TABLE OF 3

CONTENTS

APRIL 2016

ON THE COVER
A $2.1 billion public-private partnership (P3), the Eliza-
beth River Tunnels (ERT) project is one of the largest
and frst P3 tunnel projects in the United States.

FEATURES
14 Elizabeth River Tunnels
The Elizabeth River Tunnels project will ofer broad
and lasting benefts to the Hampton Roads
transportation system, its economy, and the lives of
those who live and work in the region every day.

20 World Tunnel Congress Preview

DEPARTMENTS

A look at companies exhibiting at WTC in San
Francisco and the products and services they ofer.

4 Publishers Message 32 The Indianapolis Underground Speedway

World Tunnel Congress Coming to the USA Continuous conveyors keep a Robbins TBM moving
By Jim Rush on the record-setting Deep Rock Tunnel
Connector project.
6 Business Briefs
News from across North America and around 34 Crossing the Des Plaines River
the world. The City of Joliet, Illinois, recently completed a
short but challenging tunnel as part of its sewer
improvement program.
46 Business Cards
36 Twinning of the Etobicoke Creek Trunk
46 Ad Index
Sanitary Sewer
Microtunneling provides solution for a project
46 Calendar under Torontos Pearson International Airport.

38 23rd Annual Microtunneling Short Course

Attracts Record Numbers
The course hosted 140 attendees from nine
countries to state-of-the-art facilities at the
University of Colorado in Boulder.

42 Best Practices in Managing Urban,

Underground Transit Systems
Transit projects require program management
TBM: Tunnel Business Magazine (ISSN 1553-2917) is published six times per year.
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TUNNELINGONLINE.COM APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE

4 PUBLISHERS
MESSAGE

Jim Rush - Publisher/Editor

World Tunnel Congress Coming to the USA

This month, the 800 industry speakers while the 138,000-sq
World Tunnel Con- ft exhibit hall will host more than 200 ex-
gress (WTC) will con- hibitors from around the globe. The World
vene in San Francisco, Tunnel Congress also features the annual
April 22-28, marking ITA general assembly, where representatives
the frst time Interna- from member nations get together to report
tional Tunneling As- on their latest initiatives and discuss the fu-
sociation (ITA) has held its annual event in ture of ITA. ITA training and educational
the United States since 1996, when it was sessions and working group meetings are
held in Washington, D.C. It is a time for the also on the schedule.
United States to showcase some of its many If you normally attend NAT or the
contributions to tunneling technology made Rapid Excavation and Tunneling Con-
The photo of the Herrenknecht TBM being
over the past two decades. ference (RETC), then you will surely
lowered into the shaft to build the Anacostia
The theme of the WTC 2016 is Unit- want to attend WTC. It has all of the River Tunnel in Washington, D.C.
ing the Industry. WTC 2016 is taking the hallmarks of those two events with the
place of the biennial North American Tun- added reach of the international tunnel- pregilo, part of Impre-
neling Conference (NAT), which will return ing community. For more information on gilo/Healy/Parsons JV
in 2018. Urban underground space use is WTC or to register, visit wtc2016.org. building the Anacostia
rapidly increasing worldwide as a result of River project for DC
urbanization as well as the need to build or Acknowledgement Water. Thanks for a
improve infrastructure systems. The World We are very fortunate to have many Thanh Nguyen great photo!
Tunnel Congress provides the venue for in- great images grace the pages of TBM. Many
dustry professionals from across the globe of these are submitted by companies we work
to learn from others as we address the chal- with in compiling the articles, sometimes Regards,
lenges. without attribution (and sometimes with
Organizers are expecting more than editing). I would like to acknowledge that
2,500 delegates from around the world to the the cover image from the December 2015
Moscone Center in the heart of San Fran- issue of TBM was taken by Thanh Nguyen,
cisco. The top-tier technical session features Document Controls Manager of Salini Im- Jim Rush

PUBLISHER/EDITOR PRODUCTION+FULFILLMENT
JAMES W. RUSH Production Manager: CHRIS SLOGAR
jrush@benjaminmedia.com cslogar@benjaminmedia.com

Contributing Staff Editors: Lead App Designer/Graphic Designer:

SHARON M. BUENO BRAD KRAMER DEBORAH R. MCMANUS Chief Executive Officer: BERNARD P. KRZYS
ANDREW FARR MIKE KEZDI dmcmanus@benjaminmedia.com bkrzys@benjaminmedia.com
Web/Interactive Manager: MARK GORMAN President: ROBERT KRZYS
SALES+MARKETING mgorman@benjaminmedia.com robk@benjaminmedia.com
Director of Marketing: KELLY DADICH Fulfillment Specialist: LILLIAN LOPEMAN Controller: MARIANNE SAYKES
kdadich@benjaminmedia.com llopeman@benjaminmedia.com msaykes@benjaminmedia.com
Brand Sales Manager: DAN SISKO EDITORIAL COUNCIL
dsisko@benjaminmedia.com 10050 Brecksville Rd. Brecksville, OH 44141 USA
GARY BRIERLEY, P.E. Dr. Mole Inc. - Denver Ph: 330.467.7588 Fax: 330.468.2289
Regional Sales Representative: TODD MILLER RANDY ESSEX, P.E. Hatch Mott MacDonald - Rockville, Md. www.tunnelingonline.com
tmiller@benjaminmedia.com DR. LEVENT OZDEMIR, P.E. Ozdemir Engineering Inc. - Golden, Colo. e-mail: info@benjaminmedia.com
WILLIAM W. EDGERTON Jacobs Associates - San Francisco
Conferences Sales Coordinator: BRITTANY MAURER
JOE GILDNER Sound Transit - Seattle Reprint Information:
bmaurer@benjaminmedia.com
BORO LUKAJIC Consulting Engineer - Mississauga, Ont. Wrights Media
PAUL ROY AECOM USA - New York Ph: 877.652.5295. Fax: 916.983.6762 MEMBER

TED BUDD Kenny Construction - Wheeling, Ill.

DAVID CAIDEN Arup - New York, N.Y.

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM

6 BUSINESS
BRIEFS

Excavation Complete on Montreals Rosemont Tunnel

In November 2015, the long-awaited Rosemont Reservoir tunnel con-
struction, more than 38 years in the making, came to a close. The milestone
was marked by a ceremony attended by the mayor of Montreal, represen-
tatives from local media outlets, and crew members who crowded around
the cutterhead of the 3.0-m (9.8-ft) diameter Robbins Double Shield TBM
that had emerged into an exit shaft
Contractor Foraction Inc. headed the excavation of the 4.0-km (2.5-
mile) long tunnel with a TBM launch in December 2014. Roger Lepinay,
Equipment Manager for Foraction Inc., praised the Robbins disc cutter
wear in both limestone and harder rock formations: I was impressed by
the cutters, it was a nice surprise. They were quite long-lasting compared to
other cutters I have used on jobs in the past.
Lepinay characterized the ground as almost ideal, with a few difficult
sections. Below Montreal there is mostly thinly bedded limestone, with
some shale and intrusive igneous dykes, explained project geologist Bri-
gitte Gagn for company Exp Service Inc. While the limestone averaged
100 to 150 MPa (14,500 to 21,750 psi) UCS, rock in the intrusives ranged
from 100 to 300 MPa (14,500 to 43,500 psi). The dykes were as small as 1 m
(3.3 ft) wide and as large as 100 m (328 ft). The contractor was able to suc-
cessfully navigate these sections despite the varying rock strengths. Even Crew members from of Foraction Inc. and Robbins
with geologic challenges including some water inflows and over-break in gather around the Double Shield TBM to celebrate
small sections, the contractor was able to achieve advance rates of up to the tunnel completion.
38 m (125 ft) per day in two shifts of 9.5 hours each. Much of the ground
was self-supporting, though the contractor installed rock bolts every 2.5 m
(8.2 ft) into portions of the tunnel crown, while mesh, rock bolts, and steel
sheets were used in the sections of unstable rock.
The long tunnel drive at small diameter was carefully planned to op-
timize logistics. The contractor utilized a muck train that could accom-
modate two pushes worth of excavated material. The first kilometer (0.6
miles) was ventilated from the launch shaft, while three surface-driven
800-mm (32-in.) diameter surveying wells at the 1, 2 and 3 km (0.6, 1.2 and
1.9 mile) marks ventilated the rest of the tunnel as the TBM progressed.
With the breakthrough, an important phase of the Rosemont Reservoir
project is complete. The reservoir itself was built in 1960 to increase water
supply to the city and a geotechnical study for the tunnel was carried out
in 1977. However, other major infrastructure projects soon took priority
and the project was placed on hold. By 2010, the population of the city had
increased dramatically and problems with the existing reservoirs put the
project back on the fast track. The large reservoir that sat idle for decades
will now be used to improve much of the citys water supply.
As of mid-January the contractor was working to ready the tunnel
for installation of the carrier pipe, consisting of 2.13-m (84-in.) I.D. pre-
The 3.0 m (9.8 ft) diameter Robbins Double Shield TBM
stressed concrete cylinder pipe (PCCP). Crews will then grout the pipe in
bored a 4 km (2.5 mi) tunnel below downtown Montreal.
place in preparation for the Rosemont Reservoir to come online.

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM


Munro Ltd. Changes Name to DECAST Ltd.
As of Jan. 1, 2016, Munro Ltd. changed its name to DECAST Ltd. The
new name speaks to the companys core competencies of casting infra-
structure products, while acknowledging its ownership by the TACC
Group and the De Gasperis Family.
DECAST will continue to operate its 470,000 sq ft state of the art facility
located in Utopia, Ontario, with plans to grow. DECAST is committed to re-
maining the largest single combined concrete gravity pipe and concrete pres-
sure pipe facility of its kind in Canada with the most extensive product line
portfolio in the industry.
Nicholson Construction Co. Moves to New Headquarters
Nicholson Construction Co. has moved its headquarters from Cuddy,
Pennsylvania, to the Zenith Ridge II Building at Southpointe in Canons-
burg, Pennsylvania.
Nicholsons corporate headquarters and shop have shared their location
in Cuddy since 1978. The shop will continue to operate there, while the cor-
porate headquarters will move just a few miles away to Southpointe, a major
business park that is also home to Mylan, Ansys, EQT and Consol.
Our ongoing success and growth have made this move possible, said
Steve Scherer, President of Nicholson Construction. The new location at
TUNNELINGONLINE.COM
BUSINESS 7
BRIEFS
Although the company name has changed, it is its commitment that DE-
CAST will continue to produce quality concrete infrastructure products.
Professionals will continue to work with customers to meet design needs and
provide customer service.
We are proud of the work that weve done within this industry and this
rebrand presents us with an exciting opportunity to forge ahead and do what
we do best produce quality concrete infrastructure products ad meeting our
customers product and design needs, while providing superior service, said
Silvio De Gasperis, president of TACC Group.
Southpointe creates a perfect environment for our team to grow, collabo-
rate and continue to be one of the leading geotechnical problem-solvers
in the country.
The new corporate office is home to the companys engineering design
team, risk management and finance and also, the Mid-Atlantic regions en-
gineering, project management and construction team.
Nicholsons employees moved into the new space for their first day of
work on Feb. 1. The companys address is 2400 Ansys Drive, Suite 303, Can-
onsburg, PA, 15317. All phone and fax numbers will remain the same.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
8 BUSINESS
BRIEFS
Harriet to Dig Crenshaw/LAX Tunnel
The Los Angeles County Metropolitan Transportation Authority (Metro)
announced that the TBM to Dig the Crenshaw/LAX tunnel will be named
Harriet in honor of Harriet Tubman, an escaped slave, abolitionist and
humanitarian in the 1800s.
The TBM will be launched from the southeast corner of Exposition and
DSI Acquires Jennmars Overseas Businesses
Jennmar and DSI have signed an agreement under which DSI will ac-
quire Jennmar businesses in Australia, Europe, Latin America and China
(50% share), DSI announced Feb. 2. Jennmar China, along with well-estab-
lished jointly owned businesses in South Africa and Australia, will operate
under the ROCBOLT Technologies brand.
Combining the strengths of Jennmar and DSI organizations will allow
DSI to offer its customers the most comprehensive portfolio in ground
support products and services. Envisaged improvements will significantly
enhance DSIs customer service level and R&D resourcing, while further
improving its cost position. DSI will be in an excellent position to offer
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
Crenshaw boulevards and will excavate twin 1-mile tunnels that connect three
underground stations. Tunnel excavation is expected to last 13 months.
The tunnel is 21-ft OD (19-ft ID) and is approximately 70 ft below ground.
Ground conditions are soft ground/alluvial, leading to the choice of an EPB
TBM, which is being supplied by Herrenknecht.
its customers an unmatched quality of service and build on its further
strengthened global presence in the current subdued economic climate of
the mining industry.
In a separate agreement, Jennmar has agreed to acquire DSIs Mining
business in the United States, which will be integrated into Jennmars ex-
isting U.S. business. The combined business will be controlled 100% by FCI
and operated under the Jennmar brand. DSIs tunneling business in the
United States will remain 100% owned by DSI.
The Australian transaction is conditional on approval from the anti-
trust authority in Australia.
TUNNELINGONLINE.COM
 BUSINESS 9
BRIEFS

JCK Underground principals (from left) Joel

Kantola, Jennifer Jordan and Rafael Castro.

