and dredging. In 1999, Weeks was named president of Weeks Marine and he has served as president of the Rich Weeks, of Weeks National Dredging Association, Consulting LLC, was elected on the boards of the Maritime president of the Moles for Association of New York and the 2006/2007. Beavers. In addition to Weeks, other Moles officers have been elected, including Salvatore Mancini, Skanska U.S.A. Civil Inc., as first vice president; Alfred Brand, Mueser Rutledge Consulting Engineers, as second vice president; Joseph McCann, Moretrench American Corp., as treasurer; Henry Adams, Kiewit Constructors Inc., as secretary; and Martin Cocoran, Weeks Marine Inc., as sergeant-at-arms. Trustees elected for three-years terms were Henry Massman IV Massman Construction Co.; Michael McHugh, , Moretrench American Corp.; and Allan Sylvester, the Clark Corp. Joel Moskowitz of Mueser Rutledge Consulting Engineers was elected to a one-year term as a trustee. timeline, contractors and state officials are supposed to be putting the final touches on the existing plan, which calls for an elevated track through Tysons, with an eye toward getting final federal approval late this year. While opponents of the tunneling contend that the feature would be prohibitively expensive, adding as much as $800 million to the price tag, advocates say an underground route would be less disruptive during construction and would draw more riders. Most importantly, they say, it would do much more to advance Fairfaxs plans of turning Tysons into a walkable, quasi-urban hub. They question the contractors estimates, saying that the tunnel is at most $200 million more.
UCLA to Offer Tunneling Courses

UCLA will again offer an extension class in Design, Construction and Costing of Underground Structures. The class was given at UCLA in January-March 2006 and will again be given in September 2006. The class is roughly divided into three parts: 1) design geologic, geotechnical and engineering design methods including Finite Element Method 2) construction including drill-blast, roadheaders, hard rock TBMs, and slurry shield and earth pressure balance (EPB) soft ground excavating and 3) detailed cost estimating for (a) a 12-ft hard rock TBM water tunnel and (b) a soft rock New Austrian Tunneling Method (NATM) 40-ft diameter cavern. The three exams were on drill-blast peak particle velocity vibrations for a given blast pattern; cost estimate changes if steel ribs are changed in the 40-ft NATM cavern; and cost estimate changes if another layer of shotcrete is required in the 40-ft NATM cavern. Call Professor Joe Mueller at UCLA at (310) 206-7252 for detailed info. Credit is given for the class. The text and color illustrations are provided to all attendees on a CD.
Windsor Tunnel Utilizes New Ventilation System

The Detroit and Canada Tunnel Corp. unveiled a stateof-the-art ventilation system, replacing the system that was first installed in Detroit in 1929. The millions of commuters who have passed through the tunnel since its opening in 1929 have been unaware of the eight massive ventilation fans that are housed in the four story building on the tunnels Detroit plaza. The new system circulates fresh air in and out of the tunnel every 90 seconds. It was recently completed at a cost estimate at $10.2 million. Empowered by computers, the new ventilation system automatically adjusts the power and ventilation to match the environment inside the tunnel. It is designed to provide a safe environment during both normal operations and emergency situations using automated technology and continuously circulating the air inside the tunnel to give motorists a clean and enjoyable ride through the tunnel, said Gordon Jarvis, Tunnel president. According to David McFadden, chairman of the board for the Detroit and Canada Tunnel Corp., the company operating the tunnel, The new ventilation system improves the way
7
Dulles Rail Tunnel Decision Delayed

According to a Washington Post article, Virginia Department of Transportation recently announced that a panel of engineers is being enlisted to advise whether the Metrorail extension to Dulles International Airport should run above or below ground in Tysons Corner a move that will delay the contentious decision by at least two months. The panel, to be selected and headed by the American Society of Civil Engineers (ASCE), will have 60 days to evaluate the competing proposals for the four-mile Tysons portion of the 23-mile extension to Dulles. There is deep disagreement among the many players on the project over whether it would be affordable to tunnel under Tysons, which most agree would otherwise be preferable to an elevated track. The announcement of the panel, and the accompanying delay, underscores to what extent the $4 billion project has become hung up on the tunnel question. Under the projects
June 2006
Business Briefs
that the tunnel air quality is measured to offer the traveling public a safer and cleaner way to travel. It is a system that is truly revolutionary for one of the nations busiest border crossings. The Detroit Windsor Tunnel, owned jointly by the cities of Detroit and Windsor, is one of the busiest passenger border crossings between the United States and Canada, and overall, ranks in the top 15 crossings nationally. Mayor Greg Nickels is trying a new way to get a point across in his campaign to replace the Alaskan Way Viaduct with a tunnel: satire. Nickels, in a recent speech touting the Alaska Way Viaduct tunnel to the Rotary Club of Seattle, played a two-minute video spoofing the controversy by quoting an imaginary Committee to Save Big Ugly Things, whose spokesman uttered tongue-in-cheek warnings about removing the viaduct from the waterfront. The spokesman lamented the tearing down of other less-than-attractive structures in recent years, such as the Kingdome and the Queen Anne blob. The video warned that by removing the viaduct, the improved waterfront view would so distract downtown office workers that their productivity would plummet. Picnickers attracted to an open space without the viaduct would simply increase the ant and fly population, the announcer intoned, while couples romantic strolls to enjoy the new view would result in unwanted pregnancies that are preceded by romantic activity. The committee is a figment of Nickels staff's collective imaginations and doesnt exist. Nickels spokeswoman, Marianne Bichsel, said the video was meant to show that rebuilding the big, ugly viaduct would be a huge mistake, and to show in a humorous way just how bad it would be to rebuild it. The video, played for the first time at the Rotary meeting, was a group effort, Bichsel said. The decision about what to do with the viaduct is a serious one, but sometimes using humor to get your point across is the best way to do it, she said. More to the point, the mayor's staff was trying to make sure it got heard amid the recent flurry of media stories about other options such as retrofitting the existing viaduct, replacing the old viaduct with a new one, or tearing down the viaduct and dispersing the traffic on surface streets and into buses.
Cincinnati Votes for Sewage Tunnel Plan

According to a recent article in the Cincinnati Enquirer, Cincinnatis Sanitation District No. 1 recently decided that the best way to send sewage to its proposed Western Regional Wastewater Treatment Plant is through a tunnel, rather than using pump stations and force mains, The districts board of directors chose the proposed 6.7-mile alternative that the sanitation district and its engineering consultants know as the green tunnel over another alternative, the 7.7-mile alternative code-named red tunnel. The vote, which officials emphasized was preliminary, was a change from the original plan of using force mains. The board must now conduct a public hearing and offer a 30-day public-comment period before it can take a final vote. Officials said that hearing likely will happen in late June or early July, and the district hopes to take a final vote by late August. The board then plans to submit its proposed option to the state for approval. We feel that the green tunnel alternative is the most costeffective, and its environmentally sound, Quest Engineers Inc. senior project manager John E. LaRue told the board before its unanimous vote. Both proposed tunnels would start near Camp Ernst Road and continue westward to Commissary Corner on their way to the treatment plant that is scheduled to open in 2010. But the red tunnel curves further northward and southward again between Commissary Corner and the plant. The tunnels are more cost-effective, the tunnels have less environmental impact, LaRue said. Also, the green alternative has better public support than does the red alternative. There are fewer property owners that we have to deal with on the green than on the red. The most critical environmental aspect, according to LaRue, is the potential for groundwater impact. Groundwater is most sensitive in a zone closest to the Ohio River valley for approximately that last 3,800 ft of the red tunnel, or the last 2,800 ft of the green tunnel. Since theres more of the red tunnel in this sensitive zone, we feel like the green therefore would have the less impact potential, with respect to groundwater, LaRue said.
TAC Conference Set for Vancouver

The Tunneling Association of Canada (TAC) is scheduled to hold its 19th National Conference in Vancouver, British Columbia, Canada, Sept. 17-20. TAC 2006, focusing on this years theme of Tunnelling Toward 2010, will be held at Vancouvers Marriott Pinnacle Hotel. Registration for the conference begins on June 1. For more information, visit the TAC online at www.tunnelcanada.ca.
Seattle Mayor Tries Satire to Win Over Tunnel Opponents

In a story in a recent edition of the Seattle Post-Intelligencer, Seattle
June 2006
In Memoriam
Mohammad Irshad
1940-2006
Mohammad Irshad, 66, P .E., F.ASCE, passed away March 18, in his sleep of an apparent heart attack. He is survived by his wife and one son. Irshad came to the United States from London, where he was resident engineer and design group leader for British Rail from 1966 to January 1977. Once he finished his bachelor of science in civil engineering at the University of Peshawar, Irshad worked as a soils and site engineer at the Tarbela and Mangla Dams in Pakistan, before leaving for England in 1966. Once he returned from England, Irshad enrolled at the University of Cincinnati to receive his masters degree in civil engineering in structures. He later finished his coursework for his Ph.D and while studying, worked as an instructor and teaching assistant. In 1981 he joined DeLeuw Cather & Co. as a Senior Structural Engineer. He worked his way up to vice president and was director tunneling and infrastructure. After working on the Washington Metro for 22 years, Irshad was an important part of the team that won the Wilson Bridge Project for Parsons Corp. Well-known and well liked both nationally and internationally, Irshad was an exceptional professional engineer. He worked on numerous national and international tunneling and infrastructure projects, winning the contract for the Seattle Light Rail Transit Deep Tunnel Subway project in 2001. Irshad left Parsons Corp. in 2003, after he got seriously ill toward the end of 2001. He was a professional engineer, fellow in ASCE, chairman of committee AFF60, committee on tunneling and underground structures for TRB from 1999 to 2005, and chairman of the structures committee of APTA from 1993 to 2003. He was a member of ITA, BTA and other professional societies. Irshad started his own infrastructure companies, IDC and DIG Tunnel Consultants (a subdivision) with two Austrian engineers. He also published a number of papers and made presentations at several conferences.

June 2006 Tunnel Business Magazine
Reader Service Number 5 9
People
Degussa Admixtures Makes Two New Marketing Hires
Degussa Admixtures Inc. recently hired two new product line managers in a continued effort to enhance the product marketing capabilities. Both Robert Lesher and John Peoples will contribute to the companys technology, innovation and sustainability group developing, implementing and supporting product line strategies and plans. Lesher comes to Degussa Admixtures from OMNOVA Solutions, with eight years of experience in the specialty chemicals and commercial products industries. He will oversee all products and technology in the underground construction market segment and direct marketing initiatives related to Degussas line of durability admixtures. Lesher received his Lesher degree in chemical engineering from Ohio University and MBA from Tiffin University. Peoples will manage Degussas manufactured concrete products (MCP) line and assume marketing responsibilities for the companys core products and mid-range water reducers. He also comes to Degussa from OMNOVA Solutions, where he served first as a product development engineer and then market manager for OMNOVAs marine upholstery business. Peoples graduated from North Carolina State University with a bachelors degree in textile and apparel business management. Lesher and Peoples will work out of the companys headquarters located in Cleveland and will report to Anthony Schlagbaum, Peoples group manager for product line management.
HMM Adds Personnel in Mid-Atlantic Region

Hatch Mott MacDonald has recently hired two senior water and wastewater project managers, Bruce Burns, P .E. and James Havey, P .E., formerly with Mid Atlantic Region Engineering (MAR). With the addition of these two key individuals, Hatch Mott MacDonald will expand its water and wastewater infrastructure Burns practice in Maryland, Virginia, Delaware and south-central Pennsylvania. Both Burns, who joins Hatch Mott MacDonald as a vice president, and Havey will work out of the firms Timonium, Md., location, from which they will support projects in the Baltimore market, as well as its new office in York, Pa. Burns and Havey have consulted on infrastructure issues in the area for more that 26 years each. They Havey bring extensive experience in wastewater nutrient removal, water supply management and sewer shed management to Hatch Mott MacDonalds already extensive list of capabilities.
Goodfellow Joins Black & Veatch

Black & Veatchs Water Division recently named Robert Goodfellow as the director of tunneling for the Eastern U.S. Region, based in Gaithersburg, Md. In his new role, Goodfellow is responsible for the Tunnel Practice Group in that region, while also supporting projects globally and holding a business development role in the companys geo-engineering operation in the UK. Robert is an important addition to our geo-engineering team and brings self-standing technical strength and an infectious energy to the practice as a whole, said David Egger, B&V Water Global Tunneling practice leader. Not only does he have extensive experience in global projects, but also he has built a strong reputation in the U.S. by holding Goodfellow prominent positions in the tunnel industry. Goodfellow, who holds a bachelors degree in civil engineering and a masters degree in engineering rock mechanics, both from Imperial College in London, has served on various professional committees in the United States, as well as chairing sessions at the Rapid Excavation & Tunneling Conference (RETC) and the North American Tunneling (NAT) conferences. He has worked on major tunnel projects all over the world, such as the East Side Access and the Kensico to City Water Tunnel in New York; the Central Artery Tunnel, Boston; the Jubilee Line Extension, London; the West Rail, Hong Kong; the Copenhagen Metro, Denmark; the Tunnel and Reservoir Project (TARP), Chicago; and the Big Walnut Augmentation and Rickenbacker Interceptor (BWARI), Columbus, Ohio.
White Joins DMJM Harris

DMJM Harris recently announced that Richard A. White has joined the firm as executive vice president and director of corporate strategic development. Based out of the Fairfax, Va., office, White is responsible for the executive leadership for DMJM Harris Planning and AECOM Consult, an affiliate of DMJM Harris. He will also grow the firms management consulting practice, including initiatives in security master planning. White comes to DMJM Harris after a distinguished 31-year career in the public sector of transit-most recently as general manager and CEO of the Washington Metropolitan Area Transit Authority (WMATA). For the past 10 years, White was responsible for WMATAs bus, rail and paratransit operation, the fourth largest public White transportation system in the nation. During his tenure at WMATA, ridership increased 37 percent. Prior to joining WMATA, White was the general manager of the Bay Area Rapid Transit District (BART) in California; a founding member of the New Jerset Transit management team; and a staff member of the former Urban Mass Transportation Administration (now Federal Transit Administration) for six years. A national leader in transit industry professional groups, White was the 2004-2005 chair of the American Public Transportation Association (APTA) and served on APTAs executive board for the past nine years.
10
June 2006
Ask Dr. Mole

