To consolidate, disseminate, and gather information concerning the 710 expansion into our San Rafael neighborhood and into our surrounding neighborhoods. If you have an item that you would like posted on this blog, please e-mail the item to Peggy Drouet at pdrouet@earthlink.net

Friday, February 13, 2015

Technical management of TBM Bertha repair


By Shani Wallis, February 12, 2015

As excavation of the recovery shaft for the Alaskan Way TBM repair in Seattle reached invert level, technical expertise to oversee the complex repair process has been appointed by the TBM’s manufacturer. TunnelTalk has learned that Gomez International of Arizona has been retained by Hitachi to manage the process to remove, lift out, repair, lower and refit the cutterhead and main bearing drive unit of the 17.5m diameter EPBM.

 Repair shaft ready to receive the TBM
Repair shaft ready to receive the TBM
The Gomez team of specialist mechanical, electrical and logistics engineers will manage the activities of the subcontractors and crews engaged by Hitachi to complete its contractual commitment to repair the TBM to its designed and delivered working condition.

The Gomez International team manager has been on site in Seattle since December 2014 and with his team will direct subcontractors including crane operator Mammoet Company of The Netherlands which has installed one of the world’s largest tower cranes over the recovery shaft to lift and maneuver the world-record 17.5m diameter cutterhead and its main bearing drive unit; and specialists National Welding which will undertake up to as much as 150 tonne of welding required by the repair process. The repair process also includes a team of about 25 engineers from Hitachi assigned to Seattle, and the crews of engineers and laborers made available to the process by the project’s design-built contractor Seattle Tunnel Partners (STP), Dragados and Tutor Perini.

Gomez International knows well the TBM and its systems. It was engaged by Hitachi as its US machine and systems consultant during the procurement, design and manufacture of the mega machine and to represent Hitachi as part of its team in strategic meetings with the Spanish/US client STP and the project owner WSDOT and their consultants and advisors. Its engagement with Hitachi was to proceed through the TBM assembly and commissioning stages but the company was released from its contract when STP took delivery of the machine at the port of Seattle.

Repair strategy for the giant TBM explained:


As mechanical repair teams mobilize, WSDOT confirmed completion this week of the 24m diameter x 36m deep (80ft x 120ft deep) recovery shaft with installation of nearly 800m3 (1,000yd3) of rebar reinforced concrete to form the base slab and cradle on which the 17.5m (58ft) diameter EPBM will rest for its process of refurbishment and repair. Work will continue to prepare the seal and tunnel eye through which the TBM will emerge. Over the past 13 months since the TBM came to a stop in December 2013, maintenance crews have kept all its systems in operating order to ensure prompt start up and breakthrough into the recovery shaft. If the machine is unable to bore through the 6m (20ft) thick diaphragm wall of the shaft, a connection will be made from the tunnel eye in the shaft.
As well as its contract for the SR99 TBM repair in Seattle, Gomez is engaged as a consultant on several current tunneling projects in North America including two projects on which other Hitachi TBMs in the USA have been, and continue to be, used. Rick Gomez, as owner of the company, is committed on site also in Seattle on the Northgate Link of the extension of the Seattle Metro for the Jay Dee/Michels/Coluccio JV and was before that engaged by the same JV on its Capital Hill contract for the Seattle Metro U-Link project where a 6.5m EPB machine from Hitachi completed a total 1.1km of parallel running tunnels. The same machine has been refurbished and re-engaged on the Northgate contract along with a refurbished Robbins TBM. Earlier, in Seattle, Gomez was engaged by Obayashi to manage the logistics of completing the mechanical and electrical installations of its Beacon Hill tunnel and underground station contract for the Seattle Metro South Link project.

Testing of TBM Bertha at the Hitachi factory in Japan in December 2012:

In California, Gomez International was engaged by the Michels/Jay Dee/Coluccio JV as mechanical subcontractor on the 4.56m Hitachi machine that recently completed a successful 8km-long water supply tunnel as the first ever bored tunnel under San Francisco Bay.

For about 25 years, the company has worked as a mechanical consultant for the US division of Japanese contractor Obayashi and was involved in its many hard rock TBM CSO tunnel drives in Atlanta; as well as the Eglinton Subway tunnel project in Toronto, Canada, and on construction by Obayashi of the high level Colorado River bridge to bypass the road that crosses on the crest of the iconic Hoover Dam.

A senior engineer with Gomez International, Asao Nomura, worked on the mega TBMs of more than 14m diameter used in the 1990s to excavate the Trans-Tokyo Bay highway tunnel in Japan, and who came to the United States more than 15 years ago to work for Obayashi on its first tunneling contract in North America for the CSO drainage program in Atlanta. Nomura, for Gomez International, was involved in its advisory role with Hitachi during the design, manufacture and procurement of the SR99 machine. Gomez and Nomura were interviewed by TunnelTalk during the visit to the Hitachi factory in Sakai, Japan for initial inspection and dedication of the machine by STP and WSDOT in December 2012.