JCK Underground
Opens for Business
JCK Underground, a firm specializing in under-
ground engineering, opened its doors for business in
January and is ready to provide its services to own-
ers, A/E firms and contractors. JCK Undergrounds
founding principals Jennifer Jordan, Rafael Castro
and Joel Kantola announced the opening of their first
two offices in Boston and Los Angeles.
Jordan, Castro and Kantola have assisted their
clients successful implementation of underground
projects from concept through construction in the
transit, transportation, water and wastewater mar-
kets throughout North America. JCK Underground
will continue to support the endeavors of their clients
with services including planning and procurement
strategies, geotechnical and structural engineering,
risk management, scheduling, estimating and con-
struction management.
Our focus is simple, our clients success, said Jor-
dan, President of JCK Underground. To achieve this,
we foster a collaborative environment for our talented
and experienced team to thrive and innovate while de-
livering superior value to their projects.
JCK Undergrounds vision is to build a national
practice distinguished foremost by its excellent ser-
vice to its clients. The firm will do this by growing
at a pace that allows it to maintain a high level of
technical excellence while continuing to be nimble
and responsive.

TUNNELINGONLINE.COM APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE

10 BUSINESS
BRIEFS
Agenda Set for 4th Annual Ground Improvement Short Course
Course organizers have announced the final schedule for the 4th annual
Ground Improvement for Underground Construction and Mining Short
Course. The course will be held May 9-11, 2016, at state-of-the-art facilities
at the University of Colorado in Boulder, conveniently located 30 miles
northwest of Denver.
The three-day Ground Improvement in Underground Construction
and Mining Short Course, established in 2013, is taught by leading inter-
national experts in the specialty field of ground improvement, which is be-
coming increasingly integrated with heavy civil underground and mining
Harrison Western Announces Corporate Restructuring
Harrison Western Construction Cor-
poration (Harrison Western) announced
a number of changes to its organization to
take effect immediately. The restructuring
was due, in part, to the continued integra-
tion of Underground Infrastructure Technologies Inc. (UIT), which
was acquired in 2015.
Harrison Western President and CEO Chris Hassel announced Jan. 26
that Jeff Rumer, president of UIT, will become senior vice president of
operations for Harrison Western. Rumer will set operational goals and
ensure business unit objectives are met and consistent with the needs and
vision of the organization.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
projects. Instructors include design professionals, contractors, equipment
manufacturers and end-users with first-hand knowledge of in-the-field
applications of ground improvement.
The course covers the need for ground improvement and geotechnical
investigations in addition to specific ground improvement techniques,
including dewatering, ground freezing, grouting and more. Presentations
focus on real-world solutions to real-world problems by experienced in-
dustry practitioners. Attendees will be awarded 2.0 CEUs.
In addition to classroom-style presentations, ample networking time
is provided, including a cocktail hour and banquet dinner on May 10 at
the Boulder Marriott. The banquet will also feature the presentation of
the Ground Improvement Achievement Award, which is given to an indi-
vidual or company that has made a lasting and meaningful impact on the
discipline of ground improvement.
The main event sponsor is Nicholson Construction. Additional spon-
sors include MWH and Avanti.
The Ground Improvement for Underground Construction and Mining
Short Course is organized by Levent Ozdemir, Ozdemir Engineering, and
Tim Coss, Microtunneling Inc., in conjunction with Benjamin Media, pub-
lisher of Trenchless Technology and TBM: Tunnel Business Magazine the
same organizers who bring you the Microtunneling Short Course and the
Breakthroughs in Tunneling Short Course.
For information, visit: http://groundimprovementshortcourse.com.
Also reporting to Hassel, Diane Jones was recently hired as vice presi-
dent business development and marketing. Jones will develop strategies
to build the companys customer base, maximize brand awareness and ad-
vance the firms business objectives.
In addition, Dan Duche was promoted to vice president estimating,
where he will oversee the procurement of new work.
Reporting to Rumer will be Eric Gavin, who has been promoted to vice
president field operations. In this capacity, Gavin will be responsible for all
project management, fleet operations and safety. Also reporting to Rumer
will be Jason Buesing, vice president of operations. Buesing will be respon-
sible for the administrative operations of the companys projects.
UIT will continue to operate as a division of Harrison Western.
TUNNELINGONLINE.COM
 BUSINESS 11
BRIEFS

Normet to Acquire
MEYCO Dry Concrete
Spraying Business
Normet, the innovative technology company offering continuous
improvement to underground construction and mining processes, has
agreed to acquire from Atlas Copco the assets of the MEYCO dry spraying
business consisting of the models Piccola and GM. Normet has also the
right to use the MEYCO brand name for models Piccola and GM for two
years from the transfer date.
The dry spraying business has been the foundation of MEYCO for over
50 years. Atlas Copco acquired the MEYCO Equipment business from BASF
Construction Chemicals Europe AG in 2013.
This acquisition is a good strategic fit for Normet as it broadens the offer-
ing for our existing customers in mining and tunneling, said Tom Melbye
President of Normet Group and Managing Director of Normet International
Ltd. It also complements our offering of new technologies in Construction
Chemicals, especially with respect to the application of the Tamseal 800 wa-
terproofing sprayable membrane.
The acquired business will form Normets MEYCO Dry Spraying product
line which will be headed by Tom Kurth, former Managing Director of MEY-
CO Equipment and Business Development Manager in Atlas Copco MEYCO
AG. The manufacturing of the dry spraying products will continue in Swit-
zerland to maintain their high quality. Sales and service of MEYCO dry spray-
ing products will be handled through long-term established distributors as
well enhanced through Normets own worldwide network. The distribution
and logistics of spare parts will be managed through Normets Global Logis-
tics Center in The Netherlands.

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12 PEOPLE

Normet Hires New CEO

Normet announced that Robin Lindahl has been ap-
pointed as President and CEO of Normet Group. He will be
based in Huenenberg, Switzerland, and will start his new
role no later than May 1, 2016.
Lindahl, 51, takes over the position from Tom Melbye,
who has decided to step down from his operative role and will act as a Senior
Advisor to the CEO and Chairman of Normet Group. Melbye will work on
special assigned strategical and business development tasks.
Lindahl joins Normet from Outotec Oyj where he served as Executive Vice
President and President of Metals, Energy & Water business area. He has
been member of the Executive Board and employed by the company since
2011. Before that he has held many global leadership roles in business opera-
tions, sales and marketing as well as finance in the telecommunications in-
dustry, working for Nokia Group in Finland, Switzerland and Germany and
he started his career carrier in Investment banking working in Finland and
Luxembourg. During his career, Lindahl has held many board positions in
several companies as well as industry forums.

Sandvik Mining Appoints New President

Lars Engstrm has been appointed President of Sandvik
Mining. He will be included as a new member of Sandviks
Group Executive Management.
Engstrm, previously President and CEO of the air
treatment solutions company Munters, has an extensive
industrial background with over a decades experience from the mining and
construction industry. He has held leading positions within Atlas Copco as
President of the Rock Drilling Equipment and Underground Rock Excava-
tion Divisions, as General Manager and responsible for sales in Australia
and New Zealand and also Vice President functions within Marketing and
Finance for the Rock Drilling Tools Division.

Brierley Associates Adds to Denver Offce

Brierley Associates added two new staff to its Denver office recently:
Heather Stewart and Chris Karns.
Stewart is a registered professional engineer in California and has sig-
nificant geotechnical engineering experience with an emphasis on provid-
ing design and construction support services for tunnel projects. She holds
bachelor of applied science and master of engineering degrees in geological
engineering from the University of British Columbia. Stewarts strengths in-
clude ground characterization of soil and rock; tunnel and shaft excavation
and initial support design; slope stability analysis; geotechnical engineering
design, geologic mapping and on-site construction support.
Karns studied mining engineering at the Colorado School of Mines and
worked as a lab assistant at the Earth Mechanics Institute and as an intern at
the U.S. Geological Survey. He was brought on as an intern at Brierley in May
2015. Karns is currently working toward earning his EIT and eventual Pro-
fessional Engineer licensure

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM

14 COVER
STORY
Elizabeth River
P3 Project Provides Critical Transportation Link in Virginia
The Elizabeth River Tunnels (ERT) project has been a top transporta-
tion infrastructure priority for the Hampton Roads region of Virginia
for many years. The Elizabeth River separates the adjacent cities of Ports-
mouth and Norfolk in a region of more than 1.7 million people thats
home to the worlds largest naval base and several marine terminals.
The existing two-lane, bi-directional Midtown Tunnel is a 50-year-old
facility handling a million vehicles a month. It is the most heavily trav-
eled two-lane road east of the Mississippi River and a vital link between
Portsmouth and Norfolk. Since the existing tunnel was built in 1962, the
regions population has increased nearly 70 percent and tunnel usage
had gone up by nearly 600 percent. Additional capacity is greatly needed
to better manage traffic flow and reduce congestion.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
TUNNELS
A second Midtown Tunnel, in addition to other infrastructure im-
provements including an extension of the MLK Freeway, is critical for
motorists, the regions military installations and economy, the effi-
cient movement of goods and services, and the quality of life in Hamp-
ton Roads.
Project Overview
A $2.1 billion public-private partnership (P3), the ERT project is one of
the largest P3 projects in the United States and the first P3 tunnel project.
The ERT mega-project involves the development, finance, design-build,
and operation and maintenance of four regional transportation infra-
structure assets: 1) a new two-lane tunnel adjacent to the existing Mid-
TUNNELINGONLINE.COM
 COVER 15
STORY

town Tunnel (under the Elizabeth River between the cities of Portsmouth
and Norfolk); 2) life-safety and maintenance improvements to the exist-
ing two Downtown Tunnels; 3) life-safety and maintenance improve-
ments to the existing Midtown Tunnel; and 4) extending the MLK Free-
way in Portsmouth from London Boulevard to I-264, which will provide
a direct high-speed connection between U.S. 58 and the Midtown Tunnel
and I-264 and the Downtown Tunnel.
Under a comprehensive agreement, the Virginia Department of
Transportation (VDOT) will maintain ownership of the infrastructure
and oversee the activities of Elizabeth River Crossings OpCo LLC (ERC);
ERC will finance, operate and maintain the facilities for a 58-year con-
cession period; and SKW Constructors (a joint venture of Skanska USA
Civil Southeast Inc., Kiewit Construction Infrastructure Co., and Weeks
Marine Inc.) will design and build the new Midtown Tunnel and the as-
sociated project assets. WSP/Parsons Brinckerhoff and Volkert Inc. served
as the projects designers.

Project Construction Timeline

(Construction Period: 2012 2018)
The various aspects of the Elizabeth River Tunnels Project are to be com-
pleted as follows:

ERT Project Aspect ............................. Substantial Completion Date

Refurbishment of existing Downtown Tunnels .................... August 2016
New MLK Freeway extension .................................................. December 2016
New Midtown Tunnel ............................................................... December 2016
Refurbishment of existing Midtown Tunnel ................................May 2018

Project Benefts
The Elizabeth River Tunnels project will offer broad and lasting ben-
efits to the Hampton Roads transportation system, its economy, and the
lives of those who live and work in the region every day.
Benefits offered by the project include:
When the project is fully completed, the average round-trip
commuter will save about 30 minutes a day saving time and
fuel and reducing emissions.

Tunnel fabrication involved the construction of 11 rectangular,

reinforced concrete tunnel elements, with temporary bulkheads
installed on each end so the tunnel elements would float. The el-
ements were fabricated at a dry dock facility in Sparrows Point,
Maryland, and then towed 220 nautical miles down the Chesa-
peake Bay to the project job site in Portsmouth, Virginia.