A Better Contracting Manual
Note: Taking over for Dr. Mole in this issue of Tunnel Business Magazine is Bill Edgerton, president and principal for Jacobs Associates and chairman of the steering committee for the Underground Construction Association of the SME. Mr. Brierley will reclaim his post and in the August 2006 issue. In the last edition of this column, Dr. Mole discussed the progress (or lack thereof) achieved in contracting practices as a result of the 1974 Better Contracting for Underground Construction manual. As you may recall, this document was completed by the U.S. National Committee on Tunneling Technology and published by the National Academy of Sciences. At the time, it was a big step forward in drawing the underground industrys attention to the importance of certain contracting practices. In the last 30 years, weve begun to make more and better use of underground space, creating this space in more challenging ground conditions and use many different types of technology that were not even dreamed of in 1974. However, of the recommendations set forth in the 1974 report, only a few have been universally adopted, many of the issues identified are still problems and new issues have arisen. A few examples: One of the primary focuses of the 1974 report was to discourage the disclaimers of subsurface conditions. For the most part, the industry has advanced to the extent that such disclaimers are rare. However, other geotechnical issues are still not addressed in a consistent manner, including the incorporation of various types of geotechnical reports into the contract documents. Bidder prequalification was recommended in order to identify qualified contractors. Since 1974, a number of different pre- and postqualification methods have been used by various agencies, but for the most part, the details of such qualification assessments have frustrated the ultimate purpose. Inflation was quite important in 1974, and this resulted in a recommendation that escalation clauses be used in all contract documents. With the
12
lower inflation rates experienced in the last 30 years, its only been recently that there has been an increase in the use of escalation clauses and agencies have each developed different escalation clause formats, many of which are so complex as to be totally useless for the intended purpose. The importance of improved communication between the contracting parties was not identified in the 1974 report. Nonetheless, the use of partnering has advanced to the extent that it is common on most projects. Yet, the objectives and methods for obtaining the best results are still not well understood. Dispute resolution was a major issue in 1974, and as a result, an industrywide program of arbitration was recommended. Since then, the use of mediation and dispute review boards have been adopted by many agencies. Yet, there are many misunderstandings as to what contract dispute resolution methods work best; and many agencies adjust the detailed language to such an extent that the end result is frequently of little value in either avoiding disputes or resolving them in a timely manner. At the insistence of insurance companies, many agencies are adopting a risk assessment approach in the project planning and design phases. Yet, neither the methods, nor the output derived, are very well understood. The bottom line is that our contracting practices have not kept up with the technological advances, they are not supportive of new technology and many more of our projects get into contractual difficulty. Its imperative that all of us focus our attention on improving the contracting practices in the underground industry. In order to do so, the Underground Construction Association of the SME has embarked upon an update to the 1974 Better Contracting report. The new manual will identify best practices for owners and other project participants, drawing upon contracting practices that have worked and/or not worked in various jurisdictions over the past 30 years. The purpose is to educate underground industry participants on how to control and manage risk with contracting practices, by
by Gary Brierley enhancing the equitable sharing and allocation of contractual risk. The premise is that if owner agencies and contractors were to adopt the recommendations set forth in the new document, the construction of underground space would be more cost-efficient for owners and there would be less uncertainty in the profit margins realized by the contracting community. The new manual is intended to be an evaluation of the state of practice in the underground industry: It is not intended to cover practices other than those typically used in the underground industry. Topics to be covered include: Relationship of the Parties; Project Planning; Subsurface Investigations; Risk Analysis; Design Development and Responsibilities; Engineers Estimates; Scheduling; Measurement and Payment; Contract Types; the Changes Clause; and Dispute Resolution and Insurance. In addition to providing a background of the issues, each chapter will discuss approaches used by various agencies, advantages and disadvantages of alternate approaches and, hopefully, identify best practices. The first chapters, in what is expected to be a 13-chapter document, are currently in review by a group of industry experts. We expect that these first chapters will be discussed on June 10 at the NAT conference in Chicago, where we hope to reach consensus on specific recommendations for best practices that, if adopted, will help us achieve our goal. The remaining chapters will be developed over the summer and fall of 2006. We expect to hold another workshop sometime in the late fall or early winter, depending on the progress of our voluntary authors and reviewers. The new document could be published in 2007 33 years after publication of the 1974 report. Were hoping that the resulting document will be endorsed by all the major associations and organizations in the underground industry. The steering committee thanks, in advance, everyone who participates in this endeavor. It is only by receiving input from as many industry experts as possible that we can produce the best document.
Gary Brierley is president of Brierley Associates, Denver.
June 2006
Global
ITA World Tunnel Congress Convenes in Korea
The International Tunnelling Association (ITA) held its 32nd meeting in Seoul, Korea, April 22-27, in conjunction with the World Tunnel Congress 2006. Organized by ITA and the Korean Tunnelling Association (KTA), the 2006 Congress followed the theme of Safety in the Underground Space. Meetings were attended by representatives, delegates, observers and working group members from 35 of the 53 member nations of the association. The open session on Risk Management of Tunnel Projects, held on the April 25, heard three speakers from the ITA Working Groups, a speaker from the Korean tunneling industry and finally a speaker from the international insurance industry. There was a good debate and exchange of ideas on proactive management of risk. It is hoped the open session will promote a safer environment, better quality and reduced incidents in the tunneling industry. The second training course for young professionals and students was organized under the hospices of the ITA, KTA and FIDIC-KAISTKENSA training center and chaired by ITA president Harvey Parker and Sung-Wan Hong, KTA president. The course covered the most important aspects related with tunnel construction and relevant tunnel examples were presented and discussed. The training course lasted two days, with eight hours of lessons each day, and was attended by 130 students and young professionals coming from seven countries, notably Korea, which had 112 students attend. The didactic material developed by the various teachers will feed the section Training on ITAs Web site, www.ita-aites.org. An ad hoc meeting on the subject of tunnel security was held on April 25. Twenty-two people from 16 countries participated in the meeting. The participants were informed of the general nature of the three previous annual meetings. Harvey Parker gave a ITA-AITES presentation on the results of work being done in the United States for future implementation by ITA. The group discussed conflict difficulties, sensitivity of the subject and the importance of ITAs action in the matter. The group agreed ITA should continue to work closely with the Committee on Operational Safety of Underground Facilities (COSUF). Finally, Arnold Dix agreed to gather a list of relevant events for future use by ITA. The next ITA meeting will be held in Prague, Czech Republic, May 5-10, 2007, during the ITA-AITES World Tunnel Congress 2007. The congress will carry the theme, Underground Space: The Fourth Dimension of Metropolises.

13
Chicago
Tunneling Under the Windy City
By Nick Zubko In recent years, many people have lamented about how difficult it has become to tell one city from another. While there are probably plenty of examples to support the complaint, there are still a few exceptions. When you come into Chicago, for example, a few signature landmarks are sure to catch your eye right away Sears Tower, Wrigley Field or the 137-year-old Water Tower. Usually referred to as the Windy City, (not so much for its weather, but for a history of pretty garrulous politicians) Chicago is probably best known for its spectacular skyline. Its unique culture also makes it stand out from its world-famous pizzerias and five-star restaurants to its internationally acclaimed art museums and legendary jazz and blues clubs. Its rich and diverse culture has helped Chicago grow into the third most populous city in the United States. But throughout its history, the city has also experienced a fair share of setbacks most notably the Great Chicago Fire of 1871, which resulted in the majority of the city needing to be rebuilt. Yet, the most persistent challenge in the citys history has been beneath the streets. Chicago has fought against flooding and water pollution caused by sewer overflows since the late 19th century. A little more than 30 years ago, the city embarked on a long-term plan that aimed to put an end to the problem once and for all. Earlier this year, Chicago celebrated the completion of the first phase of its massive Tunnel and Reservoir Plan (TARP) finally providing a solution to a problem that had plagued the city for far too long. that killed 5 percent of the population. Through the early 20th century, Chicago embarked on an aggressive plan to create a new combined sewer system. But as the areas urban sprawl continued into the 1950s and 1960s, sewers continued to be overwhelmed during rainstorms, resulting in flooding that caused sewage to back up into basements and flow untreated into the waterways. In the early 1960s, the state, city and MWRDGC formed a technical advisory committee to develop an area-wide plan that would address what the priorities should be to address all of those problems hopefully with one project, says Sobanski. The priorities were pretty simple: to prevent pollution of the waterways, flooding from overtaxed CSOs and backflows into Lake Michigan. And, do it in the most cost-effective manner. The committee considered various options to put the issue to rest once and for all. Ultimately, that plan was selected and refined and became what is now known as TARP which consisted of , a series of tunnels, shafts and reservoirs that were designed to effectively allow the capture of combined sewage from those sewers before they discharge to the waterway during a storm. Overall, Chicago is a tunnel community and the public has seen its benefits, notes Faruk Oksuz, director of underground infrastructure for ARCADIS. The rivers used to be very poor in terms of the water quality, but now there is fish in a lot of areas, water quality has greatly improved. All of these changes are due to the tunnels, but since they are underground many people dont realize their impact right away. Once they did, they adapted and really embraced the idea of tunnel projects fairly quickly.
From the Beginning

When the area now known as Chicago was first settled in 1673, it was nothing more than a swampy marsh full of wild onions that Native Americans were said to have called Checagou. When the city was incorporated in 1837, the areas marshy ground conditions immediately proved to be a serious challenge, making sewer drainage nearly impossible. Practically from the time it was founded, Chicago has had problems with pollution and drainage. It was basically a flat area with swamp-like conditions, which provided little relief in terms of being able to slope sewers so they could effectively drain, explains Joe Sobanski, chief engineer for the Metropolitan Water Reclamation District of Greater Chicago (MWRDGC). That has always been an issue that over the years has led to issues with flooding due to backups in sewers. Before treatment plants were built in the early 1900s, sewage flowed directly into the waterways. This practice resulted in numerous outbreaks of typhoid and cholera including an 1854 epidemic
14
June 2006
As the elements of the proposed plan began taking shape, the timing couldnt have been better. The Clean Water Act of 1972 brought with it federal funding for projects that addressed environmental projects. So when the funding became available, MWRDGC already had a plan in the works. Not only did this allow the program to get off the ground quickly, the available funding also allowed a wider project scope that included the entire district. One of the driving forces in [determining the scope of the plan] was that it was a regional problem, says Sobanski. It didnt just affect the City of Chicago; it affected 52 communities in and around Cook County. So in order to really solve it, it had to be a regionally based plan. That leads you to open up to something big and maybe a little more innovative. We couldnt really do it on a piecemeal basis. The finished plan that was eventually launched as the TARP program consisted of two phases. Phase I consisted of 109 miles of new underground tunnels, while Phase II involved building three new reservoirs, now known as the Chicagoland Underflow Plan (CUP). The first phase alone would take more than 30 years to complete, but if it worked, Chicagoans would never again have to worry about the quality of their water supply. TARP was a very unique approach because it was one of the first to really have a major storage component to it, says Ed Corning, civil and environmental engineering professor emeritus at the University of Illinois at UrbanaChampaign (UIUC). The tunnels themselves store the water until it can be pumped through the treatment plants, so they dont get overloaded during peak periods. The flow is spread in such a way
that the treatment plant can continue to operate without discharging untreated [waste] into the lake or rivers.
The TARP Program

The first phase of Chicagos extensive TARP plan, referred to as the Deep Tunnel Project, involved construction of three main components: collection structures to intercept the combined sewer flows prior to their discharging to local waterways, vertical drop shafts used to convey this flow to the various tunnel systems and the actual tunnels to temporarily store and convey flows to reservoirs for storage and then to the treatment plants. Construction on Phase I was divided into four new separate systems: Mainstream, OHare, Calumet and Des Plaines. In 1976, construction started on the Mainstream tunnel system, which was designed to install 40.5 miles of a new 13- to 33-ft diameter storage tunnel 240 to 350 ft below ground. Seven different contracts were awarded to complete
5- to 6-mile stretches, with as many as three projects running at the same time. The Mainstream system was completed in 1985 and in its first year of operation, it eliminated 80 percent of the combined sewage pollution problems throughout Chicago and 15 nearby suburbs. The following year, the Mainstream system received the American Society of Civil Engineers (ASCE) Outstanding Civil Engineering Achievement. There has been a long learning curve over the 30 years of this project, Oksuz points out. During this time, it has allowed the contractors and designers to adapt the technologies and means and methods so that it has become really cutting-edge in terms of efficiency. Contractors grew to have a really good understanding of the ground conditions, which in turn resulted in some very good, very close bids. Work on the 36.7-mile Calumet tunnel system began concurrently with the Mainstream system, along with the smaller 6.6-mile O'Hare system, which
TARPs first phase of construction was divided into four new separate storage systems: Mainstream, O'Hare, Calumet and Des Plaines.
June 2006
15
All of the TARP tunnels were bored through high-quality, dolemitic limestone, with relatively few discontinuities.
was also completed in 1985. By 1988, ground was broken on the Des Plains tunnel system, which installed 25.6 miles of tunnel. The final stretch of the Calumet system, the Little Calumet Leg, was completed in March 2006, and brought Phase I construction to a close after more than 30 years. According to Sobanski, there were relatively few issues that challenged any contracts progress through the entire 30-year period of construction. We were actually very fortunate through the entire program with the quality of rock we encountered, he says.
Tunnels were designed through dolemitic limestone, because [geotechnical borings] indicated that it was very high quality rock, with relatively few discontinuities. There were a couple of contracts where we had issues like a clay seam and another where we had some shale issues. But most of what we ran into was minor and taken care of with standard methods like rock bolting. As construction progressed on Phase I throughout the 1980s, the CUP reservoir portion of the program was also under way. The reservoirs are being undertaken in a joint effort by the Water Reclamation District and the U.S. Army Corps of Engineers. The CUP is designed to construct three new reservoirs (OHare, McCook and Thornton) to help control flooding in the combined sewer area by providing an outlet for floodwaters.
In addition to the actual reservoirs, each system will include pumping facilities and additional tunnels and shafts, which were designed to serve a dual purpose. The reservoirs provide storage of excess flows during wet weather events, those beyond the WRP capacity. When completed, the reservoirs will further increase the capacity of the TARP system by 15.6 billion gal, providing major flood relief benefits and additional pollution control improvements. The storage capacity of the reservoirs will also promote the full utilization of the conveyance capacity of the tunnels and shafts, which in turn results in optimizing the conveyance capacity of the existing sewer systems. In 1990, ground was broken on the first project of the CUP the , OHare Reservoir, which was designed to add 342 million gal of floodwater storage capacity. It was completed in July 1998. McCook Reservoir is being constructed in two stages, adding 10 billion gal of storage to the system. Distribution tunnels on the systems first stage are currently being constructed and are scheduled to go online in 2014, followed by a second stage in 2023. Thornton Reservoir, which is still in the design process, is planned to add another 4.8 billion gal of storage.

Tunnel Business Magazine June 2006
Once all of the reservoirs are online, they will provide an outlet for those same sewers that is free and open and doesnt discharge into the river it goes to the tunnel and ultimately to the reservoirs, says Sobanski. That means you dont have the head of the river creating effectively a reduced flow condition for these sewers.
A Long Time Coming

With the completion of the final leg of the Calumet System in March 2006, all 109.4 miles of the Phase I Deep Tunnel program are now completed and have been placed into service. The first and smallest of three reservoirs, the OHare Reservoir (1,000 acre-ft), has been constructed and in operation since 1998. The online segments of TARP now capture about 85 percent of the pollution caused by CSOs, and the difference is already readily apparent. According to reports, there have been dramatic improvements in the water quality of the Chicago and Calumet Rivers and other waterways. Game fish have returned to marinas and riverside restaurants abound, river recreation and tourism are booming and waterfront real estate values have skyrocket-
ed as Chicago area residents see the river system as a major asset rather than an embarrassment. The TARP program is a huge piece of infrastructure and it ultimately serves a goal that people have been trying to achieve in Chicago for the last century to clean up the river and prevent basement flooding, says Sobanski. Were not totally there. We obviously need the reservoirs. But now, I think the public is at least well aware that the program really is a good solution. Everyone seems to be pretty happy with where were at and where we are going. Thus far, the success of the program has proven the concept of utilizing tunnels to solve this kind of a problem. While the solution might not suit every type of municipality each being unique in its own right Sobanski says it provides a viable option for a regional program. For the Chicago
TARP serves a goal that people have been trying to achieve in Chicago for the last century to clean up the rivers and prevent basement flooding.
area, it seems to be the right solution. I think the main factor to take away from this program is not to put off something if you know its needed, says Sobanski. The district was very insightful and had a lot of forethought in pushing ahead with something that might have been controversial knowing that it was the right thing to do. As a result, they were able to secure funding when it was available before it dried up.
Nick Zubko is associate editor of Tunnel Business Magazine
Booth #406