Gomez (right) and Nomura speak of TBM procurement involvement:


For its part Hitachi has remained committed to the mega EPB machine in Seattle from the start of its operating troubles. Without knowing the root causes of the TBM breakdown - whether they be mechanical or operational - Hitachi has played a proactive role in recovering the situation. Since replacement of the main bearing was considered a prudent risk management strategy after failure of the main bearing seals, Hitachi has advanced its part of the process without delay. All replacement parts and components for the repair are on site and are being made ready for the process, and all the mechanical costs involved with repair of the TBM are being covered in this initial instance by Hitachi.
The mega 17.5m (58ft) EPB machine procured by STP for its US$1.35 billion design-build SR99 Alaskan Way viaduct highway replacement tunnel contract in Seattle is the largest TBM in the world so far, and the first soft ground TBM of more than 9m (30ft) diameter to operate in the USA. As well as the three Hitachi machines in America (for the Seattle SR99 highway, the Seattle Sound Transit Metro contract, and the San Francisco Bay water tunnel), Hitachi has two slurry TBMs working currently in Bangalore, India, on its metro construction; a further six working on metro contracts in Singapore; and several more working on tunnel contracts in China. Hitachi was also one of the manufacturers involved in the design, manufacture and supply of the eight mega machines of more than 14m diameter used on the Trans-Tokyo Bay highway tunnel in the 1990s.

The SR99 TBM is not the first machine in the world to experience serious problems and it will not be the last. All similar incidents in the past have been repaired, recovered and restarted to complete the project successfully. The same is possible and planned for the mega machine on the SR99 project in Seattle.


The Evolution of a Stance on the 710 Tunnel Project

Posted by Joe Cano on Facebook, February 13, 2015:

"I was for it before I was against it!"

A quick evolution on the subject or just lipservice for votes. I don't think anyone will fall for it. It keeps changing day by day.


What Position Is Gloria Molina Going to Take Today on the 710 Freeway Expansion?

Joe Cano on Facebook, February 13, 2015: 

Based on the last few CD14 Candidate forums here is Gloria Molina's position on the 710 tunnel project. Just spin the wheel & see what comes up on any particular day. (In reference to

 http://www.latimes.com/local/lanow/la-me-ln-huizar-molina-tussle-20150212-story.html )

LA Department of Transportation Should Measure What Matters - Commute Times


By Raymond Klein, February 13, 2015

MOVING LA-Many of us are experiencing afternoon commute times of over an hour to go a short distance. The LA Times recently quoted the Chief Operating Officer of a growing business with 200 employees. They are excited about moving from Santa Monica’s Colorado Center to new offices in Westwood: “We can’t wait to move. Just driving from Santa Monica to the 405 Freeway right now is sometimes taking some employees from 45 minutes to one hour and 15 minutes to go three miles. It’s a waste of time.”  

In Brentwood, we often have similar drive times of one hour on Sunset Blvd at 3:30 - 6:30pm between Kenter Ave and the 405 Freeway, a distance of less than 1.5 miles. Quality of life is severely degraded by the City approving more density without the supporting infrastructure. It’s not only the frustration of sitting in traffic - - our lives and property are at an undue risk due to paramedics, fire and police unable to timely reach an emergency.

Added to the tsunami of cars, Los Angeles also suffers from the methodology that the LA Department of Transportation uses to analyze traffic. LADOT needs to furnish decision makers with a simulation of impacts on travel time on a discrete corridor instead of using the current intersection rating system. 

LADOT doesn’t look at the impact of a development project on the time it takes to drive a given distance. Instead, they look only at each separate signalized intersection, and give the intersection a rating of "A" - "F" based upon the volume of cars compared to “capacity.”  

But rating an intersection by considering all approaches to an intersection provides little value when there is one direction (such as travelling to the 405) that is more congested with long queues and only a few cars able to go through the intersection during each green light cycle.

A rating of "E" is defined as "the most vehicles intersection approaches can accommodate." Yet maximum capacity can still be exceeded, because an overcapacity of cars can then result in a rating of "F". When even more cars are added to an overcapacity "F" intersection, LADOT may nevertheless conclude that these additional cars would have no "significant" impact.  

In real life, once a glass is filled to the top with water, you know what a mess you have if you try to add more water. 

Our City decision makers are not getting an accurate representation of the impacts necessary to make important land use decisions about proposed discretionary Projects. What would be more meaningful to a City Councilperson – that a Project’s impacts will turn several intersections from “E” to “F”, or that the impacts will result in an extra 45 minutes to go 1.5 miles? We should measure what matters – commute times.

LADOT hides its deficient analysis with this mumbo-jumbo rating methodology instead of providing the City Planning Department, City Council, and the public with useful information that matters to all of us - - how much more time will it take me to drive a given distance at rush hour.  

Traffic simulation software exists, but LADOT refuses to use it. Are we afraid to admit that many of our roads simply can't handle more cars? Information about excessive additional travel time would make it clear that certain projects should be severely downsized, or not built at all.