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16 COVER
STORY
IMMERSED TUBE TUNNELING Q&A WITH WSP/
PARSONS BRINCKERHOFFS IAN CHANEY
When it comes to tunneling in the United States, the immersed tube
method has a proven track record. Yet, the unique conditions that must
align to make this method practicable make it less utilized than other
methods. To take a closer look at immersed tubes, TBM talked with Ian
Chaney, Southeast Manager of WSP/Parsons Brinckerhoffs Geotech-
nical & Tunneling Technical Excellence Center. Chaney was in charge
of the geotechnical and structural design work for the Elizabeth River
Tunnels project and is currently led the technical support during con-
struction. Here are Chaneys responses to our questions:
1. What type of tunnel project is best suited for the immersed
tube method?
Basically, there has to be a water crossing where the trench excava-
tion can be done economically and ideally, and supporting infrastruc-
ture, such as a dry dock or casting facility, should be nearby with the
proper draft available from there to the project site. In addition, the
dredging that would take place should pose minimal environmental
impacts and a proper disposal site, particularly if the dredged soils are
contaminated, should be nearby.
(continued on page 18)
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
Roadway safety will improve with the elimination of bi-direc-
tional traffic in the existing Midtown Tunnel.
Through increased funding as part of the project agreement,
Hampton Roads Transit will improve route frequency be-
tween Portsmouth and Norfolk. This enhancement could
spur public transportation use, offering a low-cost alternative
to driving alone.
Increased travel options will provide greater accessibility to
jobs, military installations, educational institutions, health-
care facilities, shopping and recreational activities.
The improvements will provide a critical link to the various
port facilities in the region supporting the movement of
goods in and out of these facilities.
The project offers regional economic development benefits
estimated at between $170 million and $254 million.
More than $1 billion of construction works will be built by
local companies. More than 500 direct jobs and more than
1,000 indirect jobs will be created through local suppliers
and vendors.
Construction of New Midtown Tunnel
The centerpiece of the ERT project is a 3,800 ft-long underwater ve-
TUNNELINGONLINE.COM

The centerpiece of the ERT project is a 3,800
ft-long underwater vehicular tunnel. Although
the majority of the immersed tube tunnels con-
structed in the United States have been steel
shell concrete tunnels, like the existing Midtown
and Downtown tunnels, concrete tunnel elements
were fabricated for this project, both for their cost
savings and flexibility of design.
hicular tunnel. Although the majority of the immersed tube tunnels con-
structed in the United States have been steel shell concrete tunnels, like
the existing Midtown and Downtown tunnels, concrete tunnel elements
were fabricated for this project, both for their cost savings and flexibility
of design.
Tunnel fabrication involved the construction of 11 rectangular,
reinforced concrete tunnel elements, with temporary bulkheads in-
stalled on each end so the tunnel elements would float. The elements
were fabricated at a dry dock facility in Sparrows Point, Maryland, and
then towed 220 nautical miles down the Chesapeake Bay to the project
job site in Portsmouth, where they were safely moored and prepared
for immersion.
Float out of the 11 tunnel elements was completed in two phases:
Spring 2014 and Spring 2015. Once delivered to the project site in Ports-
mouth, tunnel elements were outfitted at the Port of Virginias Ports-
mouth Marine Terminal.
Prior to placement of the elements in the Elizabeth River, trenches
were excavated on land and at the bottom of the river. The excavation
removed 1.5 million cu yd of sediment, with approximately 10% being
disposed of at an upland facility and 90% approved for ocean placement.
For the land excavation, existing abandoned timber piles and shoreline
debris were removed and a steel supportive excavation system installed.
Ground within the system was removed to make way for the new tunnel.
The trench at the bottom of the river (95 ft below the surface of the riv-
er at its deepest point) is 55 ft wide and was filled with a minimum of 2 ft
of gravel leveled to the proper grade using a screed barge. To complete the
screed foundation for one immersed tube required three set ups. Placing
the tunnel elements was performed using a lay barge a special catama-
ran barge with placing girders spanning the opening between the barge
hulls. The lay barge was capable of receiving, supporting, ballasting, and
lowering the negatively buoyant elements to the bottom of the river.
Removable survey towers, mounted on the outboard end of each el-
ement, combined with GPS technology, were used to control the hori-
TUNNELINGONLINE.COM
COVER 17
STORY
zontal and vertical placement of each element during immersion. Each
tunnel element has a thick rubber seal attached to its inboard end. It was
compressed against a steel plate on the outboard end of the receiving ele-
ment and when water was pumped out of the joint chamber between
the concrete bulkheads, it created a watertight seal between the new and
previously placed elements.
Each of the 11 tunnel elements was placed sequentially on the bottom
of the Elizabeth River, beginning in October 2014 on the Portsmouth
side and moving toward the Norfolk side. Elements were placed at a rate
of about one per month, with the placement of the last element occur-
ring in July 2015 on the Norfolk side.
Backfill of the installed immersed tunnel required three distinct back-
fill operations. Immediately after an element was immersed, the locking
backfill was placed first to prevent any horizontal movement of the el-
ement. The tunnel elements were then covered with ordinary backfill,
designed to provide a protective cover over the tunnel. The final layer of
backfill consisted of armor stone, placed to protect the tunnel from scour
and from dragging ship anchors or other possible marine impacts.
Design and Planning Considerations
A design-build construction project of the scale and scope of the ERT
project has a great deal of inherent risk ranging from employee and
subcontractor health and safety, to environmental stewardship and sus-
tainability; from construction schedule and cost management, to stake-
holder engagement and satisfaction. Managing and mitigating these
risks, and building the foundation for a successful project, involved the
deployment of several keys to success, including:
Building a successful joint venture partnership
Never stop planning
Assign and keep the right people
Explore new approaches
Engage craft workers in safety
Building a green culture
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
18 COVER
STORY
What typically makes the immersed tunnel the best option compared to other tun-
neling options are the geotechnical conditions and the geometry required within those
subsurface conditions. If a relatively shallow depth of tunnel cover is warranted and the
subsurface materials can be economically dredged, as is the case of loose or soft soils,
then an immersed tube tunnel will typically be the preferred option. However, if, for
instance, the material to be dredged consists of hard rock or if a very deep excavation
will be required, then an immersed tube tunnel will likely yield to a TBM tunnel, if the
alignment is long enough to offset the initial cost of the boring machine.
2. How has technology changed the way immersed tube tunnels are con-
structed?
Current technology has allowed a higher quality product and more precise design
and construction, but the same rudimentary principles that have been used since the
advent of this construction methodology are still in place; screeded gravel beds or jetted
sand foundations are still utilized, the elements are still transported via floating into
place and the connection between elements still consists of a gina and omega gasket,
pressed firmly into place using the in-situ water pressure. So, while the processes have
gotten more efficient due to technologies such as BIM and GPS, the overall principles of
design and construction are very much the same as they were 50 to 60 years ago.
In the United States, the primary difference between immersed tube tunneling now
compared to just 10 or 20 years ago, is the use of concrete elements. This technology
was utilized in Europe previously but has just recently been applied in the United States.
Aside from relative costs of commodities, this has been made possible by advances in
waterproofing and concrete durability.
New technologies being considered include placing the tunnel on pile supported
platforms, and using floating tunnel elements, tied to the bottom by underwater soil
anchors, similar to those used in floating bridges. These concepts, however, are still in
the development stage.
3. What were the unique challenges associated with the Elizabeth River Tun-
nels project?
The project had numerous challenges that included political views of the project
tolling, poor soil conditions that necessitated significant ground improvements, the
presence of the adjacent existing tunnel, limited dredge depth at the casting facility
in Maryland, nearly 200 miles away, and the accelerated schedule required to meet
project deadlines.
The poor soil conditions, which consisted of up to 100 ft of soft compressible clays,
coupled with the existing adjacent tunnel, necessitated the use of a curved alignment so
that the existing tunnel would not be compromised/uncovered during dredging of the
new tunnel, and an extremely stiff support of excavation system near the portals that
was up to 100 ft deep under water.
The limited draft available at the casting facility required the project to be designed
with relatively stringent limitations on buoyancy. Because the buoyancy is affected by
the shape and size of elements, and the concrete and steel weights, which in turn have
an effect on the structural capacity and the internal space requirements, the design was
relatively challenging as there was no straightforward solution that would account for
all of the variables. Numerous reinforcement configurations were provided to account
for the varying support conditions and loading conditions, and in some places along
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
P3 Approach
Virginias legislature passed the Public-Private
Transportation Act in 1995 to allow for P3 projects.
Overall, 33 states and one territory in the U.S. have
enacted statutes that enable the use of P3 approaches
for the development of various transportation infra-
structures.
Under a P3, the private sector assumes more respon-
sibility for a projects risks, outcomes, and financial
health: This provides a fixed price, specific timelines
and deadline for delivery, and guaranteed operations
and performance-based maintenance contracts.
It also allows for more efficient procurement than
the traditional design-bid-build process. The pace of
P3 procurement is accelerated, and it simultaneously
provides the opportunity for design innovation, as well
as the ability for local governments to provide its resi-
dents with needed infrastructure which may otherwise
take years to fund and/or get off the ground. And be-
cause of the strict timeline of a P3 project, the private
sector must meet the agreed upon deadline or pay high
penalties for late completion.
Life-cycle maintenance decisions are included with-
in the P3 contract. They are locked in for the long-term,
and regular maintenance is now guaranteed and unaf-
fected by future budget changes. The assets also remain
in the ownership of the state they are not privatized.
P3s are also all about fixed schedules and fixed pric-
ing. This means you know what youre getting right up
front without the possibility of adding more fees to any
project. Since the same party that constructs the project
is responsible for its long-term operation and mainte-
nance, this creates a system that is easier to sustain with
more efficient management.
Skanska is very bullish on P3s in the U.S. market. As a
world leader in the procurement of P3s globally, Skanska
has more than 24 transportation and social infrastruc-
ture P3 projects - including toll roads, hospitals, schools,
water treatment and hydro-power plants, and prisons.
The Elizabeth River Tunnels P3 project really represents
just the beginning of Skanskas efforts in the U.S.
Information for this article was provided by Skan-
ska, based largely on an interview with Wade
Watson, Vice President of Operations, Skanska
USA Civil Southeast Inc., and Project Director, SKW
Constructors JV.
TUNNELINGONLINE.COM
20 FEATURE
STORY
Heads to San Francisco
The Underground Construction Association and the International
Tunnelling Association (ITA) will host the 42nd annual World Tunnel
Congress and General Assembly in San Francisco, April 22-28, 2016.
It marks the first time the World Tunnel Congress has been held in the
United States since 1996, when it was held in Washington, D.C.
Organizers are expecting more than 2,500 delegates from around
the world to the Moscone Center in the heart of San Francisco. The
top-tier technical session features 800 industry speakers while the
138,000-sq ft exhibit hall will host more than 200 exhibitors from
around the globe. The World Tunnel Congress also features the annual
ITA general assembly, where representatives from member nations get
together to report on their latest initiatives and discuss the future of
ITA. ITA training and educational sessions and working group meet-
ings are also on the schedule.
ABC Industries
In 2016, ABC Industries marks 90 years of producing
the most dependable, durable ventilation equipment for
the tunnel and underground construction industry. The companys high-
quality, customized ducting solutions are installed at many of the largest un-
derground project sites in North America and around the world. ABCs
MineVent and TruOval MineVent layflat blower tubing, MineDuct wire-re-
inforced exhaust ducting, RigiDuct filament-wound fiberglass ducting, brat-
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
The theme of the WTC 2016 is Uniting the Industry. WTC 2016 in
taking the place of the North American Tunneling Conference, which
will return in 2018. Urban underground space use is rapidly increasing
worldwide as a result of urbanization as well as the need to build or im-
prove infrastructure systems. The World Tunnel Congress provides the
venue for industry professionals from across the globe to learn from oth-
ers as we address the challenges.
San Francisco itself is a prime attraction, with a wealth of sites, at-
tractions, shopping, restaurants and entertainment. Its location on the
Pacific Coast provides a gateway for Asian as well as European delegates.
World Tunnel Congress promises to be a great event for both the U.S.
market and the global market as well. TBM: Tunnel Business Magazine
looks forward to taking part in the show and we hope to see friends old
and new in San Francisco.
tice, fly pads, blast curtains, and fans offer underground professionals a suite
of ventilation solutions. As tunneling and underground construction con-
tinues to evolve, ABC Industries proactively collaborates with industry pro-
fessionals to engineer unique, high-quality ventilation products.
ABC Ventilation Systems
ABC Ventilation Systems is a full line ventilation supplier for
tunnels and mining. ABC Ventilation can help with the de-
TUNNELINGONLINE.COM