17
Chicago Set to Host North American Tunneling Conference

By Nick Zubko
NAT 2006
18
Chicago probably has one of the more unique stories in U.S. history. Originally built on top of a swampy marsh, the city has experienced its fair share of setbacks fires, floods and widespread epidemics caused by what was once an infamously contaminated water supply. But Chicago recovered from these disastrous events. And it rebuilt itself into one of the most populous and successful cities in the United States. Over the last century, the citys effort to create a reliable and vast network of wastewater tunnels has played no small part in its resurgence. Through this time, Chicagos successes and failures have all provided valuable lessons that impacted the tunneling industry as we know it today. And these lessons continue to be spread throughout Chicago, as the 2006 North American Tunneling (NAT) Conference & Exhibition visits the Palmer House Hilton from June 10-15. Sponsored by the Underground Construction Association (UCA) of the Society for Mining, Metallurgy and Exploration (SME), or UCA of SME, the 2006 NAT Conference will focus on the theme of Extreme Tunneling: Improving Progress, Cost, Performance and Safety. More than 500 delegates participated in the last bienniel NAT Conference, held in Atlanta in in 2004. However, considering the administrative changes that have taken place with the American Underground-Construction Association (AUA), the conferences longtime sponsor, many questioned whether NAT 2006 would even happen. Earlier this year, AUA was dissolved as a legal entity and reformed into the UCA as a new division of SME. But despite the challenges in getting the conference back on track, it now looks as though NAT will pick up right where it left off in Atlanta, with almost 60 of the foremost compa-
nies in tunneling and underground construction scheduled to crowd the Hiltons exhibit hall. The weekend before the conference will consist of two days of workshops, starting on Saturday, June 10, with a continuing education course on dispute review boards (DRBs). The program will include case studies, lectures, demonstrations and exercises designed to impart the present day best practices required for the proper operation of a DRB Panel. UCA will also hold a meeting on Saturday to discuss the development of a new and improved version of the 1974 edition of Better Contracting for Underground Construction Manual. The manual will identify best practices for owners and other project participants, based upon contracting practices which have worked, and/or not worked over the past 30 years. The primary focus is Underground Construction: Tunnels and Shafts for Highway, Rail, Water, Wastewater and other uses.
June 2006
On Sunday, June 11, Randall Essex will chair a workshop that will open the floor to comment on the second edition of Geotechnical Baseline Reports for Underground Construction Guidelines and Practices, commonly referred to as the Yellow Book. A draft manuscript of the revised Yellow Book will be provided to participants for feedback, which will be recorded and factored into final publication. NAT 2006 will officially convene on the morning of Monday, June 12, with a keynote address by NAT committee chair Tom Peyton, and vice chair Ted Budd. Afterward, those who attend the opening luncheon will hear an SSC Retrospective, given by Hugh Kelly and Charles Daugherty. Following the reception on Tuesday evening, the UCA will present awards. As always, NATs schedule of technical sessions is packed with all the latest information. Mondays sessions kick off with Project Management: Predicting and Controlling Cost and Schedule; Going Underground: Protecting Critical Infrastructure; Innovations in Tunneling; and Specialized Urban Construction. On Tuesday, sessions include Identifying, Quantifying and Managing Risk in Underground Construction; Transit-Oriented Development: Making the Case for Going Underground; Soft Ground Tunnels; Ground Modification for Underground Construction; Alternative Delivery Methods for Underground Works; Going Public: Selling the Underground Solution; Tunnel Lining Design; and Machine Mining: Soft Ground to Hard Rock and Everything in Between. The schedule will be wrapped up on Wednesday, June 14, with Stakeholder Interests in Design and Construction; Show Me the Money: Creative Financing for Underground Projects; Challenging Tunnel Designs; and finally Conventional Underground Construction. A variety of sightseeing events are also scheduled during the conference, including a comprehensive tour of the entire city, plus more relaxed tours of Chicagos art world and its beautiful gardens. Also on the schedule is a field trip to the Department of Energys undground research facilities at the Fermi Laboratories.
Nick Zubko is assoicate editor of Tunnel Business Magazine
NAT 2006 AT A GLANCE

Saturday, June 10 8:00 a.m. - 12:00 p.m. DRB Workshop 1:00 p.m. - 5:00 p.m. Better Contracting Practice Workshop Sunday, June 11 8:00 a.m. - 12:00 p.m. 8:00 a.m. - 12:00 p.m. 6:00 p.m. - 7:30 p.m. Monday, June 12 9:00 a.m. 12:00 p.m. 2:00 p.m. 6:00 p.m. - 8:00 p.m. Review Session for 2nd Edition of GBR Guidelines Board of Directors Meeting Icebreaker Reception Welcome Keynote Luncheon Technical Sessions Opening Reception Tuesday, June 13 7:00 a.m. - 8:30 a.m. 8:30 a.m. - 12:00 p.m. 12:00 p.m. 2:00 p.m. - 5:00 p.m. 5:30 p.m. - 7:00 p.m. 7:00 p.m. - 10:00 p.m. Wednesday, June 14 7:00 a.m. - 8:30 a.m. 8:30 a.m. 12:00 p.m. - 2:00 p.m. ITA Breakfast Technical Sessions Luncheon, Exhibit Hall Technical Sessions Reception, Exhibit Hall Awards Banquet
ISTD Breakfast Technical Sessions Luncheon, Exhibit Hall
Thursday, June 15 Field Trip to Fermi Laboratories

19
Akkerman
Akkerman Inc. offers for sale or lease a complete line of new and used earth pressure balance, guided boring, pipejacking, microtunneling and tunneling equipment including technical assistance and support equipment.
completed by the operator. In addition, operators can download data to create charts necessary for certain reporting requirements, saving time and producing more accurate reports.
forced concrete segmental tunnel linings in the United States. The 3-mile long, 14-ft diameter tunnel uses precast segments as a one-pass tunnel liner.
American Commercial
American Commercial offers a complete selection of ground control solutions and we are today the leading designers and manufacturers of underground steel supports in North America. The companys experience in the art of tunneling spans more than 80 years and thousands of projects, great and small, on six continents. Underground supports by American Commercial are designed specifically for the requirements of each project and are designed in endless configurations to control every condition known. American Commercial brings related products to the jobsite; Wirth TBMs for hard and soft ground, Wirth PileTop and ECO foundation drills, Interoc tie back rigs, Hany grout pumps, Bosworth segment dowels, Trelleborg tunnel gaskets, Aliva shotcrete equipment, Sika additives and mixtures, CT roof bolts and Muhlhauser equipment. For the mining Dramix steel fibers, manufactured by Bekaert Corp., was used on the project in combination with a small amount of reinforcing steel to resist the handling, transportation, erection and in-place stresses. Steel fibers have been used to reinforce segmental linings in tunnels throughout the world for more than 10 years, however this is the first application of the technology in the United States.
Cellular Concrete LLC
Akkermans earth pressure balance machines, 96 in. and larger, feature a 300-hp cutterhead drive, two screw augers with discharge gates at the exit of each auger, a laser-based guidance system to provide critical data needed to pilot an accurate course, a slurry/foam generation station to mix, distribute and monitor foam and slurry at precisely controlled rates, which are displayed on the plant operators control station and the ability to inject both foam and slurry to the cutting chamber, cutter bit and screw conveyors. Microtunneling equipment for pipejacking installations, range in size from 24- to 90-in. OD. Prominent features include pressure balanced cutting chamber, high pressure water jetting, slurry spoil removal, electric cutter bit drive, climate controlled operator area and Microsoft Windows-based control/guidance systems. Pipejacking and tunneling equipment is available in sizes from 44- to 168-in. OD.
industry, American Commercial also supplies yielding sets, Tri-Log wood cribbing, portal canopies, VTS props and valves, RBS jack posts, overcasts, concrete donuts, Paurat roadheaders and Wirth raiseboring machines.
Cellular Concrete LLC supplies Geofoam Liquid Foam Concentrates and foam generating equipment to the geotechnical and tunnel construction markets. Applications for their low density concrete include annular fills, backfills, fill for abandoned mines, bridge approaches and replacement for unstable soils to name a few. Recently, Cellular Concrete LLC was named exclusive distributors of Fibercon steel fibers to the North American Shotcrete Industry.
Antraquip
Antraquip Corp. provides complete systems and solutions for today's tunneling challenges worldwide. Antraquip continues to build on its reputation as a leading supplier of roadheaders, as well as rock and concrete grinding attachments for excavators. In the field of tunnel support, Antraquip is not only the exclusive North American supplier of Pantex lattice girders, but also supplies ribs, rock bolts and steel fibers. Proprietary drilling systems for pipe roofing, drainage and anchoring complement Antraquip's product line.
ChemGrout Inc.
For more than 40 years, ChemGrout has manufactured the world's largest selection of grouting equipment. Based in LaGrange Park, Ill., ChemGrout has remained the industry leader in underground grouting since 1963, offering innovative features such as colloidal and paddle type grout mixers, as well as a variety of grout pumps, including piston, plunger and progressing cavity. Outputs range up to 45 gpm and pressures to 2,000 psi. Complete integrated mixing and pumping units are available in a variety of power options, including
Allentown Equipment
A new electronic control system developed and manufactured by Allentown Equipment provides better accuracy of shotcrete applications, leaving operators
with increased accountability of how much product is pumping. The new system automates the process of admixture dosing control by allowing operators to program stroke counts. Not only does this produce a more accurate concrete and admixture mix, but it also eliminates the need for manual calculations previously
20
Bekaert Corp.
The Big Walnut Outfall Augmentation Sewer project, Part II, in Columbus, Ohio, is the first to use steel fiber reinTunnel Business Magazine June 2006
air, electric, electric/hydraulic, gasoline and diesel/hydraulic. ChemGrout specializes in offering balanced systems for the tunneling industry for a variety of applications, including pre-grouting, rock bolts/ anchors, water infiltration control, rock/soil nails, contact grouting and shaft abandonment.
a full line of injectable tubes, waterstops, microfine cements, methacrylates, epoxies, polyurethanes, acrylates and more.
Dywidag Systems International

DSI M&T is a division of Dywidag Systems International. For decades, DSI has been supplying construction systems worldwide and has local presence in more than 75 countries. DSIs technical support team has the expertise and experience to provide tunneling projects with the best available technologies to meet challenging ground support situations. DSI has a strong R&D program that focuses on meeting customer needs. Several innovative designs have made mining safer and more cost-effective to tunneling contractors and mining companies alike. Just in the past year, DSI T&M has launched three new products in the Americas: DCP bolts, Omega bolts, and Geogrid. For the DCP bolt (double-corrosion-protection) the bar can be black or galvanized and is attached to an expansion shell, polyethylene lining, and grout bell/nut/plate assembly. DCP technology allows for pre-tensioning and post-grouting of bolt. It provides early ground support with grouting operations taking place at a later time. The Omega bolt is a friction anchor that is inflated by high pressure water. Geogrid is polymer mesh that doesn't corrode, is lightweight and equivalent to the strength of chain link or welded wire mesh and be used in conjunction with shotcrete. Geogrid is particularly suitable for installation in limited spaces such as behind TBM cutterheads.
in cost and a gain in robustness over more conventional inclinometer probes using servo-accelerometer sensors. Its range is 15 degrees, and the resolution is 10 arc seconds; total system accuracy is 6 mm/30 m. Readout is accomplished with the Geokon GK-603 Readout Box. MEMS technology is also available in tiltmeters and in-place/horizontal inclinometers.)
Degussa Admixtures Inc.

Degussa Admixtures Inc., a leader in advanced technology in the civil construction, mining and petrochemical industries, is once again poised and ready to meet the increasing demands of the underground construction industry. The company's MEYCO FIX SLF 30 is a liquid foaming agent used to condition soil in projects where tunnel boring machines are used.
Hayward Baker
Hayward Baker Inc. is the North American leader in specialty geotechnical construction, with more than 60 years of service and innovation in the industry. The firm has worked on hundreds of tunneling projects, and is committed to providing the most economical and technically correct solution for each geotechnical challenge. Hayward Baker's nationwide network of offices and full-service equipment yards means fast mobilization and reduced startup costs. Tunneling-services include: waterproofing/urethane grouting, fracture grouting, cement grouting, compaction grouting, jet grouting, and underpinning. From making problem soils tunneling-worthy, to constructing access shafts with specialty grouting methods, Hayward Baker has the tools and experience to get the job done right.
This revolutionary product plasticizes the soil during construction, reducing stickiness and significantly minimizing clogging and abrasive wear on the cutter head. It enables the soil to be extracted and conveyed easily, reducing downtime and decreasing machine maintenance costs. Another key advantage to MEYCO FIX SLF 30 technology is the ability to dramatically suppress dust created during hard rock tunneling and mining. MEYCO FIX SLF 30 has proven to be a safe and effective solution for contractors faced with environmental mandates on dust reduction in mine construction.
Geokon
Geokons Model 6100 MEMS Inclinometer Probe uses two stateof-the-art, Micro-Electro-Mechanical Systems (MEMS) sensors as the basic tilt sensors; it is used in conjunction with inclinometer casing to measure lateral deformation that might occur in unstable slopes, landslides, dam and roadway embankments, landfills, walls of excavations, shafts, tunnels, caissons and piles. The 6100 offers a significant reduction
DeNeef Construction Chemicals

With more than 30 years experience, D e N e e f Construction Chemicals Inc. has built a strong presence as the leading polyurethane grout manufacturer in the world. Its cutting-edge technology and dedicated contractor support team has proven invaluable to its success and the success of its clients. DeNeef representatives can introduce you to products such as SUPERFLEX, the new durable, flexible acrylate grout with field adjustable set times of three seconds to three hours. The company offers
22
Heintzmann Corp.
Heintzmann Corp. offers cold-rolled wide flange tunnel ribs in horseshoe, semi-circular, circular, elliptical and other cross-sections to suit the tunnel plan and specifications. Wood and steel lagging and accessories, ring walers and NATM lattice girders are also available. Heintzmann also carries a complete line of two- and four-flange liner plates (plain, galvanized or bituminous coated). With sales offices located throughout the United States, Heintzmann is ready to serve your tunneling support requirements with onsite evaluations, design and world-class manufacturing and
June 2006
engineering/drafting facilities. North America's tunnel builders now have a professional alternative to the longtime single source.
Hobas Pipe USA

Most municipalities in the United States have installed Hobas pipe in new construction and rehab for critical applications, and its use is growing faster than ever. Hobas is ideal for tunneling and microtunneling because of its predictable and reliable performance. Its leak-free, push-together, flush bell-spigot couplings reduce installation time and costs.
Layne GeoConstruction
Layne GeoConstruction, a leading specialty geotechnical contractor, provides solution-driven innovation for the tunneling industry. Through its unparalleled expertise in jet grouting, Layne GeoConstruction, collaborates on many complex large-diameter and microtunneling projects, constructing tunnel shafts, shaft bottom seals, break-in/break-out blocks, as well as providing soil stabilization for soft ground along tunnel alignments. Jet grout bottom seals limit the ingress of groundwater into the TBM launch and access shaft, creating a stable bottom for shaft excavation. Jet grouting for breakin and break-out blocks produces a zone of improved soil with predictable characteristics, facilitating the steady advance of the TBM during these critical operations at the shafts. Soil stabilization along the tunnel alignment improves the strength and permeability of the soils, assisting the
Herrenknecht
As an international market leader, Herrenknecht develops, manufactures and sells TBMs with diameters ranging from 0.10 m to more than 16 m for the underground construction of supply and disposal pipelines as well as traffic tunnels. Herrenknecht provides tunnelling systems that are individually adapted to the tunnelling projects and their specific geological and hydrological conditions, as well as comprehensive services. The product portfolio includes hard rock machines and open-face shields, earth pressure balance shields and mixshields for traffic tunnelling ( > 4.2 m), utility tunnelling- and HDD-Equipment for the installation of supply and disposal tunnels ( < 4.2 m,) as well as modern shaft sinking equipment.
Hobas is unique among large diameter fiberglass pipes because it is centrifugally cast, giving it precise exterior dimensions and a smooth surface to ease installation. Centrifugal casting also provides an extremely smooth interior, which improves flow and can provide pumping cost savings. Hobas fiberglass-reinforced, polymer mortar pipe is inherently corrosion resistant with a life expectancy of 100 years or more. HOBAS manufactures gravity and pressure classes from 18 to 110 in.

23
tunneling process and guarding against the settlement of the tunnel during and after construction.
Linabond
Linabond is a world leader in the development and manufacture of co-lining systems. For more than 25 years, the company's patented composite technology has been considered by many wellknown design engineers as the most efficient and cost-effective solution for corrosion protection, structural reinforcement, gas and liquid containment and infiltration/inflow prevention for municipal concrete and steel infrastructure.
jetting equipment, industrial pumps and tunneling and mining equipment. The company achieved international ISO 9001 quality certification in 1998 and ISO 9001:2000 status in 2003.
Robbins Co.
With more than 50 years of innovation and experience, The Robbins Company is one of the world's foremost developers and manufacturers of advanced, underground construction machinery. Robbins equipment is engineered for durability and performance, ensuring
US operations and assets were absorbed into Nicholson, greatly enhancing Nicholson's capabilities and resources for major geotechnical projects.
Parsons Brinckerhoff
Parsons Brinckerhoff, with more than 9,000 employees worldwide, draws on over a century of engineering excellence in underground technology to offer world-class capabilities in planning, design and construction management of tunnels and underground structures. The company's underground engineering services include soft ground and hard rock tunneling, immersed tube construction, NATM/SEM, underground caverns, tunnel jacking, microtunneling, directional drilling, excavation support and ground improvement.
Tested to pressures of up to a half-mile of water head, it is the material of choice for many tunneling engineers when designing for protection and hydrostatic pressure. No other materials perform like Linabond's composite co-lining systems. The company's award-winning technology and QA/QC methods, which include the use of Internet sites devoted to each project, bring not only the highest technology to infrastructure, but also the best accountability in today's electronically connected world.
Nicholson Construction
Founded in 1955, Nicholson provides grouting and diaphragm wall (slurry wall) applications for tunneling projects throughout North America. Recent tunneling highlights include the Nancy Creek Tunnel in Atlanta, the Big Walnut Interceptor in Columbus, and the Michigan Street Tunnel in Grand Rapids. In addition to tunneling applications, Nicholson's core design-build services include slope stabilization and earth retention, structural support and underpinning, ground treatment and improvement and dam remediation. Headquartered in Pittsburgh, Nicholson supports regional markets through its district offices in Boston, Kalamazoo, Miami, Knoxville, New York and Salt Lake City. Nicholson was recently purchased by Soletanche Bachy, the world leader in geotechnical contracting, with more than 3,000 employees in more than 40 countries. In January 2006, all of Soletanche's
24
PB has done research on many tunneling topics and has led the way in developing new technologies and standards for worldwide tunneling applications. The companys newest research fellowship examines tunnel stability under the impact of explosions and will be the first industry guideline that addresses the security threat to our tunnel infrastructure.
the successful completion of the most difficult underground construction project. Products are specifically designed and manufactured for each project. Today, Robbins has an extensive range of underground excavation equipment from horizontal directional drills to pipejacking machines to large-diameter TBMs. Robbins is an international organization with four primary manufacturing facilities, seven international sales and service locations and representatives worldwide.
Towill
Towill Inc. offers a wide array of surveying and mapping services to the tunneling and underground construction community, including owners, designers, contract managers and contractors. Towill has a long history of performing coast-to-coast tunneling projects with services such as large scale digital photogrammetric mapping for engineering design; quality assurance surveys for owners, LiDAR surveys for digital surface models; high precision geodetic surveys for surface and underground control; right-of-way and utility inventory surveys; precision as-built surveys, including 3D terrestrial laser mapping; deformation monitoring; construction surveys; consulting and trouble-shooting and special services such as offshore structure location surveys.
June 2006
Putzmeister
Putzmeister America is one of the worlds leading heavy equipment manufacturers, specializing in concrete and material placing equipment. Putzmeister offers a complete line of truck-mounted concrete boom pumps, separate placing booms, truck-mounted telescopic conveyors and trailer-mounted concrete pumps. The company provides a wide range of mortar, grout, shotcrete, plaster and fireproofing pumps and mixers, high and ultra-high pressure water
Tunneling in
Spain
By James W. Rush Located in Castillian Plain in the heart of Spain, Madrid has long been known as the political and financial center of the country. But this booming cosmopolitan city, home to more than 3 million residents, is also a growing cultural and industrial center that is in need of new infrastructure to keep pace with its growing population.
26
Currently, subway and highway construction projects are moving forward at a rapid pace. According to the International Tunnelling Association (ITA), Madrid is in the midst of extending its subway more than 48 miles with 80 new stations in the period from 2003 to 2007. At the completion of this expansion
phase, Madrids subway network of 176 miles with 281 stations will be the second largest in Europe (behind London, which has 258 miles of network). But subways arent the only tunnels being built in Madrid. In fact, one of the citys largest projects involves rerouting a highway underground. The M-30
June 2006
project in Madrid involves a major refurbishment and reconstruction effort on this ring road around the downtown center to improve traffic flow, create new areas for redevelopment and allow for improved access to the Manzanares River. The M-30 project is being built in two phases with the second scheduled for completion in 2010. One major component of the first phase is the construction of a roughly 2.5-mile section of twin tunnel with an OD of 49.9 ft. Each tube will contain three lanes of traffic.
The construction contract was awarded to Spanish construction companies Nesco Entrecanales Cubiertas SA and Ferrovial-Agroman SA. The JV ordered two 49.9-ft OD EPB TBMs currently the largest built one from Herrenknecht and one from MHI-Duro Felguera. The Herrenknecht EPB was launched in November 2005 and is driving the north tunnel 2.3 miles. By mid-February, contractors had completed 1,969 ft of tunnel (300 rings), with a best day of 72.2 ft (11 rings).
The MHI-Duro Felguera machine for the south tunnel drive is scheduled to be completed in July. That machine will drive 2.5 miles of tunnel under the Spanish capital. Overall, seven EPB TBMs are expected to be used for tunneling work on the 15 projects for M-30.
Projects Around the Country

Underground works in Spain are not limited to the capital. Several large projects are under way throughout the country that are making up for a long period of under-investment. It is expected that this growth period will continue for another three to four years before finally leveling off, according to representatives from Herrenknecht. As an indicator of the current market strength in Spain, Herrenknecht took orders for 16 TBMs from Spanish contractors in 2004 alone. High-speed rail tunnels have been a major emphasis in recent years, including those expanding service to areas north and northwest of Madrid. Perhaps the most notable of these rail tunnels is the Gaudarrama Tunnel. Involving twin tunnels more than 18 miles in length, this is one of the longest tunnels constructed in Europe. This project involved four double-shield TBMs two for each tube. Wirth and Herrenknecht supplied two machines each. Excavation of the 31.2-ft diameter tunnels was completed in June 2005. The Pajares Tunnels present another major challenge for Spanish tunnel contractors and engineers. This project involves the construction of a 15.3-mile tunnel for rail service between Castilla and Asturias. In Barcelona, contractors are expanding Line 9 on the citys metro system. Between 2002 and 2009, 27.3 miles of track and 46 stations will be added at a cost of 2.7 billion euros (US $3.4 billion). Another major project being planned is the construction of a tunnel under the Strait of Gibraltar that would connect Spain and Morocco. The tunnel would be 24.9 miles in length, 17.4 miles of which would be under water. It is estimated that the project would cost between 4 and 5 billion euros (US $5.1 and $6.4 billion). Tunneling in Spain has been an active market over the past few years and current projects ensure that the market will remain strong through at least 2010.
James W. Rush is editor of Tunnel Business Magazine.

Turning Rock into Art

Unique Project Planned for Canary Islands Aims to Fulfill Dream of Spanish Sculptor
By Paul Heslop and Steve Macklin Arup is in the process of completing the final phase of geotechnical site investigations and preliminary design for a large underground cavern within the heart of Tindaya Mountain located on the Spanish island of Fuerteventura in the Canary Islands. The Tindaya project involves the creation of an immense cavern within the heart of Mount Tindaya. The project is the realization of an idea conceived by Eduardo Chillida, one of Spains foremost sculptors. Launched in 1996, the project has continued in spite of Chillidas death in 2002, the culmination of the artists work and every effort is being made to realize his last ambition. His idea was to create a monumental space that explores the concepts of space, scale and light and contracts them with the humility of man. For the realization of this challenging project, the Spanish government has bought together a team of worldclass experts. Arup was appointed to lead the technical design of the project and is an integral part of the design team engaged by the architect, Estudio Guadiana SL, to help bring this project to life. This is a key moment for the Arup-led design team, as it progresses the design of one of the most challenging underground structures in the world. The Arup design team has been supported by a team of experts including engineering consultants Scott Wilson Piesold, and professors Evert Hoek, Acibiades Serrano and Claudio Ollalo. The companys scope of work on the Tindaya project has included: Geological and geotechnical mapping Site investigation, including geo30
physics and detailed petrographic analysis of the rock Feasibility studies, including detailed desk studies and aerial and satellite interpretation Initial design of the cavern and associated shafts and tunnels 2-D and 3-D numerical analysis of the underground structures Protruding more than 650 ft from the surrounding plain, Mount Tindaya
is an impressive, steep-sided mountain. The mountain represents the remains of a laccolithic intrusion within one of the original island-forming volcanoes, which subsequently collapsed by dramatic land sliding to expose this laccolith. The proposed cavern is a 1,765-cu ft void carved from within the center of the mountain. Measuring approximately 213 ft x 164 ft and 148 ft high, with two light wells rising to the surface,
June 2006
the project will be one of the largest underground caverns ever constructed and, more importantly, the only cavern of its size with a flat roof. The two vertical sun and moon shafts will be approximately 164 ft long and will extend from the roof of the cavern to the mountains surface, exiting close to the mountains peak. In addition to the cavern, a tunnel will be built 42.7 ft high, 42.7 ft wide and 262.5 ft long, providing access to the cavern. The work presents some unprecedented technical challenges as a result of the cavitys shape and considerable dimensions along with the need to preserve the surrounding environment. The dry, near desert-like environment is extremely fragile with a delicate balance of flora and fauna. In addition to this, the mountain is of important archaeological interest and is a protected area. Carved into the surface of the mountain are important engravings made by the Guanche, an ancient race of people. The design work has been undertaken in three phases. The first phase of the work included a series of studies that established the feasibility of the project and the environmental impact of the work. Respecting the environmental and historic importance of the mountain, Arups work during the initial phase of the project was limited to surface investigation. This consisted principally of geological and geotechnical mapping and cross-hole geophysics together with the interpretation of aerial photographs and satellite imagery and a desk study of the seismic risks. Limited physical testing was carried out on rock samples from existing quarries at the foot of the mountain to give an idea of rock characteristics. All involved appreciated that the viability of the scheme would be strongly influenced by the geology. The main joint sets and dikes were mapped on the surface and their distribution through the mountain estimated. This enabled a geological model of the construction of the mountain to be created. The model showed that the location of the proposed cavern was in an area of massive trachyte rock. With this information, a 3-D numerical model of the mountain was developed to allow the stress regime to be calculated with a range of various rock
parameters. These initial calculations and subsequent parametric studies showed that it should be possible to construct the cavern safely. Once the feasibility of the project was confirmed, an intrusive geotechnical investigation was carried out in January 2005 (Phase II of the project) to confirm the rocks characteristics. Arup specified and managed a comprehensive site investigation consisting of 14 boreholes totaling 1.1 miles of core logging with a comprehensive suite of insitu testing including:
The project will be one of the largest underground caverns ever constructed and the only cavern of its size with a flat roof.

31
Protruding more than 650 ft from the surrounding plain, Mount Tindaya is an impressive, steep-sided mountain.
Hydrofracture testing Dilatometer testing Goodman jack testing Modified Lugeon permeability tests Geophyical testing and Optical and acoustic logging. Undertaking such operations on the top of a mountain, on a sparsely populated island, in the middle of the Atlantic Ocean presented difficult challenges for the team. Working on top of a mountain with steel and other strong electrical conductors meant that the team needed to be extra careful of lightening strikes. A special lightning detector with a warning system was established to detect charged ions in the air should an electrical storm approach. In addition, the teams have not been permitted to create even a cloud of dust during the site work. To avoid any environmental impacts on the mountain, all drilling sites were isolated from the rock using geotextile blankets beneath the drilling platforms and sealed water supply pipelines. Allowing water to escape would have prompted lots of plants to grow where they have never grown before, disrupting the natural landscape. Professors Pedro de Nicolas, Francisco Diez Pieneda and Santiago Hernandez have ensured that the environmental impacts of the scheme are fully identified and correctly addressed. In addition to this site investigation work, LiDAR surveys were also undertaken to assess and acquire information on the 3-D shape and structure of the mountain.
32
The testing confirmed that the mountain consists of an igneous tracyte rock; this is a light-colored, fine-textured material, which, with weathering, can develop an ornamental brown, swirling banding. The site investigation was completed in June 2005 and the Arup team is currently working on Phase III of the project, comprising design of the cavern support requirements and site access and facilities. The execution of the sculpture will present a number of complex engineering problems that have seldom been met before. The sculpture must appear as if the cubic space has been cleaved directly from the rock. The artistic requirements do not allow for the use of a conventional arched vault and vaulted ceiling option. The rock surface most be exposed, this means that other traditional support systems such as placement of a concrete lining or use of shotcrete lining cannot be used. The design team is rising to these challenges and is currently working on ideas to overcome them. In relation to the large-scale nature of the project, the cavern is being modeled as a discontinuum, allowing the stresses and displacements to be calculated and different support scenarios explored. A mixture of cable bolts and rock bolts are currently being considered as a solution to stitch the rock mass together and prevent discontinuities opening up under tension caused by displacement of the single span roof. Results of the testing showed high insitu stresses, however, the rock
strength is such that it is unlikely to be an issue for the design. Six discontinuity sets were recognized, three of which are master joint sets and these will be critical for the design. On the smaller scale, the local stability of the rock faces is also being studied to prevent small rock fragments coming loose. A construction sequence is currently being proposed where pilot galleries and shafts are constructed first through the mountain. These will not only provide good air circulation, but they will also allow all of the spoil to be extracted through the main tunnel entrance. Experiments are also under way to determine the most appropriate technique for cutting the rock to leave the smooth finish required by the artist. Also under investigation is the possibility of hiding the bolt heads in specially cut recesses. Parallel to this design work, the environmental impacts of the construction methods are being defined with assessments being made of the impact outside of the mountain and the potential disposal or reuse of the materials excavated. As a unique project in a unique location, the project represents a variety of challenges, from artistic to environmental and engineering. Combined, these challenges are pushing rock engineering to new limits. On finding Mount Tindaya as a potential site for his work, Chillada commented that my sculpture wants the mountain; it is now time to see whether the mountain wants my sculpture. With construction work scheduled to start in 2007, the answer to this question will soon be known. It is expected that the cavern and associated tunnel will take over three years to construct.
Paul Heslop is a senior tunnel engineer with Arup New York. Steve Macklin is an associate with Arup London.
June 2006
The Challenges of Florida Limestone