sign of your tunnel system and a complete package of fans, ducting, variable
speed drives and dry dedusting equipment. ABC Ventilation Systems has just
started production of its polymer Hardline product. ABC Hardline can be
purchased welded in oval or round and also come in a form that ships com-
pact and then is assembled on site. ABC Hardline is an ideal replacement for
fiberglass or steel ducting which have higher shipping costs and greater leak-
age and damage on site.
AECOM
AECOM designs, builds, finances and operates infra-
structure assets for governments, businesses and or-
ganizations. As a fully integrated firm, AECOM connects knowledge and
experience across its global network of experts to help clients solve their
most complex challenges. AECOM delivers comprehensive solutions to
major tunnel projects, totaling more than 1,000 miles worldwide. AE-
COMs experts are well versed in all methods of tunneling in every type of
ground condition, drawing from the firms strong capabilities in bored
tunnels, immersed tube tunnels, cut-and-cover tunnels, microtunneling,
fire and life safety, ventilation, geology and geotechnical engineering.
Akkerman
Face-access, peripheral-drive microtunnel boring ma-
chines (MTBMs) are available in standard sizes 72-to
114-in. OD to precisely complete extended and curved
tunnels (with AZ100 Total Guidance System) with ex-
ceptional drive and cutting torque. This new generation of MTBMs en-
ables face access to replace cutterhead tooling to tackle the complex align-
ments that our industry demands. Back-loaded tooling mounts on the
cutterhead make access and replacement of worn tooling a simple pro-
cess. The MTBMs feature an onboard electric over hydraulic power pack
for cutterhead drive with low, medium, and high torque modes for accu-
rate control in changeable geology. Cutterheads can be customized for
specific ground conditions.
Arup
Arup is a trusted industry leader in the planning, design and
delivery of underground projects of all types and sizes. Col-
laborating with public agencies, contractors and other engineers, Arup em-
ploys a multidisciplinary approach using committed specialists to produce
innovative solutions to the worlds most complex and challenging tunnel
projects. Winner of the 2015 Global Tunneling Project of the Year (over
$500M) at the NCE Tunneling & Underground Space Awards, Arups expe-
rience encompasses all aspects of tunneling and ground engineering in the
full range of rock and soil conditions.
TUNNELINGONLINE.COM
FEATURE 21
STORY
ASI Group Ltd.
ASI Group Ltd., founded in 1987 as Aquatic Sciences Inc.,
is a full-service engineering and marine technology com-
pany comprised of two groups: ASI Marine and ASI Water. ASI Marine pro-
vides industries and governments worldwide with leading-edge underwater
services focused on the assessment, maintenance, rehabilitation and con-
struction of underwater infrastructure and environments. More specifically,
ASI Marine specializes in underwater remotely operated vehicle (ROV) in-
spections, commercial diving and marine geophysical/hydrographic surveys.
ASI Marine also focuses its commercial diving expertise in providing hyper-
baric intervention support services to the tunneling industry. To date, ASI
has performed over 500 hyperbaric interventions in soft ground tunnels.
Avanti International
Avanti International is the most experienced producer
of high-quality chemical and cement grouts in the Unit-
ed States. Avantis products have been used extensively to control ground-
water in many geotechnical applications before, during and after construc-
tion to stop leaks, stabilize soils, fill voids, and create impermeable barriers
in mines, tunnels, dams and subways. AvantiGrout has been used world-
wide in climates as arid as Egypt to the humid locales of South America.
Avanti has a full product line including ultrafine and microfine cements,
hydrophilic and hydrophobic foams, acrylamide, acrylic and acrylate
grouts, chemically activated gels and water-activated foams.
Bamser
Bamser is a specialist team of tunneling engineers dedi-
cated to constructability assessment, design review, cost
planning, first principals programming and estimation for tunneling proj-
ects. Bamser is driven by a single desire to reduce the design and construc-
tion price of tunnel projects. The firms success lies in the depth of knowl-
edge of its highly-skilled people and their practical, site-based, underground
engineering experience. Bamsers involvement in the planning, procure-
ment and more importantly the delivery of nearly every major tunnelling
project in Australia in the past decade has Bamser well placed to play a sig-
nificant role in the coming tunneling boom down under.
BESSAC
BESSAC, a worldwide major tunneling and microtunneling
contractor, presents 40 years of experience on tunnel and
microtunnel projects. BESSAC masters all mechanized ex-
cavation techniques (microtunneling, EPB TBM, Slurry TBM, air pressur-
ized TBM) and has over 130 km of microtunneling and tunneling experi-
ence in about 120 projects in last 10 years. These works were realized in 20
countries on five continents.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
22 FEATURE
STORY
Brokk
Brokk, the worlds leading manufacturer of remote-
controlled demolition machines, introduces the updat-
ed Brokk 60 II, now with 10 percent more power than the original Brokk 60.
The new model is the smallest unit in the world and has an upgraded hy-
draulic system, which increases the machines power. The Brokk 60 II
weighs 1,102 lbs, and its overall dimensions remain the same as the original
Brokk 60 only 23.2-in. wide and 34.3-in. tall. While mainly used in the
construction industry, it is also ideal for other applications where limited
space is common, such as mining, nuclear and process industries.
Comtrol
Comtrol has built a reputation for manufacturing the
highest quality communication and control systems de-
signed to operate in harsh environments. Comtrols communication sys-
tems provide durability, flexibility and unlimited expansion opportuni-
ties. Thousands of Comtrols systems have been successfully installed
around the globe, attesting to the firms reputation. Comtrol is a manufac-
turing business that can engineer and build custom products to meet the
specific needs of its customer base, whether they are in the mining, tunnel-
ing, drilling, or oil and gas industry. Comtrol has invested decades of re-
search and development into the perfection of quality audio systems for
industrial environments.
COWI NORTH AMERICA
COWI North America is a leading bridge, tunnel and ma-
rine engineering consulting group built on over 80 years of
international experience. COWI North America provides clients with in-
novative and sustainable solutions to the most complex engineering chal-
lenges worldwide from 13 offices across North America. COWI Tunnel
North America (formerly Jenny Engineering Corp.) is an internationally
recognized engineering consulting group specializing in the planning, de-
sign, inspection, and construction management of tunnels, shafts, and un-
derground structures. COWI Tunnel provides local and international cli-
ents with practical, cost saving, and innovative design solutions, and has
rendered professional services worldwide.
Crux
Crux is a leader in geotechnical construction and explo-
ration. With over 15 years of experience in the tunnel-
ing industry, Crux has provided solutions to some of the
most difficult-access and geologically challenging projects in North Amer-
ica. Cruxs drilling expertise includes high core recovery; borehole survey-
ing; and instrumentation. Cruxs construction team provides pre-excava-
tion stabilization including dewatering; permeation and compaction
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
grouting; tube arch canopies; and cased horizontal boreholes. Projects are
supported by the firms in-house fabrication group to ensure customized
equipment is deployed to meet specific needs, while in-house geostructural
engineering and consulting services support design-build, EPC or value en-
gineering opportunities.
Daigh Company
Daigh Company distributes D-mite Rock Splitting
Mortar. D-mite is used to fracture rock and concrete in
no-blast conditions. D-mite is an ideal and effective
tool for fracturing mass rock, boulders, trench rock, dimensional stone,
concrete and reinforced concrete. Mix D-mite with water and pour into
predetermined, predrilled holes. D-mite will then set and expand with
enough force and compressive strength to break the rock or concrete. No
license or permit are required. There are four grades of D-mite, providing
enough versatility to be utilized in drilled hole diameters from 1 to 2.75 in.
David R. Klug & Associates
David R. Klug & Associates, Inc. provides international
and national manufacturers representative services to
the underground heavy civil and mine construction industries. The com-
pany specializes in the coordination of specialty products, equipment
and services for soft ground, conventional and NATM tunneling practic-
es. Expertise is offered in the supply of various componentry used in the
manufacture of one pass precast segmental tunnel linings inclusive of
EPDM gaskets, plastic and steel connectors, grout lifitng assemblies, steel
fiber reinforcement and precision steel casting moulds. For conventional
and NATM tunneling practices the company offers prefabricated welded
wire fabric and rebar reinforcing panels in conjunction with concrete fi-
nal lining forming systems for highway, rail, subway and water tunnel
applications.
Derrick
Derrick is a family-owned and operated company with a
global presence focused on pioneering fine-separation
technology. Since 1988, Derrick has manufactured innovative technolo-
gies for the underground construction industry. The Derrick HI-Cap shak-
er offers over 57 sq ft of screen surface on a single unit, which allows un-
matched shaker performance with minimal footprint. This is accomplished
by utilizing Derricks true, high G linear motion shaker design, coupled
with Derricks Polyweb urethane screen surfaces. Its characteristic high
open area allows for maximum fluid and solids handling capacity. Polyweb
screens are virtually non-blinding and outlast comparable wire cloth sur-
faces many times over.
TUNNELINGONLINE.COM
24 FEATURE
STORY
Dr Sauer & Partners
Dr. Sauer & Partners (DSP) is an independent consul-
tancy specializing in tunnel design, supervision and
construction management services. Some of the servic-
es offered include: Feasibility to IFC tunnel design, geotechnical engineer-
ing, construction management, waterproofing and water control, instru-
mentation and monitoring and tunnel rehabilitation. DSPs expertise
includes in-depth geological/geotechnical knowledge to ensure delivery of
a suitable solution for the prevailing ground conditions. DSP provides envi-
ronmentally aware design solutions for dewatering, water control, ground
improvements and construction logistics and has over 10 years of experi-
ence providing solutions for some of the worlds most complex urban tun-
neling projects.
Gall Zeidler Consultants
Gall Zeidler Consultants (GZ) is a worldwide leader in
geotechnics, tunnel design and engineering, and tunnel
construction management, with special expertise in transportation and in-
frastructure projects. The companys expertise has consistently been
sought after by major contractors and project owners in the industry to as-
sist with the mitigation of risks associated with tunneling, streamlining
the design process and thus making it more time and cost efficient. In addi-
tion, GZ provides specialized staff to conduct quality assurance and control
as well as geological mapping, and construction management on-site for a
number of complex, large-scale infrastructure projects.
GCP Applied Technologies
GCP Applied Technologies (formerly Grace Construc-
tion Products) has introduced its state-of-the-art TY-
TRO Shotcrete System to help underground construc-
tion practitioners reduce operating costs, minimize excavation downtime,
achieve desired technical performance, and meet the highest safety stan-
dards. GCPs TYTRO shotcrete admixtures have been formulated to
achieve faster early strength, enhanced bond to rock substrate, larger
thickness in one pass, and minimum rebound and dust. The TYTRO sys-
tem features the TYTRO RC 430 technology, an innovative pozzolanic rhe-
ology control agent that delivers major operational improvements, in-
creased safety and lower installed cost when used as a replacement for silica
fume or other pozzolanic materials.
Hatch
An employee-owned professional services firm, Hatch
is rooted in the infrastructure field, beginning with its
work on Torontos subway system in the 1950s. Hatchs team extends to
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
over 10,000 personnel in over 65 offices worldwide, currently managing
projects valued at more than $35 billion. Hatch understands and has the
knowledge and experience to overcome the challenges associated with a
new transit, highway, sewer, water and pedestrian tunnels of all kinds.
Hatch has engineered thousands of miles of tunnels on five continents be-
neath urban centers, residential areas, mountains and rivers. We have over
100 tunnel specialists that include engineering, geologist and construction
management professionals.
Herrenknecht AG
Herrenknecht presents itself as a pioneer in mechanized
tunneling. As the largest TBM in the world, with a diam-
eter of 17.6 m, in Hong Kong a Mixshield is excavating a
road tunnel for the connection of the International Airport. For the Eur-
asia Tunnel, a Herrenknecht TBM is crossing the Bosphorus strait in depths
of up to 106 m and connects Asia with Europe. Twenty-one Herrenknecht
EPB Shields are tunneling simultaneously for the construction of the Doha
Metro. In Germany, 4 EPB Shields and 5 AVN Machines are installing more
than 50 km of new pipelines for the River Emscher restoration project.
Innovative Wireless Technologies
Innovative Wireless Technologies Inc. (IWT) is a leading
supplier of wireless communication and tracking sys-
tems for underground mining and tunneling operations. IWTs SENTI-
NEL system provides real-time, crystal clear voice communications with
minimal setup time and low maintenance for maximum productivity and
low cost of ownership. It also inherently provides tracking all in one sys-
tem. IWTs SENTINEL system can be configured with line-powered, bat-
tery backed-up, mesh networking infrastructure for long-term deploy-
ments, or with portable, battery-powered infrastructure components for
shorter mission life applications.
King Shotcrete Solutions
King Shotcrete Solutions include pre-packaged shot-
crete material, as well as mixing and placement equip-
ment, intended for mining, tunneling, concrete con-
struction and concrete rehabilitation projects. King Shotcrete Solutions
supports your complete shotcrete operation. King is also a distributor of
mixing and pumping equipment designed for a variety of grouting applica-
tions. Notably, King is a key distributor of Aliva equipment to the U.S. mar-
ket. The strength of King Shotcrete Solutions lies in its ability to provide
high-quality equipment, as well as a high level of technical support, from
the supply of wear parts to equipment servicing and training.
TUNNELINGONLINE.COM
26 FEATURE
STORY
Line Power
Line Power is part of Electro-Mechanical Corporation of Bris-
tol, Virginia, and since 1972 has been designing and building
custom electrical power distribution equipment for mining, tunneling and
dredging, sold directly to TBM manufacturers, contractors and engineering
firms. This includes power centers, portable substations, vacuum circuit
breaker switch houses, belt and pump starters, transformers and e-house
switchgear for processing facilities, hoist and elevator control houses, main-
tenance facilities, offices, or anywhere electrical power distribution equip-
ment is used. The Rebuild Division offers complete repair/refurbish/rebuild
services and can often update your existing equipment to current standards
and technologies.
MAT
MAT Mischanlagentechnik is a branch office of BAUER
Maschinen GmbH and manufacturer of plants and sys-
tems that are suitable for mixing, pumping and separa-
tion of slurries. The product range comprises separation plants, screening
machines, hydrocyclones, decanter centrifuges, flocculation units, thick-
eners, pump packages, batch and continuous mixers, injection plants, and
accessories. MAT develops, produces and supplies high-quality separation,
mixing and materials handling equipment that proves efficiency, reliabili-
ty, performance and return on investment for customers in a variety of in-
dustries around the world, particularly in the fields of tunneling, micro-
tunneling, horizontal and vertical drilling, and related applications.
Measurand
Measurand Inc. has been a leader in shape-sensing tech-
nology for over 20 years. Let Measurand help you revo-
lutionize your monitoring plan with SAA, a unique chain of inclinometers
used for monitoring and measuring deformation in a variety of Geotechni-
cal or Civil Engineering applications. SAA is dramatically easier to install,
has an unprecedented range, and survives long after others have failed.
Over 65,000 m of SAA have been deployed worldwide.
Michels
Michels uses a variety of tunneling techniques to com-
plete challenging tunnels in all locations and soil condi-
tions for pipelines, water mains, and storm and sanitary
sewers. Michels extensive experience includes working with earth pressure
balance TBMs, hard rock TBMs, conventional drill-blast tunneling, se-
quential excavation methods (SEM), and remote controlled tunneling sys-
tems. Michels has experience working on land, under water, in the largest
cities and in the most remote regions. Michels comprehensive pre-plan-
ning process is critical to its ability to build safe, reliable tunnels under even
the most extreme conditions.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
Nightstick
The Nightstick intrinsically safe XPP-5454GC Dual-
Light Headlamp comes with a stainless steel hard hat
clip that attaches to a hard hat front-mounted helmet lamp bracket in a
configuration that adds convenience to safety. This headlamp is cETLus,
ATEX and IECEx listed intrinsically safe for global use, is rated IP-X7 wa-
terproof, boasts a 2 m drop rating and weighs just 3.4 ounces. Included are 3
AAA batteries and 2 top-mounted buttons that independently provide a
spotlight for distance and a secondary floodlight for visibility up-close.
Pressing both switches simultaneously places the light in dual-light mode
for added safety.
Normet
Normet is a fast-growing and innovative technology
company with a passion to offer continuous improve-
ment to underground construction and mining processes for increased
safety, productivity and profitability. Normets broad offerings include
equipment for concrete spraying and transport; construction chemicals
and admixtures for sprayed concrete and injection systems; spray-applied
waterproofing systems, rock bolting, and chemicals for TBM technology
covering hard rock, EPB, open face and slurry type machines. Normet has
delivered over 10,000 built-for-purpose underground machines which are
serviced and supported with lifetime care. Normet currently employs over
900 business professionals and net sales in 2014 was over 190 million euro.
Numesh
Created in 1975, Numesh became Canadas largest pro-
ducer of welded wire reinforcement (WWR) mesh prod-
ucts used in a variety of concrete applications intended for the construc-
tion markets throughout Canada and the United States: slabs on grade,
structural slabs, concrete pipe, tunnel precast segments, footings and foun-
dations, architectural precast walls, deck mesh, box culverts, utility con-
crete products, bridge beams, jersey barriers, concrete road and mining.
Numeshs combined capacity to produce and stock reinforcing mesh, in
both sheets and rolls, in standard sizes or unique customer specifications,
will guarantee exceptional service. Numesh is recognized for flexible man-
ufacturing capacities, quality control and efficient services.
PLAXIS
PLAXIS offers user-friendly and powerful software for
design and analysis of tunnels and other geotechnical
applications in soil and rock. PLAXIS 2D and PLAXIS
3D contain special constitutive models relevant to tunneling, including
Jointed Rock, Isotropic Jointed Rock with Mohr-Coulomb failure criterion,
Shotcrete, and Swelling Rock models. Special tools are available for model-
ing rock bolts, soil-structure interaction, and tunnel lining. The Tunnel
TUNNELINGONLINE.COM
28 FEATURE
STORY
Designer allows quick modeling of sprayed concrete lining, bored tunnels,
and complex geometries. The widely used PLAXIS software has special
tools for dynamics, flow and thermal modeling, which are seamlessly inte-
grated in the program. A free demo is available.
Pultrall
Established in 1987, Pultrall Inc. is the pioneer of non-
metallic concrete reinforcement solutions in North
America. A stronger, well tested, widely used and corrosion-proof rein-
forcement that advantageously replaces the easily corroded steel rebar. Pul-
tralls solution is V-ROD. V-ROD GFRP reinforcement bar allows the TBM
to cut through the caisson without damaging the equipment or reducing
the boring speed, thus providing time and cost savings. It also removes the
need for a pressure grout block. The anisotropic nature of V-ROD allows
TBM to bore through station boxes prior to excavation and it allows boring
through diaphragm walls.
Spetec
Spetec has been developing injection resin systems for
the waterproofing and soil stabilization industry for
more than 35 years. Resiplast US was established in 2013 to introduce
Spetec products to the Americas. Spetec resins are high-quality polyure-
thane and acrylic injection resins developed to stabilize soil and rock and
to seal water ingress. Spetecs resins have been used in structures such as
tunnels, metro systems, below grade parking garages, dams, sewers and
manholes, mines, excavations, ground barriers and more. Spetec resins
are being used worldwide and our products are rapidly becoming the
product of choice.
The Robbins Company
With over 60 years of experience and expertise integrat-
ed into its rugged line of field tested, Dual-Mode Cross-
over Series of TBMs, The Robbins Company offers the
ideal machine for mixed ground conditions that might otherwise require
multiple tunneling machines. Robbins supplies three types of Crossover
machines: the XRE (Crossover between Rock/EPB), the XSE (Crossover be-
tween Slurry/EPB), and the XRS (Crossover between Rock/Slurry). The
Robbins Company staff will be at WTC to provide additional information
about the companys latest Crossover projects in the United States, Mexico
and Turkey, as well as its newest worldwide innovations.
Robit
Robit Plc has 30 years of experience serving the min-
ing and construction industries. The specialized offer-
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
ings consist of Top Hammer Rock Drilling Tools and DTH Ground Drill-
ing Tools. With firm roots in the deep, hard Scandinavian granite and the
Finnish mining industry, Robit possess in-depth knowledge of drilling in
the most challenging rock types. Robit has become a global company
headquartered in Finland, with sales today in more than 115 countries.
At present, Robits high-quality products are manufactured in Finland
and South Korea, offices in the United States, South Africa, China, Rus-
sia, Peru and Thailand.
Schnabel Foundation Co.
Schnabel Foundation Co. is a nationwide specialty geo-
technical contractor that provides design-build solu-
tions for the tunneling industry. Schnabels services in-
clude secant piles, deep soil mixing, soldier piles and lagging, sheet piling,
soil nailing, tiebacks, tiedowns and jet grouting for excavation support and
groundwater cutoff at approaches and shafts. Since 1959, Schnabels expert
engineers and experienced field staff have designed and constructed thou-
sands of projects throughout the United States. Schnabel has offices in At-
lanta, Boston, Chicago, Denver, Houston, Orlando, Philadelphia, San Fran-
cisco, and Washington, D.C.
Shannon & Wilson
Since 1954, Shannon & Wilson has been a pioneer in de-
veloping innovative underground solutions for com-
plex site development problems. The firms geotechnical expertise includes
conceptual to final design, plans and specifications, and engineering sup-
port during construction on over 700 soft ground and hard rock tunnel
projects. Notable projects include a 65-ft. ID highway tunnel in soil, a
unique shaft constructed with a vertically jacked TBM and spiral lining, the
deepest SEM mined transit station in the United States, and state-of-the art
field testing and instrumentation programs such as using multiple HDDs
with geophysics to locate obstructions and drain a landslides.
Stantec
Stantec has delivered more than 900 underground proj-
ects in the past five years. Stantecs expertise covers
TBM and conventional tunneling, pipe jacking, microtunneling, Direct
Pipe, pipe ramming, guided bore and pilot tube, auger boring, HDD, and
pipe rehabilitation techniques. Stantecs recent experience includes the
City of Atlantas Raw Water Delivery System with five miles of 10-ft diam-
eter tunnels and City of Ottawas Combined Sewage Storage Tunnels with
3.7 miles of 9.8-ft diameter tunnels. With a promise to design with com-
munity in mind, Stantec focuses on risk avoidance and mitigation with ro-
bust management programs that deliver the best overall value.
TUNNELINGONLINE.COM
30 FEATURE
STORY