Hybrid EPB Shield Provides New Solution for Central Florida Tunnels
By Gil Garcia Formed in warm, shallow seas, limestone is comprised of the fossilized and calcified remains of thousands of tiny sea creatures that have fallen to the sea floor over hundreds of millions of years. In Florida, a slightly younger composition of limestone can be found one that is white in color, softer and significantly more permeable than what is found in most other parts of the United States. And its those sorts of unique characteristics that have been known to make tunnel projects in central Florida a little tricky. But during the construction of 888 ft of 96-in. OD Permalok, 1-in. thick steel casing, crews were able to address those challenges head on by utilizing the first hybrid earth pressure balance (EPB) machine shield built in U.S. Built by EJM Pipe Services under the Alafia River in Tampa, Fla., the tunnel travels through an extremely permeable, highly fractured limestone layer host of the Floridian aquifer with over 2.5 bar of hydraulic face pressure. The Alafia River Tunnel is the first documented case history in the U.S. describing the utilization of a hybrid EPB shield and perhaps the largest, longest and deepest tunnels built to date in Florida. The tunnel was part of Tampa Bay Waters Master Water Plan Stage B, South Central Intertie Contract 2, which was awarded to Kenko Inc. in 2002 for a lump sum of approximately $24 million. The geology of the project was very consistent between the six borings performed at an average spacing of 195 ft along the tunnel alignment and drilled alternating between the right and left of the alignment to approximately 120 ft deep. In general, the geology consisted on 15 ft of: very loose to loose, dark gray to dark-grayish brown silty fine sand (SM) with 2 to 8 blows per ft (bpf), underlaid by very stiff green clay (CH) with 50 bpf for 0.2 ft, underlaid by gray to cream limestone with NX core recovering varying from 10 to 20 percent and RQD ranging from 0 to 25 percent. On the project area, the limestone layer is know as the Floridian Aquifer that is a large aquaclude that if punctured its pressure is approximately 14 ft above grade elevation.
Shaft Construction
Due in part to the ground conditions, shaft construction was a complex task that Kenko was able to complete in cooperation and coordination with Schnabel Foundation, Coastal Caisson The Alafia River Tunnel is the first documented case history in the U.S. describing the utilization of a Corp. and Moretrench Corp. Two shafts hybrid EPB shield and perhaps the largest, longest and deepest tunnels built to date in Florida. were built requiring the installation
33
of 104 drilled caissons, each of which had diameters of 34.65 in. To construct the shafts, crews carefully followed a specific sequence of events. First, they installed the unreinforced primary piles, which were followed by overlapping the secondary piles by 4 in. on each side. The piles were then reinforced by HP14x73 steel pile, including a special design for the hard piles within the tunnel envelope. Crews then installed eight dewatering and two observation wells around shaft and two dewatering wells. Each was installed at a depth of 90 ft deep to permit a safe launching and reduce uplift forces. Once the water table was drawn below the upper sand layer, excavation started. As the invert of the excavation reached the required elevation, the reinforced walers were assembled and shotcreted-in-place. The excavation of the limestone required 24 saw-cutting cuts with Vermeer wheel trencher to a depth of 5 ft at the bottom of the shaft. The pie sections were excavated with a -cu yd bucket Komatsu excavator and transported to the surface by a 2-cu yd muck box. When the excavation reached the desired invert elevation, a 24-in. reinforced concrete slab with 8 drainage holes was cast. The construction of the main shaft took approximately four months. However, it was not on the critical path since the hybrid EPBM was under fabrication. Two construction methods are typically recommended for shaft construction on such hydrogeological conditions, namely secant pile or diaphragm walls. For either method, temporary dewatering or permeation grouting is required to reduce the water inflow into and around the shaft during the excavation and
launching of the shield, and to reduce the size of the bottom plug against uplift forces. However, dewatering on such soil conditions usually removes the fines within the voids and can potentially increase the permeability of the soil with time. And due to construction costs and the structural quality of the secant pile shaft construction method, crews decided not to backfill, but instead designed the project as a permanent final structure. This made it suitable for permanent access and/or emergency storage. Although the construction method of the shaft was appropriate, its excavation was very slow mostly due to Kenkos inexperience on excavating Limestone within a shaft. Perhaps a rotary drum cutter wheel with chisels attached to an excavator would have been more effective.
Machine Selection
The Robbins Company, based in Solon, Ohio, was selected to design and fabricate the hybrid EPBM because it required design parameters usually applied to hard rock tunnel boring machines, EPBM, and slurry shields. For example: the hybrid EPBM had a full face of eight double and four single 17-in. disc cutters assembly back-mounted, four buckets reinforced with carbide insert teeth, and grill bars protected with carbide bottoms with a maximum rotational speed of 12 rpm in either direction. The EPBM also had two face ports and one at each side to permit drilling and grouting in case of an emergency. The mahcine had a periphery type main bearing that required the installation of the auger screw at the center of the mixing chamber; therefore, maximizing the thrust that

Although the hybrid EPB machine was not equipped with a soil conditioning system, the excavation and demucking system was a closed and pressurized face; therefore, clearly classified as an EPBM. Left, conditioned muck is seen during the first 45 ft of the tunnel. On the right, the ineffective use of polymer can be seen during tunneling through the non-dewatered zone.
can be directly applied to each disc cutter and optimize the instantaneous penetration. All the previous mechanical characteristics are typical of a hard rock TBM. On the other hand, the EPBM was designed to operate within 3 bar of hydraulic face pressure without any water intrusion into the tunnel. The mixing chamber contained several mixing paddles that agitated and crushed the limestone even further. The excavated ground was extracted with a 17-in. diameter auger screw that was initially designed to discharge to a muck car. Although the machine was not equipped with a soil conditioning system (or ports at the face or mixing chamber),
the excavation and demucking system was a closed and pressurized face, so therefore it clearly classified as an EPBM. In addition, the 1-in. overcut combined with the buoyancy effect of the steel casing and the forward movement of the pipe jacking activity induced filling of the annulus at the invert of tunnel, therefore significantly increasing the jacking forces.
Tunnel Construction
The hybrid EPBM arrived on site on May 20, 2002, and was launched on May 27, 2002, utilizing an Akkerman skid and P-5000 thrust unit, which were used to set and push the machine through the launching seal. As the EPBM cleared the secant pile shaft and the dewatered area around the shaft, it faced full hydraulic load of nearly 2.5 bar that pushed the shield backward when the main jacks were retracted to insert the lead steel pipe joint. However, since such condition was anticipated, the EPBM was held in place with a circular break system that kept the machine in place. During the launching and for the first 45 ft, corresponding to a point just past the cone of influence of the dewatering wells, the advance rate was 21 ft per 9 1/2 hours per day shift. The slow advance rate (23.7 mm per minute) was mostly due to three hours required for the connections between pipe joints and two hours for secondary crushing and mixing of excavated rock with polymer to improve its fluidity and create a plug flow within the auger screw. Regardless of the numerous combination of soil conditioning dosages, secondary crushing and mixing time trials, it was not possible to covert the excavated limestone into matrix that was suitable for extrusion and conveying with an screw auger. In fact, as the EPBM advanced further away from The hybrid EPB shield proved to be an effective solution to tunnel through the permeable, highly fractured limestone layer host of the Floridian Aquifer. the dewatered zone, it was impossible
The tunnel successfully broke through on Aug. 23, 2003. Tunnel Business Magazine June 2006
36
to fill the muck car due to the sluggish characteristics of the excavated and conditioned soil. Therefore, an alternative demucking system was required. It was obvious then that either a closed conveying system such as solid or a slurry pump was required to directly discharge the cuttings to the surface due to the very large porosity and permeability of the limestone. To install a closed conveying system, the discharge of the screw auger was connected to a field fabricated chute that permitted the closed discharge of muck from the screw to the suction side of a slurry pump installed inside the tunnel and next to the EPBM operator. The slurry pump had a 3-in. diameter suction and discharge and was capable of pumping the cuttings to the shaft where a second pump was installed to lift the cuttings to a settlement tank at the surface. After the change in mucking system, the average advance rate with similar delays was approximately 40 ft per 9-hour shift or 45.2 mm per minute consistently during the entire tunneling operation. The almost double advance rate is mostly attributed to the savings associated with the elimination of the secondary crushing and mixing time and an increased efficiency during the installation of each pipe joint. It is also important to document that the operator had to maintain a very constant instantaneous penetration to achieve the required fragmentation and corresponding particle size as well as cutting volume to avoid clogging the chute and consequently overloading the slurry pump. Once the closed slurry discharge system was installed, the hybrid EPBM was complete consisting of technology usually applied to hard rock TBM, EPBM and slurry shields.
Although very unusual, the combination of the various mechanical devices that made the hybrid EPBM proved to be practical, economical, simple and effective to tunnel through the extremely permeable, highly fractured limestone layer host of the Floridian Aquifer with over 2.5 bar of hydraulic face pressure. The tunnel was successfully completed on Aug. 23, 2003. In addition to the integral jacks of the hybrid EPBM designed for 1,200 tons, EJM Pipe Services installed four inter-jacking stations (IJS), each of them fitted with eight 83-ton jacks at: 87.95 ft from back of shield; 182.61 ft from IJS No. 1; 195.3 ft from IJS No. 2; and 235.4 ft from IJS No. 3. All of the inter-jacking stations were fully used to advance the tunnel due to the friction developed by both the buoyancy forced as the tunnel became longer and the small cuttings that cleaned the annular space at the invert of the tunnel.
Lessons Learned
Although this paper summarizes the shafts and tunnel construction for a two-pass liner system, the remaining and associated details are either applicable for a larger diameter tunnel through similar hydrogeological conditions. For example, in many parts of Florida, geology does not improve significantly with depth; on the contrary, it increases the operating face pressure of the EPBM and the buoyancy of the tunnel due to the very large porosity and permeability inherent of such geological formation. Although Floridas limestone formation is infamous for containing voids and cavities, they are rarely larger than 48 in. in diameter and can possibly be filled during tunneling due to the rotational and mixing action of the cutterhead.

37
NASTT is now accepting abstracts for the 2007 No-Dig Show in San Diego. Abstracts from the following subject areas are of interest to the program committee:
TRENCHLESS RESEARCH, CASE STUDIES & ENGINEERING PRACTICE New Construction Rehabilitation Condition Assessment Asset Management Gas/Electrical/Telecommunications Project Delivery Methods Technology Assessment Current Trenchless Research Contracts and Specifications Computer Applications Construction Project Management Risk Assessment and Management EDUCATION & TRAINING University-Industry Initiatives Trenchless Education SPECIAL TOPICS Infrastructure Security Sustainable Construction Practices Quality Control and Assurance Lean Construction Processes Legal Issues SUBMIT ABSTRACTS FOR CONSIDERATION TO:
NASTT 1655 N. Ft. Myer Drive, Suite 700 Arlington, VA 22209 E-mail: jhemphill@nastt.org Fax: 703-739-6672 Web site: www.nastt.org Questions? Please contact: Dr. Samuel T. Ariaratnam 2007 Program Chair E-mail: ariaratnam@asu.edu Phone: 480-965-7399
UNDERGROUND DAMAGE PREVENTION Sponsored by Subsurface Utility Engineering Innovative Technologies Facility Safety Issues and Regulations INTERNATIONAL PROJECTS (Special Focus on Asia) Asian Trenchless Case Studies Beijing 2008 Olympic Games Shanghai World Expo 2010 SPOTLIGHT ON SAN DIEGO Trenchless Case Studies from San Diego and the region of southern California
Please submit one page abstracts, not more than 300 words, by June 1, 2006. Be sure to include the primary author's name, complete mailing address, phone, fax and e-mail.
Florida limestone is characterized as a weak rock varying in strength from approximately 500 to 12,000 psi with a medium to high abrasivity and an average permeability of 10-1 cm/s. Therefore, it shall be excavated by utilizing either a hybrid EPBM or a slurry shield with a full face of disc cutters designed to last the entire length of the tunnel drive. In addition, if a tunnel is longer than 1,000 ft, a CERCHAR abrasivity test is strongly recommended to determine if the disc cutters shall be reinforced with carbide inserts. A linear cutting test is essential to properly design the disc cutter assemblies. In regards to the operation of the hybrid EPBM, the contractor found that soil conditioning was not applicable for tunneling through Floridian limestone, since the excavated and crushed weak rock is poorly graded and has insufficient cohesiveness behavior needed to form a paste not even with a large dosage of polymer as a binding agent. Therefore, a closed system conveying mechanism is required. In addition, the success of a mechanized tunneling project is highly related to the degree of cooperation and relationship between the tunnel contractor and TBM manufacturer. The hybrid EPBM equipped with disc cutters, crushing chamber, auger screw and closed demucking system proved adequate and efficient for tunneling through Floridian limestone. Care must be exercised during advancement of a full face disc cutter shield through limestone since it is very possible to embed the disc too deep and rotate the shield, therefore, potentially damaging any mechanical component. A separation plant for the slurry system (bentonite and separation pant) was not found to be required, since there was sufficient available water from the dewatering wells and excavation to permit conveyance of the cuttings while the density of the particles was large enough to settle without the aid of any mechanical equipment. Gil Garcia is a Ph.D. candidate at the Colorado School of Mines in Golden, Colo., and is with GilCo Group Inc.
References:
Santi, Paul M. and Doyle, Bridget C. The Locations and Engineering Characteristics of Weak Rock in U.S. Characterization of Weak and Weathered Rock Masses. Association of Engineering Geologists #9, 1997, pages 1 to 21.
Acknowledgements:
The author would like to recognize the following individuals and associated companies for their hard work and dedication that permitted the successful completion of the project: Clay Tappan and Elwood Chip Herom from CDM; Jeff McGrand and Tom Kerker from Kenko; Mark Montgomery, Jim Anderson and Roger Lepiney from EJM Pipe Services; Thomas Anderson of Schnabel Foundation Co.; Jon Wiksten of Coastal Caissons Corp.; Sorin Calugaru and John Simm from The Robbins Company, and Dwayne Huxted from Huxted Tunneling.
39
North American Tunnel
Project Update
CALIFORNIA
Bakersfield Kern River Powerhouse Rehabilitation Merco Western Inc. Tunnel rehabilitation work is nearing completion on Phase II of the Kern River PH1 Tunnel Rehab Project. Forebay reconstruction concrete work is complete, as butterfly valves and slide gates have been installed and steel platform and electrical work are in progress. Helicopter lifts were utilized to install the valves. Tunnel 19 Liner is complete and crews are removing the temporary construction rail and preparing for a substantial completion date of May 22, followed by a week of testing to be able to run water for power generation. Phase III work is planned for remobilization in September 2007. MercoWestern - Clyde Joseph: project director; Lock Spenser: project superintendent; Bogdan Velcu: project engineer; Jerry Stark: tunnel superintendent; Renn Joseph: forebay superintendent. S.C. Edison - project manager: Terry Falleson; construction inspectors: David Oehley, Hank Chavez, John Feeney. Los Angeles Eastside Light Rail Transit Project Traylor/Frontier-Kemper JV The Eastbound TBM was installed and tested on the Eastside LRT Project in January and February. The machine was launched in late Feb. and has progressed 1,000 lf. Crews are working two eight-hour shifts and production is increasing to expected levels. The Westbound TBM was installed and tested in February and March. The machine was launched in late April and has progressed 100 lf. Crews are working one eight-hour shift until the entire machine is buried and a switch is installed. Hayward Baker is continuing the grouting of critical structures and cross passages along the alignment. San Bernardino Arrowhead East and West Shea/Kenny JV East: Strawberry Portal The Strawberry tunnel has advanced more than 12,000 lf as of May 2 more than 50 percent of the total drive. Grouting continuously primarily from the cutter head support. West: Waterman Canyon Portal The Waterman portal has advanced to 6,235 lf with continued difficulty with the ground and water conditions. Grouting and probing continuous, with pre-excavation grouting being conducted to alleviate the water inflow. Ed Marcus Project manager, Bob Gordon sssistant project manager, Mike Belcher PA, Stuart Lipofsky Project Engineer, Renald McInnes Equipment Superintendent, Ron Walton Superintendent East Walkers East: Bob Leslie and Danny Sayre, Don Fulmer Eddie Meeghan Superintendent West, Walkers West: Kenny Frego, Jeff Bright, Daniel Spenser Office East- Joe Nagy, WestDana Downs. MWD Program Manager: Dan Tempelis; Resident Engineer: John Townsend. Information: Brian Fulcher (909) 883-3399. Sacramento Bradshaw 8 Interceptor Affholder Inc. The excavation of the tunnels has been completed, the pipe installed and encapsulated in cellular concrete. Shafts have been backfilled and all sites and streets are restored. Final cleanup and demobilization is currently being completed. Area Manager: Dan Martz, project manager: John Forero, general superintendent: Perry Dreckshage, project engineer: Tolga Tolgan, Safety: Mike Mickelseeley. Resident engineer URS: Tom Martin. Information: Dan Martz (708) 201-7666, John Forero (916) 302-7258. San Diego San Vicente Pipeline Traylor/Shea JV Shaft excavation has been completed to depth, 75 ft. The shaft is a 62 ft x 30 ft ellipse, supported by 10-in. steel ribs and shotcrete. The shaft invert has been prepared to accept delivery of the first shield in late May, tunnel eye and 14-ft starter tunnel prepped and mining utilities installed in shaft. The grout mixing plant for segment backfill will also be assembled onsite in early June. The Slaughterhouse shaft site, and the Reach 5 excavation from it, is the projects critical path activity. The 75-ft shaft is 36 ft in diameter and is supported in the conglomerate with 6-in. ribs and shotcrete. The rock is supported by rock bolts. The tunnels have been in granite, very weathered granite and a mixed face of granite and conglomerate and have been supported by rock bolts, shotcrete, and lattice girders as appropriate. Ribs were used in the two 100-ft starter tunnels. Reach 5 east is at 850 ft, Reach 5 West is at 450 ft. Two representatives of BeMo are onsite to aid in support and excavation. The San VicentePortal site is the eastern terminus of the project, and starting point for Reach 6 excavation. Starter tunnel for the Robbins main beam is complete to 60 ft, with support of ribs & lagging. Work for the TBM cradle and other startup items are complete. Installation of a rollover station for muck trains has been completed. TBM delivery was expected in late May. Fabrication and refurbishment of the TBMs is nearly complete. The first of two new open-face digger shields was built by Construction Tunneling Services (CTS) in Washington. It was to be delivered in late May to the Central Shaft, where it will mine reaches 4W, 3 and 2. The second shield fabrication will follow, with later delivery to the Slaughterhouse Shaft, after completion of Reaches 5 and 6. It will be set down that shaft and head west to excavate Reach 4E. The rock TBM is a used machine being refurbished by Jack Burke by Robbins in Solon, Ohio. This machine will mine Reach 6 first, and then be removed to the West shaft to mine Reach 1. It will be delivered to the Portal site in late May. Ground support in Reaches 2, 3 and 4 will be precast concrete segments. They will be installed behind the CTS shields, and subsequently backfill grouted. Segments are being manufactured by Traylor Shea Ghazi, in its Palmdale, Calif., plant. Casting began in late March, and is proceeding well. Project Manager: Mike Jatczak. Information: (619) 631-0777; Mobile: (858) 248-9042. San Diego Lake Hodges Tunnel Project Kiewit Pacific Co. The Design Build Lake Hodges to Olivenhain Pipeline Tunnel, Shaft & Site Development project consists of a 5,848-ft long 12-ft horseshoe-shaped tunnel. Excavation of the tunnel will be completed by drill and shoot methods. Additional project scope consists of construction of a 195 vf raise bore shaft, installation of 10-ft diameter steel liner, and placement of cellular grout. The tunnel, shaft and portal design aspects were completed in July 2005. All operations relating to the site development, portal excavation and portal support have been completed. Tunnel excavation started in September 2005. Tunnel excavation operations are currently working three shifts per day and have completed 3,932 lf of the 5,848 lf of excavation to-date. Excavation of the 1,870 lf 0.5 percent incline and the 2,062 lf 13.5 percent incline have been completed. The remaining excavation will be completed on the 19.6 percent incline. Fabrication of the 10-ft diameter steel liner is in process with a target completion date of August 2006. Personnel (Kiewit): Ray Backen, area manager; Sean Menge, project manager; Jarrett Carlson, project engineer; Mike Shough, tunnel superintendent; Curt Millsaps, tunnel superintendent; Larry Andersen, equipment superintendent; Lee Friedman, electrical superintendent. Personnel (Parsons): Jon Kaneshiro, project manager; Luis Piek, design engineer. Information: (760) 466-1080.
GEORGIA
Atlanta Nancy Creek Tunnel Nancy Creek Constructors Tunnel construction began in June 2002. The project was completed on Dec. 31, 2005, with Mayor Shirley Franklin pushing a ceremonial red button to mark the tunnels official opening. The capping of shafts, site grading and restoration and landscaping will be finished by June 2006.
40
June 2006
Atlanta West Area CSO Storage Tunnel and Pumping Station Atlanta CSO Constructors As of May 6, the Clear Creek Tunnel TBM had excavated 4,700 lf and the North Avenue Tunnel TBM has excavated 6,300 lf. The Clear Creek shaft and deaeration chamber excavation is complete and lining work is beginning. The North Avenue Shaft excavation is complete, with deaeration chamber top heading excavation complete. 14-ft diameter raise bored vent shafts have been excavated and shotcreted at North Avenue and Clear Creek. Work on the Pump Station is being performed by W.L. Hailey as a subcontractor to ACC. All pump station excavation work has been completed and 24-ft diameter tunnel forms are being installed. Surface work is ongoing for the diversion structures at Clear Creek, North Avenue and Tanyard. Construction Manager-City of Atlanta: Ken Johnston; Atlanta CSO Constructors: Project Manager: Taro Nonaka; Assistant Project Manager: Darrell Liebno; Project Engineer: Ray Hutton; Office Engineer: T.J. Kobayashi; Tunnel Engineer: Adam Stremcha; Project Superintendent: Jeff Early. JDH Joint Venture: Resident Construction Manager: Mike Robison; Resident Engineer: Don Einarson; Project Engineer: Randy Divito. Information: (404) 352-0701.
Atlanta Greensferry Sewer Separation Project W.L.Hailey & Co. Inc. The Greensferry Project being constructed for the City of Atlanta is underway. W.L.Hailey will install 1,200 lf of 72-in. diameter hand mined tunnel and relocate 300 lf of 120-in. diameter reinforced concrete pipe as a sub-contractor to Metals and Materials Engineers (MME) The project is located in historic Washington Park. Civil operations manager: Randy Wiek, project manager: Bill Haworth, superintendent: Mike Rast, tunnel superintendents: Sid Haney and David Chambers, project engineer: Ashley Quinn, foremen: Larry Todd and Duwayne Corey. MME project engineer: Dunstan Campbell. Information: Donald Ackerman (615) 255-3161. Atlanta Indian Creek Sewer Project Bradshaw Construction Corp. Bradshaw has been awarded the remedial work to re-mine and correct grade problems with the sewer pipeline installed by Modern Continental on the Indian Creek Sewer Project. Portions of the pipe Floated while back filling the tunnel. Mobilization started January 2006. Project Manager: David Wanhatalo, Superintendent: Frank Jones.
ILLINOIS
Chicago TARP-Calumet Tunnel System, Little Calumet Leg Affholder/Jay Dee Through the end of April, Affholder had completed its portion of the project, including the connection to the existing Indiana Tunnel. All work has been accepted by the MWRD and Affholder has demobilized from the site and is completing contract close out issues. Jay Dee has completed all tunneling for the RCP sewers and is currently installing the last 700 lf of 42-in. pipe in the section of rock tunnel just completed. All other items of work are completed and accepted by the MWRD. The project was given substantial completion status as of March 17 and is currently going through the 60-day operational testing and start up. Final restoration and move out is on going, and it is anticipated that all work will be completed by the end of June 2006. Greg Hauser: project manager for the joint venture and Jay Dee; Jim Foley: project engineer; Brian Christ: senior safety superintendent for the JV and Jay Dee; Renee Halley: office manager for the JV and Jay Dee ; Louie Shapiro: soft ground superintendent; Tom McMahon: rock superintendent; Jack Kruszewski and Greg Slusher: field engineers. For Affholder, James Byrd is area manager; Len Postregna is project manager; Ben Gasik is project engineer; Terry Beesley is project superintendent; Milan Jovanovich is tunnel superintendent; Harry Gajan is