TERRATEC
Incorporated in 1990, TERRATEC is
the renowned Australian designer and
manufacturer of tunnel boring machines (TBMs) and
raise boring machines (RBMs). The company also sup-
plies conveyor systems and other ancillary equipment
and accessories to support the tunneling and mining
works. Having its main quarters and engineering center
in Australia, TERRATEC has six wholly owned subsidiar-
ies strategically located in different regions through the
globe to attend the demand of tunneling and mining
equipment worldwide. At present, there are over 30 TER-
RATEC boring machines working in tunnel and mine Schedule at a Glance
sites across five continents. World Tunnel Congress 2016
San Francisco, California

TNO DIANA BV
TNO DIANA BV provides world-class
software products and services in the
field of finite element solutions dedicated to civil, geo-
technical, earthquake and petroleum engineering. DI-
ANA (the companys flagship software) is an extensive
multi-purpose finite element software package that can
be applied to a wide range of problems arising in civil en-
gineering. DIANA has been equipped with powerful solv-
ers in order to optimize the solution procedures for all
types of linear and nonlinear models with accurate and
fast results. Thirty years of ongoing research and devel-
opment ensures that this tried and tested piece of soft-
ware continues to be utilized throughout the world.
Friday, April 22
8:30 a.m. 5:30 p.m. ITA-CET Training Course
Saturday, April 23
9:00 a.m. 5:30 p.m. ITA-CET Training Course
6:00 p.m. 10:00 p.m. ITA Reception
Sunday, April 24
8:30 a.m. 12:30 p.m. ITA General Assembly
2:00 p.m. 5:30 p.m. Working Group Meetings
7:00 p.m. 10:00 p.m. Welcome Reception
Monday, April 25
8:30 a.m. 10:00 a.m. Opening Ceremony and Muir Wood Lecture
10:00 a.m. 12:30 p.m. Working Group Technical Session
10:00 a.m. 6:00 p.m. Exhibit Hall Open
12:30 p.m. 2:00 p.m. Lunch
2:00 p.m. 5:30 p.m. Technical Sessions
4:00 p.m. 6:00 p.m. Exhibit Hall Reception

WSP | Parsons Brinckerhoff
WSP | Parsons Brinckerhoff is a leader
in tunneling and underground con-
struction, from San Francisco to Stockholm. The firm has
participated in the design and construction of some of
the longest, largest, deepest, and most complicated tun-
nels in the world, including tunnels built in hard rock,
soft ground or mixed-face conditions, and using mining,
boring, jacking, cut-and-cover, and immersed tunnel
technology. Projects include the Second Avenue Subway
in New York City; the Stockholm City Line; the Eurasia
tunnel in Istanbul; and San Franciscos Central Subway.
WSP | Parsons Brinckerhoff employs 34,500 profession-
als in 500 offices across 40 countries.
Tuesday, April 26
8:30 a.m. 12:30 p.m. ITA Open Session
10:00 a.m. 6:00 p.m. Exhibit Hall Open
12:30 p.m. 2:00 p.m. Lunch
2:00 p.m. 5:30 p.m. Technical Sessions
2:00 p.m. 5:30 p.m. ITA COSUF/ITATECH
Wednesday, April 27
8:30 a.m. 12:30 p.m. Technical Sessions
10:00 a.m. 6:00 p.m. Exhibit Hall Open
12:30 p.m. 2:00 p.m. Lunch
2:00 p.m. 5:30 p.m. Technical Sessions
2:00 p.m. 5:30 p.m. ITA General Assembly and Closing
5:30 p.m. 6:30 p.m. Farewell Cocktails
7:00 p.m. 10:00 p.m. Congress Banquet
Thursday, April 28
All Day Technical Tours

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM

32 FEATURE
STORY
The Indianapolis Underground Speedway:
Continuous Conveyors Keep TBM Moving
In an industry that looks to innovations that guarantee faster, safer
and more efficient tunneling, the continuous conveyor system is an exist-
ing option that fits the bill. In fact, historically speaking, at least 75% of
all world records ever set by TBMs were done with a continuous conveyor
system in tow rather than muck cars. The Indianapolis Deep Rock Tunnel
Connector (DRTC) was no exception: Multiple world records were achieved
in 2014 in the 6 to 7 m diameter range. These included Most Feet Mined
in One Day (409), Most Feet Mined in One Week (1,690), and Most Feet The 20-ft diameter Robbins TBM, owned by S-K JV, was refurbished and
Mined in One Month (5,755).
While many other factors were at play, including a good TBM and
knowledgeable crew, the good conveyor system availability and speed of
muck removal in such a long tunnel certainly played a part. The TBM com-
pleted all tunneling, including two extension tunnels, on March 5, 2015.
The custom conveyor system, manufactured by The Robbins Company,
enabled continuous tunneling in a difficult layout that included two 90-de-
gree curves and two S-curves. Spanning more than 7 miles, the system in-
cluded nine booster drives plus a main drive. A vertical belt moved muck up
the 250-ft deep shaft to a radial stacker for temporary storage. The system,
one of the most complex in North America and the first to operate in 90-de-
gree curves, made swift tunneling possible.
Introduction
The DRTC is the first phase of a nearly 28-mile long network of deep rock
tunnels being built 250 ft beneath the City of Indianapolis, Indiana by Citi-
zens Energy Group. The $179 million DRTC is a 7.5-mile, 18-ft ID tunnel
constructed by S-K JV, a joint venture between J.F. Shea Construction and
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
Setup of the conveyor system at the launch shaft.
Kiewit Infrastructure Co. The tunnel is the first segment of a conveyance
and storage system to provide overflow relief during wet weather events.
The project is estimated to be completed in 2017 and will initially deliver
53 million gal of the planned 264 million gal of CSO storage for treatment,
as well as provide future connections to other tunnels in the overall system.
S-K JV opted to use a hard rock Main Beam TBM for the tunnel, which
was mined through a combination on dolomite and limestone formations.
redesigned for the DRTC. Originally built in 1980, the TBM had previously
been used on at least five other hard rock tunnels including New York Citys
Second Avenue Subway. The additions for the DRTC included new 19-in.
disc cutters, variable frequency drive (VFD) motors, a back-loading cutter-
head, and a rescue chamber. Due to the tunnel length and complexity, S-K
JV additionally selected a Robbins continuous conveyor system for muck
removal behind the TBM.
Conveyor System Design Parameters
The length and design requirements of what would become one of the
most complex continuous conveyor systems in North America was gov-
erned by several parameters. These included the requirements by S-K JV
for three runs, which included two extension tunnels in addition to the
original DRTC. They were as follows:
Pleasant Run Extension: Total Length 36,184 ft ; Length of Curve
Sections 6,857 ft; 19% Curve
Initial run as bid: Total Length 39,360 ft; Length of Curve Sec-
tions 7,523 ft; 19% Curve
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Final Run with Eagle Creek Extension:
Total Length 38,638 ft; Length of
Curve Sections 7,077 ft; 18% Curve
The Pleasant Run alignment and the origi-
nal alignment posed the greatest challenges
as in each of these alignments the conveyor
had to negotiate two 90-degree, 997-ft radius
curves along with multiple S-curves. These
curves were planned due to easement rights in
the project area.
Predetermined Specifcations
The robust conveyor system selected for the
project had been used on several previous proj-
ects, including the Parramatta Rail Link in Syd-
ney, Australia, and the South Cobb Tunnel in
Atlanta, Georgia. As such, the conveyor system
came with some equipment specifications that
were predetermined:
Belt Speed Nominal 3.65 MPS
Belt Width 914 mm
Belt Strength 600 PIW
Capacity 600 TPH
It was then determined that an S-shaped
vertical conveyor would be used to transfer the
material from the tunnel to the surface. Specifi-
cations were as follows:
Belt Speed Nominal 1.52 MPS
Belt Width 1.82 m
Belt Type Black Standard Steel Cable
Cross Rigid
Conveyor Setup
Setup began at the jobsite in 2013. It was ini-
tially decided that the main drive, belt storage
unit and splice stand would be located on the
surface. This setup required that the vertical
conveyor along with the horizontal conveyor
be integrated into the shaft along with utilities
and other equipment, all while still maintain-
ing a window for the crane to lower supplies and
materials to the bottom of the shaft. Even with
a relatively large shaft diameter, the shaft area
quickly became crowded, requiring everything
to be closely integrated.
When the main components are located on
the surface as was done on this project, there are
some key advantages. The setup allows convey-
or components to be preinstalled or installed in
TUNNELINGONLINE.COM
conjunction with TBM assembly, saving time
and money. Once operational, the only time the
conveyor system must be shut down is when
belting is loaded into the belt storage unit. With
the splice stand located on the surface, a roll of
belt could be positioned and readied to be in-
stalled at any time. Initially the belt is installed
in the belt loop using a mechanical fastener. By
using mechanical fasteners, a 1,500-ft roll of
belt can be added into the system in about 45
minutes. The mechanical fasteners can then be
removed and replaced with a vulcanized splice.
The vulcanized splice is considered a perma-
nent joint and is good for the life of the belting.
The Conveyor in Operation
Excavated rock was removed with the hori-
zontal and vertical conveyor system between
2013 and 2015. With over 35,000 ft tunnel of
conveyer installed in the tunnel, another 250
ft going up the shaft, and the ability to store
or let out 2,000 ft of conveyor from a surface
mounted storage unit, the system was vast and
complex. At the shaft bottom, the loaded belt
discharged onto a vertical bucket belt to be
hauled up the shaft and deposited onto a stack-
ing conveyor.
Power to the loaded horizontal belt was sup-
plied through a series of boosters with 149-kW
drive assemblies. The unloaded belt was pow-
ered by return boosters, again with 149-kW
drives. The surface storage unit provided easy
access to the belt for inspection, and allowed
belt to be loaded into the system without having
to lower rolls of conveyor down into the shaft
or starter tunnel as the TBM advanced. Splices
were done by trained crews at the surface in
a sheltered enclosure, and mechanical splices
were kept to an absolute minimum, with me-
chanical splices replaced by vulcanized splices.
A 37-kW electric motor that was excited by a
small variable frequency drive was used to sup-
ply tension in the system at the storage unit,
and again, with no moving parts other than the
cable due to the use of the VFDs. Each drive as-
sembly underground was powered by an indi-
vidual VFD as well. Each drive was monitored at
the surface by PLC systems tied into a fiber optic
cable, with Ethernet access available from the
FEATURE 33
STORY
surface. For the system start-up under loaded
conditions, various parameters such as timing
between boosters, ramp up speeds, belt speeds,
and motor loads could be monitored and then
altered from an office setting topside, allowing
for changes to the system as the belt length in-
creased. By the time the belt had reached its full
extension, a total of nine booster drives were
installed throughout the tunnel length.
As the conveyor system extends, conveyor
designers had to ensure the belt structure was
not over-tensioned and would not roll over in
curves. As such, the horizontal belt-carrying
structure required specialized rollers in curves
to keep belt tensions within a manageable
range. These rollers, known as self-adjusting
curve idlers and patented by Robbins, sense
changing belt loads in curves and adjust the belt
tension accordingly.
Conclusions and Lessons Learned
The challenging alignment of the Indianapo-
lis DRTC proved a great opportunity to learn
valuable lessons for upcoming projects. The
first of these lessons was the attention to detail
necessary when assembling and installing the
equipment during startup and the importance
of proper layout, as installation of each piece
directly affects the next. Of particular impor-
tance was the installation of the horizontal
conveyor sections as the TBM advanced. Addi-
tional attention and roller adjustment was nec-
essary throughout the many complex curves.
Secondly, as progress advanced, mechani-
cal splices were used when adding additional
horizontal belt. These splices were removed
and vulcanized as quickly as possible. The me-
chanical splices created weak points within the
belt and were easily able to snag the horizontal
belt structure and break. It was best to eliminate
these problems before they arose using vulca-
nized splices.
Finally, and most importantly, it was imper-
ative to have trained and qualified personnel to
maintain the belt and belt structure. The belt
mechanics were dedicated solely to daily main-
tenance and adjustment of the belt. Without a
properly running conveyor system, the TBM
cannot advance.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
34 FEATURE
STORY
Crossing the
Des Plaines River
Short Crossing Provides Big Challenges
When it comes to tunneling, the City of Joliet, Illinois, may not have
the wealth of experience that some other, major urban centers may have.
After all, there are no subways to dig, no mountains to traverse. But that
doesnt mean it cant tackle a tricky project. Recently, the City success-
fully completed a bore under the Des Plaines River as part of its program
to improve water quality.
The keys to success? Proper planning, assembling a strong team, and
collaboration.
At first glance, the project looked fairly routine: build an 865-ft tun-
nel, 111.5 in. in diameter, underneath the Des Plains River. But there was
one interesting wrinkle. Due to the fact that the river was channelized in
the 1920s, the eastern shaft elevation was lower than the elevation of the
river. That meant that if any water from the river found its way into the
tunnel, there would be a potential for large-scale flooding.
Recognizing this potential, the City worked with the contractor, Tri-
ad/Midwest Mole JV, to develop a unique pilot bore approach to verify
the ground conditions along the tunnel route, ensuring that tunneling
could be constructed without risk of flooding. With peace of mind, the
tunnel was then successfully bored, moving Joliet one step closer to im-
proving water quality in the Des Plaines.
Project Background
The area that is now Joliet was first settled in the 1830s and was in-
corporated as a city in 1852. Like in many other eastern and Midwestern
cities of the day, combined sewers containing both sanitary and storm
water flows were built in the citys core. The Des Plaines River Cross-
ing is part of Phase II of Joliets long-term control plan to capture excess
storm water flow and convey it to a new wet weather treatment facility.
The new tunnel will convey excess flows from the western side of the
river to the eastern side, site of the existing treatment plant as well as
the future wet weather facility. The City of Joliet worked with consult-
ing firm Strand Associates in the development of the long-term control
plan, which included the construction of the tunnel.
Once the tunnel project advanced to the design phase, Mott MacDon-
ald was brought in to perform a risk analysis and was later retained as
resident engineer in a joint venture with V3.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
A joint venture of Triad/Midwest Mole was the tunneling subcontractor for the
project and used a contractor-refurbished Lovat RM110 TBM with a Robbins
Rockhead to mine the tunnel.
While a tunnel of this length and diameter may not be considered
big within the tunneling world, for us it was a significant undertaking,
said Allison Swisher, Civil Engineer, City of Joliet. Not only was this
our first tunnel, but the potential of flooding added a level of concern
going into the project.
GZA GeoEnvironmental conducted the geotechnical exploration,
which included seven borings on both land and in water. The data
showed competent rock at the design tunnel elevation below the river.
With the rock conditions and short length of the tunnel, drill-and-blast
was thought to be the most likely construction method. However, when
the five bids were opened, the lowest submitted by Joseph J. Henderson
& Son proposed TBM tunneling.
A joint venture of Triad/Midwest Mole was the tunneling subcontrac-
tor for the project and used a contractor-refurbished Lovat RM110 TBM
with a Robbins Rockhead to mine the tunnel from west to east through
dolostone bedrock with expected unconfined compressive strength of
about 18,000 psi. The cutting diameter of the TBM was set at 111.5 in.
Aldea Services was retained as the contractors designer.
Joseph J. Henderson & Son constructed the launch shaft while Triad/
Midwest Mole constructed the reception shaft. Shaft construction in-
volved drilling and blasting and the installation of ring beam and lagging
in overburden and rock bolts in the bedrock.
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 FEATURE 35
STORY

The initial plans for tunneling included drilling probe holes in ad-
vance of the excavation, but the use of a small TBM with limited face ac-
cess and room for extra equipment made this approach less practicable.
So, Triad/Midwest Mole proposed drilling a 6-in. pilot hole adjacent to
the tunnel alignment at the elevation of the tunnel crown. The contrac-
tor built an entry seal and gate valve on the shaft wall in the event that
water was encountered. Using a Vermeer 100x120 horizontal direction-
al drill, an Inrock hammer and Inrock guidance system, Triad/Midwest
Mole completed the probe to the satisfaction of owner.
We encountered an occasional clay seem during the bore, but very
little groundwater, said Steve Abernathy, Vice President, Midwest Mole.
The ground was very consistent with what they found in the boring. We
got about 6-8 gpm of water coming out of the probe hole, which gave us
a high degree of confidence that we werent going to encounter any cata-
strophic flows.
As a contingency, the contractor was required to have dewatering
pumps in the shafts capable of moving 2 gpm for every 10 ft of tunnel
equal to about 1,600 gpm over the length of the tunnel.
Navigating the probe drill also presented a challenge. The City had
to coordinate with the Illinois Department of Transportation to set up
tracking equipment on the I-80 bridge, as well as with the Department
of Natural Resources to manage boat traffic that could also interfere
with navigation.
Completing the probe drill without encountering any major inflows
helped put us at ease that we would not find a fissure or connection to the
river while tunneling, Swisher said. We were pleased with the out-of-
the-box way of addressing our concerns.
addition to two 24-in. sanitary sewer pipes and two 6-in. PVC conduits,
which were grouted in place using 200 psi cellular grout.
First Time Owners Approach
Despite the relatively short length and small diameter, the Des Plaines
River Crossing was a major undertaking for the City of Joliet. As such, the
City did its due diligence in preparing for the project, engaging consul-
tants and the contracting community to utilize best practices and maxi-
mize its chances for success.
The City did not have experience in tunneling, but understood that
tunneling under a river and flood wall carried unique risks, said Mike
Vitale, Senior Vice President and Regional U.S. Tunnel Practice Leader
at Mott MacDonald. They were proactive in seeking out specialist
tunneling advice from the onset of the project, and receptive to imple-
menting recommended risk mitigation measures. The City was a great
client to work for.
Joliet undertook a risk analysis, used a geotechnical baseline report
(GBR) as part of the contract documents, and employed a dispute reso-
lution board. As it turned out, the DRB was not needed but was a good
backstop, according to Swisher.
The most critical element in completing this tunnel was that we were
able to get the right project team involved early on, Swisher said. Once
the team was in place, we maintained communication and everyone was
able to work well together.
Shaft construction involved drilling and blasting and the installation of ring
beam and lagging in overburden and rock bolts in the bedrock.

Moving Out
Once the probe was completed and the project team was comfortable
with proceeding with TBM tunneling, Triad/Midwest Mole launched the
machine. Because the TBM was configured for hard rock with grippers,
the contractor affixed a steel tube to the bottom of the shaft in which the
TBM was placed. The TBM then used its grippers to grip the inside of the
pipe and push its way forward. As soon as the machine had entered the
rock far enough, the steel starter tubes were removed.
The shaft was going to be used for a pump station, so it was large
enough to allow launching the machine this way, said Brian Liotti, Proj-
ect Engineer, Midwest Mole. We were able to use this approach in lieu of
building a starter tunnel by drill-and-blast.
Once underway, crews were able to advance an average of about 20-30
ft per day working 11-hour shifts. Tunneling began late July 2015 and
was completed on Dec. 21. At the shallowest point along the alignment,
there was 24 ft of cover.
Crew placed 60-in. diameter Hobas pipe to carry wet weather flows, in

TUNNELINGONLINE.COM APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE

36 FEATURE
STORY

Twinning of the
Etobicoke Creek Trunk Sanitary Sewer
Microtunneling Provides Solution for Project under Torontos Pearson International Airport

CRS/Dibco recently completed a project involving

the construction of approximately 576 m (1,890
ft) of 1,800 mm (70.8 in.) internal diameter sewer
underneath Runway 23 and Taxiways J and H at
Pearson International Airport in Toronto.