41
concrete superintendent; Lisa Setser is office manager; Jim Eichberger is purchasing agent; field engineer is Narcizo Garcia; Darrell Grimes is safety superintendent. Information: (708) 201 7166. Chicago Calumet Tunnel System-Valve Isolation Chamber, TARP Pump Station Kenny Construction Co. The 320-ft deep valve access shaft was advanced to grade and the drilling and shooting of the first phase of the chamber was completed. The first phase of the chamber has been concreted and the shaft lined. The overburden and drill and shoot excavation of the West Pump Room Access shaft and access-way has been completed. The lining of the accessway and the shaft was recently completed. The overburden of another access shaft to the existing TARP tunnels was completed followed by the drill-and-shoot excavation of the 310-ft deep shaft. This will give access to the existing TARP flows to the pump station that will be diverted to one side of the existing bifurcation, so the new valves and flumes can be installed and encased in the vacated side. Concurrent with this operation will be the required demolition in the inactive pump room followed by the installation of the new TARP pumps. Crews will also be working in the existing wet well in preparation for the division of wet well into two separate wet wells for the new divided station. Ted Budd: tunnel division manager; Mike Surman: project manager; Christian Heinz,
project engineer; Jess Rhynes, superintendent; Ken Dumas, safety manager; and Luminita Calin; cost and schedule manager. Information: (847) 541-8200. Hodgkins C.U.P McCook Reservoir . Kenny Construction Co. The $60 Million C.U.P project being built for . the Corps of Engineers is in the final stages of completion. All below-ground concrete work is complete, along with all the mechanical and electrical work. Final testing is currently taking place. Shaft piping and tie-ins have been completed and the control building at the surface is under construction with an early summer completion anticipated. Ted Budd: tunnel division manager; Bob Rautenberg: project manager; Paul Lauricella: safety manager; Jack Finn: superintendent; Doug Heinz: project sponsor. Information: (847) 541-8200. Hodgkins MWRD McCook Haul Tunnels Kenny Construction Crews completed the drill and shoot excavation of the haul tunnels in early Dec. The paving of the 2,100-ft long tunnels was completed the second week of January. Crews demobilized from the completed haul tunnels and have started a follow-up project for Vulcan Materials that includes an access decline to the newly completed tunnel and the development of a starter pit for future quarry development.
INDIANA
Griffith Cady Marsh Drainage Ditch Tunnel Jay Dee/Kenny Construction JV The Lovat soft ground TBM has completed the 6,440-lf tunnel drive and crews are completing concrete lining operations for the reinforced concrete lining and dewatering the last section with the last pour currently being made mid May. Inlet and outlet spillways and structure work will complete this work with substantial completion in July and final cleanup scheduled for September 2006. Project manager: David Stacey, project engineer: Jason Cade, general superintendent: Jerry Pardon, quality control manager: Steve Jensen. Information: (708) 473-5473. Indianapolis Indianapolis International Airport Midwest Mole Inc. Midwest Mole has the subcontract to excavate a soft ground tunnel 2,100 lf with a 102-in. gasketed liner plate support, the Akkerman EPB TBM will excavate the tunnel crossing under an active runway and active taxi way. The tunnel will house a chilled water line and steam line for the new Terminal already under construction. Bowen Engineering has started construction of the launch shaft and will turn the shaft over to Midwest Mole on June 5. The TBM is scheduled to arrive the week of June 10 and launched approximately one week later. Information: (800) 533-0386.
ESSENTIAL READING FOR THE TUNNELING PROFESSIONAL GET IT FAST, EASY, ONLINE.
Going Underground: Tunneling Past, Present and Future
Historically, underground space has not had the allure of outer space, but how well we use the space beneath us may well determine our future. This compendium covers the past and present experiences in tunnels and tunneling, and explores the possibilities for the future. In partnership with the American Public Works Association. $30.00
Guide to Best Practice for the Installation of Pipe Jacks and Microtunnels
Learn the essential elements that are necessary for the design, specification and installation of pipes by the pipe jacking method. The Guide takes the readers through the problem areas which can adversely affect a pipe jack, provides a checklist, and summarizes associated matters such as contractural considerations, safety, training, and current regulations and standards. The Guide was developed by the U.K.-based Pipe Jacking Association. $85.00
Pipejacking and Microtunnelling

by James Thompson This book provides a review of pipejacking and microtunneling technology and its applications, reflecting international and domestic experiences. Directed at civil and geotechnical engineers, it offers guidance on the use of these techniques, pointing out their economic and technical benefits when used correctly in appropriate circumstances. $155.00
TUNNELINGONLINE .COM

June 2006
MICHIGAN
Grand Rapids Christman Company Tunnel Kiewit Construction The Project consists of 100 lf of 19 ft x18 ft NATM tunnel excavated in clean sands under Mich. Street in Grand Rapids, Michigan. The NATM excavation was completed on May 6, and crews are currently applying waterproofing and final shotcrete lining. Scheduled completion date is early June 2006. Personnel Kiewit Construction Co. superintendent: Paul Madsen, Project engineer: Ricardo Garcia, tunnel field engineer: James Coit. Information: (713) 297-2755.
MISSOURI
St. Louis Baumgartner Tunnel Frontier-Kemper/Gunther Nash JV The TBM daylighted on Dec. 15, 2005 and was dismantled and removed from the receiving shaft together with the support equipment in late December. Tunnel cleanup was completed in late January 2006 and installation of the reinforced carrier pipe started in February 2006. Cast-in-place concrete work at the deaeration chambers is being completed and backfilling of the concrete pipe will start as soon as they finish welding the tee lock sections. of the installed pipe. The backfilling will be handled by a local sub-contractor. Project manager: Jim Nickerson, Information: Jim Nickerson (314) 293-0058 or Gunther Nash (314) 261-2611.
Tom Maxwell, Underpining: John Stanberry, Project Engineer: John Phillips. Superintendent: Jay Harrison, Design Coordinator: Sean Glynn, Assistant. PM: Nir Golan. Information: Gary Almeraris (708) 746-2714. New York Water Tunnel #3 Stage 2 Schiavone/Frontier-Kemper/Shea JV The North Tunnel excavation was completed in September 2005 and the TBM backed out and assembled in the east starter tunnel to complete the remaining 13,035 lf of the east tunnel drive. South tunnel excavation was completed under a previous contract. Mining commenced on Jan. 3. The TBM has mined 10,335 lf in the east drive; the owner revised the contract to include an additional 2,000 lf to take the tunnel to Shaft 32 at the Queensboro Bridge. The shaft chamber on the surface is currently being excavated through the overburden in preparation for setting up the raise bore and slashing operation. Crews are mucking all the shaft slashing operations from the completed adits and transporting the muck to an underground crusher to feed the horizontal conveyor feeding the vertical shaft belt. Theyre also starting to set up concrete forms in the south heading for the start of tunnel concrete operations this summer. As part of the $658 million joint venture project, J.F. Shea Co. is excavating and concrete lining nine shafts, 550 vf each. The drill-and-blast slashing is complete on Shafts 29 and 31 and crews are currently finishing
MINNESOTA
Rosemont Ames Construction Sub Contract -Jay-Dee Constructors Empire III Jay Dee has subcontracted the pipe jacking of 3,400 lf of 78-in. ID Hanson heavy wall reinforced concrete pipe. The contractor has completed two runs totaling 1,700 lf. Empire II has been bid and Ames is low bidder with Jay-Dee to do the jacking of 4,600 lf of 66-in. Hanson Heavy wall RCP in three runs one 3,400 lf two runs each 600 lf. This work will start with the completion of Empire III. Information: Glen Rorison (708) 473-5473.
NEW YORK
New York Dey Street Transit Project Slattery/Skanska The Dey Street project is a design build by Slattery/Skanska with DMJM+Harris as designer. It is a complicated, deep open cut construction adjacent to the World Trade Center site that requires underpinning of two active subway lines along with secant walls, jet grouting, and partial demolition of two stations. Project Executive: Mike Attardo, Project Manager: Norm Hirsch, General Superintendent:

concrete operations, while slashing of the large upper sections of Shafts 28 and 30 are complete. Once concreting of these sections back to the surface is complete, crews will then resume slashing operations. Excavation and concreting has been completed in the overburden of Shaft 27, with crews currently slashing with 6-shots left then concrete. Raise bore is complete on Shaft 25 and crews are setting up for slashing operations. On Shaft 24, raise bore was completed the week of May 8, 2006 and crews are setting up for slashing operations. Schiavone vice president: Tom King, project manager: Anthony Del Vescovo; project engineer: Florentino Sison; general superintendent: Dale Estus, shaft construction manager: Jeff Salai, shaft superintendent: Mike Jennings. DMJM+Harris subcontractor to Jenny Engineering/URS for construction management. Information: (212) 564-8552.
NORTH CAROLINA
Charlotte Irwin Creek Relief Sewers Contract II Bradshaw Construction Corp. Bradshaw Construction Corp. is currently constructing multiple shafts and tunnels associated with the sewer improvement program commissioned by the Charlotte-Mecklenburg Utilities Department (Irwin Creek Relief Sewers-Contract II) The general contractor is Rockdale Pipeline Inc. and the project was designed by CDM. Shaft and tunnel excavations have encountered rock, which has slowed progress. The contractor, engineer and owner are currently working through these problems. Bradshaw Construction Project Manager: Eric Eisold, Superintendent: Jerry Simon. Rockdale Project manager: Ken Richardson; Rockdale Superintendent: Jerry Morrow High Point Deep River Outfall Project, Segment 2 Bradshaw Construction Corp. Bradshaw Construction Corp. is still finishing construction on the last tunnel for a sewer project in High Point, N.C. The last tunnel crosses under Business I-85 and US-29. Thalle project manager: Chris Haverstraw, Thalle superintendent: Eric Khuenel. Bradshaw project manager: Eric Eisold, Bradshaw superintendent: Franks Jones. Information: (401) 461-4466.
site on the cutterhead and cutters. Mining restarted on May 6 on the final drive of 6,000 lf, where the TBM will breakthrough into the main working slurry shaft on the BWAOS II, with anticipated holing through in October 2006. Hand mining 500 lf of 5 x 5 adits from the main tunnel to connect the 36-in. drop pipe elbow with the main tunnel. When the TBM has completed its drive, work on a microtunnel 250-ft long for installation of a 18-in. line will commence The contractor has completed four 10-ft diameter drilled and cased holes to the crown of the tunnel drilling to tunnel invert and filling the hole with flowable fill and installing Hobas pipe after removal of the TBM. City of Columbus, division of sewerage and drainage: Gary Gilbert, civil engineer; City of Columbus, division of sewerage and drainage: Tanya Arsh, sewer system engineering manager; URS Corp., designer: Douglas Uhren and Tom Richardson; HR Gray, construction management: Robert Scott, Sr. Mgr., Gary Bulla and James Joyce; Lachel & Assoc., geotechnical design: David Chapman and Glen Frank; Jay Dee/Michels/Traylor JV: Michael DiPonio, project manager; Jeremy Theys, project engineer and Tim Awald, project superintendent. Information: (614) 491-9551. Columbus BWOAS McNally/Kiewit JV The joint venture has completed 5-shaft one 39-ft FD work shaft 77 ft deep with a slurry wall completed by subcontractor Soletanche/Moretrench 99 ft deep. A mud slab 15 ft thick was placed at the shaft bottom Four A jet grout area 15 ft deep, 30 ft wide and 27 ft high was placed on one side of the shaft where the tunnel eye will be placed and a similar jet grout area placed on another side where the TBM from BWARI I will breakthrough into this shaft. Four shafts were auger bored by Case Foundation under a subcontract 12 ft in diameter and cased with liner plate 10 ft in diameter down to 2 ft above tunnel crown and a jet grout area 24-ft x 24-ft x 27-ft high placed around the shaft by Nicholson Contracting Pittsburgh. And the shaft bored to invert and back filled with low density slurry to spring line. The shafts ranged from 45.5 ft to 74.5 ft in depth. The Interconnecting Structure bypass 108-in. Hobas pipe was completed and currently drilling for soldier pile placement around the structure. The 4,600-lf stretch of open-cut (25 ft deep and 7 ft wide) was completed and the Hobas 42-in. pipe installed by subcontractor Complete General, Columbus, Ohio. The Lovat TBM was assembled in sections in the main work shaft; the tight quarter required hanging the sections and leading the umbilical with the cutterhead section turning the eye from a jacking station constructed in the shaft. The TBM has advanced approximately 1,950 lf as of May 2006 and will continue to Shaft 9 approximately 550-ft, where it will halt in the enlarged area of the shaft for maintenance and seal replacement work on the articulation seals. The final drive started in June. Segments are being cast by North American Segment Co., Mount Vernon, Ohio. Project sponsor: Larry Lenahan; project
manager: Steve Skelhorn; project operations manager: Tom Szaraz; project engineer: Gary Bulla; project superintendent: Richard Boutelle. Information: (614) 491-2800.
OREGON
Portland West Side CSO Tunnel, Shafts, Pump Station & Pipelines Impregilo/S.A. Healy JV All tunneling and microtunneling is complete Shaft build out, and diversion and drop structures, will be complete in June, 2006. Site landscaping and restoration work is underway. In the pump station, mechanical/electrical and architectural work is in progress. The Operations and Maintenance Building adjacent to the pump station is structurally complete. Construction of a 115-KV substation is substantially complete. Project director: Giuseppe Quarta; manager: Jim McDonald; construction manager: Renzo Ceccato; deputy construction manager: Brad Bush; chief engineer: Jim Kabat; tunnel superintendents: Mickey Aliff, Valerio Violo; microtunnel superintendent: Red Blanchette; shaft superintendents: Bill Kiehl and Gary Svicarovich; safety manager: Boodie Hurd; City of Portland program manager: Paul Gribbon; Jacobs Associates construction managers: Greg Colzani and Craig Kolell. Information: (503) 595-4400. Portland Portland East Side CSO Tunnel Project Kiewit/Bilfinger Berger JV (KBB) After completing Phase I Pre-Construction Services earlier this year, KBB received noticeto-proceed for construction services from the City of Portland in late March 2006. Key items of work completed during pre-construction included TBM procurement, segmental lining design and cost estimating and scheduling. Currently set-up of the main mining site is being completed including grading, paving, utilities, and trailer/shop installations. Construction of the 70-ft diameter, 125ft deep slurry wall Mining Opera Shaft was scheduled to start in May. Design of the 25-ft diameter Herrenknecht Slurry Pressure TBM is complete with fabrication to start in June 2006. Delivery of the TBM is scheduled for later this year with tunneling to start in April 2007. Other key elements of the project including planning for the precast segmental lining manufacturing plant, microtunneling, and pipeline structure excavation and support. Key personnel for the KBB team include: Tom Corry-Project Manager, Tony ODonnell-Project Engineer, Paul Weisheit-Safety Manager, Glen Tomack-Quality Manager, Scott Wimmer-Shaft Manager, Christof Metzger-Tunnel manager, Scott Cromack-Pipelines Manager, Dave Craemer-Precast Manager. Information: Bill Mariucci (503) 849-8189
OHIO
Cleveland Mill Creek Contract 3 KM&M&K JV Mining of the 23-ft, 9-in. main tunnel has been completed. TBM removal along with conveyors etc. is nearing completion. Concrete final lining to a 20-ft ID is scheduled to begin in June 2006. Shaft construction and connector sewer installation is under way. Project manager: Robert J. Kassouf, Project Superintendent: Ralph Dodero. Further Information Contact: Bob Kassouf (216) 651-3333. Columbus BWARI Jay Dee/Michels/Traylor JV When excavation advanced to Shaft 6 at approximately 15,000 lf, the TBM was halted and major maintenance was conducted at that
RHODE ISLAND
Providence Deep Tunnel CSO Project M.L. Shank Co. Inc. All of the adits have been completed and starting freezing operations for raise-bore operations on the small vent and drop shafts. The freeze started on April 6 for the shafts 1-ft
44
June 2006
6-in. for one and 12-ft excavated for the other. The raise boring will be conducted by Dynatec from and excavated adit prior to concrete operations reaching the area. It is anticipated that all concrete and raise bore operations will be complete by the end of 2006. Project director: Mike Shank; general manager: Gerry Stokes; project manager: Steve Minassian; chief engineer: Dave Girard; field engineer: Scott Shylanski; tunnel superintendent: Curtis Bahten; QC manager: Nick Torello; superintendent: Jim Mulkey; P .A.: Jim Hinashian; safety: Eric Stalman. Information: (401) 941-1495.
SOUTH CAROLINA
Charleston Cooper River Sewer Replacement-Phase III Affholder Inc. This $39 million contract consists of approximately 18,100 lf of deep tunnel with carrier pipe 20- to 48-in. diameter. Three working shafts to be completed as drop shafts, two drop pipes, and one retrieval shaft. Connections to drop shafts and pipes including sewers and odor control; piping. Approximately 1.200 lf of microtunneling and approximately 1,400 lf of opencut excavation with associated shafts, manholes and connections. The shafts have all been completed using concrete caissons to the marl then ribs and lagging in the clay to tunnel invert. The exception to this method is the Huger Street shaft at the North end of the project,which was completed with a concrete caisson in the soft ground to tunnel invert. From the South end Adgers Wharf shaft a
Decker 92-in. diameter TBM was installed and excavated west 1,500-lf and cutterhead changed to 84-in.diameter. The TBM mined north to Queen Street into a 100-ft radius curve. To complete this curve the TBM mined ahead into a starter tunnel to allow for hand mining of the final curve then backing out the Decker TBM from the starter tunnel and turning it into the enlarged hand mined tunnel for the 4,000-lf drive to Colonial Lake interface with previous construction of the Ashley River Tunnels. Crews are currently moving the TBM to the face to start mining with ribs and lagging support. At the Calhoun shaft in the center of the project the Lovat 77-in.TBM is being assembled in the hand driven starter tunnel and will drive south to meet the excavated section at Queen Street. Operations Manager: Ross Webb, Project manager: John Scheithe, Superintendent: Ron Beasley, Project Engineer: Jason Teuscher, MicroTunnel Superintendent: Roy Windham, Tunnel Foremen: Vince Cardenas, Jose Rios, Safety Manager: Howard Jones. Information: Ross Webb (843) 723-5899. Charleston Daniel Island Extension Affholder Inc. This $24 million project awarded to Affholder Inc. as a negotiated bid will be getting underway simultaneously with the Cooper River Tunnels. A new caisson shaft with a 20-ft ID will be sunk with a concrete caisson full depth 120 ft and a Lovat EPB 96-in. diameter will be assembled to excavate the 11,000-ft to
the Huger Street Shaft. The same personnel and offices will be utilized for this project. Rock Hill Sumter Ave. Storm Drain Bradshaw Construction Corporation. An 84-in. diameter liner plate tunnel was completed under a railroad using an Akkerman TBM. The shotcrete final lining is just getting started. Project Manager: Eric Eisold, Superintendent: Jason Lytle.
VIRGINIA
Chantilly Dulles West APM Clark/Shea JV At the Dulles West APM Project the NATM tunnels continue to excavate the last of four benches, with completion of excavation planned for June 2006. In May, concrete operations were under way in the other three tunnels. concrete operations for the cut-and -cover boxes adjacent to the main terminal are under way, with completion of the APM boxes planned for August. In order to accommodate design revisions to the Airports International Arrivals Facility, the Tug Tunnel and ramp structures have been scaled back in size. This puts the tunnel concrete operations on the projects critical path to completion. Chantilly Dulles East APM Atkinson-Clark-Shea JV Over on the East APM side of the airport, a major concrete operation is in full swing. The APM boxes at the south end are due to

be completed in June, turning the tunnels over to the follow on contractor for installation of plinth concrete and train controls. The Tier 3 East Station concrete crews are pouring the mezzanine level and walls up to the apron level. By July, the structure will be substantially complete, allowing for the installation of the architectural, mechanical and electrical fit out. The Tier 1 East Station concrete is just getting underway, after having the two TBMs pulled through the station. The real estate outside the windows of concourses A and B is shared by mucking operations, caisson installation crews and structural concrete work. In June 2006, two TBMs are north of the station mining toward completion at the Main Terminal. Two NATM headings are also mining toward the Main Terminal, with all mining planned for completion by fall 2006. Project sponsor: Allan Sylvester, project managers: Curt Allen, Peter Chase, project engineers: Rick Wymelenberg, Adam Rosmarin, general superintendent: Pete Zagorin, NATM tunnel superintendent: J.D. Martin, NATM project engineer: Brian Chandlee. Parsons Management Consultants resident engineers: Dominic Cerulli, Rick Munzer. Information: (703) 572-5757. Project manager: Mark Rybak; general superintendent: Larry Rigsby; equipment superintendent: Kelvin Sampson; electrical superintendent: Don Magyar; Walker: John Hammer; chief field engineer: Rob White, office manager: Bertha Sampson. Information: (202) 345-1087.
Satoshi Akai, SEM engineer; Yoshi Sawamoto, equipment manager; Tomo Kudo, EPB tunnel engineer; Bob Clucas, structural manager; Darrel Dobson, structural superintendent, Russell Nash. Information: (206) 262-0665. Bothell Brightwater Conveyance System East Contract Kenny/ J.F. Shea/Traylor JV King County awarded the Brightwater Project to the Joint Venture of Kenny Construction (Sponsor) / J.F Shea Co. and . Traylor, on Dec. 29, 2005 after a lengthy protest by the second bidder, Jay-Dee/Coluccio, JV The . $130,848,700 project will get under way in February 2006 after the Jan. 30 notice to proceed. Scheduled completion is Aug. 28, 2009. It is the first of the major projects scheduled by King County to complete the Brightwater System. The East Contract consists of the following major elements: 14,050 ft of 18 ft, 10 in. EPB TBM mined tunnel using 16 ft, 8 in. ID bolted, gasketed precast concrete segments for a primary liner; installing and grouting 14,200 ft each of 48-, 66- , 27-, and 84-in. in diameter pipes inside the tunnel along with three runs of fiber-optic cable; 2,430 ft of 72 in. in diameter microtunnel including three shafts including structures; one intercepting structure to mine from that is 74 ft deep and 80 ft in diameter with 130-ft deep slurry diaphragm walls, tremie slab and final concrete wall lining; one Influent Pump Station shell 83 ft deep, twin 84 ft ID cells, with 160 ft deep slurry diaphragm walls, tremie slab, and final lining; two short 12 ft in diameter connector tunnels; one extraction shaft 40 ft deep x 40 ft wide and 140-ft long for connection to new treatment plant piping. The site utilities and screen/sound wall fence has been completed and the guide walls for the 130 ft and 160 ft deep slurry wall panels is underway. Bencor, the slurry wall subcontractor, will start the actual slurry wall excavation in early June with a late October scheduled completion. This will be followed by the lining of the slurry wall shafts and the mining of a microtunnel drive from the (mining) shaft before the 19 ft, 4 in. in diameter Lovat EPB will be erected in the shaft. TBM launch is expected for summer 2007 TBM launch is expected. Inquiries can be directed to Ted Budd at Kenny Construction Co. at 250 Northgate Parkway, Wheeling, IL 60090. Phone (847) 541-8200, Fax (847) 541-8838, E-mail: tedbudd@kennyconstruction.com.
Once complete, the 27 ft, 4 in. TBM that is nearing completion of its rebuild will be delivered to the shaft and erection started. The first season dredging operation in the Intake channel has been completed and steel sheeting work in the existing inlet channel has started. This will be followed by the dock wall steel sheeting cofferdam placement followed by the second deep land based shaft. Ted Budd: tunnel division manager; Paul McDermott: project manager; Jon Isaacson: project engineer; Austin Cooney: home office sponsor. Information: (847) 541-8200. Milwaukee Northwest Side Relief Sewer Shea/Kenny JV The project is being demobilized with final punch list work being completed. The job is de-mobilized and the remaining crew will be moving over to the Harbor Siphons Project. The American Public Works Association announced that this project Northwest Relief Sewer was awarded Public Works Project of the Year and Dutch Vliegenthart and Roger Maurer will be individually honored at a ceremony in Kansas City, Mo. on Sept. 11, 2006. Project manager: Dutch Vliegenthart, project engineer: Carl Christianson, master mechanic: Keith Walters, office manager: Bonnie Senkowski. Information: (414) 258-2510. Milwaukee Harbor Siphons Project Shea/Kenny JV The $87 million job is scheduled to start mobilizing in June.
WASHINGTON
Seattle Beacon Hill Tunnel Obayashi Corp. As of May 1, west headhouse/main shaft excavation with tiebacks is complete; east headhouse and ancillary shaft excavation is complete, currently placing mud slab in bottom of shaft. South Concourse Cross Adit (41 ft diameter) excavation complete. North Concourse Cross Adit (41 ft diameter) side drifts and top heading center drift complete, center drift bench and invert complete by mid-May. East and West (two headings) excavation of the South Platform tunnels (31 ft diameter) is under way. East Portal development work will be complete by the end of June. The Mitsubishi EPB TBM began tunneling on a single shift mid-January. The TBM was advanced 400 ft, then shut down to install a mucking system. Single shift mining resumed April 24, with a current heading advance of 500 ft. Single shift mining will continue until reaching the Beacon Hill station in July. Precast segment production will be complete by mid June. Work on the 1,400 lf aerial structure and station is 35 percent complete. Sound Transit jobsite personnel: John Critchfield, resident engineer; Zeph Varley, station project engineer; Clement Wiggins, tunnel project engineer; Rick Capka, office engineer; and Roger Smith, construction engineer. Obayashi Job Site Personnel: Masaki Omote, project manager; Steve Redmond, tunnel manager; Rohit Shetty, SEM manager; Nick Garavelli, TBM project engineer; Gregg Olsen, project engineer; Billy Hahn, safety manager; Jon Kirk, business manager; Jim Hyatt, shaft superintendent; Rob Stark, equipment manager; Duke Wilhite, surface superintendent;
CANADA BRITISH COLUMBIA