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM


T
he value of microtunneling was on display at Lester B. Pearson
International Airport in Toronto recently for the completion of
the Twinning of the Etobicoke Creek Trunk Sanitary Sewer proj-
ect. The project was needed by the Region of Peel to complete a
critical infrastructure link underneath runways and taxiways on the air-
port grounds.
Naturally, the Greater Toronto Airport Authority (GTAA), which manages
the airport, could not allow major disturbances to its operations, especially con-
sidering that Pearson is the busiest airport in the country. To build the critical
new sewer and maintain air traffic, Peel and its consultant, Hatch Mott Mac-
Donald, turned to microtunneling as the solution.
In April 2015, the joint venture of CRS Tunnelling Inc. and Dibco Under-
ground Ltd. was low bidder on the $16.7 million project. CRS Tunnelling, the
Canadian arm of Super Excavators, specializes in mechanized tunneling, mi-
crotunneling, sliplining and open-cut construction. CRS has successfully com-
pleted several tunneling projects, in Ontario, since its inception over two years
ago. CRS is based in Oakville, Ontario, and bids projects throughout Canada.
CRS constructs tunnels ranging from 0.76 m in diameter up to 7 m (23 ft) in
diameter; in either soft (slurry/EPB) or hard rock conditions.
The roots of the project date back to the late 1990s when the Region of Peel
developed its water and wastewater master plan that identified the need from
twinning of its main trunk sewers to allow redundancy. The Etobicoke Creek
project under Pearson Airport, in fact, was the last link in the twinning of Peels
two main trunk systems.
The project involves the construction of approximately 576 m (1,890 ft)
of 1,800 mm (70.8 in.) internal diameter sewer underneath Runway 23 and
Taxiways J and H. The ground conditions included granular till and river-
bed deposits near the entrance shaft, and shale bedrock along the majority
of the alignment. Some fill material placed during airport construction was
also a possibility.
Project engineers called for a new or newly refurbished microtunnel boring
machine with new cutting tools and hard facing. Additionally, the machine
was specified to include the ability to perform compressed air intervention at
the face to change tooling if needed.
Shortly into the microtunnel drive, we would no longer have the ability to
perform any excavation to access the machine until we reached the reception
shaft, said Marc Gelinas, Principal Project Engineer, Hatch Mott MacDonald.
Because of the risk, the mitigation measure was to have the ability to perform
tooling changes from inside the machine. Typically that is not an issue within
shale bedrock, but we were tunneling near Spring Creek and there was potential
for encountering creekbed deposits and ground water.
But, before anyone could think about tunneling, project engineers needed
to coordinate with GTAA, as well as Navigation Canada, to obtain all the neces-
sary approvals and permits to build a tunnel on the airport property.
Pearson is an international airport and naturally security is a very high
priority, said Ajay Puri, Senior Project Manager of Wastewater Capital Works,
Region of Peel. It is very different from working in road right of way or pri-
TUNNELINGONLINE.COM
FEATURE 37
STORY
vate property. We had to coordinate and deal with height limitations of the
construction equipment and setback requirements from the runways and taxi-
ways. It was a long, but necessary, part of the project.
Also in advance of construction, monitoring points were set up near the
runways, in addition to subsurface monitoring points along the alignment, to
provide notice of any potential settlement. GTAA is in the business of takeoffs
and landings, and they wanted to make sure that their critical infrastructure
the runways was not damaged. In the end, there was no notabale ground
movement at all of the monitoring points along the tunnel drive, Gelinas said.
Prior to beginning any work on site, a detailed Facility Alteration Permit
(FAP) was required to be obtained in which the general contractor provided de-
tails of its environmental, health and safety plan, operations plan and under-
standing of all permit requirements in order to meet the airport construction
code. Any traffic going inside and outside of the construction compounds was
required to be escorted with an airside service company and all construction
access gates were also manned by security. All lifting devices and equipment
heights were required to be approved by Navigation Canada prior to being per-
mitted to be used on site in order ensure conformity to Instrument Landing
Systems and clearances to aircraft in the nearby vicinity.
Tunneling activities were staged from the Spring Creek Valley area east of
Taxiway H, with the MTBM passing underneath Taxiway H, Runway 23 and
Taxiway J. The project also included the construction of four new maintenance
holes and modifications to two existing maintenance holes, including all associ-
ated appurtenances and fittings, and temporary bypass pumping as necessary to
complete the works. A temporary bypass road was built within the airport as one
of the existing service roads needed to be taken out of commission as the receiv-
ing shaft and sewer connections fell directly beneath the service road.
The launch shaft for the MTBM was built using a secant pile shaft while
the exit shaft utilized a rib and board type shaft. The tunneling portion com-
menced on Oct. 27, 2015, utilizing a new SL86P MTBM manufactured by
Akkerman Inc. Akkermans new AZ100 Total Guidance System provided
navigation control for the long-distance microtunnel. The pipe, manufac-
tured by Decast (formerly Munro), was designed with silica fume additive to
increase its density and impermeability. Because of the limited accessibility
of the area, we wanted to ensure that we had the most robust and durable pipe
possible, Gelinas said.
After several sections had been jacked and the process had been streamlined,
a continuous 24/7 operation was established in order to complete the tunnel-
ing works as efficiently as possible while minimizing impact to the GTAA op-
erations. The 576-m long microtunnel drive was completed on Dec. 3, 2015.
Anticipated completion of all work is expected to be early summer. Remaining
work includes making connections to existing sewers and site restoration.
Once operational, the new sewer will provide added capacity running in par-
allel with the existing 1,650 mm sewer already under operation. The Region of
Peel will have the ability to use either or both of the twinned sewers at any time.
This will allow flow to be diverted into one sewer and allow inspection or reha-
bilitation of the other.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
38 FEATURE
STORY
23rd Annual Microtunneling Short Course
c c
The 23rd annual Microtunneling Short Course attracted a re-
cord number of attendees and sponsors to Boulder, Colorado,
Feb. 9-11. The course hosted 140 attendees from nine countries
to state-of-the-art facilities at the University of Colorado. The
course was held at the universitys Touchdown Club at Folsom
Field, overlooking the Buffaloes football stadium with the Rocky
Mountains in the background.
While the venue was new, the course highlights notably pre-
sentations by internationally recognized experts and network-
ing opportunities remained the same. Presentations covered
all aspects of microtunneling from planning and design to con-
struction. Specific topics focused on geotechnical investigation,
ground improvement, shaft construction, developing RFQs, risk
assessment, pipe selection, litigation issues, guidance systems,
RIGHT: Course organizers Jim Rush (Benjamin Media), Tim Coss (Microtunneling Inc.),
Levent Ozdemir (Ozdemir Engineering) and Bernie Krzys (Benjamin Media).
BELOW: Networking break between presentations.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
s
bidding, and microtunneling systems and ancillary equipment.
When we started the Microtunneling Short Course in 1994, we
wanted to share information to and help people avoid mistakes as
we were all learning the technology, said Tim Coss, course direc-
tor. The microtunneling community is such a tight-knit group of
contractors that the annual course has evolved into more of a family
get-together to exchange ideas and best practices while sharing ex-
periences, the only constant we still know today is to always expect
the unexpected and plan accordingly.
One of the hallmarks of the Microtunneling Short Course is the
opportunity for networking with microtunneling professionals
representing all aspects of the industry. Among the highlights were
a networking reception, sponsored by Akkerman Inc., and the an-
nual banquet dinner, sponsored by Vadnais Trenchless Services,
TUNNELINGONLINE.COM

Rasa and Tunnel Service Group, both held at the Boulder Marriott.
The annual banquet includes the presentation of the Microtun-
neling Achievement Award for Microtunneling Excellence, whose
2016 recipients were Grahame Turnbull (consultant/JR Cruz),
Troy Stokes (Akkerman), Julian OConnell (Herrenknecht) and Dan
Schitea (Vadnais Trenchless).
Concurrent with the course, the North American Microtunnel-
ing Association (NAMA) held its annual general meeting. The main
point of emphasis was addressing the lack of meaningful concrete
jacking pipe standards in the United States. A committee headed
by Ray Post, Huxted Tunneling, with the assistance of Dustin Ong,
Civiltech Engineering, Dan Schitea, Vadnais Trenchless, and David
Ellett, BRH-Garver, was formed to address this problem, according
to NAMA executive director Tim Coss.
TUNNELINGONLINE.COM
FEATURE 39
STORY
LEFT PAGE: The 2016 Microtunneling Short Course boasted a record 140
delegates.
LEFT: Akkermans GBM display at the Pilot Tube Seminar.
ABOVE: The sold out banquet capped the Microtunneling Short Course
and featured the presentation of the Microtunneling Achievement
Awards.
BELOW: Ingo Justen (Tunnel Services Group) delivers a presentation
in front of a packed house.
Once again, the Microtunneling Short Course was held in con-
junction with the one-day Pilot Tube Seminar, which was held
Feb. 8, also on the campus of the University of Colorado. Akker-
man hosted a static display of its guided boring machine (GBM)
system giving attendees a hands-on opportunity to see the newest
Akkerman offerings.
The Microtunneling Short Course is presented by course direc-
tors Tim Coss, Microtunneling Inc., and Levent Ozdemir, Ozdemir
Engineering, in conjunction with Trenchless Technology magazine/
Benjamin Media Inc. The same team will present the fourth annual
Ground Improvement in Underground Construction and Mining
Short Course (May 9-11, 2016, Boulder, Colorado) and the ninth an-
nual Tunneling Short Course (Sept. 12-14, 2016, Boulder, Colorado).
For information, visit www.microtunnelingshortcourse.com.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
42 FEATURE
STORY
Best Practices in Managing
Urban, Underground
Transit Systems
The worldwide tunneling construction industry is witnessing a historic
boom as tunnels become viable solutions to traffic congestion, dwindling
right of way, aging infrastructure, rapidly expanding urban centers and
population growth.
Indeed, people are returning to urban areas at an ever-increasing rate.
According to the United Nations, 60 percent of the worlds population will
live in cities by 2030. In developed countries, including the United States,
the population in cities increases to more than 80 percent. By that time, the
United Nations predicts there will be more than 60 megacities each with a
population of more than 10 million people worldwide.
Urban growth is exerting increased demand for more efficient transpor-
tation and reliable power, water supply, wastewater conveyance and com-
munication systems. This trend necessitates the use of underground space.
TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016
By Nasri Munfah, Sharif Abou-Sabh and Sanja Zlatanic
Cities are opting to add infrastructure underground because of:
The many benefits it offers.
Advances in tunnel and underground construction.
Sophisticated planning methods.
Advanced architectural design of underground transit structures.
Need for Program Management Grows
Underground transit system projects have their share of challenges,
such as:
Limited rights of way, including adjoining buildings, existing
utilities, pedestrian routes, and businesses, pose significant risks.
Numerous technical challenges and subsurface risks require expert
risk management.
TUNNELINGONLINE.COM