North Vancouver Seymour-Capilano Filtration Project (SCFP) Bilfinger Berger (Canada) Inc. The two new 3.88-m diameter Robbins MB 264-310 conventional hard-rock TBMs machines will sport 19-in. cutters, and can be reconditioned for other work up to 4.2 m. Total cutterhead power 3,000 kW with up to 8.3 rpm rotation speed. Installation of the two TBM units will begin in May. The TBMs will be lowered down the 11-m ID x 180-m deep Seymour Access Shaft and assembled in the Shaft base chamber. Mucking will be by locomotive and high capacity shaft buckets, utilizing an integrated Bilfinger Berger system design. The TBM drives will be approximately 7,130-m long and down drive to elevation -150 asi to Capilano, adjacent to the Cleveland Dam and underneath the newly constructed pump station will be launched in early summer 2006. Two 4-m raise-bore holes will connect the Capilano shaft bottom chamber to the surface, and 3-m ID steel pipe liner will be installed in selected areas of the excavations. GVRD-Tom Morrison, senior project engineer tunnels; Doug Neden, manager water treatment engineering, Goran Oljaca-senior engineer. PLA - Andy Saltis- area manager tunnels, Jeff Spruston-PM for SCFP Brian , Gardner-project director & VP project services. HMM Dean Brox- RE, Joe Rotzien-ARE (geology-Golder as sub to HMM-Grant Bonin). BBCChristian Genschel-PM, Joseph Messner-CM. Information: Andy Saltis (604) 982-3197.
WISCONSIN
Milwaukee Elm Road Generating Plant Cooling Water Intake System Kenny Construction Co. The overburden excavation using a 32-ft ID caisson method to the rock (80 ft deep) for the first of three land based shafts was completed and the rock drilled and shot to the top of the tunnel and TBM erection chamber. The 200-ft deep shaft was lined and the drilling and shooting of the 30-ft horseshoe erection chamber started. The erection chamber for the insertion of the 27 ft, 4 in. in diameter TBM will be completed in late May.
46
June 2006
tunnelingonline.com
Web Directory
www.laynegeo.com
Reader Service Number 100 Reader Service Number 101
3208 17th Street East Palmetto, FL 34221 Ph: 941-722-6613 Fax: 941-722-6615
www.huxtedtunneling.com
Microtunneling, Jack & Bore, Conventional Tunneling and Pipe Jacking. For more information on our services, visit our company storefront on www.tunnelingonline.com.
www.akkerman.com
Microtunneling Pipejacking Sliplining Tunneling Guided Boring
Akkerman Inc. 58256 266th St. Brownsdale, MN 55918 USA 507-567-2261 800-533-0386 Fax: 507-567-2605 E-mail: akk@akkerman.com
Reader Service Number 104 Reader Service Number 105

Business Cards
Hard Rock Tool Specialists Stocking Distributor in USA

24 hour toll free
877.369.9443
fax 724.324.5805 alholbert@alltel.net
SELL YOUR BUSINESS

Low Cost, High Impact Sales Literature. 4-color Reprints from TBM: Tunnel Business Magazine Can Help Enhance Your Image.
Call 330 - 467-7588


June 2006
Events Calendar
June 2006
10-15 30-31 North American Tunneling, Chicago, UCA of SME Ph: (612) 825-8933, Web: www.auaonline.org Vancouver Rehab Roadshow, Vancouver, Benjamin Media Inc., Ph: (330) 467-7588 Fax: (330) 468-2289, E-mail: info@benjaminmedia.com Web: www.rehabroadshow.com 21-25 30-31 Valley Forge, Pa., Rehab Roadshow, Valley Forge, Pa. Benjamin Media Inc. , Ph: (330) 467-7588, Fax: (330) 468-2289 E-mail: info@benjaminmedia.com Web: www.rehabroadshow.com WEFTEC 2006 Annual Conference & Expo, Dallas, WEF, Ph: (800) 666-0206
January 2007 August 2006

15-16 Vancouver Rehab Roadshow, Vancouver, Benjamin Media Inc. , Ph: (330) 467-7588 Fax: (330) 468-2289, E-mail: info@benjaminmedia.com Web: www.rehabroadshow.com 22-26 World of Concrete 2007, Las Vegas Ph: (414) 289-4141 Web: www.worldofconcrete.com
April 2007
15-20 No-Dig 2007, San Diego Ph: (330) 467-7588 Fax: (330) 468-2289
September 2006
10-13 APWA International Public Works Congress & Exposition, New Orleans, APWA Ph: (816) 472-6100, E-mail: apwa@bbs.pubworks.org 9th Annual DFI-CSCE Geotechnical Seminar, Berlin, Conn., DFI, Connecticut Society of Civil Engineers TAC National Conference, Vancouver, Tunneling Association of Canada, Ph: (780) 401-8286, Web: www.tunnelcanada.ca
May 2007
5-10 ITA-AITES World Tunnel Congress 2007, Prague, Czech Republic, ITA Web: www.ita-aites.org
15 17-20
June 2007
10-13 RETC, Toronto, SME, Ph: (303) 973-9550, Fax: (303) 979-3461, E-mail: davis@smenet.org
October 2006
4-6 31st Annual Conference on Deep Foundations, Washington, D.C., Deep Foundations Institute Ph: (973) 423-4030, Fax: (973) 423-4031
September 2008
22-27 ITA-AITES World Tunnel Congress 2008, New Delhi, India, ITA Web: www.ita-aites.org
Ad Index
Advertiser . . . . . . . . . . . . . . . . . . . . . . . .PG . . . . .RS
2007 No-Dig Call for Papers . . . . . . . . . . . . . . . . . .38 Akkerman Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Akkerman Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Allentown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 American Commercial . . . . . . . . . . . . . . . . . . . . . . . .11 ARUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 ASFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Barbco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Bekaert Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Boart Longyear Inc. / Construction Drilling Division . . . . . . . . . . . . . . . .35 Bradshaw Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Brierley Associates LLC . . . . . . . . . . . . . . . . . . . . . . .9 Cellular Concrete . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 ChemGrout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Hatch Mott MacDonald . . . . . . . . . . . . . . . . . . . . . . .28 Herrenknecht Tunnelling Systems USA, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Hobas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Howden Buffalo . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Huxted Tunneling . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Icon Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Jacobs Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Kenny Construction . . . . . . . . . . . . . . . . . . . . . . . . . .34
June 2006
Advertiser . . . . . . . . . . . . . . . . . . . . . . . .PG . . . . .RS

Layne GeoConstruction . . . . . . . . . . . . . . . . . . . . . .23 Layne GeoConstruction . . . . . . . . . . . . . . . . . . . . . .47 Linabond . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 Messe Berlin GmbH . . . . . . . . . . . . . . . . . . . . . . . . .39 Naylor Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Nicholson Construction . . . . . . . . . . . . . . . . . . . . . . .45 No-Dig Sewers Without a Trench . . . . . . . . . . . . . . .48 Palmieri . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Parsons Brinckerhoff . . . . . . . . . . . . . . . . .Back Cover Prime Resins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Raisebor, a division of Cowin & Company Inc. . . . . . . . . . . . . . . . . . . . . . . .9 Rocscience, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Shaft Drillers International . . . . . . . . . . . . . . . . . . .48 Tensar Earth Technologies . . . . . . . . . . . . . . . . . . . .37 The Robbins Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 The Robbins Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Towill, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Tunnel Business Magazine Reprints . . . . . . . . . . . .48 Tunnelingonline.com . . . . . . . . . . . . . . . . . . . . . . . . .47 Tunnelingonline.com Bookstore . . . . . . . . . . . . . . . .42 URS Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 URS Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Vancouver Rehab Road Show . . . . . . . . . . . . . . . . . .51 . . . . . . . .11 . . . . . . .101 . . . . . . . . .3 . . . . . . . .20 . . . . . . . .21 . . . . . . . .30 . . . . . . . .52 . . . . . . . .53 . . . . . . . .27 . . . . . . . .51 . . . . . . . . .4 . . . . . . . . .7 . . . . . . . .50 . . . . . . . .18 . . . . . . . .14 . . . . . . .103 . . . . . . . .31 . . . . . . . .55 . . . . . . .107 . . . . . . . .32 . . . . . . . . .1 . . . . . . . .22 . . . . . . . .26 49
. . . . . . . .19 . . . . . . . .15 . . . . . . .104 . . . . . . . . .2 . . . . . . . . .6 . . . . . . . .24 . . . . . . . .10 . . . . . . .106 . . . . . . . .54 . . . . . . . .17 . . . . . . . .23 . . . . . . . . .5 . . . . . . . . .8 . . . . . . . .28 . . . . . . . .13 . . . . . . . .25 . . . . . . .100 . . . . . . . .12 . . . . . . .102 . . . . . . . . .9 . . . . . . . .29 . . . . . . . .16
My Turn
NATM It Can Be Done Right in North America
The New Austrian Tunneling Method (NATM) was formally introduced to the United States in 1984 by Ilbau of Austria on the WMATA B-10 a/b Project in Washington, D.C. For more than 20 years there has been an ongoing debate in North America if this is a viable method of tunnel construction or a clever plan created by the Austrian Tunnel Mafia (no affiliation with Tony Soprano) to exploit the North American market. I have been involved with NATM in various capacities from its introduction in 1984. I have seen it replace heavy steel sets to create a more efficient initial support, introduce PVC membrane waterproofing and thus provide owners dry tunnels, replace special forming systems for final lining applications and provide an overall efficient tunnel construction system where it is not practical or economical to use a tunnel boring machine. NATM has an image problem that requires the services of a good public relations manager. North American contractors have had many bad experiences with NATM. One well-known individual has referred to it as Not A Tunneling Method. They have had difficulty making a profit with NATM projects as frequently specifications were bastardized and the contracts written around the hard dollar, fixed-quantity format, as owners did not write contracts to take full advantage of NATM. North American-based engineering companies were slow to adapt to NATM, the progressive firms joint ventured with Austrian companies and expanded their knowledge. Other firms attempted to mask NATM and repackage as the SEM (Sequential Excavation Method) or referred to it as the North American Tunneling Method as they felt they were using rock bolts and shotcrete before the Austrians arrived. Most major engineering companies now offer NATM design services as part of their repertoire. We have four major underground NATM projects upcoming for bid in North America in the next year. The structure of the contracts will vary but in all cases the owner wants a serviceable tunnel at a fair price and the contractor wants to make a profit commensurate to the risk and capital (monetary and personnel) expended to the project.
50
The upcoming projects will present a challenge to the North American underground construction industry and will require the knowledge and services available from the domestic and international underground construction industry inclusive of the country where the real NATM experts are located (just ask them) Austria. In an attempt to promote the exchange of industry knowledge and awareness, I organized a small industry seminar in Austria in late 2005 called NATM Tunnel Construction in Austria. We viewed a NATM highway rock tunnel construction outside of Innsbruck, where the advance rate was twice that typical to North America. The contractor was on schedule, the engineering company was satisfied with the quality of the work being performed and the owner advised that the project was under budget. We viewed a soft ground NATM subway project under construction in Vienna, where running ground was encountered, ground freezing and horizontal jet grouted pile support systems were designed, change order agreed to and work completed in a time frame that enabled the project to remain on schedule. Can we take this underground construction competency and culture that exists in Austria, where the same workers are together from project to project, where the owner takes full responsibility for the geology encountered, where contracts are structured such that the contractor is paid for all the materials used to safely support and construct the tunnels and transplant it to North America? Of course not. But we can learn from what is being done in NATM projects in Austria and improve our NATM projects in North America.
Tunnel Contractors
by David R. Klug
The industry must learn that it is not bad for a contractor to make a profit on a NATM project. The contractor must put trained and talented first line supervision and project management personnel on site and not people who wing-it because that is how they built it in 1977. A project-training program needs to be implemented prior to and during the construction process so all people are familiar with the project design requirements.
Engineering Companies
Consulting engineers have an important industry role, they are the industry expert on whom the owner must rely. They market this service to secure the design contract then in the heat of a confrontation, under the advise of their legal consul, they defer the decision to an owner who frequently does not understand and takes a non-cooperative position in dispute resolution. For NATM to work effectively, major decisions need to be made and implemented on a timely basis at the project level by the project construction team. All participating parties must have leaders and not followers in these project positions.
Owners
NATM construction requires a knowledgeable owner who understands his ownership position and its associated responsibilities. The ground conditions are the ultimate responsibility of the owner and not the contractor. In Austria, we observed the owner taking this responsibility and going as far as hiring a tunnel survey/scanning company to document the project under construction and provide the information online to all parties involved inclusive of instantaneous information at the tunnel heading. This needs to be considered for North America. NATM is still controlled to a degree by the Austrian Tunnel Mafia, but there is a reason for this they are good at what they do. And we in North America should learn and observe. We must meet the upcoming project challenges, but it can be done right in North America.
David R. Klug, is president of David R. Klug & Associates Inc., based in Pittsburgh.
June 2006
Tunnel Workers
In Austria, we observed workers performing a ballet with heavy tunnel equipment, we must train and retain skilled workers in our industry so that each project is not a new starting point. Incentives must be put in place that rewards workers for quality as well as productivity, a Blow and Go mentality is not beneficial to NATM construction practices. Workers must also be provided the proper equipment to perform the work.
Bringing Quality Trenchless Education to Your Region
Vancouver, June 13-15 2006

British Columbia, Canada
Best Western Richmond Hotel & Convention Centre
7551 Westminister Highway, Richmond B.C. V6X 1A3
e ncouvmbra Va i
British Co lu
On the road again...

The Leader in Trenchless Education for 15 Years
Contact info: Benjamin Media Inc. Ph: 330.467.7588 Email: info@benjaminmedia.com
Visit www.rehabroadshow.com for updates!

2006-06-01

Загружено:

Сведения о документе

Исходное описание:

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

2006-06-01

Загружено:

Авторское право:

Доступные форматы

Reader Service Number 25

Reader Service Number 2

Turning Rock into Art

The Challenges of Florida Limestone

Editors Message TBM Makeover

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

Business Briefs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Global Events Calendar

Tunnel Business Magazine

Reader Service Number 1

Chris Slogar Elizabeth C. Stull

Gary Brierley, P.E.

Randy Essex, P.E.

Roberto Gonzalez Izquierdo

Dr. Levent Ozdemir, P .E.

James W. Rush Editor

Tunnel Business Magazine

UCLA to Offer Tunneling Courses

Windsor Tunnel Utilizes New Ventilation System

Dulles Rail Tunnel Decision Delayed

Tunnel Business Magazine

Cincinnati Votes for Sewage Tunnel Plan

TAC Conference Set for Vancouver

Seattle Mayor Tries Satire to Win Over Tunnel Opponents

Tunnel Business Magazine

Reader Service Number 4

Reader Service Number 5 9

HMM Adds Personnel in Mid-Atlantic Region

Goodfellow Joins Black & Veatch

White Joins DMJM Harris

Tunnel Business Magazine

Reader Service Number 6

Ask Dr. Mole

Reader Service Number 7

From the Beginning

Tunnel Business Magazine

The TARP Program

Tunnel Business Magazine

Reader Service Number 24 16

A Long Time Coming

Reader Service Number 8

Chicago Set to Host North American Tunneling Conference

Tunnel Business Magazine

NAT 2006 AT A GLANCE

ISTD Breakfast Technical Sessions Luncheon, Exhibit Hall

Thursday, June 15 Field Trip to Fermi Laboratories

Reader Service Number 9

Cellular Concrete LLC

Reader Service Number 10

Dywidag Systems International

Degussa Admixtures Inc.

DeNeef Construction Chemicals

Tunnel Business Magazine

Hobas Pipe USA

Reader Service Number 11

Tunnel Business Magazine

Reader Service Number 12

Reader Service Number 3

Projects Around the Country

Reader Service Number 13 28

Reader Service Number 14

Turning Rock into Art

Tunnel Business Magazine

Reader Service Number 15