HNTB is providing independent design verification and
consultation to minimize risks and to meet strict owners
requirements on the Istanbul Strait Road Tube Crossing
(Eurasia) Tunnel. The tunnel is subject to 11 bars of water
pressure in mixed ground conditions and in a high seismic
zone. The TBM breakthrough took place on Aug. 22, 2015.
The project won the 2015 ITA Tunneling Project of the Year
Award.
Most underground transit programs today cost several billion dol-
lars, present complex environmental challenges, require coordi-
nation of multiple stakeholders and are in great need of funding
strategies, financing and cash flow management.
Shortage of skilled labor and qualified local contractors.
Despite a projects scope and size, construction is expected to be
completed on time and within budget.
As a result of these challenges, the need for program management ser-
vices for underground transit projects is growing exponentially.
For example, HNTB is providing program management services for the
$4 billion Amtrak Baltimore and Potomac Tunnel. The firm also is provid-
ing program management services to New Jersey Transit in support of its
assessment and restoration of assets following Hurricane Sandy. Similarly,
HNTB provided Chicago Transit Authority comprehensive program man-
agement services for its $2.9 billion urban transit expansion and improve-
ment projects. The firm also was part of the overall program management
team for the multibillion dollar seismic upgrade program for the Bay Area
Rapid Transit.
These complex transit projects require major program management
skills and project oversight to produce suitable designs, meet highly ac-
celerated schedules, manage limited funds, mitigate various technical and
financial risks, and support the projects implementation.
Ensuring Environmental Justice
One of the biggest responsibilities of a program manager is ensuring en-
vironmental justice. Environmental justice strives to treat all stakeholders,
including residents, businesses and existing transportation systems, fairly
and equitably without regard to geographic location, economic or socioeco-
nomic status.
For example, a new transit project traversing under both affluent and ec-
onomically disadvantaged neighborhoods must take the same precautions,
in terms of preserving traffic flow or minimizing impact to businesses,
in both neighborhoods. The special measures or environmental consider-
ations applied to one community must be applied to all communities. Un-
derstanding and addressing this issue early in the projects development is
critical to success.
Promoting environmental justice falls under the role of program man-
agement. While program managers are responsible for balancing cost,
schedule and quality throughout the life of a project, they also must ensure
project engineers and architects adhere to the criteria of environmental
justice during design, construction and final project operation.
TUNNELINGONLINE.COM
FEATURE 43
STORY
By following a comprehensive approach that includes the best practices,
program managers can support owners in delivering their programs safely
and successfully.
1. Make community collaboration essential
Successful program managers listen to public concerns and strive to
minimize negative effects of underground transit facilities during design
and construction. Using local community outreach to communicate po-
tential design elements or construction processes and effectively respond
to community comments and objections helps turn potential project oppo-
nents into supporters. Issues, such as street excavation, impact on traffic,
utilities, trucking of excavated materials and impact on local businesses
and residents, should be addressed early in the project development.
2. Uncover greater certainty within the uncertain
A start-to-finish approach that maintains continuity and control is a
tenant of best-practice program management. An experienced program
manager resolves competing stakeholder demands and priorities by bal-
ancing expectations and reality while maintaining focus on project goals
and objectives.
A program manager assembles a team possessing high technical exper-
tise and underground construction resources. The team is designed to man-
age technical challenges in an efficient way, evaluate alternatives, establish
effective delivery methods and contracting modes, develop construction
packaging, conduct constructibility analyses, perform resource assess-
ment, collaborate with the construction community and the public, pro-
vide program controls, accountability, and dispute and risk management.
3. Consult the construction community
When contractors are given the opportunity to provide input and they
know what the program manager expects, they generally will perceive less
risk and submit more competitive bids.
Many transit agencies, such as LA Metro and New York Metropolitan
Transportation Authority, conduct extensive contractor outreach up to
a year in advance of major underground transit projects. The program
manager facilitates the industry outreach program. They meet with local
contracting associations and major contractors to share the program infor-
mation, bidding schedules and solicit constructability ideas. They discuss
qualification requirements and prior experiences with tunnel and under-
ground work in the project area, including challenges and lessons learned.
Informing all qualified contractors about a program before putting proj-
ects out for bid can reveal invaluable ideas for addressing risks, reducing
costs and encouraging competition.
4. Get four bids, maybe more
The program manager studies the local underground construction mar-
ket and separates the project into manageable, biddable components while
meeting the skillsets required for each contract.
A large program broken into smaller chunks tends to create competi-
tion by generating interest among a larger number of contractors. This ap-
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
44 FEATURE
STORY

HNTB, lead designer and engineer of record for

the Crenshaw/LAX Transit Project in Los Ange-
les, is part of the design-build team, address-
ing the technical challenges of an underground
transit system in a congested urban area.

proach invites innovation and reduces overall

cost. However, program managers should also
be cognizant of and address the interfacing and
coordination required among the various con-
traction packages.

5. Analyze resources strategically

The program manager assesses the impact of
any future resource constraints, such as quali-
fied labor and equipment. This is especially true
for tunnels and underground projects, where an
especially experienced workforce is required.
Based on that intelligence, the program man-
ager then develops strategies to get around or in
front of shortages.
For example, when serving as a program
manager for a railroad program, HNTB foresaw
the 2007-2008 shortage of structural steel and
recommended pre-purchasing a supply. That
kind of forward thinking is invaluable to large,
urban underground transit projects that often
take years to complete. However, it is important
to assess the risk associated with pre-purchasing,
especially for specialty elements, such as a TBM
or precast segments, as they are part of the con-
tractors means and methods.
6. Proactively collaborate with stake-
holders
Effective collaboration with stakeholders
and the general public is essential to successful
underground projects in urban areas. Stake-
holders include the various agencies affected by
the project: owners in-house departments (e.g.,
operation and maintenance), public and private
utility owners, adjoining property owners, per-
mitting agencies and city departments. Early
communication and collaboration, along with
sensitivity to each partys points of views and
goals, can avoid many of the pitfalls and delays
that occur when collaboration is absent.
On the public side, successful program man-
agers listen to concerns and use those concerns
to improve the projects design while minimiz-
ing its negative effects. Communicating poten-
tial design elements or construction processes
due to the uniqueness of underground projects
and effectively responding to objections and
comments helps turn potential project oppo-
nents into supporters.
7. Ensure accountability
Program managers demonstrate transpar-
ency and fairness when enforcing controls and
resolving disputes especially those related to
differing ground conditions. Controls include:
Change-order responsibility. Imple-
menting changes at the lowest pos-
sible level minimizes delays and cost
increases. Delays in underground con-
struction often are more costly than
the cost of the change itself. A good
project manager foresees this impact
and aggressively resolves disputes as
early as possible.
Implementation of the Geotechnical
Baseline Report. The GBR is a mecha-
nism for sharing risks between the
owner and the contractor, such as dif-
fering ground and unforeseen condi-
tions. It is essential to place the risk
identified in the GBR on the entity
best suited to manage it. Fairness and
transparency are essential for success-
ful implementation of GBR provisions.
Dispute resolution. Program managers
should establish a clear framework for
issue escalation and a commitment to
resolving disputes within a defined pe-
riod (e.g., 60-75 days.) This is especially
important to tunnels and underground
projects, where the cost of delay could
be significant and could impact the
projects critical path.
Program targets. Program manag-
ers should clarify financial, schedule
and quality targets for each project
phase and then monitor, adjust and
regularly communicate those targets
to all affected. Monitoring early devia-
tions is critical to maintain the overall
schedule and to sidestep delays. In addi-
tion, identifying and addressing long-
lead items, such as the TBM or power
sources, should be addressed early and
accounted for in the program schedule.
Configuration management. Balanc-
ing the scope, cost and schedule of the
program is essential to maintain the
overall program budget and provide
the most essential elements of the pro-
gram.

TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM

Program managers for
underground transit
projects:
Provide a start-to-finish approach for a level of continuity
and control that are essential to successful programs
Resolve stakeholders competing demands, goals and pri-
orities by balancing expectations with reality
Possess the required technical expertise and resources for
underground construction
Support the owner and participating agencies by manag-
ing technical challenges in an efficient way, managing dis-
putes, identifying delivery methods, contracting packages,
conducting resource analysis, collaborating with the con-
struction community and the public, applying program
controls and assigning accountability
Establish and manage the project risk register and manage
risks throughout the life of the project
Maintain an unflinching focus on the projects goals and
objectives
For example, if an additional station entrance is required to meet the
communitys needs, the cost and schedule must be adjusted accordingly or
something else in the scope must be modified to maintain balance. An ef-
fective program manager keeps all three elements in sync.
8. Develop a risk register
Working with the owner and the various stakeholders, the program
manager creates the risk register, assigning each risk to the entity best
suited to manage it.
A risk register is an exhaustive account of potential risks, their prob-
abilities of occurrence and their consequences, along with strategies for
mitigating, reducing or managing risks.
The program manager monitors and modifies the register continually
throughout planning, design and construction, so that it becomes a living
useable document. The contractor also should adopt the risk register and
advance it further.
Among the various risk categories, for urban underground transit proj-
ects, the following categories should be covered:
Geotechnical risks. Geological and groundwater conditions affect
tunnel construction means and methods. Revealing and mitigat-
ing geotechnical risks requires comprehensive investigation,
groundwater control measures, estimating potential ground loss
during excavation and associated potential settlement, and pre-
dicting how the ground will behave during construction. The in-
vestigation also should assess the impact of tunnel construction on
nearby buildings, facilities and utilities.
Stakeholder risks. Effects of underground construction on traffic,
TUNNELINGONLINE.COM
FEATURE 45
STORY
pedestrians, adjacent businesses and facilities should be consid-
ered. Interfacing and coordinating with utility owners, public and
private agencies, and other stakeholders are essential for a success-
ful project.
Environmental issues, including noise and vibration. Program
managers work with the community and participating agencies to
establish guidelines for minimizing noise and vibrations caused
by excavation, equipment movement, muck removal and other
construction activity and to maintain good air quality and accept-
able working hours. Program managers also should monitor and
enforce compliance.
Transit integration. It is critical to ensure tunnels can accommo-
date all systems necessary (i.e., power, signals, communication,
train control, track, track bed, etc.) for trains to operate safely and
at the service level required. If the underground transit system is
part of an existing system, new components must be integrated
with the existing system and the operation of the existing line
must be maintained with minimal disruption.
Fire and life safety. Design considerations for underground tran-
sit systems should address prevention, detection and protection
from fire incidents and potential intentional malicious acts, such
as arson or terrorist acts. This should include ventilation, smoke
management, emergency egress, access of first responders and the
role of operators in managing an incident. In addition, the poten-
tial impact of fire and blast on the underground structure and the
facilitys infrastructure must be addressed, including potentially
hardening the facility.
Challenging Future Ahead
Future underground transit projects will become more challenging as
population and building trends converge on already fully developed cities.
Projects with exceptional program and risk management that seek envi-
ronmental justice for all stakeholders will become even more critical. The
success of these projects depends on the ability, insight and acumen of the
right program manager.
Nasri Munfah chairs HNTBs tunneling practice. He has
managed all phases of multibillion-dollar, multidisci-
plinary, domestic and international tunneling and trans-
portation projects. Contact him at (212) 294-7568 or
nmunfah@hntb.com.
Sharif Abou-Sabh is senior project director for HNTB. He
led program management for the Chicago Transit Au-
thoritys $2.9 billion urban transit projects. Contact him at
(312) 446-8096 or sabousabh@hntb.com.
Sanja Zlatanic is chief tunnel engineer for HNTB. She led
the design of major multibillion dollar tunneling and un-
derground projects from conceptual phase through fi-
nal design and construction. Contact her at (212) 294
7567 or szlatanic@hntb.com.
APRIL 2016 // TBM: TUNNEL BUSINESS MAGAZINE
46 TBM: TUNNEL
BUSINESS MAGAZINE

CALENDAR
April 2016 May 2016
20-22 International Symposium on Submerged 11-13 Tunnels Fire Safety Forum,
Floating Tunnels and Underwater Structures, Amsterdam
Chongqing, China Web: https://feming.events/en/events/hse/
Web: cmct.cn/suftus tunnels-fre-safety-forum

April 2016 May 2016

22-28 World Tunnel Congress, San Francisco, CA 17-19 Trenchless Technology Road Show,
Web: www.wtc2016.us Niagara Falls, Ontario
Web: trenchlessonline.com
May 2016
9-11 Ground Improvement for Underground May 2016
Construction and Mining, 23-25 Underground Construction Prague/Eastern
Boulder, CO European Tunnelling Conference, Prague
Web: www.groundimprovementshortcourse.com Web: www.ucprague.com

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TBM: TUNNEL BUSINESS MAGAZINE // APRIL 2016 TUNNELINGONLINE.COM

 NASTTs 2017
Call for No-Dig Show
Abstracts April 9-13, 2017
Gaylord National Convention Center | Washington, D.C.

Submission Deadline: June 30, 2016

The North American Society for Trenchless Technology (NASTT) is now accepting abstracts for its
2017 No-Dig Show in Washington D.C. at the Gaylord National on April 9-12, 2017. Prospective
authors are invited to submit a 250-word abstract outlining the scope of their paper and the principal
points of beneft to the trenchless industry. The abstracts must be submitted electronically at NASTTs
website by June 30, 2016: nastt.org/abstractsubmission.

Abstracts from the following subject areas are of interest to the No-Dig Show Program Committee:

Potable Water and Pressure Systems Industry Issues

Pipeline Inspection, Locating, and Condition Assessment Subsurface Utility Engineering
Pipe Rehabilitation Submittal Requirements and Quality Assurance/Quality
Pipe Bursting Control
Emerging Technologies Project Budgeting and Prioritization
Case Studies Funding for Green Technologies
Selection Criteria for Contractors
Wastewater, Storm water, and Non-pressure Systems Social Costs and Impacts
Advanced Pipeline Condition Assessment Carbon Footprint Reduction
I&I and Leak Detection Sustainable Construction Practices
Pipeline and Laterals Rehabilitation Industry Trends, Issues and Concerns
Pipeline Inspection, Locating, and Condition Assessment
Cured-in-Place Pipe Lining New Installations Tunneling, Boring and Pipe Ramming
Sliplining New Concepts or Trenchless Equipment, Materials and
Pipe Bursting Methods
Spray Applied Linings New Applications for Boring Techniques (Auger Boring
Grouting and Pipe Ramming)
Manhole Rehabilitation Pilot Tube Boring (Tunneling)
Case Studies Case Studies

Energy Pipeline Systems Horizontal Directional Drilling (HDD)

Pipeline Inspection, Locating, and Condition Assessment New Concepts and Applications for Horizontal
Aging System Rehabilitation Directional Drilling Equipment, Materials and Methods
New Trenchless Installation Case Studies
Standards and Regulations
Microtunneling
Trenchless Research and Development New Concepts and Applications for Microtunneling
University and Industry Initiatives Equipment, Materials and Methods
Education and Training Case Studies

For more information visit

nodigshow.com TECHNICAL PAPERS INDUSTRY EXHIBITS INNOVATIONS NETWORKING EVENTS